HARDWOOD RECORD 



!■ _ . _ f vi'Ueor \utet to <lo in to strive for 



nnvH mill iiipiiiis to iiiniiiiiiiii im iiriir lis prnotirnl nil iiiiiforni, com- 

 furlablo temporaluro in liis work rmmi. 



To ninintnin n rwilly i-oiiifortiililo tomporaturo in llie ghie room 

 involvca sonic niennn for rooling tlio room in tlic ■iimmer no well as 

 hoating in the winter. Tliix, too, in IxMni; made iimrtirni now by tlic 

 • levelopment of new scientific metlioi.ls in connection with factory 

 ' ntJIntion. It is not n matter uf ilrnughts and fans in the fiumnier 

 :iie but of bringing the air iu such a miuincr as to get exactly the 



i|uaiitily of frenh air rtH|uirp«l an<l effect chiingiMi in the iiir sh often u« 

 is ne«-ei<Hiiry to health nitliout clrniight«t nn<l iit the Hiinie time to 

 make this frexh air carry the tem|iernliire ilexireii. This in elTectetl 

 ill the summer time by imming the nir over water or coils cuntainiug 

 cold water and in the winter time by warming the air. It may sound 

 like a finely drawn theory, but it is really a jiracticnl idea that is now 

 licing put iu use in modern factories. Its ]irncticnl application to 

 the veneer-using work room looks easy onoiigh that in the next few 

 years we should see its accomplishment in many instances. 



^• 



^^^ro^^^^^^^^^^^^^^^S^^^^^^^^SS^as^^S^^ra! 



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Wooden Passenger Car Situation 



At till' iT.-.nt rito I.I .li-i.l;i.iiij,' «.M„lrn .j.-irs Willi Mori, nr llinsi- 



ith steel unilerframos, it will not be long until there will be few 

 :i>senger cars of wood in existence. This observation does not hold 



r electric roads. 



Seven bills are pending in Congress requiring the replacement of 

 M.iiden pa.«senger train equipment iu steel. The periods suggested 

 during which this is to be done vary from January 1, 1915, to ten 

 years from enactment of the law; in some cases with extensions of 

 time in the discretion of the Interstate Commerce Commission. 



Three bills are pending which, among other things, leave to the 

 lisoretion of the Interstate Commerce Commission the operating eondi- 

 •:.ins under which wooden cars must be replaced with steel equipment, 

 n.l the time for such replacement. 



> 'irculars were recently sent to various railroad companies by the 

 -I'ccial committee on relations of railway operation to legislation, 

 headquarters at Chicago, to ascertain the progre.'S of the building of 

 steel and steel nnderframe passenger equipment, and to develop the 

 cost of reconstruction in steel of the present wooden passenger equip- 

 ment in the country. 



Replies to the circular were rqceived from 227 companies, operating 

 l^.Sti.TSO miles of road in the United States, and from eleven companies 

 •perating 27,030 miles in Canada. These are practically all of the 

 i-ads in the two countries. 



The roads in the United States had in commission on January 1, 

 1914, 58,660 passenger cars, and Canada had 5,118. Those in Canada 

 are not further considered in this article. In the United States on 

 that date there were 3,1-J4 passenger cars in course of construction, 

 and only fifteen of these were wooden cars, and but two of the fifteen 

 were intended to carry passengers. 



The following table shows the change in passenger car construction 

 in six years in the United States: 



PcrcontiiKOS 

 Total 

 Number. 

 Acquired in Steel. 



180!> 1,880 26.0% 



1910 3,638 55.4 



lyil 3.7D6 59.0 



1911' 2,CG0 68.7 



1913 3,350 63.0 



J.'inuary 1, 1914 (under construction) 3,144 86.9 12.0 0.5 



Many of those reported as steel underframe in 1913 and 1914 were 

 reconstructed wooden cars. 



The rapid increase in steel and steel underframe cars is shown below : 



Steel 



.\pproxlmatcl.v in service. Steel. 



.Tnnuary 1, 1909 629 



.lanuary 1. 1910 1,117 



Januarj- 1. 1911 3,133 



.T.nnuary 1, 1912 5,.347 



January 1 , 1913 7,271 



J.nnuary 1. 1U14 9,492 



1,098 

 1,630 

 2,399 



The cost of replacing wooden cars with steel will add a heavy 

 charge to the railroads of the country. It has been figured as is 

 shown below : 



Cost of IlKi'i.Aiixi; WipiiDcx rAiis 



Number. Cost. .Vnii.iiiit. 



I'OBtal ; 582 »1 1.000 $ 0,402,000 



Mall and baggage 2,072 10,000 20,720,000 



Mail, baggage and passenger 584 10.000 5,M'IO.OOO 



Itaggage and jMissenger. 3,600 10,000 30,000,000 



Baggage express 7,280 8,500 61,701,500 



I'assongcr 22,487 1 2,S00 2N7,S33.«0n 



I'arlor, sleeping, dining 0,405 22,000 140.910,000 



Ilusiness 740 15,000 11,100.000 



Molor iTll 20,000 4.620.000 



Total 44,500 $581,127,100 



.\nnual interest charge at 5% $ 29,060,355 



The charge to operating expenses under the classification of accounts 



of the Interstate Commerce Commission, assuming n value nf *4.iinfi 



per vehicle replaced, will be $178,240,000. 



585% 



The number of wooden cars in service January 1, 1912, was 48,126. 

 There are now in service approximately 44,560, indicating the retire- 

 ment from service of 3,566 wooden ears in two years. Of this number 



British Columbia's Public Timber 



The government of British Columbia is following the example of the 

 sales department of the United States Forest Service in providing a 

 way for the people to share in the increased value of timber that is 

 sold under contracts which allow long periods for cutting ami mar- 

 keting. If the timber rises in value, the contractor will pay more for 

 it, according to the terms of the contract. 



The British Columbia legislature passed a law introduced by the 

 Minister of Lands, Hon. Wm. K. Ross, which assures to the citizens 

 of that province an income within ten years of $3,000,000 a year 

 from royalties on publicly-owned timber. 



The act retains in the provincial governnieiit the fee simple title 

 to all timber lands; it permits the taking of timber claims one mile 

 .square at an annual rental of $120 per claim, and for the payment to 

 the government of a stumpage price which ri.ses gradually with the 

 increased value of timber. Under' the old act of 190.5, the stumpage 

 price per thousand feet was 50 cents. The new act increases it to 

 75 cents a thousand feet, effective in 1915, and provides that five 

 years later there will be added to the royalty price 25 per cent of the 

 increased value of lumber at that time above a minimum price of 

 $18 per thousand; each five years thereafter the same thing will be 

 done again, the percentage taken by the government to increase grad- 

 ually from twenty-five to forty per cent, the %vhole arrangement 

 covering a period of about forty years. 



This means, first, that the lumbermen get n reasonable profit out 

 of their operations. The government takes nothing unless the price 

 is above $18 a thousand. It means further that the government 

 shares in the increased value of the timber. It establishes a great 

 profit-sharing, cooperative principle, in which the government and the 

 timber operators are partners. The government retains the title to 

 the land, and the right to prescribe the way in which the timber 

 shall be cut. The people 's interest is protected, and at the same time 

 lumbermen are encouraged to take up holdings and develop the timber 

 industry. 



