. Electric railway journal . f 2-in. x 5-in. oak, tenoned into the side sill fillers,intermediate sills and center side sill fillers. The crossframing in contact with the plates is fastened by angle 414 ELECTRIC RAILWAY JOURNAL. [Vol. XXXVII. No. to. irons. The end sills are of 5^-in. x 5-in. oak, reinforced onthe inside by H-in. x 6-in. U-irons, bolted to the end sills andlongitudinal timbers. The end sills are reinforced on their under sides with 4-in. x 6-in. x ^g-in. angles, bolted to eachsection. There are two needle beams of 5-in. I-beam construc-tion, bolted through the longitudinal tim
. Electric railway journal . f 2-in. x 5-in. oak, tenoned into the side sill fillers,intermediate sills and center side sill fillers. The crossframing in contact with the plates is fastened by angle 414 ELECTRIC RAILWAY JOURNAL. [Vol. XXXVII. No. to. irons. The end sills are of 5^-in. x 5-in. oak, reinforced onthe inside by H-in. x 6-in. U-irons, bolted to the end sills andlongitudinal timbers. The end sills are reinforced on their under sides with 4-in. x 6-in. x ^g-in. angles, bolted to eachsection. There are two needle beams of 5-in. I-beam construc-tion, bolted through the longitudinal timbers, I-beams and chan-nel irons. The bolsters are of i^-in. x 10-in. steel figured tosupport 75,000 lb. The bottom flooring is of 13/16-in. yellowpine, and the top flooring is of the same thickness of pairs of double Pullman style sash are provided on eachside, with top, oval side sashes, cathedral glass. The posts 33,000 V. Transmission Line Fature Transmissiour]~jl/in MEETING OF COMMITTEE ON POWER DISTRIBUTION. Ecc/ric lly. Journal Galveston-Houston Railway—Substation Wiring Diagram of the framing are of yellow pine, and the interior finish is ofmahogany, with semi-empire ceilings and Agasote panels. Eachcar will have one Wagenhals arc headlight and bronze parcelracks, supplied by the Dayton Manufacturing Company, Day-ton, Ohio. SCHEDULES The running time between the terminals of the line will beabout 80 minutes, and the running time on the interurban sec-tion will be about 70 minutes. It is planned to operate the carsas a rule on an hourly headway, with occasional half-hourlyservice. Double-headers or multiple-unit trains will be operatedfor very heavy traffic. Two telephone systems are to be in-stalled, one for dispatching and the second for general com-pany business. It is anticipated that about seven stops will bemade by cars on the interurban section. It is probable thatsome system of selective signaling will be installed at thestations. The operation of t
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