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FIGS. 28 AND 29.-FOUR-WHEEL GOODS CAR AND CABOOSE ON THE SHANTUNG RAILWAY.

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FIG. 30.-LOW-SIDE GONDOLA CAR ON THE SHANTUNG RAILWAY.

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FIG. 31.-SPECIAL CAR FOR HANDLING BULK LIME ON THE SHANTUNG RAILWAY.

are designed for loading not in excess of Cooper E-35. These light bridges are handicapping the Japanese management in its desire to use heavier motive power. It will be exceedingly difficult, if not impracticable, to strengthen the present structures so as to carry substantially heavier loads. A steel tie of robust design, provided with substantial fastenings, has been used for all tracks and appears to have given entirely satisfactory results. The rail is a special German section for use on these steel ties; its weight is about 60 pounds, with, however, a head and girder strength probably equivalent to 70 pounds A. R. E. A. section. All the track materials are of typical German standard, and so far the Japanese have made little change in the way of renewals or additions-one reason being that there was a very considerable supply of most parts in stock when the Japanese assumed control.

As already mentioned, all the stations and other buildings on this line are of very substantial construction and in many cases of ornate design. All structures are permanent and adequate except as regards the loading capacity of the bridges, and also the turntables, which are not capable of turning heavier engines than those now in service.

ROLLING STOCK.

All the original rolling stock conforms in general to the German practice and came from German manufacturers. The present equipment consists of 53 locomotives (3 of which were recently furnished by an American locomotive company), 85 passenger cars, and 1,227 freight cars of all classes. In September, 1917, the Japanese management had under way negotiations for buying several additional American locomotives, but they were having serious difficulty in obtaining them.

Figures 28 and 29, facing page 132, show a typical covered fourwheel goods car and a caboose, part of which is used for handling package and express freight. An unusual feature of the caboose, from an American viewpoint, is the running board for the crew to go along the side of the car instead of over the top. Figure 30 shows a low-side gondola with the old-style buffers and safety chains, with the new automatic coupler of American manufacture installed by the Japanese since they took over operation of the line. The lower illustration on the same plate shows a special four-wheel car for handling bulk lime. The writer was very much impressed with the utility of this. It will be noticed that the side buffers on this car have been removed since the installation of the automatic couplers.

WORKSHOPS.

There are well-equipped shops of moderate size for the making of all classes of repairs to the rolling stock. These shops are located a short distance from the Tsingtau terminal. There are also ample engine houses and equipment facilities along the line, particularly at all engine terminals. One feature in this connection with which the writer was particularly impressed was the substantial and adequate water-station facilities provided.

ORGANIZATION AND MANAGEMENT.

Since the capitulation of the German garrison of Tsingtau in December, 1914, the operation of this railway has been under the adminis

tration of the Japanese military garrison of Tsingtau. October 1, 1917, the arrangement was modified by the institution of what was termed a Civil Administration of the Railway Department, which, however, is still under the general administration of the military authorities. This organization is very complete and deserves careful study from the standpoint of its thoroughness and comprehensiveness. Two points that merit particular attention are, first, the inclusion of the mining operations under the direction of the Railway Department; and, second, the provision of a "Bureau of Traffic Control." This latter represents a partial step toward the commercializing of the railway, but, as this bureau also has charge of the stationoperating forces, it is not a distinctly separate branch, like the traffic department of our American railways. This organization, like that of the South Manchuria Railways (see p. 196), shows the careful and painstaking arrangements that the Japanese have taken to insure success. The following is a carefully made translation of the Japanese text of the military ordinance of October 1, 1917, putting into effect these regulations:

ARTICLE I. The following five bureaus shall be established in the Railway Department of the Department of Civil Administration in the Tsingtau Army headquarters and a chief shall be appointed in each bureau: Bureau of general affairs; traffic control; operation; engineering; finance.

ART. II. The bureau chiefs shall be appointed from railway secretaries or railway engineers, and they shall control their respective affairs, supervising their staffs under the direction of the Director of the Railway Department.

ART. III. The bureau of general affairs shall have charge of the following business: (1) Confidential matters; (2) personnel; (3) correspondence, compilation of rules, etc.; (4) investigations and statistics; (5) assignment of quarters; (6) training of employees; (7) leasing of houses and lands; (8) all matters not included in the functions of other bureaus.

ART. IV. The bureau of traffic control shall have charge of the following business: (1) Traffic on the railways; (2) distribution of cars; (3) warehousing.

ART. V. The bureau of operation shall have charge of the following business: (1) Operation of trains; (2) correspondence relating to operation; signaling; and conduct of railway.

ART. VI. The bureau of engineering shall have charge of the following business: (1) New construction and repairs, railway, and buildings; (2) operation of electric power houses for railway purposes; (3) control of lands and buildings in railway use. ART. VII. The bureau of finance shall have charge of the following business: (1) Preparation of the budget and the settlement of accounts; (2) receipt and disbursement of cash and properties and custody thereof; (3) purchases of materials and disbursements in connection therewith; (4) inventories of properties.

ART. VIII. The wharf office shall be established within the Railway Department and shall have charge of the docking and clearing of vessels, the loading and unloading of cargo, and control of the wharves and properties connected therewith.

ART. IX. A workshop shall be established in the Railway Department and shall have charge of the designing of rolling stock and machinery and the construction and repairing thereof.

ART. X. The bureau of mines shall be established within the Railway Department. It shall be composed of three sections, (1) business, (2) excavation, and (3) sale, which shall have charge of such matters as underground work in the mines, allied manufacturing industries, sale of products, and control of the properties.

ART. XI. The details of the organization and operation of the different bureaus, the wharf office, the workshop, and the bureau of mines shall be determined by the director of the Railway Department with the sanction of the commander in chief of the Tsingtau garrison.

For a directory of the heads of these bureaus, see page 268.

PURCHASES.

From the above it will be noticed that a definite organization-a section of the financial bureau-has charge of the purchase and handling of stores. This is the usual Far Eastern arrangement. At present there is a decided tendency to purchase requirements wherever they can be secured to the best advantage. No doubt, however, this is only on account of present conditions; upon a return to normal conditions decided preference will probably be given to purchases from Japanese sources-at least as long as Japanese control of this railway is maintained.

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