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TABLE I.-Installation costs as reported to Interstate Commerce Commission

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TABLE II.-Average monthly maintenance costs as reported to Interstate Commerce Commission

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1 Figures compiled from unit costs taken from replies to questionnaire order.

NOTE.-Figures are given separately for each order, on those roads only, where a different type of device is used on each installation.

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1 Figures compiled from unit costs taken from replies to questionnaire order.

2 Includes 45 locomotives with composite equipment which are also included in number of locomotives equipped under the other order.

Figures included in those for Pennsylvania Railroad.

NOTE.-Figures are are given separately for each order, on those roads only, where a different type of device is used on each installation.

Automatic block signal and accessory companies are listed below:

A. & H. Co.

Adams & Westlake Co.

Line Material Co.
Lyle Signs, Inc.

American Automatic Electric Sales Co. Magnetic Signal Co.

American Steel & Wire Co.

Anaconda Wire & Cable Co.
Armspear Manufacturing Co.
Automatic Electric Co.
James G. Biddle Co.

L. S. Brach Manufacturing Co.
Byers Co.

Carbone Corporation.

Collins Oil & Manufacturing Co.
Continental-Diamond Fibre Co.
Copperweld Steel Co.
Corning Glass Works.
T. J. Crowley, Inc.
Dearborn Chemical Co.
Thomas A. Edison, Inc.

Electric Railway Improvement Co.
Electric Service Supplies Co.
Electric Storage Battery Co.

Fansteel Metallurgical Corporation.
Fargo Manufacturing Co.

O. S. Flath Co.

Frank F. Fowle & Co.

General Cable Corporation.

General Electric Co.

General Railway Signal Co.

Gould Storage Battery Co.

Graybar Electric Co.

Habirshaw Electrical Cable Co.

Handlan, Inc.

Hanlon & Wilson Co.

Hayes Track Appliance Co.

Hubbard & Co.

Johns-Manville Co.

Kerite Insulated Wire & Cable Co.

Kopp Glass, Inc.

Massey Concrete Products Corporation.
Nachod & United States Signal Co.
National Carbon Co.

National Colortype Co.
Ohio Brass Co.
Okonite Co.

P. & M. Co.

Peerless Manufacturing Corporation.

Pettibone Mulliken Corporation.

Philco Corporation

Hiram L. Piper Co., Ltd.

Pittsburgh Train Control Co.
Power Gates Co.

Pyle National Co.

Rail Joint Co.

Railroad Accessories Co.

Railroad Concrete Products Co.

Railroad Materials Corporation.

Ramapo Ajax Division, American Brake
Shoe & Foundry Co.

Rockbestos Products Corporation.

Rome Cable Corporation.

Signal Accessories Corporation.

Signal Construction Co.

Signal Service Corporation.

Simmen Automatic Railway Signal Co.

Simplex Wire & Cable Co.

T. Geo. Stiles Co.

Union Switch & Signal Co.
U. S. Rubber Products, Inc.
Waterbury Battery Co.

Western Railroad Supply Co.

Westinghouse Electric & Manufacturing Co.

Weston Electrical Instrument Co.

Question 5. Supply the same information for centralized traffic control systems. Answer. Centralized traffic control is a method of train operation by signal indication which makes it economically possible to extend greatly the territory controlled from one station.

Centralized traffic control basically involves the control of signals and switches governing the use of a series of consecutive blocks from a central point and provides for the movement of trains by authority of the signals so controlled. Most installations include the control and operation of switches because of additional advantages which come about through the elimination of train stops. A few installations in light traffic territory have been made where signals only are controlled, the switches remaining hand-operated.

The same factors contributing to the variations in the cost of automatic block systems and automatic train control systems apply in determining the cost of centralized traffic control systems in which the control of switches and signals governing movement over the switches, as well as between points are superimposed on a primary installation of automatic block signals.

Statement of costs of centralized traffic control installations as reported to the Signal Section are shown in table A. Maintenance expense averages approximately 4 percent of installation cost-a general figure being about $350 per track-mile per annum.

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Question 6. Does the Association of American Railroads today have under way, or is it planning for the immediate future, any program aimed at securing a wider introduction of automatic-block signals or of automatic train-control systems? Answer. The Association of American Railroads does not have under way a program aimed at securing a wider introduction of automatic block signals or of automatic train-control systems. It has always, however, been the policy of the Association to keep up-to-date specifications for apparatus and recommended practices with respect to signaling before its member roads.

In addition to the Manual of Recommended Practice, submitted as exhibit A, attention is directed to the following educational chapters in American Railway Signaling Principles and Practices:

II-Symbols, Aspects and Indications.

III-Principles and Economic Phase of Signaling.

IV-Centralized Traffic Control.

V-Batteries.

VI-Direct Current Relays.

VII-Direct Current Track Circuits.

VIII-Transformers.

IX-Rectifiers (Including Fundamental Theory of Alternating Currents).
X-Alternating Current Relays.

XI-Alternating Current Track Circuits.

XII-Semaphore Signals.

XIII-Light Signals.

XIV-Definitions.

XV-Automatic Block Systems.

XVI-Interlocking.

XVII-Mechanical and Electro-Mechanical Interlocking.
XVIII-Electro- Pneumatic Interlocking.

XIX-Electric Interlocking.

XX-Interlocking Circuits.

XXI-Hump Yard Systems.

XXII-Manual Block System and Rules Governing Opposing and Following Movement of Trains by Block Signals, and Fundamental Theory of Direct Current.

XXIII-Highway Crossing Protection.

XXIV-Power Distribution Systems and Lightning Protection.

(Copies of these chapters are submitted as exhibit C.)

SWITCH LOCKS

Question 1. When did the Association of American Railroads or any predecessor adopt specifications for switch locks which will prevent a switch from being thrown after an approaching train has accepted the signal indication that the switch is safe? At what dates since have such specifications been amended or modified?

Answer. The Signal Section adopted an original specification for universal electric lock for application to hand-operated switches in 1920. This specification was subsequently revised in 1929 and again in 1942. Attention is directed to the current specification as well as those preceding it, all covering material and certain design requirements of the electric lock proper and not the medium of control which the question would indicate would prevent the switch being thrown after an approaching train had accepted a signal indication that the switch was in the proper position. The actual form of control, that is, whether automatic or manual from an adjacent attended station, is the province of the individual railroad and in general it is predicated on local conditions.

It is the practice of individual roads to install electric switch locks, automatically or manually controlled, where it is felt that such installation is warranted by local traffic conditions.

Question 2. How many switches, as of today or the most recent date for which figures are available, are equipped with switch locks meeting Association of American Railroads specifications?

Question 3. How many switches are not equipped with such switch locks? Of the switches not so equipped, how many are in high-speed territory? How many are on the first main track? How many are on track over which passenger trains operate?

Answer: Information is not available indicating the number of switches equipped with switch locks meeting Association of American Railroads specifications, neither is information available to indicate the number of switches not so equipped and the number of nonequipped switches in high-speed territory, first main track, or on track over which passenger trains operate.

Question 4. Has the Association of American Railroads ever considered using its jurisdiction over cars in interchange service to provide, as a matter of industry self-regulation, that such cars may not be operated over switches not equipped with switch locks meeting Association of American Railroads specifications?

Answer. No; see answer to question 1 under block systems.

Question 5. Does the Association of American Railroads today have under way, or is it planning for the immediate future, any program aimed to secure the introduction of switch locks meeting Association of American Railroads specification on those switches not now so equipped?

Answer. Railroads install switch locks meeting Association of American Railroads specifications on switches where traffic or local switching conditions indicate that their use is warranted. The Association of American Railroads does not believe that a general program to this end is necessary.

Question 6. What is the original cost and maintenance expense on switches meeting Association of American Railroads specifications? What companies manufacture such equipment?

Answer. If this question refers to switch locks, the average installation cost is about $2,000 per electric switch lock.

Maintenance expense will average $100 per lock per annum.

Electric switch locks are offered for sale by the following manufacturers: Dayton Manufacturing Co., General Railway Signal Co., Peerless Manufacturing Co., Signal Accessories Corporation, Union Switch & Signal Co., Western Railroad Supply Co.

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