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LOCOMOTIVES.

There are 69 locomotives on the Northern Lines, ranging in weight (exclusive of tender) from 31,400 pounds to 130,000 pounds and from type 00 to 00000 and 0000-0000-the latter intended for use on the Baguio line. On the Southern Lines there are 39 locomotives, ranging in weight (exclusive of tender) from 43,700 pounds to 130,000 pounds and from type 000 to o000oo. The OO-type locomotives have now been in service about 30 years, and not only these but all other locomotives ever purchased are still in service. This condition is in accordance with the general practice of the Far East to get a very long life out of all rolling stock.

Considerable numbers of the locomotives are superheated; on these the Wakefield superheater lubricator is used. The Detroit lubricator is generally used for saturated steam. The Dreadnaught vacuum injector is used on all locomotives, as all power brakes are of vacuum type.

All locomotives are of British construction, except a relatively small number that were furnished from the United States but were built largely to conform to British specifications and practice. It has been the practice to use noncorrosive materials for fire-box construction, but a change was being made to iron when the writer was in Manila. There is a good deal of corrosive water on the lines, and some use had been made of boiler compounds, but it was stated that results had not been satisfactory, particularly in the superheated locomotives, where deterioration of the noncorrosive materials had occurred.

During 1915 the fuel for locomotive use cost $5.78 per short ton. This cost was substantially increased in 1916 and again increased in 1917, but the detailed figures were not available when the writer was in Manila.

Figure 39 shows the locomotive drawing the Baguio Special, the weight of which (exclusive of tender) is 93,200 pounds, with a tractive effort of 15,600 pounds. This picture shows the type of coupler, buffer, and vacuum hose connection and also something unusual in British practice-a bell on the locomotive.

The following table shows the amount and classification of the rolling stock of the Manila Railroad Co.:

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FIG. 39.-LOCOMOTIVE DRAWING BAGUIO SPECIAL, PHILIPPINE ISLANDS.

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FIG. 41.-OLDEST TYPE OF PHILIPPINE THIRD-CLASS PASSENGER CAR (SIDE

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FIG. 42.-TYPICAL PHILIPPINE FOUR-WHEEL GOODS WAGON.

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The above table shows the amount of passenger and freight car equipment on the Northern and Southern Lines.

The passenger equipment ranges all the way from old and very light four-wheel side-entrance carriages, as shown in figure 41, to some modern and robust regular and special equipment, as shown by figure 40. All the passenger stock on the Northern Lines is equipped with vacuum train brakes, and on the Southern Lines all vehicles are so equipped except the five express, baggage, and mail cars. Figure 41 shows the type of coupling, buffer, and vacuum brake hose used on all rolling stock. The vacuum brake hose must be strongly spiraled inside to prevent collapsing.

The freight cars are very largely of the goods-wagon type, especially the box, stock, and refrigerator classes. The average capacity of the freight cars on the Northern Lines is 11.2 short tons and on the Southern Lines 18.4 short tons; 14.2 short tons is the average for all freight cars.

Practically all of the rolling stock is of British manufacture and built in accordance with typical British standards and practice, especially the tired wheels on all classes of cars.

On the Northern Lines only 84 of the total of 916 freight cars are equipped with vacuum train brakes. On the Southern Lines 345 of the 680 are so equipped, including 250 of the 420 box cars.

WORKSHOPS.

Workshops for the entire system are located at Caloocan, on the Northern Lines, about 5 miles from the main station at Manila. This is also where the company residences are located for the contract staff. These shops are reasonably well arranged and equipped for the handling of all kinds of repairs to all classes of rolling stock, but are not suitable for the manufacture of equipment except the assembling of heavy rolling stock and possibly the building of some of the lighter classes of goods wagons. About 500 men are employed, and it is interesting to note that the Chinese are the most useful all

round workmen, particularly in the foundry. The general storeroom of the system is in close proximity to these shops, and many of the rolling-stock stores are carried in the shops storerooms.

ORGANIZATION.

The operating organization is the typical departmental or branch organization that usually goes with the "station-master" system of railway operation. Attention has already been called to the fact that operations have been, in a way, merged with the Bureau of Public Works of the Philippine government. A directory of the board of directors and the principal officials is given on page 272.

PURCHASES.

It is the policy, so far as practicable, to make all purchases in the islands-largely at Manila. This is done through a superintendent of stores, under the supervision of the general manager. The superintendent of stores is located at the main storeroom at Caloocan.

Needed articles that can not be obtained in Manila are handled through the purchasing department of the Philippine government and are usually bought by Mr. H. L. Hershey, purchasing agent for the Philippine government, located in the Whitehall Building, 17 Battery Place, New York City. Mr. Hershey also has the title of purchasing agent for the Manila Railway Co. (Ltd.).

Purchases of new rolling stock, as well as other large purchases, will be handled principally by the New York office. On account of the special requirements in the case of much of this equipment, particularly the vacuum train brakes, bidders should be specific in their tenders, and when not furnished with the requisite data should insist on very definite information as to what is wanted.

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