bility, agreement or release, now do half by an agent or employee, the scope not apply: (1) to baggage carried on passenger trains or boats, or trains or boats carrying passengers; (2) to property, ercept ordinary live stock, received for transportation concerning which the carrier shall have been or shall hereafter be expressly authorized or required by order of the Interstate Commerce Commission to establish and maintain rates dependent upon the value declared in writing by the shipper or agreed upon in writing as the released value of the property, in which case such declaration or agreement shall have no other effect than to limit liability and recovery to an amount not exceeding the value so declared or released, and shall not, so far as relates to values, be held to be a violation of Section 10 of this Act to regulate commerce, as amended. of whose actual or apparent authority includes the receiving of goods and is suing bills of lading therefor for transportation in commerce among the several states and with foreign nations, the carrier shall be liable to (a) the owner of goods covered by a straight bill subject to existing right of stoppage in transitu or (b) the holder of an order bill, who has given value in good faith, relying upon the description therein of the goods, for damages caused by the nonreceipt by the carrier of all or part of the goods or their failure to correspond with the description thereof in the bill at the time of its issue. damages "caused by the improper loading or by the non-receipt or by the misdescription of the goods described in the bill of lading." The former practice, however, is changed by the important proviso that As has been the custom when the shipper loads package or bulk freight, Section 21 permits the carrier to insert in the bill of lading the words Although the amendment to the other words of like purport, and re"shipper's weight, load and count" or Cummins Amendment has been in ef-lieves the carrier from liability for fect since Aug. 9, 1916, the carriers have not taken any action thus far to change their bills of lading or rate tariffs. Since the Interstate Commerce Commission is now investigating the uniform bill of lading and the uniform live-stock contract, it is likely that no action will be taken until this investigation has been completed. Bills of Lading Act.-On August 29, 1916, President Wilson approved a Federal Bills of Lading statute, effective on January 1, 1917. The Act consolidates into statutory form a large number of the legal requirements and customs that have for some time governed bills of lading. The principal changes introduced by the act are those with reference to the responsibility of carriers for the issuance of bills of lading by their agents, and their duties with respect to the loading and unloading of freight. The act provides: [Sec. 20.] That when goods are load ed by a carrier such carrier shall count the packages of goods, if package freight, and ascertain the kind and quantity if bulk freight, and such carrier shall not, in such cases, insert in the bill of lading or in any notice, receipt, contract, rule, regulation, or tariff, "Shipper's weight, load, and count," or other words of like purport, indicating that the goods were loaded by the shipper and the description of them made by him or in case of bulk freight and freight not concealed by packages the description made by him. If so inserted, contrary to the provisions of this section, said words shall be treated as null and void and as if not inserted therein. [Sec. 22.] That if a bill of lading has been issued by a carrier or on his be where the shipper of bulk freight installs weighing such freight, and the same are and maintains adequate facilities for available to the carrier, then the carrier, upon written request of such shipper and when given a reasonable opportunity so to do, shall ascertain the kind and quantity of bulk freight within a reasonable time after such request, and the carriers shall not in such cases insert in the bill of lading the words "shipper's weight" or other words of like purport, and if so inserted, contrary to the shall be treated as null and void and as provisions of this section, said words if not inserted therein. The act applies alike to railroads and to carriers by water; and to the foreign trade as well as to interstate commerce. The Eight-Hour Day Act.-On Sept. 3 and 5 President Wilson approved the so-called Eight-Hour Day Act, thereby avoiding a threatened strike of many of the railway engineers, firemen, conductors, and trainmen. In the controversy that preceded this Act the railroad companies offered to arbitrate the demands of the Brotherhoods. The Brotherhoods, on the contrary, refused to arbitrate the eighthour demand, insisting that unless that portion of their demands was granted a strike would be called. Strike orders had in fact been issued before the President's recommenda tions in favor of this statute were ac- | committee of ten was created to incepted by Congress. (See also I, The Sixty-Fourth Congress; and XVI, Labor, and Labor Legislation.) The Act has not, however, finally settled the controversy. It does not limit the working day of the railroad employees engaged in the movement of trains in interstate commerce to eight hours. Instead it provides that their wages shall be based upon a day of eight hours, with pro rata overtime pay for whatever time in excess of eight hours they may work. It establishes an eight-hour pay basis, and is a wage statute rather than an eight-hour day law. The President has, in accordance with Section 2 of the Act, appointed a commission of three (Gen. George W. Goethals, Edgar E. Clark, and George Rublee) to "observe the operation and effects of the institution of the eight-hour standard workday as above defined and the facts and conditions affecting the relations between such common carriers and employees during a period of not less than six months nor more than nine months." Meanwhile the wages of the railway employees included in the Act are "not to be reduced below the present standard day's wage," with pro rata pay for overtime. The Act becomes effective on Jan. 1, 1917. Many companies have, however, announced that they will not accept the provisions of the Act without making a legal protest. The Missouri, Oklahoma and Gulf brought an injunction proceeding before the U. S. District Court at Kansas City, and as a result Judge Wm. C. Hook, on Nov. 22, held the Act to be unconstitutional. The decision was intended primarily to expedite an appeal to the U.S. Supreme Court. Some companies, moreover, are considering the advisability of readjusting the schedules of their trainoperating employees so that those who at present have a workday shorter than eight hours will be required to conform to an eight-hour schedule. The Act also became an issue in the Presidential campaign (see I, The Presidential Campaign). Committee to Investigate Railway Conditions. By joint resolution of the Senate and House of Representatives, approved July 20, 1916, a joint vestigate and report upon the entire general question involving the relationship between the Government and the railroads and other public utilities engaged in interstate or foreign commerce. The committee is specifically instructed to investigate the questions of government ownership; the incorporation of carriers; proposed changes in the organization of the Interstate Commerce Commission and Interstate Commerce Act; and "the efficiency of the existing system in protecting the rights of shippers and carriers and in promoting the public interest." One of the chief problems confronting the committee is the controversy respecting the relative jurisdiction of the Interstate Commerce Commission and the state commissions over intrastate rates. The report of this committee is to be submitted on the second Monday in January, 1917. The committee is composed of five senators and five congressmen selected by the Interstate Commerce Committee of the Senate and the Committee on Interstate and Foreign Commerce of the House of Representatives. STATE LEGISLATION Railroad and Public-Utility Commissions.-The table on the following page indicates the types of commissions now existing in the various states, Delaware and Utah being the only states without commissions. The year 1916 was one of few state legislative sessions, and little commission legislation of importance was enacted. The commission laws of a few states, however, were amended in detail during 1916, and the 1915 session laws of a number of states which were not included in the last issue of the YEAR BOOK are now available (see also XI, Public Services). The commission laws of Maryland were so changed in 1916 as to include within the term "common carrier" all bridges collecting tolls within the state (Md., 1916, Ch. 272). The Tennessee commission law was amended and restated so as definitely to give to the Commission the power to fix maximum rates upon complaint or upon its own motion, to establish RAILROAD REGULATION BY Railroad COMMISSIONS Dist. of Col. Mississippi Minnesota Nebraska S. Carolina S. Dakota Tennessee Hawaii Maryland Massachusetts Missouri Montana New Hampshire Ohio Oregon Arizona New Mexico for one shipper or consignee (Wis., 1915, Ch. 428). A Louisiana statute Corporation of 1915 declared sugar refineries to Commissions be public utilities; it creates a state sugar inspector and subjects the sugar-refinery business to public control (La., 1915, p. 17). The state Commission of Florida was given the power to compel the making of physical connection between the railroads and the docks, terminals, and other structures located on the waterfront (Fla., 1915, Ch. 6977). N. Carolina Passenger Fare Acts.-No special freight-rate acts of importance were enacted during the year and relatively few passenger-fare laws, as compared with the previous year. New Jersey a statute made it lawful In for railroads to issue free passes to chiefs and captains of police of cities, and to county detectives (N. J., 1916, Ch. 36). The Mississippi legislature made it lawful for railroads to give free passes to Confederate veterans (Miss., 1916, p. 349). Mileage book shire (N. H., 1915, Ch. 18). The Illirates were prescribed in New Hampnois legislature permitted railroads to exchange transportation for advertising space at the regular advertising rates (Ill., 1915, p. 559). Safety and Public Health Statutes. The railroad engineers was prohibited in Virginia (Va., 1916, p. 640). placing of warning strings at bridges was required in Mississippi (Miss., 1916, p. 338). Grade crossings were subjected to additional regulation in Connecticut (Conn., 1915, Ch. 223); in New Hampshire (N. H., 1915, Ch. 4); and in Wisconsin (Wis., 1915, Ch. 338). The last named state also enacted several laws regarding the construction of fences (Wis., 1915, Chs. 435 and 551). rate divisions, to suspend newly filed tariffs and to establish through routes, joint rates and classifications; it also prescribes the manner in which appeals may be made from the Commission (Tenn., 1915, Ch. 92). The Colorado legislature defined the term-The use of intoxicating liquors by "common carrier" in great detail (Col., 1915, Ch. 134). The Connecticut Commission was given the power to supervise all rates of telephone companies (Conn., 1915, Ch. 178); to approve or disapprove railway mergers (ibid., Ch. 178); and to establish regulations regarding dangerous grade crossings (ibid., Ch. 223); it was, moreover, given exclusive jurisdiction over the manufacture, transmission, and sale of electricity (ibid., Ch. 228). A statute was also enacted to prevent the running of passenger trains with locomotives at the rear unless the consent of the state Commission is obtained (ibid., Ch. 273). The Minnesota Commission was given the power to fix charges for the switching of live-stock cars and for feeding live stock (Minn., 1915, Ch. 367). The Wisconsin was instructed to examine freight Commission and express bills upon request, provided, however, that it need not examine more than 15 bills per month The New Jersey legislature of 1916 Miscellaneous State Regulation.— permitted the making of leases, mergers, etc., subject, however, to certain conditions; and it prescribed the method of merging or consolidation that may be legally pursued (N. J., 1916, Ch. 240). It also provided that or maintain railroads and likewise cities may lease, build, operate, equip, lease, build, etc., wharves, piers, warehouses and other terminal facilities (N. J., 1916, Ch. 120). The Mary550 land law regarding consolidation was amended (Md., 1916, Ch. 664); and the railroads were, under certain conditions, given the right to acquire the property and franchises of connecting companies (ibid., Ch. 235). The Delaware legislature in 1915 required the railroads to maintain adequate waiting rooms and landing platforms (Ch. 227). The Massachusetts legislature amended the law regarding the issue of railroad shares to stockholders; no shares may be issued below par and no fractional shares may be issued (Mass., 1915, Ch. 298). It likewise amended the statute regarding the issue of preferred stock (ibid., Ch. 299), and of bonds and notes (ibid., Ch. 303). The laws governing the taxation of railroads were amended in Virginia (Va., 1916, p. 499); in Connecticut (Conn., 1915, Ch. 150); and in Mississippi (Miss., 1916, p. 190). In its extraordinary session of 1915 the legislature of Georgia created a special commission which is to have charge of the leasing or disposal of the Western & Atlantic Railroad. BIBLIOGRAPHY BROWN, H. G.-Principles of Commerce. JOHNSON, E. R.-The Panama Canal (New York, 1916.) Transportation_ _Rates and Their Regulation. (New York, 1916.) Business Training Corporation.-Course in Foreign Trade. 12 vols. (New York, 1916.) CLAPP, E. J.-The Port of Boston; A Survey of North Atlantic Ports. (New Haven, 1915.) Commissioner of Corporations.-"Trust Laws and Unfair Competition." (Washington, 1916.) DOOLITTLE, F. W.-Studies in the Cost of Urban Transportation Service. (New York, 1916.) DROEGE, John A.-Passenger Terminals and Trains. (New York, 1916.) FERGUSON, M.-State Regulation of Railroads in the South. (New York, 1916.) FILSINGER, E. B.-Exporting to Latin America. (New York, 1916.) General Land Office.-"Statement Showing Land Grants Made by Congress." (Washington, 1915.) Government Printing Office.-Five Per Cent. Advance Rate Case Hearings. 8 vols. (Washington, 1915.) W. and Commerce. (New York, 1916.) and VAN METRE, T. Principles of Railroad Transportation. (New York, 1916.) KENT, O. B.-A Digest of Decisions Under the Federal Safety Appliance and Hours of Service Acts. (Washington, 1915.) KIBLER, T. L.-The Commodities Clause. (Washington, 1916.) MCCAIN, C. C., and CURRAN, J. P."Freight Rates; Official Classification Territory and Eastern Canada." (Chicago, 1915.) MCFALL, R. Railway Monopoly and Rate Regulation. (New York, 1916.) MCSWEENEY, E. F.-The Problems of Port Development. (Boston, 1915.) National Foreign Trade Council. "Ocean Shipping." (New York, 1915.) SHARFMAN, I. L.-Railroad Regulation. (Chicago, 1915.) SIBERT, W. L., and STEVENS, J. F.-The Construction of the Panama Canal. (New York, 1915.) and WALKER. C. T.-Petroleum, Its History, GORGAS, W. C.-Sanitation in Panama. WYMOND, M.-Railroad Valuation and (New York, 1915.) Rates. (Chicago, 1916.) XXI. ENGINEERING CIVIL ENGINEERING FRANK C. WIGHT Fall of the Quebec Bridge Center | lever structure spanning 1,800 ft. beSpan.-Probably no other single dis- tween piers on either side of the rivaster could have so shocked the engi-er. The two anchor arms, that is, the neering profession as the fall on Sept. 11 of the central span of the Quebec Bridge across the St. Lawrence River about seven miles upstream from the city of Quebec. The bridge is the largest in the world; the erection of its central span (the second longest simple truss in the world) was an operation of unprecedented magnitude, and the bridge was notorious for the collapse under construction of the former structure at the same site on Aug. 30, 1907. Engineers the world over were naturally desirous that the second operation be brought to successful completion. The earlier collapse was the complete failure of an almost completed arm of a huge cantilever extending out from the south side of the river. It was due, without a doubt, to faulty design and inefficient inspection, encouraged or fathered by a petty economy on the part of the responsible authorities in the Canadian Government, which was building the former bridge and which is building the new one. The new bridge, in complete contrast to the old, was being built under the most advanced engineering practice. The Canadian Government was most liberal in its delegation of authority to those technically responsible, the engineers and contractors were of the highest reputation, and their work represents the latest development of the structural art. The failure was due primarily to a flaw in material, a weakness which could not be foreseen, but there is reason also for criticism of the design of one detail, the failure of which undoubtedly started the collapse. The new Quebec bridge is a canti arms centering over the two piers and arm. This operation was a decidedly delicate one, one which has been carried out on a smaller scale in a number of bridge erections, but never with so large a span nor with so great an elevation. The care with which the design for the work was made was most particular. Probably no other piece of structural work was ever so completely and thoroughly provided for. Great chains were lowered from the four extending trusses, and from each group of chains were suspended two girders, the lower of which was fixed in place and the upper movable in a vertical plane. The two were separated by enormous jacks. From the upper girder there depended a separate set of chains which passed through the lower girder and which had at their lower ends provision for |