PROCEEDIN

OF THE

THIRTY-SECOND ANNUAL CONVENTION

OF THE

American Rail^vay Engineering Association

HELD AT THE

PALMER HOUSE, CHICAGO, ILLINOIS March 10 and II, 1931

VOLUME 32

Copyright, 1931, by

AMERICAN RAILWAY ENGINEERING ASSOCIATION CHICAGO

BOARD OF DIRECTION

President

G. D. Brooke, Vice-President and General Manager, Chesapeake & Ohio Rail- way, Richmond, Va.

First Vice-President L. W. Baldwin, President, Missouri Pacific Lines, St. Louis, Mo.

Second Vice-President

J. V. Neubert, Chief Engineer Maintenance of Way, New York Central Rail- road, New York City.

Past-Presidents

G. J. Ra\', Chief Engineer, Delaware, Lackawanna & Western Railroad, Hobo- ken, N. J.

J. M. R. Fairbairn, D.Sc, Chief Engineer, Canadian Pacific Railway, Montreal, Que., Canada.

D. J. Brumley, Chief Engineer, Chicago Terminal Improvements, Illinois

Central Railroad, Chicago. W. D. Faucette, D.Sc, Chief Engineer, Seaboard Air Line Railway, Norfolk, Va.

Louis Yager, Assistant Chief Engineer, Northern Pacific Railway, St. Paul, Minn.

Directors

Hadley Baldwin, Chief Engineer, Cleveland, Cincinnati, Chicago & St. Louis Railway, Cincinnati, Ohio.

F. E. Morrow, Chief Engineer, Chicago & Western Indiana Railroad, Chicago. Dr. a. N. Talbot, Professor Emeritus, University of Illinois, Urbana, Illinois. J. E. Armstrong, Assistant Chief Engineer, Canadian Pacific Railway. Mon- treal, Que., Canada.

C. C. Cook, Maintenance Engineer, Baltimore & Ohio Railroad, Baltimore, Md. Frank Ringer, Chief Engineer, Missouri-Kansas-Texas Lines, St. Louis, Mo. C. R. Harding, Assistant to President, Southern Pacific Company, San Fran- cisco, Cal.

G. W. Harris, Chief Engineer, Atchison, Topeka & Santa Fe Railway System,

Chicago.

C. R. Knowles, Superintendent Water Service, Illinois Central System, Chi- cago.

Treasurer

A. F. Blaess, Chief Engineer, Illinois Central System, Chicago.

Secretary

E. H. Fritch, 59 East Van Buren Street, Chicago.

TABLE OF CONTENTS

BUSINESS SESSION

Page

BUSINESS SESSION 13

Introductory Remarks by the President 13

President's Address 13

Reports of Secretary and Treasurer 21

Financial Statement 44

Condensed Report of Convention 47

Report of Tellers 52

COMMITTEE REPORTS

REPORT OF COMMITTEE ON GRADE CROSSINGS 65

Revision of Manual 67

Advance Warning Sign 68

Highway Crossing Sign 69

Highway Crossing Signal 70, 77

Reflector Lens Sign 78, 79

Center of Road Installation; Side of Road Installation 80

Highway Crossing Signs and Signals 81

Comparative Merits of Various Types of Grade Crossing Protection. 81 Methods and Forms for Classifying Highway Crossings of Railways and Forms for Recording and Reporting Highway and Rail- way Traffic over Highway Grade Crossings 84

Method for Developing and Evaluating Relative Benefits to the Public and Railways from Grade Crossing Protection or

Elimination 88

Provision which Should be included in Uniform Statutes Governing

Highway Grade Crossing Protection or Elimination 89

Specifications for Location, Height and Illumination of Signs Pro- tecting Grade Crossings 91

Classification and Forms for Recording and Reporting Highway Grade Crossing Accidents with a View to Determining the Relative Extent of Contributory Causes and Merits of

Protective Devices 92

Highway Crossing Accident Report 93, 94

REPORT OF SPECIAL COMMITTEE ON CLEARANCES 95

Clearance Diagram for Bridges and Tunnels 96

Clearance Diagram for Buildings and Sheds 97

Clearance Diagram for Warehouse and Enginehouse Doors 98

REPORT OF COMMITTEE ON BALLAST 99

Specifications for Prepared Gravel Ballast, including Best Method

of Testing 100

Specifications for Stone Ballast, including Best Method of Testing

for Hardness, Abrasion and Resistance to Weathering 101

Determine the Answer to the Question: What is Ballasted Track?.. 106

3

Table of Contents

Page REPORT OF COMMITTEE ON UNIFORM GENERAL CONTRACT

FORMS 107

Cost-Plus Methods in Construction Contracts 108

Special Forms of Contracts for Maintenance of Way Work 110

Form of Agreement for the Purchase of Electrical Energy in Large

Volume (such as Required for Traction Purposes) 110

Form of Agreement for the Organization and Operation of a Joint

Passenger Terminal Project HI

REPORT OF SPECIAL COMMITTEE ON STANDARDIZATION.... 112 Approval of A.R.E.A. Manual by the American Railway Associa- tion— Extension of Uniform Practice 112

Classification of A.R.E.A. Recommended Practices According to Use. 113

American Standards Association (A.S.A.) 114

National Standardization 114

A.R.A. Representation in A.S.A 115

Canadian Engineering Standards Association (C.E.S.A.) IIS

Other National Standardizing Bodies 116

International Standards Association (I.S.A.) 116

Paris Conference 116

American Standards Approved by the American Standards Associa- tion Period Sept. 1, 1929, to Sept. 1, 1930 117

American Standards Association Technical Projects on which the

Railway Associations are now Cooperating 118

REPORT OF COMMITTEE ON IRON AND STEEL STRUCTURES. . 119

Revision of Manual 120

Track Anchorage over Bridges and Similar Structures 123

Copper-Bearing Steel for Structural Purposes 126

Punched and Reamed Work 127

General Specifications for Steel Railway Bridges 127

Longitudinal Forces as they Apply to Railway Bridge Superstruc- tures and Substructures 131

Design of Rivet Heads for Steel Structures 133

REPORT OF COMMITTEE ON RULES AND ORGANIZATION 135

Revision of Manual 138

Rules for Maintenance of Bridges — Wooden Structures 139

Rules for Maintenance of Other Terminal Structures 140

Titles Employed to Designate Positions of Corresponding Rank in

Maintenance of Way Service 142

An Act to Regulate the Practice of Professional Engineering and

Land Surveying, etc 143

REPORT OF COMMITTEE ON TRACK 150

Revision of Specifications for Steel Tie Plates 152

Superelevation of the Outer Rail on Curves in Connection with the Degree of Curvature, Gradient, the Maximum Speed of

Trains, Traffic, Number of Tracks, etc 153

Temperature Expansion for Laying Rails 155

Table of Contents

Report of Committee on Track — Continued Page

Plans and Specifications for Track. Tools 157

- Plans for Switches, Frogs, Crossings, Slip Switches 157

Corrosion of Rail and Fastenings in Tunnels 159

Reducing Rail Wear on Curves, with Particular Reference to Lubri- cating the Rail or Wheel Flanges 160

Cause and Effect of Brine Drippings 163

REPORT OF COMMITTEE ON ROADWAY 165

Revision of Manual 167

Specifications for Concrete Fence Posts 168

Roadbed Drainage 169

Influences Affecting the Life of Fence Wire and Methods for Pre- venting its Corrosion 172

Permanent Roadbed 175

Good Grading Practice 177

Use of Highway Crossing Plank and Substitutes 180

Methods of Roadway Cross-Sectioning Calculations and Measure- ments 183

Heaving Track 189

REPORT OF COMMITTEE ON ECONOMICS OF RAILWAY

LABOR 193

Effects of Recent Developments in Maintenance of Way Practices

on Gang Organization 194

Economies Resulting in the Diversion of Traffic on Multiple Track

Lines for Maintenance Purposes 198

Practical Methods of Stabilizing Maintenance of Way Forces 203

REPORT OF SPECIAL COMMITTEE ON STRESSES IN RAIL- ROAD TRACK 205

Progress Report 205

REPORT OF COMMITTEE ON YARDS AND TERMINALS 207

Revision of Manual 208

Coach Yards 208

Parking Facilities for Railway Passengers 209

Hump Yards 210

Scales 214

Bibliography of Railway Stations, Yards, Marine Terminals and

Air Ports 215

REPORT OF COMMITTEE ON ECONOMICS OF RAILWAY

LOCATION 221

Economics of Railway Location as Affected by the Introduction

of Electric Locomotives 222

Extent Train Resistance is Increased when Trains are Operating on Flexible Rails as Compared with the Same Operation

with Stiffer Rails 231

Proper Size and Character of Field Organizations for Railway Loca- tion and Construction 232

Table of Contents

Page

REPORT OF COMMITTEE ON TIES 235

Anti-Splitting Devices ...... i 236

Extent of Adherence to Standard Tie Specifications 238

Substitute Ties ....;;;..<. 240

Tie Renewal Averages per Mile Maintained i 246

Methods and Practices for Proper Seasohing of Ties 260

Study of the Life of Untreated Hardwood Ties and Creosoted Red Oak Ties, Based on Tie Records of the fcansas City South- ern Railway — Monograph by S. E; Shoup. 261

REPORT OF COMMITTEE ON WOOD PRESERVATION 281

Service Test Records for Treated Ties ; . . ; 282

Piling Used for Marine Construction , 292

Destruction by Termite and Possible Ways of Prfevfihting Same....^ 310 Practicability of Boring Bridge and Switch Ties for Spikes Before

Treatment 310

REPORT OF COMMITTEE ON WOODEN BRIDGES AND

TRESTLES 313

SimpHfication of Grading Rules and Classification of Timber for

Railway Uses 314

Standardization and Simplification of Store Stock and Disposition

of Material Reaching Obsolescence 315

Overhead Wooden or Combination Wooden and Steel Highway

Bridges 316

Design of Standard Wooden Trestles with a View of Obtaining

Greater Ecbftomy and Conserving Timber Resources 317

REPORT OF COMMITTEE ON ELECTRICITY 321

Synopsis of Reports of Electrical Section, American Railway

Association 321

REPORT OF COMMITTEE ON MASONRY 325

Revision of Manual 327

Specifications for Portland Cement 327

Specifications for Portland Cefflent Concrete, Plain and Re- inforced 330

Principles of Design of Reinforced Concrete Arches and Trans- mission Poles i i 331

Progress in the Science and Art of Concrete Manufacture. . ■. 335

Contact with Joint Committee on Standard Specifications for Con- crete and Reinforced Concrete ... ^ .. ^ .,.:.,. ^ .......... . 336

Waterproofing and Dampproofing ;;;;;;:... 337

Methods of Repairing Deteriorated Concrete ...;..:;.;;....;..... 340

REPORT OF COMMITTEE ON RAIL. 345

Revision of Manual ^ ..... , 346

Mill Practice 355

Operating Results of the A.R.A. Rail Fissure Detector Car 355

Rail Failure Statistics for 1929 358

Table of Contents

Report of Committee on Rail — Continued Page

Transverse Fissure Statistics 365

Cause and Prevention of Rail Batter 371

Tests of Alloy and Heat Treated Carbon Steel Rails 379

REPORT OF COMMITTEE ON WATER SERVICE AND SANITA- TION 399

Cause and Extent of Pitting and Corrosion of Locomotive Boiler

Tubes and Sheets 401

Cost of Eliminating Impurities in Locomotive Boiler Water 402

Simplification and Standardization of Equipment and Materials Used

in Railway Water Service 406

Automatic and Remote Control of Pumping Equipment 410

Protection of Water Supply Pipe Line Systems from Electrolysis.,, 415 Chemical Control and General Supervision of Water Treating Plants, 419 Protection of Boilers and Materials from Corrosign ^nd Deteriora- tion while in Storage ,....,.,,..,. 422

Progress Being Made by Federal ^nd State Authorities on Regula- tions Pertaining to Drinking Water Supply 429

Methods of Laying Cast Iron Pipe and Sped.fi..e4tioiis, ,.,.,.,.,..., 430

Specifications fpr Laying Cast Iron Pipe. ,..,,..,.,.,..,,,.... 435

REPORT OF SPECIAL COMMITTEE ON MAINTENANCE OF WAY

WORK EQUIPMENT ,.,... , 439

Definitions of Terms Used in Connection with Maintenance of Way

Work Equipment 441

Standardization of Parts and Accessories for Railway Maintenance

Motor Cars 451

Methods of Alarm for Gasoline Propelled Track Cars 451

Methods of Scheduling and Assigning of Work Equipment 455

Methods of Keeping Data on Work Equipment and Labor-Saving

Devices 458

Organization for Use and Maintenance of Tie Tamping Machines —

Air and Electric 465

Care of Work Equipment when not in Use, with Particular Refer- ence to Proper Housing 469

Standard Colors for Work Equipment and Motor Cars. 470

Standardization of Voltage arid Kind of Current for Use in Elec- trically Operated Machines and Tools for Roadvyay Pur- poses 472

Best Practice of Maintaining Labor-Saviqg Devices on Construc- tion and Maintenance of Way Work rr-.- 475

REPORT OF COMMITTEE ON SHOPS ANP LOCOMOTIVE

TERMINALS , 483

Locomotive Washmg Platforms , , ,.,..,.,,,....,, 484

General Layouts and Design of Car Shops , . . , 491

Inspection Pits , 499

Table of Contents

Page

REPORT OF COMMITTEE ON RECORDS AND ACCOUNTS SOI

Methods and Forms for Gathering the Data for Keeping up-to-date the Valuation and Other Records of the Property of Rail- ways (a) Changes Made Necessary by Government Regu- lations; (b) Simplicity and Practicability of Use S03

Definitions of Terms 503

Methods and Forms for Handling the Interstate Commerce Com- mission's Requirements Under Order No. IS 100 — Deprecia- tion Charges of Steam Railway Companies 519

Methods of Avoiding Duplication of Effort and for Simplifying and Coordinating Work Under the Requirements of the Interstate Commerce Commission with Respect to Account- ing, Valuation and Depreciation 520

Forms Used by Railway Water Service Departments 523

Accounting for Industry Tracks in its Relation to Ownership and

Contract Provisions 525

Methods and Forms for Maintaining a Record of Changes in Jointly Owned Interlocking Plants, with Respect to Ownership and

Contract Provisions 526

Use of Mechanical Devices for Accounting 528

Bibliography on Subjects Pertaining to Records and Accounts, ap- pearing in Current Periodicals 536

Bridge Inspection Report Forms 537

Methods Used in Recapture Proceedings 542

REPORT OF COMMITTEE ON BUILDINGS 547

Revision of Manual 548

Specifications for Concrete Used in Railway Buildings 549

Specifications for Buildings for Railway Purposes 556

Waterproofing and Dampproofing as Applied to Existing Buildings.. 557

Various Types of Trainsheds and Factors Controlling their Selection 557

Standardization of Metal Buildings and Parts 558

Use of Welding in Buildings 559

Elevators, Lifts and Escalators 588

REPORT OF COMMITTEE ON RIVERS AND HARBORS 607

Rivers 608

Definitions of Terms 608

Specifications Covering the Several Types of River Bank Pro- tection and Levees in Common Use 612

Harbors 619

Types of Dredges and their Respective Uses 619

Dredging Specifications 621

REPORT OF COMMITTEE ON SIGNALS AND INTERLOCKING. . . 627

Developments of Automatic Control and Cab Signals 627

Improvement in Railway Operating Efficiency 634

Progress Made in the Use of Modern Railway Signal Systems 637

Current Activities of the Signal Section During Past Year 639

Table of Contents

Page REPORT OF COMMITTEE ON ECONOMICS OF RAILWAY

OPERATION 641

Method of Increasing the Traffic Capacity of a Railway 643

Methods or Formulas for the Solution of Special Problems Relating

to More Economical and Efficient Railway Operation 693

Suitable Units for Operating and Equipment Statistics Required by

the Interstate Commerce Commission to be Used on Cost

Comparisons of Transportation, Equipment and Roadway

Maintenance, with Necessary Additions thereto 697

Problems of Railway Operation as Affected by the Introduction of

Air Transport Lines, Motor Truck and Bus Lines 699

Economies Resulting from the Use of the Radio Telephone for Long

Freight Trains and for Yard Work 700

DISCUSSIONS

Standardization 70S

Stresses in Railroad Track 708

Uniform General Contract Forms 711

Clearances 715

Electricity 719

Grade Crossings 723

Ballast 730

Ties 736

Wood Preservation 743

Iron and Steel Structures 747

Wooden Bridges and Trestles 749

Maintenance of Way Work Equipment 751

Yards and Terminals 757

Shops and Locomotive Terminals 761

Buildings 764

Roadway 768

Signals and Interlocking 780

Rules and Organization 786

Records and Accounts 791

Masonry 796

Rivers and Harbors 803

Economics of Railway Location 805

Economics of Railway Labor 807

Water Service and Sanitation 811

Rail 816

Track 821

Economics of Railway Operation 827

BUSINESS SESSION

PROCEEDINGS

The object of this Association is the advancement of knowledge pertaining to the

scientific and economic location, construction, operation and maintenance

of railways. Its action is not binding upon its members.

TUESDAY, MARCH 10, 1931

MORNING SESSION

The Thirty-Second Annual Convention of the American Railway Engineer- ing Association was called to order in the Grand Ball Room of the Palmer House, Chicago, by the President, Mr. G. D. Brooke, Vice-President and General Manager, Chesapeake & Ohio Railway.

The President: — The meeting will please come to order.

This is the Thirty-Second Annual Convention of the American Railway Engineering Association and the Annual Meeting of the Maintenance and Con- struction Section of Division IV, Engineering, American Railway Association.

It is very gratifying to see such a large number of members in their seats, and I extend to you all a cordial welcome.

The first order of business is the approval of the Minutes of the last meeting. They have been delivered to all of the members in printed form, and unless there is some objection the reading will be dispensed with. There being no objection, they will not be read, but will be adopted as they stand. It is so ordered.

The next is the President's address.

ADDRESS OF PRESIDENT G. D. BROOKE

I count it a cherished privilege to address this Association as its President.

As I have been able to observe, one of the outstanding characteristics and one of the greatest assets of the Association is the pride of membership of the individual member and his will to advance its objectives, its welfare and prestige, through personal effort. It would be surprising then if there did not pervade this assemblage a keen interest in the Association's affairs and a desire that some outline of their current status be given.

ASSOCIATION AFFAIRS

Our nation, in common with the whole civilized world, has for some six- teen months been struggling acutely with the forces of economic readjust- ment. The problems which the railroads have faced have been made par- ticularly difficult by the strong competition of other unregulated and subsidized forms of transportation. The methods required under such circumstances are entirely different from those of the several preceding years. From that of the moving of an increasing or well sustained traffic the problem has reverted to one of adjusting operations to meet the impelling requirements of much reduced revenues, but, nevertheless, to provide a very high character of transportation. Stern necessity has dictated measures which, while extremely

13

14 Business Session

distasteful to the railway officer, were none the less clearly in the path of his duty.

In this situation the American Railway Association deemed it wise to cur- tail its activities for the year 1931 as far as practicable, and many of its Divisions and Sections have decided not to hold the usual annual meetings, or to shorten them very materially, eliminating so far as might be the annual dinners and other features of the nature of entertainment.

Your Association, as you know, forms the Maintenance and Construction Section of the Engineering Division of the American Railway Association. As such it necessarily and logically was faced with the problem of determin- ing the scope of the annual meeting. In considering this important question, involving as it did a departure from the practice of many years standing, your Board did not fail to give due weight to the character of your organization, in that it is primarily an association of individuals, nor to the essential part which the annual convention plays in the Association's work. But for reasons similar to those which impel the maintenance officer who, alive to the situation, is with courage, resourcefulness and adaptability, meeting the current problems of his own railroad, it seemed obvious that the best interests of your Associa- tion would lie in conforming to the spirit of the time by reducing the dura- tion of the convention to two days and omitting the annual dinner, but at the same time endeavoring to so plan the program as to permit full discussion of the committee reports and thorough consideration of all of the business of the convention. It is with a feeling of confident assurance that I bespeak your hearty cooperation toward the accomplishment of this important end.

Doubtless in the minds of some of you there has arisen the question of whether a precedent is being set which will influence future conventions. So far as I am able to judge, there is no good reason why the normal plan of a three-day convention with the annual dinner should not be resumed after this year." The consideration of committee reports and other business are ample to justify three working days under normal conditions. The annual dinner, with the addresses by prominent speakers and the opportunities for social contacts, is an occasion not only of pleasure but of real profit. It adds much to the spirit of the convention and undoubtedly attracts a number of mem- bers who otherwise would not attend. Regrettable, therefore, as are the cir- cumstances leading to the shorter convention at this time, we should dismiss from our minds any misgivings as to the future and any ideas that there is any attempt or intention to change the well established customs of the Association as to the convention.

For several years past the expenses of the Association have been running uncomfortably close to receipts, and it has been increasingly evident that some- thing must be done to meet this unhealthy condition. Means of increasing the Association's revenues have been considered carefully by the Finance Committee and your Directors, but, in the present situation at least, found not practicable. It remained then to look to a reduction of expenses for relief.

The publications have progressively grown to be voluminous and their cost forms a large part of the total operating expense. During the past year the Committee on Publications very ably assailed the problem of decreasing this important item of expense. By reducing the volume of matter for pub- lication in the Bulletins and Proceedings and by negotiating a more favorable contract for printing and binding, it has met the needs of the situation in an

BusinessSession 15

admirable way. It was successful in working out and, with the usual able and hearty assistance of the Standing and Special Committees, in making effective a plan whereby the volume of these publications will be reduced some 30 per cent or more. This plan contemplates omitting from the reports non-essential material and that of a temporary nature, and it is believed that the utility and value of the committee reports will be increased rather than reduced, and that the expenses of the Association will be brought comfortably within its revenues. During the year just ended receipts exceeded expenditures by $1869, and the Association's finances now appear to be upon a sound basis. This is another illustration of the splendid work and the fine spirit of cooperation on the part of its Committees which has brought your Association to its recognized high position in the railway engineering world.

It is a great pleasure to inform you that the American Railway Associa- tion at its meeting in New York on November 19, 1930, authorized appropria- tions which enabled the Rail Committee to Join with the Rail Manufacturers' Committee in an extended research to determine the causes of transverse fis- sures and other defects in steel rails. This research, which will be carried on by the University of Illinois under the supervision of the committees named, will extend over a period of five years and will cost $250,000. The funds will be provided in equal amounts by the American Railway Association and the Rail Manufacturers. The Chairman of the Rail Committee will doubtless comment more in detail upon this important development. May I point out, though, that this is an outstanding example of the promotion of the ends of your Association made possible through its function as the Maintenance and Construction Section of the American Railway Association.

The membership of your Association as of March 1, 1931, was 2791, which is 65 less than that reported as of March 1, 1930. During the year there have been additions of 145 to the membership and losses of 210, including those frorti deaths, 36, resignations, 55, and dropped, 119. Some of the resig- nations and the unusually large number of members dropped were undoubtedly a result of the current business situation. The Board Committee on Member- ship is developing plans for a membership campaign during 1931 which it is expected will off-set the losses of the past year. The support and individual interest of the membership are counted upon as an important factor in this effort.

It is with a sense of deep regret that the passing of 36 valued members of the Association is recorded, including four Charter Members, six railway Executives, five Chief Engineers, one scientist, and three operating officers of railways.

Notwithstanding the considerably reduced volume of matter appearing in the Bulletins, there being 702 pages in the reports submitted as against 1670 pages in 1930, a careful perusal of them will indicate that the work of the Standing and Special Committees is of the usual high order and that the re- ports, soon to be considered and acted upon, comprise another important chap- ter in American railway engineering practice.

The program of work and list of personnel of the Standing and Special Committees for the current year were issued on January 1st. It will be a distinct advantage to the committees if this information can be promulgated in future about the time of the filing of the committee reports, or at least by the end of November.

16 Business Session

Two additional special committees have been authorized by the Board of Direction to deal with subjects of particular interest to maintenance officers and of economic importance to the railways. These are the Special Com- mittee on Maintenance of Way Work Equipment, organized early last year, and the Special Committee on Waterproofing, more recently authorized.

One amendment to the Constitution has been adopted during the year. It deals with requirements for membership and provides that graduation from an engineering school of recognized standing be considered as the equivalent of three years of active practice, and that satisfactory completion of each year of work in such a school without graduation be considered as equivalent of one- half year of actual practice.

Two members of the Association have been honored by appointment as Reporters for the International Railway Congress to be held at Cairo, Egypt, in 1933. Mr. Sidney Withington, Electrical Engineer, New York, New Haven and Hartford, will report on "Electrification of railways from an economical point of view; selection of sites for generating stations, choice of the kind of current; safety precautions, etc.," and Mr. F. M. Thomson, District Engineer, Missouri-Kansas-Texas Lines, will report on "The use of mechanical appliances in the permanent way maintenance and in track relaying."

The reports of the Secretary and Treasurer will set forth in more detail the various affairs and activities of the Association.

THE ENGINEER AS A RAILWAY OPERATING OFFICER

When a speaker is given such freedom in the choice of his subject-matter as is granted the President of your Association by the by-laws, they imposing upon him simply the obligation of making an address, it is but natural that he should endeavor to select some subject which is of more than casual interest to his audience, particularly when that subject is close to his heart. Finding myself in so favorable a situation, and moreover, because the ideas which I shall endeavor to convey are for the most part not at all original ideas of mine, but have been gained through privileged association with railway leaders of such outstanding abihty as to give to their views the weight of acknowledged authority, I make bold to undertake some brief remarks regarding the Engineer as a railway op'erating officer. And here let me venture the opinion that there are railway officers, who have neither enjoyed the advantages of an engineering education at college nor as rodman, chainman, or in other capacity, served an apprenticeship in an engineering organization, but nevertheless have through observation, through experience, through self-education, through intuitive good judgment, absorbed such a knowledge of engineering principles and practices as to make them truly Engineers — although they themselves may never have thought of themselves in this way.

You are all familiar with the great extent to which engineering officers report to and are successfully directed by operating officers who are not Engineers, or who at least are not generally recognized as such. You are likewise cognizant of the increasing extent to which operating officers are being drawn from the engineering ranks and the success with which they are meeting their problems as operating officers. It is not upon these that I wish to dwell, but rather upon the problems and opportunities of the young Engineer who sets himself to the task of gaining such knowledge of and familiarity with

Business Session 17

operating conditions and practices as to best qualify him for the assumption of positions in the lower operating ranks, and thus place himself in line to take advantage of the larger and more varied opportunities which such a course holds out.

Your Association and the National Engineering Societies place high esti- mates upon experience as a factor in determining engineering knowledge and abihty, as is evidenced in their requirements for membership, and of their measures of the value in years of experience of graduation from and attendance at schools of recognized standing. This is mentioned simply to suggest some concrete idea of and to impress upon you the advantage to the prospective railway officer which experience in any branch or department of railway work gives in competing for advancement within such department with those not having such experience. Conversely, it shows the necessity of overcoming the deficiencies resulting from the lack of such experience in order that one might be successful in entering the official ranks of that department.

Besides inherent strength of mind and of body, the chief assets of the man who rises through the ranks to official position, are confidence in him- self, a knowledge of practical psychology — so often comprehended in the ex- pression "He understands human nature" — the ability to adapt to his own use the successful methods of others, and the power of concentration upon his specific problems.

Self-confidence is instilled by a familiarity with the details, a thorough ground-work in the activities, of the enterprise to be undertaken; such as is acquired by the youth who faced with the problem of earning a livelihood starts in at the bottom as a messenger boy, or call boy, and gradually works up through the various steps, of necessity stopping long enough in each to thoroughly learn it, to a supervisory position, such, let us say, as that of an assistant trainmaster. In such an experience he not only masters the details of his own immediate several jobs, but he gains a useful knowledge of operat- ing rules and many other phases of railroad work. He soon picks up the important features of the working agreements with the several brotherhoods. He gradually absorbs a vocabulary of terms pertaining to locomotives, cars, tracks and signals, and an understanding of something of their significance. Waybills and bills of lading fall within his purview; he becomes acquainted with the book of operating rules, learns of the rights of trains, of "19" orders, and of positive and permissive blocks. He makes friends and rides around with the yard engine crews, and anon he can put in a fire himself and event- ually handle the locomotive. Moreover, he learns to stand off the shifty brakeman who tries to beat the extra list or to lay off a trip to go fishing when men are scarce. He knows how to handle the hard-boiled yard fore- man who tries to evade verbal instructions transmitted through him from the yardmaster. He humors one man, tries his powers of persuasion upon another, and coldly puts it up to the third to come across or go and see the boss. He gets the point of view of the men, as well as that of the "Company"; learns their method of thought and views and their attitude towards their work, their rights, discipline, brotherhood relations, and many co-related subjects. He also acquires the knack of successfully meeting the wishes of his superior. A conversation between the secretaries to two Federal Managers, overheard one day during the World War and Federal Control, on how to handle their respective bosses would make excellent reading if it could be reproduced.

18 Business Session

Parenthetically, one of these boys was a trainmaster a few months later.

This is the atmosphere in which the "knowledge of human nature" is born; this is the experience which begets confidence in one's self, which grows and ripens into fruitful achievement.

Now how can the young railway Engineer make up for his lack of such experience; how can he gain the knowledge, the self-confidence, the practical intuition with which the grown up call boy is equipped, and which is necessary if he is to qualify for the lower ranks of operating supervisory positions early enough in life to take advantage of the opportunities which they offer.

Obviously by simply grasping the many opportunities which surround him. He has already formed habits of study which will enable him to readily master the rules, instructions, and other information which is available in written or printed form. He should read and study everything he can lay his hands upon pertaining to the details of railway operation and to every phase of the activities of his own railway. He should niake friends with those who can supply him the information which he lacks, and should ever be ready to help them by giving in return information which they desire and he possesses. Weekly trips to the yard office, occasional visits to the chief dispatcher's clerk, on which work train assignments or some other matter of mutual business can be made the opening subject of Conversation, should enable him to estab- lish relations under which exchanges of information can be readily made. A friendly interest in the duties of an acquaintance who works a night trick, with perhapi lending a hand to help out during the rush hour, will lay the ground for ready responses to questions designed to develop desired information.

He should cultivate habits of observation. It is difficult to say which is the most unfortunate, the individual who goes through life with his eyes open but sees little or nothing, or the one who wants information but is afraid to ask questions, preferring to remain ignorant rather than to be thought so.

A healthful curiosity will do no harm and the satisfying of it through study and the tactful questioning of friends and associates will be distinctly beneficial. He should at every opportunity sit in on investigations of train accidents, infractions of the rules, and other matters involving discipline, aiid should lose no opportunity to inform himself as to the methods and practices in dealing with employees' committees. All of this should be done with the idea of qualifying himself for a supervisory job in the Operating Department. But how will he break into operating work and get the opportunity to show what he can do. That is indeed an important problem.

First of all he should maneuver himself itito division maintenance of way work, so as to be in the closest possible contact with actual operations. Then he must make a reputation for himself in the engineering position which he holds. This requires that he be industrious, willing to work long hours, and irregular hours upo'n occasion; that he be reliable and resourceful, tactful and cheerful, able to get along well with associates and to handle men; that he have good judgment and a reasonable ambition and be willing to assume re- sponsibility. His aim should be to make of himself the best man in the organ- ization for the job which he fills and the best qualified for promotion. He should realize that the greatest usefulness and success as a Maintenance Engi- neer can be achieved by sensing and meeting the management's point of view. He may occasionally find it necessary to submerge idealism, and even good practice to the needs of the occasion. Sooner or later he will learn from

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experience that it is so much better to keep the situation well in hand, to plan ind modify his program to meet current resources than to go ahead running into over-expenditures and be forced into drastic fluctuations of his organiza- tion later on. As to expenditures in general, he can find no better criterion for his judgment than to honestly determine for himself what he would do if the property were his, if the funds to be spent were his very own, and if he alone would reap the results.

Nor will there be lacking opportunities for demonstrating his knowledge of operating matters. Studies for improved facilities which depend for their justification upon savings in train operation form an excellent example. It will be particularly advantageous to develop the ability to write a good re- port. A neat, well planned report, which sets forth logically, clearly and con- cisely the essentials of the study, the conclusions and definite recommendations, is not only effective as a means of having meritorious recommendations carried out, but will serve to draw favorable attention to its author. Discussions with the division operating officers of yard plans, station and passing track layouts, signal locations and other features of the railroad which directly affect train movements may be mentioned. The very nature of the railroad organization will offer many occasions for showing his knowledge of operating practices, and of demonstrating his training and fitness to take a part in them when the opportunity is offered.

Having gained his second objective, he will doubtless soon have occasion to prove to a circle of perhaps skeptical onlookers that he is not out of place. A few months of going slow, of being sure of himself before undertaking changes in methods should suffice for this. He should be careful to avoid being led into immature decisions upon interpretations of train rules, current in- structions, working agreements and such matters. He will best gain and hold the respect of the men he must supervise by being frank, and if he is uncer- tain on any question, saying so and suggesting that the subject requires some consideration and he had best take it under advisement for a few days. He should, of course, obtain the proper answer to the question without delay and satisfy those raising the inquiry.

He will find that when it comes to getting things done his official title means very little ; that in the final analysis he must rely upon his own re- sourcefulness, his courage, and his strength of character, and that the degree of his success will be measured by his own ability. It will strengthen his posi- tion if he will assume full responsibility in requiring that instructions be carried out and in fulfilling the disagreeable duties in connection with discipline. It is an acknowledgment of weakness for an officer to say that the instruc- tions are those of his superior rather than his own. He must learn to say "no" at the proper time and to stick to it. When employees are asking favors which cannot be granted and when dismissed men are seeking reinstatement, it is subversive to discipline and unfair to the men to string them along with the hope that their pleas will be granted. It is much better for them and for all concerned for such questions to be settled definitely, so that they can devote themselves to other things.

Experience will teach him that a large percentage of employees want to do right provided they are treated fairly and their rights respected ; that it pays to be lenient with the man of generally good intent who makes a mistake and gets into trouble; but on the other hand, vicious and worthless individuals are

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out of place in the railway organization and a disadvantage to other employees, as well as to the railway.

He must look to those features of operation which have the greatest in- fluence upon cost — the train load, yard switching methods, keeping trains mov- ing on the road. He will find that current operating matters must be handled very promptly — hot off the bat, so to speak. He should not forget his mainte- nance friends, but assist them with efficient work train service and in the many ways which will make their allotment go further in providing good roadway and track. As he must live with his associates of his own and adjoining divi- sion, he should cultivate a spirit of cooperative friendliness and avoid an- tagonism if at all possible.

Having found himself and mastered the details of his position, he will in due time be looking forward to getting ahead. Here he will find applicable the same formula which he rehed upon as a maintenance man, and he should make it his purpose, iirst, to be the best officer of his class and rank; and sec- ond, the best material for promotion on the railway.

Here he should study and adapt to his own use the methods of recognized leaders with whom he has the privilege of coming in contact. He will doubt- less observe that some men are born drivers, but most of them, if they will analyze themselves, are better leaders than drivers. Furthermore, the vast majority of men are not averse to being led but resent being driven. He will do well then to consider carefully the methods of the leader rather than of the driver. Such a leader weighs well the nature of his assignments, knows that they are practicable and workable, and in making them imparts impressions of such implicit confidence in their being carried out that the recipients feel challenged to use their utmost endeavor rather than disappoint him; he en- courages freedom of thought and suggestion; he knows how to delegate im- portant duties and authority to others, and to impart a high sense of re- sponsibility to those assuming them. He works out a sound plan, makes sure that it is well and uniformly understood, places adequate checks upon per- formance and leaves the details in the hands of capable and trusted sub- ordinates.

A most effective device of leadership is that which so suggests possible courses of action that they will be adopted and developed by those who must carry them out as their very own. The successful leader recognizes that he can gain little through pride in the origination of ideas or the authorship of plans. It is results he wants and since the burden of producing these results must fall upon the rank and file of the organization, to that organization be- longs the credit for the achievement. He knows the great importance of maintaining a high esprit de corps, that men take pride in being a part of an organization of high standing, and