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apparatus, besides necessary mainte nance.” The same authority goes on to say: ‘ There is one thing that should] not be overlooked, namely, that with an automatic signal system trains can follow each other more closely than they can on the telegraph or manual block system. This in itself is a fac tor or economy which should be con sidered.” This same engineer esti mates (from experience on a large trunk line) the cost of maintenance of an electric automatic system at sll4 per mile per year. Cost of Two Types. Another eminent authority places the cost of the two types of sig nals as follows: ♦ *• Automatic $700.00 $60.00 Telegraph 70.00 10.00 ♦Average cost of signal; **Main tenance per signal per year. From which it can be seen that the question is largely one of operators* salaries, and of the number of sig nals per mile. It must be kept in mind that the automatic system elim inates operators’ salaries. The results of the operation of the railroads of Great Britain indicate the value of suitable signaling for the safe conduct of traffic. In 1901, fur instance, the total railroad casualties in the United States were 58,185 kill ed and injured, while during this same year the British railroads made the extraordinary record of not a single passenger killed. Although car rying nearly twice as many passen gers annually as the American sys tems, the railroads of Great Britain average only about one-sixth of the number of casualties due to all causes. This remarkable showing is, we be lieve, due to the very complete man ner of equipping the several rail roads with signaling apparatus. Although the block system was al ready largely employed by the British • railroads, its use was made compul sory by law in 1889, and since 1898 practically all of the roads of Great Britain have been entirely operated un der this system. A table giving a summary of rail road accidents in the United States for the year ending March, 190<3, pub lished in the Railroad Gazette, and based on the reports of the Inter state Commerce Commission, shows that out of a total of ninety-two dis astrous collisions reported, fifty “ap parently would not have occurred if the block system had been in force.” These fifty collisions caused the death of 130 persons and injury of 447, be sides a money loss of over half a million. Or, to put it another way, a careful analysis shows that 75 per cent of the deaths, 78 per cent of the injuries, and 94 per cent of the finan cial loss on non-block signaled roads would probably have been prevent ed by proper blocking. A recent accident bulletin, cover ing the first quarter of 1906, reports a total of 1,921 collisions and 1,569 derailments, resulting in 1,126 per sons being killed and 17,170 injured. The Interstate Commerce Commission, commenting on this appalling record, suggests that the block system, re peatedly advocated by the commission, “is the true means that ought to be adopted for the prevention of such distressing accidents.” In 1892 less than 2 per cent of the total railroad mileage of the United States was operated, under the block system since 1900. The upper curve contains approximate curves, showing the progress in the use of the block system since 1900. The upper curve shows percentage of total mileage un der the block system, and the lower curve the percentage of total block ing that is automatic. It will be noted that for the year ended June, J 905, about 23 per cent of the total railroad mileage of the United States was under the block system, this 23 per cent representing approximately 50,000 miles of road. It is significant that since 1892 there has been an in crease front 2 per cent to 23 per cent, notwithstanding the enormous actual increase in railroad mileage during this period. Demand Legislation. Immediate legislation looking to the compulsory use of the block sys tem by al Irailroads of the country, is regarded now as necessary. For several years bills, having this end in view, have been introduced in con gress, but as yet none has become a law. To such legislation the railroads are, generally speaking, opposed. Cor porations often appear to evince a great antipathy to patented articles. Experiments are, and ever have been, distasteful to them. Yet this con servatism of the railroad companies has often provided nothing more than short-sightedness. For many years they annually crushed out the life of hundreds of trainmen engaged in coupling cars. This was before the act of congress of March 2, 1893, made the use of automatic couplers com pulsory, even after their utility had been fully established. Legislation was also required to enforce the use of the now standard air brakes. A recent technical journal says: ‘ Betterments have invariably been found, perfected, and applied by the men whose business it is to make transportation, and it happens that the function of the lawmaker has never been advantageously applied to com pulsory use until after the substan tial perfection and long-continued voluntary use of the devices for bet terment.” A Step in the Right Direction. From an unprejudiced consideration of the manner in which the block sys tem has vindicated itself in service, when properly enforced, it appears that “substantial perfection” has now Been reached. Its use, also, on some of the more progressive roads has cer tainly been “long continued.” It would seem, therefore, that the time for the lawmaker is at hand. As a step in this direction Public Resolution No. 46 has been passed by the last congress. The resolution pro vides; “That the Interstate Commerce Commission be, and it is hereby, di rected to investigate and report on the use of and necessity for block-signal systems and appliances for the auto matic control of railway trains in the United States. For this purpose the commission is authorized to employ persons who are familiar with the subject, and may use such of its own employes as are necessary to make a thorough examination into the mat ter. “In transmitting its report to the congress the commission shall recom mend such legislation as to the com mission seems advisable.” The recent series of terrible acci dents will add a new Impetus to this investigation, and it Is reasonable to believe that It will bear fruit In the near future. Much as Washington has lost by two of these accidents, the sacrifice will not have been in vain if it results in the compulsory use by every American railroad of a block system that will really prevent head on and rear-end collisions. THE WEEKLY JEFFERSONIAN. OUR LINE | Mantels, Tile and Grates Tarred and Felt Roofing Venetian Blinds Building Papers Sliding Blinds Asbestos Building Papers Folding Blinds Builders’ Hardware Door and Window Screens Hardwood Flooring Hot air Furnaces Iron Fencing Weather Strip Gin Saw Fillers Acetylene Gas Plants Paints, Oil, Etc. I Lime, Cement, Etc. Fire Clay Pipe Patent Wall Plaster Window Jacks Corrugated Iron Roofing Store Ladders V Crimp Iron Roofing Dumb Waiters THE BUILDERS SUPPLY CO. I Ellis Street, 2d Door Above Mclntosh, Augusta, Ga. MHMHMBHBHKBHHHMHHMBRHHHBHBBHHBHBVSBHBKBBHHBESEMBEHMHiMBBN DR. W. M. PITTS’ ANTISEPTIC INVIGORATOR The Greatest Family Medicine Dr. W. M. 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