It is understood and agreed that the Air Company will select its representative for the Traffic Committee within ten (10) days after the execution of this agreement, and the organization of the Committee, its rules of procedure, and other details of its operation not set forth herein shall be determined from time to time by the Committee; provided, however, that all notices of meetings of the Committee must specify the agenda of the meeting and no other matter shall be considered thereat without the unanimous consent of all members of the Committee, and provided further that the action taken at any meeting by the members having three-fourths of the voting power, as hereinafter determined, of the Traffic Committee shall constitute the action of the Committee and be binding upon the air companies with respect to any matters within the jurisdiction of the Traffic Committee unless the Traffic Committee shall decide that with respect to any particular action a larger vote shall be required.

Beginning with the effective date of this agreement and until July 1, 1936, the voting power of the representative of the Air Company on the Traffic Committee shall be determined as follows:

The percentage of pound-miles of air express carried by the Air Company, during the period from January 1, 1935, to June 30, 1935, inclusive, with respect to the total pound miles of air express carried during such period by all air companies having similar agreements with the Express Company shall be added to the percentage of the route miles of the Air Company on the last day of such period, with respect to the total route miles of all such air companies on that day, and the total thereof shall be divided by two. The result thereof shall represent the percentage of total voting power which the representative of the Air Company shall have on the Traffic Committee for such period.

On January 1 and July 1 of each year thereafter, beginning July 1, 1936, the voting power of each member of the Traffic Committee shall be revised in accordance with the above formula but determined on the basis of pound miles of air express carried for the corresponding six months period of the preceding year, and the route miles on the last day of such period.

The route mileages to be used for the purpose of determining the voting power of any member of the Traffic Committee shall be the mileages used as a basis for air mail pay or the Department of Commerce mileages in case air mail is not carried over the routes in question.

The Express Company may accept and act upon advices received, signed by the Chairman or Secretary of the Traffic Committee, as constituting the action and authority of the Committee. The Traffic Committee, upon completion of its organization, shall notify the Express Company in writing of the names of its Chairman and Secretary and, promptly from time to time thereafter, the names of their successors.

In the event a Traffic Committee is not created as authorized above, the Express Company will consult, confer, and cooperate with the Air Company direct. The primary purpose of this agreement is to insure the public of the most expeditious, economical and efficient air express service possible and with this primary consideration the Express Company, to insure and preserve a proper and equitable portion of all air express traffic to the Air Company and to the air companies having similar agreements with the Express Company, agrees to use its best efforts to divide the traffic on a fair and equitable basis between the carriers, giving due consideration to reliability and frequency of schedules, direct routing, cargo space in aircraft, terminal facilities and to the volume of traffic carried on lines concerned at the date hereof. The Express Company agrees that adequate records and statistics relating to the division of traffic shall be kept by the Express Company and shall be subject to inspection by and on behalf of the Air Company at any time. The Express Company agrees that, with respect to any express shipment designated by the shipper for transportation by air, it will not make use of any other means of transporting the same between points where the service of the Air Company, or other airline companies having similar agreements with the Express Company, is available unless the Air Company or such other airline company advises that it is unable to transport the same, or unless faster time can be made by other than air service between such points. Without in any way restricting or limiting the generality of any provisions of this Agreement, the Express Company shall, in furnishing the service provided for herein, among other things,

(a) Designate and advertise a division to be known as "Air Express Division, Railway Express Agency, Incorporated." Whenever the Express Company advertises as herein provided, the words "Air Express" shall be given prominence and the rest subdued, and the Express Company agrees

that any new trade-mark or insignia adopted for the promotion of the air express division shall be subject to the approval of the Traffic Committee herein designated;

(b) Employ and furnish a sufficient and competent personnel for the promotion, solicitation, acceptance, and delivery of air express matter as herein provided;

(c) Provide adequate office facilities for soliciting, receiving, collecting, handling and delivering said air express matter;

(d) Prepare all necessary tariffs, waybills, and receipts for use hereunder, subject to the approval of the Traffic Committee;

(e) Prepare or help to prepare and display or cause to be displayed all advertising to be furnished hereunder.

18. AIRPLANE LOADS

Upon airplane-load shipments consigned from one consignor to one consignee at one destination, moving under special rates which exclude vehicle service, the Express Company shall pay the Air Company 85 per centum of the gross revenue accruing on its lines from the air haul: Provided, however, That payments, not covered by insurance, made by the Express Company for loss, damage or delay in connection with any such airplane-load shipment shall be deducted from said 85 per centum of the gross revenue on said shipment and if said payments exceed said 85 per centum of the gross revenue the excess shall be charged to and deducted from the amounts due the Air Company under this Agreement. There shall also be deducted from the said 85 per centum of gross revenue accruing on any airplane-load shipment the cost of insurance taken out to cover such shipment. The remainder of such gross revenue from the air haul, together with the charges for any separate vehicle service or other accessorial service, shall be distributed as herein provided in Section 10 (a) (1) and (2) for other air revenues or by agreement between the Traffic Committee herein designated and the Express Company.

19. STATISTICS

The Express Company agrees that, upon request of the Air Company and reimbursement by the Air Company to the Express Company of the out-of-pocket expenses incurred thereby, it will furnish to the Air Company copies of all waybills for shipments by air express originating at any point on the lines of the Air Company, or in lieu thereof, and under the same conditions, at monthly intervals the names and addresses of all shippers and consignees of air express matter, together with the commodities and weights, originating on Air Company's lines during each such month. If, however, in the case of any particular request by the Air Company, the Express Company believes that the furnishing of copies of waybills or the names and addresses of shippers and consignees in response to such request will be contrary to its interest or to the public interest, the Express Company may, upon written notice to the Air Company, submit the question to the Civil Aeronautics Board; and the Air Company and the Express Company agree that if the Civil Aeronautics Board decides that it would not be in the public interest to furnish such copies of waybills or names and addresses in such case, the Express Company shall be under no obligation to do so.

20. COMPETITION

The Express Company shall not during the period of this Agreement enter inte the air express transportation business by operating its own aircraft in competition with the Air Company:

21. SUCCESSORS AND ASSIGNS

It is agreed that the Air Company may, without Express Company's consent, express or implied, assign and transfer this Agreement, and all of its right, title, and interest thereto and thereunder, to any corporation with which the Air Company may merge or consolidate, or to any person, firm, or corporation which may succeed to the Air Company's franchise and business, and that such assignment shall release the Air Company from all obligations hereunder, any provisions of this Agreement to the contrary notwithstanding, provided, however, that such assignee or transferee is of good financial standing and credit to the satisfaction of the Express Company and agrees to assume the obligations and liabilities of the Air Company hereunder.

84949-44-pt. 12-11

This Agreement, and all of the benefits and obligations thereof, shall inure to and be binding upon the successors and assigns of the parties hereto.

IN WITNESS WHEREOF, the parties hereto by their proper officers duly authorized have respectively executed these presents in duplicate as of the day and year first above written.

RAILWAY EXPRESS AGENCY, INCORPORATED.

EXHIBITS

INTRODUCED BY DR. HERBERT SCHIMMEL

EXHIBIT No. 342

[From Aera (American Electric Railway Association) May 1923]

"WIRED WIRELESS" FOR TROLLEYS-AN ACCOUNT OF SOME EXPERIMENTS MADE IN CONNECTICUT ON THE APPLICATION OF CARRIER CURRENT TELEPHONY TO STREET RAILWAYS' PURPOSES

By LEON T. WILSON,

Connecticut. Company Research Fellow, Yale University, New Haven, Conn. Interest in the application of radio and wired wireless to electric railways is very keen. Various companies are conducting independent experiments, with interesting results. The Connecticut Company has enlisted the cooperation of Yale University, and the account here given of the work which the Electrical Engineering and Physics Departments of Yale have done on part of the Connecticut Company's property shows that real progress is being made. The following is a paper read by Mr. Wilson at the last meeting of the Connecticut Company Section:

In May 1922, President Storrs of the Connecticut Company conferred with Yale University on the possible application of carrier current telephony to street railway systems. After several conferences between President Storrs and Professor Charles F. Scott of the Electrical Engineering Department and Professor Lynde P. Wheeler of the Physics Department of Yale, it was agreed that an experimental investigation of the problem should be made.

In accordance with this decision there was established at Yale the Connecticut Company Research Fellowship, to which the writer was appointed, and a committee, consisting of Professor Scott, chairman; Professor Turner and Professor Wheeler, was formed to represent the University in its relations with the Connecticut Company. This committee also acts in a consulting capacity and through its representative, Professor Wheeler, the Research Fellow may secure technical advice.

The research fellow is directly responsible for securing apparatus, designing experimental sets, and conducting experiments over the lines of the Connecticut Company's system. This work is carried on in close conjunction with the Engineering Department of the Connecticut Company and the writer desires to thank particularly Mr. P. W. Ripple, Chief Engineer, Power and Equipment, for the excellent cooperation of his department and also numerous others of the Connecticut Company, for whenever requested their assistance was always cheerfully given. Therefore, the problem, at times a most discouraging one, has been made much easier.

The organization has been covered more in detail than might appear necessary in this paper because it is significant of the close relationships which may exist between our commercial organizations and our universities. Frequently, as in this case, each has facilities which the other does not possess and the combination of these facilities makes possible accomplishments which otherwise could scarcely be achieved. As a humorous slogan for the promotion of such relationship we might suggest, "Facilities Plus Faculties."

It was originally intended that the investigation should consist of tests of various commercial carrier-current sets available for service on street railway lines to determine their relative merits with the view of making a choice of suitable equipment for installation.

However, an investigation last June into several likely sources of such equipment showed that none was avilable at that time. It also appeared at this early date the close cooperation, at least, of the various manufacturers was not to be had because their own research and development work in connection with this particular problem had not advanced sufficiently far to permit it.

These findings gave the problem a different aspect. It was then decided to proceed with the investigation, making experiments first with available University equipment and later with equipment built up to meet the requirements of the problem,

BEGINNING OF EXPERIMENTS

The appointment of the Research Fellow went into effect July 1, 1922. Connections were immediately installed between the Winchester Avenue feeder of the New Haven division of the Connecticut Company and two Yale laboratoriesDunham Electrical laboratory and Sloane Physics laboratory. These stations are approximately one-half mile apart.

On July 7, 1922, our first communication over the trolley wires was established between these two stations. This was accomplished by means of the only available equipment-some low-power and short-wave length sets. These operated on their own power supply and were not metallically connected to the trolley system. In this test as in all the following ones the trolley wires were alive and feeding current to cars as usual. As was to be expected, for this short distance the speech was at all times dependable.

FIRST TEST WITH 600 VOLTS

The next step consisted in adapting the sets so that their power was derived from the 600-volt line rather than from any external source. With one of the sets so operated, communication was first carried on between these two stations on July 13. Incidentally it was found that the communication continued dependable even during an electric storm of this date.

Also a test was made with the circuit broken between these stations. There was scarcely a detectable difference in loudness of speech at either station.

Next a station was set up in West Haven approximately 31⁄2 miles from Dunham laboratory, and on July 14 communication was established between these points. Numerous tests showed the communication to be quite dependable althought not absolutely so. In general, it was found that the dependability decreased with increasing car traffic.

All the foregoing tests were made at a wave length of approximately 600

meters.

It now appeared that not much more could be gained by further experiments with these sets, limited as they were, to small power and short-wave lengths. However, the experiments with them had been sufficiently encouraging to warrant building experimental sets. Accordingly equipment was secured and sets were built. In these all switching from "transmit" to "receive" was done with ordinary knife switches. All the equipment was used in laboratory fashion, no attempt being made towards an actual working model.

CAR FITTED AS PORTABLE STATION

At the suggestion of Mr. Ripple, a car was provided with tables and fitted up as a portable station. Besides giving greater flexibility the car simulates more closely the actual conditions to be met in a practical installation.

After some preliminary experiments with the new sets, the car was taken out from the West Haven car barn (about 31⁄2 miles from Dunham laboratory) on August 24. Communication between the car and the laboratory was maintained as the car approached the laboratory and also as the car proceeded away from the laboratory on the Derby line. Up to 5 miles the communication was fairly dependable, except that reception on the car was much reduced when the controller was thrown to "power on" position. The transmission from the car was less affected, however. The effect on reception was not that of noise but consisted in a very appreciable decrease in the received signal.

Very recently in New York speech was transmitted between a fixed station and a moving car over a reported distance of three miles. Much publicity was given the demonstration. Seven months previous we transmitted speech between a fixed station and a moving car over a greater distance. However, since the mere fact of talking over such a distance is not of itself an economic solution of the problem, we considered the event of no great importance.

Some engineers have made the statement in regard to the present problem that sets can be built of sufficient power to talk over an entire electric railway system. This statement, unqualified, is meaningless—just as meaningless as it would be to say that sets could be built to talk around the earth. It is not simply the question of being able to talk over an entire system but one of doing so economically.

EXPERIMENTING WITH LONG WAVES

Our experiments with the moving car led to the use of a longer wavelength. With the transmitting set at Dunham laboratory operating with a wavelength of about 8,000 meters it was possible to talk to the car in Derby, a distance of about 10 miles. The car transmitted at about 2,000 meters and employed nearly twice the power of the other set. Yet transmission in this direction failed to cover the 10 miles, thus, showing an appreciable gain for the longer wavelength. Of course, on purely general considerations without experiment it was to be expected that longer wavelengths would be less attenuated. However, as the wavelength is increased, the carrier current is less and less capable of being transmitted over an opening in the circuit between the stations. Also, in general, the interference of transients produced by switching, commutators, lightning, and similar sources is greater at the longer wavelengths. Further, it is more difficult to obtain as excellent a quality of speech at very long wavelengths, although sufficiently good quality may be secured with very little additional complications in the equipment.

DETERMINING KIND OF SERVICE

In October the investigation had reached the point where it appeared desirable to study in more detail the specific requirements of the problem with respect to their influence of the design of working models and in general the kind of system of communication to be provided.

It at once appeared inadvisable to attempt to employ carrier current telephony for general train or car dispatching because of complexity of apparatus, costs, etc. The Connecticut Company system is separated into a number of divisions, each of which has its local dispatcher. It is desirable that each of these dispatchers be able to keep in touch with certain pieces of equipment, such as work cars, repair cars, emergency trucks, and in the winter with snow-fighting apparatus. These requirements, not being so great, simplify the equipment considerably. The necessity for selective ringing is eliminated. It was felt that a code system would be sufficient, even during the winter months when the communication traffic reaches its maximum. However, the specific requirements of some railway systems may demand selective ringing.

TWO WAVE LENGTHS USED

After careful thought the number of required wavelength channels was reduced to two. Since communication is desired between the dispatcher and the cars and not between the cars themselves the above simplification was made possible.

In this system the dispatcher rings on one wavelength and the dispatcher talks and the ears both ring and talk on the other wavelength. The use of several wavelengths to permit simultaneous two-way communications did not appear to justify the additional equipment involved.

Since previous experiments showed that the longer wavelengths were less attenuated, the models were designed to operate at very long wavelengths. This decision influenced the choice between supplying a separate source of power to operate the sets and taking the power directly from the lines for the following reason. These long wavelengths will in general not work through an opening in the circuit, which would presumably be the case if the line were dead. Then the fact that a car on this line cannot transmit because of no power is of little consequence for even if a local supply were available the open circuit would ordinarily prevent communication.

On a system where the line voltage is subject to very much variation the local power supply has the advantage of keeping the output of the sets constant. Also the voltage can be readily adapted to the sets rather than being limited to the trolley voltage.

Much the same result could be secured by taking the power from the line by means of a suitable shunt-wound motor driving a direct-current generator. A calling system was devised for incorporation in the models.

DESCRIPTION OF EQUIPMENT

Two models have been recently completed, except for minor changes now in progress. One is a dispatcher's set; the other, a car set. They differ but little, however, in their general construction.

The approximate over-all dimensions of these models are: length, 28′′; height, 22"; and depth, 14". As these sets were designed to permit changes or additions it is probable that their size could still further be reduced.