In the 1,530 arriving trains tested, covered by table 2a, 1,899 cars, or an average of approximately 1.2 cars per train, were not controlled by power brakes. The average consist of trains tested prior to departure from terminals was 44.1 cars, a decrease of 0.3 car per train as compared with the preceding year. The average consist of trains tested on arrival at terminals was 55.6 cars, an increase over last year of 1.4 cars per train. During the year, 63 complaints were investigated, of which 45 concerned power brakes and 18 involved other safety appliances. In 18 of these cases evidence of violation of the law was obtained and prosecution instituted. In numerous other instances correction of unsatisfactory conditions was effected as a result of our investigations. On October 10, 1949, the Commission issued an order amending the order of September 21, 1945, to the extent that cars of each respondent which are used in interchange freight service, and which are not equipped with the specified power brakes and appliances on December 31, 1949, shall be equipped with such power brakes and appliances or shall be withdrawn from interchange freight service, in accordance with the following schedule: Where the number of unequipped cars is 2,000 or less, all shall be equipped or withdrawn on or before December 31, 1950. Where the number of unequipped cars is over 2,000 one-half shall be equipped or withdrawn on or before December 31, 1950, and the remainder on or before December 31, 1951. By order of October 10, 1950, the Commission extended the time within which to complete these installations to December 31, 1951. The following table shows the number and percentage of interchange cars so equipped as of June 30, 1950: Up to the present time Association of American Railroads' certificates of approval have been issued for 28 types of geared hand brakes, 15 vertical-wheel-type, 10 horizontal-wheel-type, and 3 lever-type. HOURS OF SERVICE During the year ended June 30, 1950, hours-of-service reports were filed by 667 railroads. Of these roads, 174 reported a total of 7,157 instances of all classes of excess service, a.decrease of 11,986 instances as compared with the previous year. The remaining 493 roads reported no service in excess of that authorized by law. The reports cover 1,761 instances of excess service by train-service employees subject to the 16-hour provision of the law, and 5,396 instances of excess service by operators and other employees subject to the 9-hour and 13-hour provisions of the law, classified as follows: 1,485 instances of employees who remained on duty longer than 16 consecutive hours; 252 instances of employees who continued on duty after having been on duty 16 hours in the aggregate in a 24-hour period; 15 instances of employees who, having been on duty 16 consecutive hours, were returned to duty with less than 10 consecutive hours off duty; 9 instances of employees who, having been on duty 16 hours in the aggregate in a 24-hour period, were returned to duty with less than 8 consecutive hours off duty; 5,310 instances of employees at continuously operated offices who remained on duty longer than 9 hours, and 86 instances of employees at offices operated only during the daytime who remained on duty longer than 13 hours. The causes of instances in which train-service employees remained on duty longer than 16 consecutive hours, as shown by the Statistical Analysis of Carriers' Monthly Hours of Service Reports for the past five fiscal years, appear in the following table: The foregoing table shows a decrease of 1,474 instances in which employees remained on duty longer than 16 consecutive hours as compared with the number reported for preceding year. The classes of offices and the causes of instances in which operators, Sickness, death, and personal injury still remain the primary causes of excess service among employees subject to the 9-hour and 13-hour provisions of law, these causes being responsible for approximately 70 percent of the excess service performed by this class of employees. Considerable improvement appears, however, as there was a decrease of 8,940 instances of this nature as compared with last year. An analysis of monthly hours-of-service reports filed by carriers According to reports submitted by the carriers, block-signal systems, interlocking, and automatic train-stop, train-control, and cab-signal Detailed information concerning these installations is contained in the annual statistics bulletin, compiled separately. During the year, 569 applications for approval of modifications of block-signal systems and interlockings were filed by the carriers, and at the beginning of the year action was pending on 119 applications, previously filed; of these, 607 applications were acted upon, 40 were withdrawn, and action was pending on 41 at the close of the year. On July 1, 1949, two applications were pending for approval of modifications of the rules, standards, and instructions prescribed by the Commission's order of April 13, 1939, or for extension of time. within which certain sections were to become effective. During the year, 26 applications were filed and 28 were acted upon. At the close of the year, no applications were pending. In two cases further extensions of time were granted carriers in connection with applications covering projects which could not be completed within the original time limits allowed by the Commission's orders. During the year public hearings were held on four applications and appropriate action taken. Monthly signal-failure reports filed by the carriers are summarized in tables 3, 3a, and 3b of the appendix, the totals being as follows: False restrictive failures. False proceed failures__. Potential false proceed conditions-- During the year, inspections were made as follows: Block-signal systems. Interlockings____ Automatic train-control and cab-signal devices___ Centralized traffic control systems--- Other similar appliances, methods, or systems. Total 32, 918 143 12 1,222 2, 413 709 387 130 4,861 These inspections have resulted in bringing to the attention of the railroad managements, for necessary corrective action, a large number of unsatisfactory maintenance conditions which have been found to exist. TRAIN COMMUNICATION SYSTEMS According to reports submitted by the carriers, there were 59 train communication systems in service on 32 different railroads on January 1, 1950. These included three end-to-end communication installations employing physical wire connections through the train and five installations providing radio-telephone service for passengers through telephone company mobile radio facilities. Considering only radio and inductive systems used in connection with railroad opera This com tion there were 51 installations in service on 29 railroads. pares with 28 such installations in service on 19 railroads as of January 1, 1949. Summary of the line of road installations in service as of January 1, 1950, follows: There were 111 installations in service in yards and terminals on 50 railroads; 105 of these installations provide communication between fixed stations and switching engines and 6 provide communication between fixed stations and portable pack radios used in several different yard operations. This compares with 84 installations in service on 41 railroads as of January 1, 1949. Summary of installations in service as of January 1, 1950, follows: Detailed information concerning train communication installations is contained in the annual statistics bulletin. INVESTIGATION OF ACCIDENTS Accidents were investigated by the Bureau of Safety as follows: |