. Electric railway journal . ire order amounted to 1100 recorders costing$110,000. Comparative records of coasting ability were begun represented solely by the efficiency department, whichconsists of the head of the department, his assistantand seven clerks for a total of 1100 recorders. The costof keeping the records is about cents a day permotorman. The recorders are of the Railway Improvement Com-panys standard type except that they were alteredslightly to permit installation upside down for the con-venience of the motorman in making the registrationand getting his record slip. The reco
. Electric railway journal . ire order amounted to 1100 recorders costing$110,000. Comparative records of coasting ability were begun represented solely by the efficiency department, whichconsists of the head of the department, his assistantand seven clerks for a total of 1100 recorders. The costof keeping the records is about cents a day permotorman. The recorders are of the Railway Improvement Com-panys standard type except that they were alteredslightly to permit installation upside down for the con-venience of the motorman in making the registrationand getting his record slip. The recorder is mountedon the archway left after the removal of the it is energized only by current from the propulsionmotors acting as generators during coasting periods,the possibility of false records is practically eliminated. Manner op Making and Keeping Records Besides operating these recorders the Third AvenueRailway System uses the terminal clocks of the samemaker. Therefore, the first duty of the motorman is to. SCIENTIFIC CAR OPERATION—OFFICE OF THE EFFICIENCY DEPARTMENT WHERE ALL COASTING RECORDS ARE KEPT AND CALCULATED systematically on May 1, 1914, with the organization ofthe efficiency department for that object. The Broad-way-Kingsbridge and 125th Street lines were first takenover, and others were added from month to month astheir recorders were installed. In fact, the last subur-ban lines are just being added to the record system. While it would have been possible to equip the entiresystem in less than the nine months actually requiredsince the main order was placed, it was considered moreeconomical to do it gradually and in synchronism withother car changes. During this period, in fact, theopen-vestibuled cars were converted to the fully-vesti-buled non-bulkhead type. Thus, the wiring for thecoasting clock was installed at the same time as thecircuits for the McWhirter door closing and car start-ing mechanism. No additional men are required at the carhou
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