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cess over a reasonable rate to be re- commission were passed in Maine funded. All rates are to be uniform (Ch. 347) and Oregon (Ch. 76). In and no discrimination between per- Maine the permission of the commissons is to exist, except that reduc- sion was required in case of stock and tions in rates may be given to em- bond issues, stock decreases and stock ployees, for charitable purposes, etc. dividends, and in case of purchases No new company may enter a public- and leases of telephone and telegraph utility field in which service is al- companies (Ch. 347). The permission ready being rendered without a cer- of the commission is also required in tificate of public necessity from the case of consolidations, leases and purCommission. It may require the filing chases of railroads in Washington of rate contracts and agreements be- (Ch. 136) and Maine (Ch. 347); of tween public-utility companies and advances in rates in South Dakota may make provisions for public safety. (Ch. 261); change of location of ofAdditional powers given to the Cal- fices, machine shops and roundhouses ifornia Railroad Commission place it in Texas (Ch. 20); and foreign comin the public-utilities class (Cal., panies doing business in Vermont 1915, Ch. 91). It is given jurisdic- (Act 59). In West Virginia the comtion over express, street railway, rail- mission may require public utilities road, despatch, sleeping car, dining to furnish their facilities for the use car, freight line, special car, pipe line, of other companies where the public gas, electric, telephone, telegraph and good demands it (Ch. 133). No new water works companies, wharfingers, services are to be established unless and warehousemen. The act also ex- the commission deems them necessary tends the jurisdiction of the Commis- in Maine (Ch. 336), Idaho (Ch. 62) sion to carriers operating over water and Washington (Ch. 178). Commisroutes. It is given power to fix ab- sions were given power over automosolute charges, rules and rate divi- biles for hire in Colorado (Ch. 133), sions and to regulate the character water transportation in Idaho (Ch. of service. It may also prescribe 62), oil and gas pipe lines in Washstandards for gas, electric and water ington (Ch. 132), public terminal service, establish a system of accounts grain warehouses in Washington (Ch. and compel adequate and reasonable 170), scales for weighing shipments depreciation accounts. Consolidation in South Dakota (Ch. 649), and the of public utilities can be consummated only with the Commission's consent. In regulating security issues it may fix the purposes for which stocks and bonds shall be issued and its permission is a necessary part of such issuance.

The power of the North Dakota Railroad Commission was extended over telephones (N. D., 1915, Ch. 209). It was given power to fix reasonable rates, establish adequate service, prescribe standard accounting systems, and enforce necessary physical connections and joint rates. No new service is to be installed where an adequate one already exists or without the permission of the commission.

improvement of roadbeds in Texas (Ch. 129). In Nevada the commission was given power to classify the services of public utilities, prescribe rules for the installation of instruments, require adherence to rates, and suspend new schedules (Chs. 109, 193, 279). The Kansas commission was given power to regulate the construction of sidings to grain elevators (Ch. 284); the New Jersey commission to fix joint rates and divisions on steam and trolley routes (Ch. 368); and the Maine commission to order electric companies to furnish power to other public utilities (Ch. 336). The Ohio utilities commission was given power to investigate rates on its own initiative, to test and examine products of The legislatures of most of the utilities (pp. 188, 554), and to value states were in session during the year their property (p. 225). In Maine and enacted much legislation relating the commission was empowered to to public-service commissions, the hold hearings and decide on the remost important acts of which are moval of grade crossings on the aphere enumerated. Laws requiring ac- peal of municipal authorities (Ch. cidents to be reported to the utilities 325); and in North Dakota to in

vestigate the rates of water, gas and 559). A statute placing control of electric companies, fix their maximum grade crossings in the hands of the rates (Ch. 208), and oblige railroads Public Utility Commission was passed to erect stockyard facilities (Ch. in Indiana (Ch. 49). Vermont re204). In South Dakota the commis- quired the gradual removal of grade sion may require the construction of crossings at the rate of one annually stockyard facilities (Ch. 263) and for each 80 miles of track (Act 148), track scales (Ch. 266), and it was and in New Jersey (Ch. 57) municialso given power to investigate rates palities were authorized to enter into upon complaint or its own initiative joint contracts with railroads for the and to make reparation for over- abolition of grade crossings. Suitable charges (Ch. 262). The West Vir- and efficient headlights were preginia commission was given addi- scribed in Nevada (Ch. 128), Missouri tional power to amend unjust rates, (p. 229), and New Mexico (Ch. 37); and power to require physical connec- and water gauges were required on tions and establish a system of ac- locomotives in California (Ch. 499). counts (p. 40). (See also XI, Public Services.)

Freight Rate Acts.-An act of the Michigan legislature (No. 277) revised the long-and-short haul clause and gave the commission power to relieve carriers from burdens imposed by its strict application. In cases of proposed increases in rates the utilities commission of Washington was given power to suspend the rates until a hearing is held, the burden of proving the necessity for the new rates being placed on the companies (Ch. 133).

Passenger Fare Acts.-The maximum fares heretofore prescribed in Arkansas were revised to range from two to five cents per mile according to the distance traveled (Act 90). A Maine statute required railroads issuing 1,000-mile mileage books also to issue books good for 500 miles of travel (Ch. 1). In Idaho it was provided (Ch. 95) that public officials must obtain certificates from the Public Utilities Commission in order to receive railroad passes. The Nebraska legislature (Ch. 106) stipulated the number of caretakers of live stock who are entitled to free transportation.

Safety and Public Health Statutes. -Trespassing was forbidden and penalties prescribed therefor in North Dakota (Ch. 206), Vermont (Act 144), West Virginia (Ch. 20), Rhode Island (1913-1914, Ch. 953), and California (Ch. 648). Laws regulating grade crossings and their protection and repair were enacted in North Carolina (Ch. 250), Kansas (Chs. 280, 281 & 288), Ohio (p. 611), and New York (Chs. 240,

A California act makes provision for derailing switches and the erection of signboards at such switches (Ch. 498), and another provides that engineers, conductors, and trainmen shall receive and send orders pertaining to train operation only at instruments approved by the Railroad Commission (Ch. 494). Punishment was prescribed for persons interfering with the operation of trains or safety devices in Oregon (Ch. 241) and Indiana (Ch. 99); Missouri required the maintenance of lights at main line and lead switches (p. 230); and Vermont limited the number of freight cars following passenger cars on a train (Act 146). A Texas statute (Ch. 20) authorized the commission to require railroads to place roadbeds in safe condition. North and South Dakota acts required railroads to fence in the right of way when it crosses private property (N. Dak., Ch. 202; S. Dak., Ch. 264); and in Oregon railroads were required to report all accidents to the state Industrial Accident Board, and the Railroad Commission was empowered to investigate such accidents (Ch. 76).

Two health statutes were enacted. Pennsylvania provided that sufferers from certain diseases should not be employed on dining cars or in restaurants (Act 281). In North Dakota the Railroad Commission was authorized to require railroads to clean live-stock cars before using them to transport live-stock into the state (Ch. 203).

Train Crew Laws.-The full-crew law of Nevada (Ch. 86) was amended so as not to apply to railroads less than 95 miles in length or running

not more than one train per day, and the details of the California full-crew law of 1911 were amended somewhat, but on the whole the tendency to enact laws of this kind which had been so pronounced in 1914 was checked. Efforts were made to have some of them repealed. In Pennsylvania a repealing act was passed but was vetoed by the governor.

comotives to be equipped with spark arresters (Act 221); provided a Board of Mediation and Arbitration to settle the labor disputes of railroad and public-utility companies (Act 230); regulated the interchange of traffic, routing, and the construction of private sidings; and fixed the carrier's liability for loss or damage caused by a railroad or its connectMiscellaneous.-A statute of Ari- ing carrier (Act 278). An Ohio statzona (Ch. 10) required railroad em- ute authorized the creation of boards ployers to keep a record of all stock of rapid transit commissioners in citkilled or injured, and California re-ies to control and manage street railquired the payment of damages for ways (p. 286). Pennsylvania empowinjuries to stock (Ch. 648). In Ar-ered cities of the second class to conkansas railroads were required to re- struct, maintain and lease railway pair rolling stock within the state if tracks and equipment (Act 21). they have repair shops situated in North Dakota enacted a statute which Arkansas (Act 220). In New York holds railroads liable for injuries to railroads were made liable for failure to construct and maintain cattle guards (Ch. 281). Georgia provided that no railroad may parallel the line of the Western and Atlantic Railroad while it is the property of the state (p. 18). An act of Kansas (Ch. 229) | required railroads to advance the charges for grain grading and inspection while in transit. A Kansas statute made necessary the acquiescence of 75 per cent. of the outstanding stock of a railroad company before preferred stock may be issued (Ch. 162). An act of New Mexico limited the interest on railroad bonds to 10 per cent., but enabled the directors of companies to issue bonds more easily, the existing need for construction funds being declared to be an emergency need (Ch. 20). The purposes for which bonds may be issued were prescribed by law in Idaho (Ch. 13). The Michigan legislature required lo

employees, modifies the effectiveness of the defence of contributory negligence and abrogates the defence of assumption of risk (Ch. 207). Bills of ladings were regulated in Vermont and Idaho (Vt., Act 149; Idaho, Ch. 16); and a Vermont statute provides that no demurrage shall be charged until four days after notice has been given the consignee (Act 145). Purchases, sales and leases of railroads must be ratified by 75 per cent. of the stockholders according to a law enacted in Washington (Ch. 136). A South Carolina act (Act 308) authorizes railroads to reconstruct and relocate lines and to condemn property for this purpose; in Ohio, railroads were authorized to enter upon land for purposes of examination and survey (p. 347); and the Vermont commission was empowered to authorize the condemnation of property by public-service corporations (Act 163).

BIBLIOGRAPHY

BENNETT, O. E.-History of the Panama | HUEBNER, G. G.-Agricultural
Canal. (Washington, 1915.)
Bureau of Railway Economics.- -"Statis-
tics of Railways, 1904-1914." (Wash-
ington, D. C.)

COLSON, C. H., tr. by TRAVIS, C.-Rail-
way Rates and Traffic. (London,
1914.)
GOETHALS, G. W.-Government of the
Canal Zone, (Princeton, 1915.)
HOLMES, F. L.-Regulation of Railroads
and Public Utilities in Wisconsin.
(New York, 1915.)

HOOPER, W. E. Railroad Accounting.
(New York, 1915.)
HOUGH, B. O.-Practical
(New York, 1915.)

Exporting.

Com

merce. (New York, 1915.) HUTCHINSON, LINCOLN.-The Panama Canal and International Trade Competition. (New York, 1915.) JOHNSON, E. R.

History of the Foreign and Domestic Trade of the United States, 2 vols. (Washington, 1915.) KIRKALDY, A. W.-British Shipping, Its

History, Organization and Importance.
(London, 1914.)

LEWIN, H. G.- The British Railway Sys-
tem. (London, 1914.)
PEPPERMAN, W. L.-Who Built the Pan-
ama Canal? (New York, 1915.)
RIPLEY, W. Z.-Railroad Finance and
Organization. (New York, 1915.)

XXI. ENGINEERING

CIVIL ENGINEERING

FRANK C. WIGHT

Engineers for Military Service. such pronounced activity. Over the During 1915 the military prepared- St. Lawrence near Quebec the longest ness of the engineering profession has cantilever span (1,800 ft.) is well unbeen the subject of careful consid- der way (A. Y. B., 1913, p. 575); the eration. Modern warfare, more than steelwork is now being erected but ever, requires engineering talent of closure of the two cantilever arms is the highest order, not only in the not expected before the working seapreparation of the field of battle and son of 1916. Over Hell Gate in the the conduct of the battle itself but East River at New York the longest also in the innumerable operations steel arch (9771⁄2 ft.; A. Y. B., 1913, preceding the action. Realizing that p. 575) was joined at its crown on in time of war the engineer corps of Sept. 30. At Sciotoville, O., the longan army must be large and well est continuous-span truss is just betrained, members of the engineering ing started across the Ohio River, and profession, both individually and in at Metropolis, Ill., the longest simtheir societies, have been studying ple-span truss is beginning. Thus at how they can best organize so that one time on the North American conthe body of trained civilian engineers tinent four record-breaking steel can absorb enough of the military trusses of different types are being side of engineering, an allied but in built. The only steel-bridge type in many ways a different profession, to which the existing record span is not be of immediate service in case of being surpassed is the suspension war. It is obvious that these civilian bridge. The Williamsburg Bridge engineers are the men who will have across the East River at New York to take up the bulk of the military with its span of 1,600 ft. still holds engineering service in any required the record. volunteer army.

To this end a committee of the American Society of Civil Engineers has put its services at the command of the Government for aid in working out the defense plans which are likely to mature during the coming winter. Meanwhile training in military engineering is being taken up by the engineering students in the stateaid colleges where military instruction, hitherto only in infantry tactics, is required, and many suggestions for the development of a military engineering reserve are being studied by the officers of the Army and by interested civilian engineers. Bridges.-The year 1915 was marked by the great number of large steel bridges under construction. In no other field of engineering is there

The Sciotoville bridge of the Chesapeake & Ohio Northern Railway over the Ohio River at Sciotoville is in many ways a striking departure from conventional practice in bridge design. Channel conditions made it desirable to have two large openings, fixed by the U. S. War Department at 750 ft. each, which called for two spans of about 775 ft. between centers of piers. After an examination of the available types of bridge, Gustav Lindenthal, the designing engineer, who also has in charge the Hell Gate arch in New York City, adopted the continuous type of structure, the first large bridge of this type in America. In this type of truss the steel frame is continuous over a middle pier. The principal dimensions of the river spans are: total length, center to cen

ter, end pier, 1,550 ft.; clear height above low water, 1061⁄2 ft.; height of trusses at center pier, 129 ft.; width between center of trusses, 39 ft. A carbon steel of somewhat greater ultimate strength than ordinary commercial bridge steel is to be used in the

structure.

The Chicago, Burlington & Quincy Railroad bridge over the Ohio River at Metropolis, Ill., has three special features: the longest fixed-truss span yet built, 722 ft. 11 in., center to center of piers; the use of silicon steel for the truss members; and a provision for very heavy loading. The bridge has a total length of 3,252 ft., and besides the large span noted has four others of about 560 ft. and a viaduct approach. The use of silicon steel is novel. With its higher strength the reduction in section of members made possible a marked economy. The load for which the bridge has been designed is very much greater than any other bridge approaching its size.

The foundation work on the new Memphis bridge across the Mississippi (A. Y. B., 1913, p. 575) was completed early in 1915 and the superstructure is now being erected. The Burrard Inlet bridge at Vancouver, B. C., one of the big bridges of Canada, was relet to an American in 1915 after a British engineer's design had been accepted and then rejected on account of the high estimated cost; the construction is contingent upon the raising of funds from the city and provincial government. At Portland, Ore., another very large bridge is being built across the Columbia River valley; the crossing, about 34 miles, entirely under water at the high stage of the river, is to be made by 5,000 ft. of steel bridge structure and 12,000 ft. of embankment. In India, across the sacred Ganges, there was completed in 1915 one of the large steel bridges of the world. It is at Sara Ghat, about 120 miles above Calcutta, and is over one mile long, made up of 15 trusses each of 345-ft. span. It is named the Hardinge Bridge in honor of the Viceroy of India and possesses some literary interest because of its remarkable resemblance in type, size and lo

cation to the Kashi Bridge of Kipling's "The Bridge-Builders."

In concrete bridges the year has not been so notable although a great number of bridges of this type are under construction, for the most part in municipal viaducts where appearance is of prime importance. In railway bridges, however, the concrete bridge is coming into its own, as witness the numerous bridges of that material on the new Scranton cutoff of the Lackawanna Railroad (see 4. Y. B., 1912, p. 555, for description of Tunkhannock Viaduct on this line, the largest concrete bridge) and the 45-span bridge of the Cumberland Valley Railroad across the Susquehanna at Harrisburg, Pa.

Buildings. Nothing of any great importance developed in the building trade during the year. No record buildings were erected, partly on account of the general depression in business and partly because the excessively large building has not proved over successful even in those large centers where the high price of land warrants such construction. The largest of such buildings, the Equitable Building on Broadway in New York City, was opened for service in 1915, but nothing even approximating it has been planned, although rumors of a 900-ft. building of many stories regularly fill the metropolitan press. In concrete buildings three notable structures should be put on record, the Traymore Hotel in Atlantic City, N. J., the latest Gair building in Brooklyn, and the new building for the Massachusetts Institute of Technology on the banks of the Charles River at Cambridge, Mass. The Traymore Hotel is a monster structure, containing 700 rooms and baths beside the service rooms, 18 stories high, and surmounted by two domes that rise to 230 ft. above the adjacent ocean; it is of the greatest architectural and structural complexity and in full story height is the largest concrete building yet built. The Gair building is of the ordinary reinforced concrete warehouse type but is surmounted by a small tower which rises to a total height of 275 ft., which is the highest elevation to which a concrete building has been

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