that they have their engines taken out of the service. I wish to state that there are exceptions where it is not necessary to take an engine out of service. The C. B. & Q. has a number of balanced compounds, 15 x 25 x 26, outside or low pressure main rod coupled to back driver crank pin, inside or high pressure main rod coupled to build up crank shaft of front drivers. I have run four of these engines and they will all slip very visibly while drifting with steam shut off when there is a bad slippery rail, but will stop as soon as given a little steam. Now, this fact can be verified by any who have had any experience running these balanced compounds. What I wish to know is will all balanced compounds do this? Will the Brothers running compounds tell us through the columns of the JOURNAL So we can all get wise?

Our men in test plant at Aurora, Ill., say that slipping when shut off drifting is caused by compression in the cylinders which is evident as, when steam is admitted to the cylinder drivers stop slipping. All engines have more or less compression in their cylinders while running, and if this was caused by compression why should it not prevail in all engines? The balanced compounds are the only engines I ever ran that would slip shut off drifting. If any other engine should slip with steam shut off I should think the engine had a sprung axle.

These engines are called balanced compounds, but I do not think their rods, counter balance and reciprocating parts are perfectly balanced, and slipping is not due to crompression in the cylinders.

I would like other Brothers to air their views on this subject so I may know the correct solution of this puzzling question. SMITH HORTON, Div. 616.

Union Pacific Motor Car.

BEATRICE, NEB., May 3, 1907. EDITOR JOURNAL: I like to look at and read about the pictures in the JOURNAL of up-to-date machines, and I believe the Brothers would like a look at the picture I send you of Union Pacific motor car 8, built in the Omaha shops. I have been

running it since last September between Beatrice and Lincoln, 40 miles each way. The car is run by six gasoline engines 10 by 12, four cycle type, 200 horse power. Can run 45 miles an hour the easiest of anything I ever saw Makes three miles to one gallon of gasoline. The car will seat 60 people; 56 feet 8 inches long, weight 60,000 lbs. Car is handled by air; carries 100 gallons of gasoline; is painted a rich red color, and mahogany finish inside. Mr. W. R. McKeen, Jr., Superintendent M. P. of U. P., is the inventor of this fine car, which is a sure winner. [See page 530.

Div. 397 is a small Division, but a finer lot of men never belonged to the B. of L. E. MACK ANDREW, Div. 397.

Where Greatest Power is Exercised.

POINT TUPPER, CAN., April 13, 1907. EDITOR JOURNAL: Kindly permit me space in your JOURNAL, as I would like to ask a question which I am much interested in, and would like very much to have any of the Brothers of the B. of L. E. assist in terminating this question.

Take a locomotive with driving wheels 48 inches in diameter and 24 inch stroke; that would give her 24 inches from center of axle to rail. Now, when she is on her upper quarter she would be 36 inches from the rail. Now, admitting the center of axle is the fulcrum, and when she is on her lower quarter the center of wrist pin is 12 inches from the rail. Now, in which of those positions, upper or lower, has your locomotive the most power, or is there any difference?

J. T. MCGLASHING, Div. 162.

Cross-Over Switch.

Bro. A. M. Jones, member of Div. 353, Hagerstown, Md., has invented a portable cross-over switch which he says can be put in place in one hour, so that in case of a wreck or other cause that will need a wrecking train which is to have the device as part of its equipment, trains can move around the obstruction in one hour after wrecking train arrives. It is to be tried on the Western Maryland Ry., and if it proves successful there will be few delays from wrecks. Div. 353.

UNION PACIFIC MOTOR CAR, BRO. MACK ANDREW, DIV. 397, MOTORMAN, J. B. MURRY, O. R. C. DIV. 126, CONDUCTOR.

Wages on the Isthmus.

Secretary Taft, after visiting the Isthmus and investigating complaints, recommends and the President approves of the following:

The decision applies to three classes of canal employees, first, steam shovel men, embracing engineers, cranemen and firemen; second, construction locomotive engineers, and, third, construction train conductors. One of the grievances of the men was the putting into operation on April 1st of new regulations restricting leave of absence or leave on account of sickness. On this question the secretary says:

"It seems to me that good faith requires that the old regulations as to leave shall not be materially changed and shall remain as part of the contract of service of those now on the isthmus and that while there are some provisions in the new regulations which would make for the more stringent enforcement of the government's rights and more certainly avoid possible fraud, they should not be made applicable to men who came to the isthmus under the old regulations.”

Taking up the subject of summary dismissal without hearing or giving reasons, which was complained of by the canal employees, Secretary Taft says that he has given his approval to the plan of Col. Goethals, whereby it is proposed to dispose of such cases through a committee consisting of one representative of the craft of the employee proposed for dismissal, one representing the foreman or higher official proposing discharge, and one representing the commission, final action to be taken by the commission.

Much attention is then given to the question of wages to the steam shovel men, who on March 1 last applied for increases as follows: Engineers, from $210 to $300 per month; cranemen, from $185 to $250 per month; firemen, from $83.33 to $110 per month. The secretary holds that present rates of pay are liberal.

In reaching that conclusion the secre

higher than those in the United States, where steam shovel men can't work as many months of the year as on the isthmus. Then, too, they only work an eighthour day and have six weeks' vacation each year at full pay. Besides, married men have free furnished quarters for themselves and families.

Regarding the claim of the unhealthy conditions on the isthmus and the other discomforts to contend with, Secretary Taft says the "original conditions of unhealthfulness which existed when the rate for shovel men was fixed in 1904 have been greatly bettered; yellow fever has been stamped out; the rate of death and sickness among Americans is exceedingly low and life on the isthmus is becoming more and more like that in the United States and this improvement is certain to continue."

The petition of the construction locomotive engineers next is taken up and after alluding to the fact that these men started at $150 the secretary says that inasmuch as it seems to be conceded that they as well as steam shovel engineers in the United States received about the same rate of pay the salaries should be fixed at $210 a month, the amount asked.

Secretary Taft says the subject of overtime was the only point upon which an agreement could not be reached between the locomotive engineers, Mr. Stevens and Colonel Goethals, but he doesn't think the engineers entitled to the desired amount for overtime.

He approves as a "wise compromise" a suggestion by Colonel Goethals that the overtime should be added to the six weeks' leave with pay to which each employee is entitled each year. "In this way," says Secretary Taft, "the overtime could be enjoyed in the United States."

The proposition of Mr. Stevens and Colonel Goethals to increase the pay of construction train conductors from $170 to $190 per month, Secretary Taft thinks reasonable.

The various changes, by order of the President, become effective May 1.

On May 14 many steam shovel opera

tors on the isthmus of Panama quit because of the refusal of Secretary Taft to raise the pay and, it is reported, have engaged transportation back to the States.

From current reports it seems only a part of these men quit and that their places can be filled without much trouble.

Cuba.

Curious road 70 years old.-In the Chicago Record-Herald, William E. Curtis tells of a curious railroad in Cuba which was built in 1838, being the first one in Spanish dominions. It cost $1,000,000 and eight men supplied the funds, each one of whom received a certificate of the par value of $125,000. The road runs from Nuevitas to Camaguey. The ownership descended to heirs, until there are now about 200 shareholders. The company has paid dividends ranging from 12 to 40 per cent. Dividends are declared every 30 days. At the end of every month the treasurer collects all the money due, pays all the bills, strikes a balance, and then goes around from house to house with a tin box under his arm and gives each "couponista" his or her share of the profits.

Oxen Against Railroads.

In the Cape of Good Hope colony many of the short railroad branches and extensions do not pay on account of ox wagon competition.

In the report for the year 1905, recently issued, the traffic manager of one of the lines reports in regard to a new 19 mile branch that as there was a very plentiful supply of wagons and an abundant supply of grass during the season ox wagon rates ruled low and the railroad secured little general traffic.-Rhodesia Herald.

Appointments.

MR. D. B. HANNA, third vice president of the Canadian Northern, has been appointed general manager of the entire system.

MR. CLIFFORD S. SIMS, for two years assistant to the president of the Erie, has

resigned to become general manager of the Delaware & Hudson, under L. F. Loree, in whose administration he served as general manager of the Baltimore & Ohio Railroad.

MR. W. C. HAYES, superintendent of the Delaware division of the Erie Railroad, has been appointed also superintendent of the Jefferson division, with office as before at Susquehanna, Pa.

MR. A. S. MELDRUM has been appointed general superintendent of the Rio Grande Southern, with office at Ridgway, Colo.

MR. DAVE M. PERRINE has been appointed superintendent of motive power of the new Western Pennsylvania Division of the Pennsylvania Railroad, with headquarters at Pittsburg, Pa.

MR. CHARLES M. LEVEY, third vice president of the Northern Pacific, with headquarters at Tacoma, Wash., will be transferred to St. Paul, Minn., and given charge of maintenance and operation of all Northern Pacific lines. It has been decided to have two general managers who will report to Mr. Levey. Mr. H. J. Horn will be general manager in charge of maintenance and operation in Montana, North Dakota, Minnesota and Wisconsin, with headquarters at St. Paul as at present. Mr. H. C. Nutt, general superintendent of the Michigan Central at Detroit, Mich., has been appointed general manager in charge of maintenance and operation of all Northern Pacific lines in Washington, Idaho and Oregon, making his headquarters at Tacoma, Wash.

MR. H. R. NICKERSON, vice-president of the Mexican Central, has resigned.

MR. HENRY C. MANCHESTER has been appointed assistant superintendent of motive power of the Maine Central Railroad, with office at Portland, Maine.

MR. J. R. DONNELLY has been appointed superintendent of motive power of the Canadian Atlantic Ry. (Grand Trunk System), with office at Ottawa, Ont.

MR. W. J. TOLLERTON, formerly superintendent of motive power of the Chicago, Rock Island & Pacific Railroad at Topeka, Kan., has been appointed to the new office

of assistant general superintendent of motive power. In connection with this appointment Mr. J. B. Kilpatrick has been appointed superintendent of motive power of the central district, with headquarters at Chicago; Mr. W. J. Harrison has been appointed superintendent of motive power of the northern district, with office at Cedar Rapids, Ia.; Mr. S. W. Mollinix has been appointed superintendent of motive power of the southwestern district, with office at Topeka, Kan.; Mr. C. M. Taylor has been appointed superintendent of motive power of the Choctaw district, with headquarters at Shawnee, Okla., and Mr. F. W. Williams has been appointed superintendent of motive power of the southern district, with office at Ft. Worth, Tex.

MR. D. M. WALLACE has been appointed to succeed Mr. Perrine as superintendent of motive power of the Philadelphia & Erie Railroad Division of the Pennsylvania Railroad, with headquarters at Williamsport, Pa.

MR. G. W. MUDD has been appointed master mechanic of the Denver & Rio Grande Railway at Alamosa, Colo.

MR. J. D. CRAWLEY has been appointed master mechanic of the Georgia, Florida & Alabama Railway, with office at Bainbridge, Ga.

MR. C. P. DIEHR has been appointed master mechanic of the New York Central & Hudson River Railroad, with office at Avis, Pa.

MR. TABOR HAMILTON has been appointed master mechanic of the Cumberland Valley Railroad, at Chambersburg, Pa., succeeding Mr. J. P. Divens.

MR. R. L. STEWART has been appointed master mechanic of the Kansas City Southern Railway, with office at Pittsburg, Kan., succeeding Mr. W. B. Dunlevy.

MR. A. C. ADAMS has been appointed master mechanic of the Pennsylvania Division of the Lehigh Valley Railroad, with office at Sayre, Pa., succeeding Mr. John McMullen.

MR. P. Z. Zang has been appointed mas

ter mechanic of the Worcester Division of the New York, New Haven & Hartford Railroad, with office at Providence, R. I., succeeding Mr. Donahue.

MR. L. J. MILLER, division foreman of the Missouri Pacific Railway, at Atchison, Kan., has been appointed master mechanic of the Northern Kansas & Omaha Divisions, excepting the Kansas City Northwestern Railroad, with office at Atchison, Kan.

MR. W. G. WALLACE has been appointed to the new office of superintendent of motive power of the Detroit, Toledo & Ironton Railroad and the Ann Arbor Railroad, with headquarters at Toledo, O. The office of master mechanic of these roads has been abolished.

MR. J. B. DIVEN has been appointed assistant engineer of motive power of the New Jersey grand division of the Pennsylvania Railroad, with headquarters at Jersey City, N. J.

MR. W. R. DAVIS has been appointed road foreman of engines of the Toledo & Ohio Central Railway at Columbus, O.

MR. F. BURKE has been appointed general foreman of shops of the Toledo & Ohio Central Railway, at West Columbus, O., succeeding Mr. W. R. Davis.

MR. BERT MYERS has been appointed acting road foreman of engines of the Erie Railroad at Huntington, Ind., in place of Mr. J. A. Cooper, transferred.

MR. W. KENNEDY has resigned as master mechanic of the Grand Trunk Railway, at Toronto, Ont., to accept a position with the Great Northern Railway.

MR. J. C. GLASS, master mechanic of the Pennsylvania's Verona shops, has been given supervision over the entire Conemaugh division, with headquarters at Verona. D. E. Cassidy, master mechanic of the old West Penn division, has been appointed assistant master mechanic of the Conemaugh division.

MR. W. S. MARTIN, general manager of the Mexican International, has tendered his resignation, to take effect on May 31, having accepted a bette position in the United States.