The White Pine news. [volume] (Ely, Nev.) 1906-1910, 1909-12-18

ness, a double noau0r was required
on the main line freight yesterday
morning.
Brakeman Mcclellan is suffering a
severe attack of erysipelas, his con-
dition being SO serious that relatives
have been wired.
Mrs. j. w. Moore, wife of Section
Foreman tom" Moore, is expected
in on this evenings passenger from
a visit of some length at Ogden, Salt
Lake and other points.
The new pipe line extension under
supervision of F. w. Allard is being
constructed under difficulties, on &C
count of the cold weather. Fred
says, however, that he is going to
"stay with/it" for "he was here first"
The passenger waited for Southern
Pacific connections at Cobre yester-
day from east and in consequence
ambed over the big white trail last
night six hours and a little worse
late. But mail and express ready for
delivery this morning will somewhat
offset the lateness.
With the exception of a few finish
ing up touches, the contractors at
work on the new shop extension
have completed the walls and frame
work of the building. The fact is
much appreciated by the boys, for
it affords better protection from the
severe weather that seems to have
happened along for a protracted
stay.
Western Pacific is now running
trains mostly whenever it can. The
trouble is with the salt beds at the
lake, which are persisting in sink
ing despite efforts and the hearty
o%bjurations of the railroad that they
cut it out. In consequence of the
trouble all w. P. trains have been
greatly delayed of late and the SER
vice entirely uncertain.
BUFFALO, Dec. 17.-At the reg
ular meeting of the Central Railway
club held this evening at the Hotel
Iroquois with a large attendance of
members, and George w. Smith,
president in the chair, a lecture pre-
pared by H. Mel. Harding vice
president of the International Lee
cture Institute of New York, was
given by H. Herbert Condict, sec
rotary of the institute. 1t was one of
a quartette of lectures with which
these gentlemen are favoring organ
izations all over the country, and was
made doubly interesting and in
structive by the use of lantern slides
illustrations, and such as had refer
ence to terminal matters in Buffalo
met with special appreciation. The
subject dealt with was the "Electri-
cal Transference and Transshipment
Of Freight at Railway and Water
Terminals"
The arguments advanced and
much of the data in support thereof
was substantially the same as given
before the Traffic clup of New York,
but was all new to the Central's
members. Considerable attention to
way of effective economical handling
of traffic abroad and the various
methods employed heretofore and
now were contrasted with conditions
in America.
The ordinary practice in this
try was summarized as follows:
Outbound Misunderstanding and
receipting at platform by clerk and
laborers; designating packages for
proper car; moving by hand-truck to
scales by one set of truckmen; weigh
ing; trucking from scales to cars by
another gang; slowing in cars by
other labor.
Inbound Notwithstanding from
cars; trucking to proper location in
freight house and asserting under
alphabetical subdivisions; outbound
freight is weighed when received,
with the exception of what are
known as standard packages, such
as barrels of flour, boxes of soap,
sugar, etc.
Inbound freight is seldom weighed
the weight of the forwarding station
being usually accepted. In a freight
house 800 feet long by 35 feet wide.
the average trucking Is about 100
feet. If this can be reduced to SO
feet it represents a saving of three
to five cents per ton. Transfers are
often required to go to certain doors
to reduce trackage. The agent of an
American line Of steamers recently
stated that the cost Of handling
freight on his pier had increased
from % cents to 38 cents per ton
on account of congestion.
Significant illustrations were CIV
en- by the author of the paper of
overhead track combinations and no
case has yet been found, he said,
where the use of e head electricity
ia not feasible. provided the building
is suitable. In any system Of electric
~transferage as suggested freight
may be weighed either when 1t passes
over a section of the track connected
with scales or by circular scales sus-
pended between the carrier and load.
Transferage at a terminal practical
ly doubles the yard trackage. the
tracks Of ~transferage being overhead.
Again, the speed at which the
freight can be moved Is so greatly in
creased that this also SO multfpl1es
the yard capacity that a properly in
stalled syStem ahOuld easily give