effect of the zinc was very noticeable, especially during wet periods. In fact the ties caused short circuits so that the signals would not work. The result was that we took out the zinc-treated ties and placed cypress ties. I do not know what per cent. of the total number of ties were renewed, but it would appear that it was possible to ruin a circuit with a very few ties.

(j) "The ordinary yearly renewals of ties cause no trouble. However, I have experienced cases where on new track all of the ties being treated caused us a good deal of trouble for a period of two or three months. After this time, the leakage stopped, or at least there was not enough of it to prevent the track circuits working.

"My judgment is that where one is putting in track circuits on zinctreated ties for new track, that the track section should be made somewhat shorter than otherwise would be necessary.

(k) "We have been using ties treated with chloride of zinc for the last four or five years, and our men advise that they cannot trace any track circuit trouble to the fact that the ties are treated with chloride of zinc. I presume we renew, as a rule, about 15 to 16 per cent. of our ties annually.

(1) "With these treatments ('Burnettizing' and 'Card' systems) we find that no difficulty is experienced with track circuits of 3,500 feet (our standard length), provided that no more than 15 per cent. of treated ties is introduced in one season.

(m) "In reference to the attached, we have not many zinc-treated ties in our automatic territory, that is, not enough in any one spot to cause very much trouble. We had some trouble with some that were put in last year during the wet season, but it seems that this spring the trouble has disappeared, as we have had no failures on account of wet track so far.

(n) "In some of our zinc-treated ties, which were put in track before being properly seasoned, there was, for a short time, some interference with the circuit, but as soon as the salt on the outside of the tie washed off, the trouble ceased. At no time was this trouble serious.

(o) "We have track circuits where practically every tie is treated with this process and find no leakage at all.

(p) "In support of my contention that each tie is a battery, I wish tc state that we obtained readings of .003 volt and eight mil-amperes on one of the track circuits, with the track battery and relay disconnected. In other words, the ties alone were producing this much electrical energy. The spikes also appear to have a somewhat shiny surface, such as we would expect from a battery electrode. We are able to pick out all treated ties by means of a voltmeter, by taking readings between one of the rails and a spike driven at random in the tie. On an untreated tie in the track circuit we merely get a slight deflection of the voltmeter needle.

(q) "A number of zinc chloride-treated ties were furnished for construction work and maintenance during 1911 and 1912.

"We now have treated ties in on 19 track circuits where treated ties

are causing trouble. Ten of these circuits are new and nine are old circuits in which treated ties have recently been placed in renewals.

"Our record of signal failures shows that the trouble commences when the treated ties are put in. The trouble on the treated tie track circuits is due to a weak track circuit; i. e., with a sufficiently powerful track battery at one end of the circuit, the relay at the other end is not energized, due to insufficient current. This condition could be caused by too high resistance of the track circuit or by the track circuit becoming short circuited. The behavior of track batteries shows it is the latter which takes place, the battery being exhausted in five or six days, due to increased current generated. If the trouble were due to increased track circuit resistance, the battery would have longer life.

"As no change has been made in our track circuits during the last year, other than to put in zinc chloride-treated ties, we feel sure the trouble is caused by the treated ties, as our records now show a large increase in the failures.

"At a distant signal a year ago the track battery was made up once in every 18 days. One signal failure was reported during 1911. This spring 360 zinc chloride-treated ties were put in on the 5,000-foot track circuit, and we now renew the track battery once every four days, and even this does not keep the signals working when it rains.

"At the circuit of another distant signal, 4,600 feet long, 140 treated ties are causing the same trouble.

"In addition the treated ties are spoiling our track relays. With a variable current at the relay near the amount which causes the relay to pick up, there is considerable sparking at the points, which open and close continuously. This causes the platinum points to burn furrows in the carbon contact points above them. The westbound distant signal stuck white with a train in the track circuit, August 12, due to platinum points on the relay being caught in the furrows they had burned in the carbon contacts above them.

"Each time it rains we have a number of failures, and the question should be studied to see what can be done to remedy the trouble. We tried, on one of the track circuits, oiling the ties inside the rail, thinking this might help, but it was not successful.

"Reports from other railroads show that the trouble disappears in time, but on this division the trouble is now on the increase."

SUMMARY.

The consensus of opinion is:

(1) That track circuits a mile in length are rendered inoperative by the extensive use of zinc-treated ties.

(2) That track circuits 2,000 feet in length may be operated successfully, even with 50 per cent. or more of ties so treated.

(3) That 10 per cent. to 15 per cent. renewals a year will not materially affect such length circuits.

(4) That, where renewals are made of 15 or 20 adjacent ties, the leakage is much greater than where they are made singly at uniform distances, i. e., with 15 per cent. renewals (every sixth or seventh tie).

(5) That, while the surface salts are present, more leakage occurs during wet weather than with untreated ties, as these wet salts form a better conductor than ordinary wet wood.

(6) That, in dry hot weather, the salts are drawn to the surface and constitute a more or less perfect conductor.

(7) That, after a period varying from three months to a year, these salts disappear and subsequently no interference is noticeable.

CONCLUSION.

That this report be received as information.

On Subject No. 3, "Economics in Labor of Signal Maintenance," your Committee begs to state that this subject is being considered with reference to the report in 1914.

Respectfully submitted,

REPORT OF COMMITTEE XV-ON IRON AND STEEL

A. J. HIMES, Chairman;

J. A. BOHLAND,

A. W. BUEL,

CHARLES CHANDLER,

C. L. CRANDALL,

J. E. CRAWFORD,

J. E. GREINER,

W. H. MOORE,

ALBERT REICHMANN,

STRUCTURES.

O. E. SELBY, Vice-Chairman;

C. C. SCHNEIDER,

G. E. TEBBETTS,

L. F. VAN HAGEN,

F. O. DUFOUR,

C. E. SMITH,

I. F. STERN,

F. E. TURNEAURE.

Committee.

To the Members of the American Railway Engineering Association:

The subjects assigned to this Committee for investigation during the past year were:

(1) Report on Rules for Instruction and Guidance of Inspectors in Mill, Shop and Field.

(2) Report on Methods of Protection of Iron and Steel Structures Against Corrosion.

(3) Study the Design of Built-up Columns, co-operating with other investigators and committees of other societies.

These subjects were assigned to sub-committees, only one of which has made a final report. A meeting of the whole Committee was held in Buffalo on September 9, 1912, at which ten members were present.

A final report on Rules for Instruction and Guidance of Inspectors in Mill, Shop and Field, accompanied by a general descriptive statement of qualities desired in an inspector, is given in Appendix A. The report, with the descriptive statement omitted, is recommended for adoption and publication in the Manual.

Mr. Buel presents a minority report in Appendix B.'

Mr. Schneider desires that the report be referred back to the Commitee for further study.

A progress report on Design of Built-up Columns is given in Appendix C.

Mr. C. D. Purdon, Chief Engineer of the St. Louis Southwestern Railway, in a letter dated October 19, 1912, requests that the Committee take under consideration a specification for phosphor bronze castings for use in bridge structures. This subject has been presented to the Committee and is receiving careful attention.

Mr. W. S. Bouton, Engineer of Bridges of the Baltimore & Ohio Railroad, has called attention to the fact that "the recommendations adopted at the convention (March, 1912) with reference to third rail clearance diagrams conflicted with the clearance diagram for bridge structures, as shown in the Manual of 1911, page 404."

The matter was referred to Mr. George W. Kittredge, Chairman of the Committee on Electricity, who writes: "Referring to the attached correspondence, in regard to interference with the established bridge clearance diagram of the American Railway Engineering Association by the third rail clearance diagram, which was adopted by the Association at its March meeting, 1912, I have investigated this matter and would suggest that the attached diagram be referred to the Standing Committee on Iron and Steel Structures with the recommendation that as the established bridge clearance line indicated on the diagram between points 'A' and 'C' practically coincides with point 'B' on the third rail clearance diagram, that this line be modified so as to pass through point 'B' and that portion of the line between 'A' and 'B,' which is shown dotted on the diagram, be eliminated and in place thereof the clearance line for permanent way structures be substituted on roads where electric equipment is likely to be used."

This subject was referred to the Committee by the Secretary on October 24, 1912, and is still under consideration, no conclusion having yet been reached.

A letter from the Secretary dated September 18, 1912, informs the Committee that "the Railway Signal Association has intimated that it might be desirable to have a conference with the proper committee of this association on the question of joint action in the direction of adapting designs of drawbridges to the signal and interlocking appliances required." He then requests, at the suggestion of President Churchill, "will you kindly get in touch with Mr. C. C. Rosenberg, Secretary of the Railway Signal Association and arrange a conference." This matter has received attention and arrangements are in progress for such meeting.

CONCLUSIONS.

The recommendations of the Committee may be summarized as follows:

(1) That the report on Rules for Instruction and Guidance of Inspectors in Mill, Shop and Field be adopted and printed in the Manual. (2) That the report of the Sub-Committee on the Design of Built-up Columns be received as a progress report.

Respectfully submitted,

COMMITTEE ON IRON AND STEEL STRUCTURES.