Notes. According to the Winnipeg (Manitoba) Free Press of March 4, 1903, a movement has been started in Montreal looking to the organization of the railway clerks of all Canada.

A fireman who had been working on the Cleveland and Pittsburg Railroad, according to the Pittsburg (Pa.) Leader, of February 11, 1903, becoming dissatisfied with that section of the country decided to go West. To one of the letters he wrote to Western roads applying for employment, his reply was transportation from Pittsburg to Ogden, but no letter accompanied it, which he took as a hint, and immediately took a train for the West.

The oldest passenger conductor in point of service in the United States is said to be Mr. John Nelson, a Big Four conductor, residing at Galion, Ohio, who has been in the employ of what is now known as the Big Four Railroad since 1856.

The Baltimore and Ohio Railroad is said to be in the market for 200 new locomotives, of which 190 are to be freight engines. The estimated cost of these engines is $3,000,000.

On the morning of February 16th as a passenger train on the Cincinnati, Hamilton and Dayton Railroad rounded a curve near Wyoming, the engineer is said to have discovered two large piles of coal directly in the path of the train, while two negroes were in a coal car making the piles larger. The engineer reduced the speed of the train, and as the engine struck the piles of coal it gave a bound but kept on the track. The negroes attempted to escape but were captured and taken before the mayor, charged with attempting to wreck a train. Several windows in the train were broken but that was the extent of the damage done.

The Hannibal (Mo.) Journal, of February 27, 1903, states that on the previous day the boiler of an engine pulling a passenger train on the Wabash Railroad, with orders to meet another train at Berlin, a station between Hannibal and Springfield, Ill., exploded while waiting for the other train, and that neither the engineer or fireman was injured.

The Order of Railway Expressmen of America is said to be the name of a new organization recently formed, and is intended for the benefit of the men who handle the express business. Its membership

is said to be already scattered throughout the United States, Canada and Mexico..

According to exchanges, a Brooklyn electrical engineer has patented a signal appliance to be used in connection with the present arrangement of semaphore signals. It is said that with this appliance a signal will be displayed on the locomotive immediately before the eyes of the engineer, that the signal can not be obscured in fog or darkness, and if it be a danger signal it will cause the air brakes to be applied and the train stopped, even should the engineer be dead in the cab. For danger it is claimed for this invention that it will display a red light, blow a whistle, and apply the air brakes simultaneously, while for caution it simply shows a green light in front of the engineer's eyes.

The Norfolk and Western Railroad is said to have ordered 110 new locomotives of the Atlantic type.

Mr. C. B. Conger's "1903 Air Brake Catechism" is the best of the many editions of this popular book of instruction. Much new matter has been added, which brings the book right up to date. Price 75 cts. and $1. Sold by Angus Sinclair Co., 174 Broadway, New York.

Mr. W. O. Thompson, for many years secretary of the Traveling Engineer's Association, has just published a valuable little volume entitled "Examination Questions for Promotion." The 211 questions and answers cover the road repairs and management of a locomotive. Price 50 cts. and 75 cts. Sold by Angus Sinclair Co., 174 Broadway, New York.

A State-Owned Railway Proposed.-Mr. J. H. Ehrehart, the chief appraiser of special franchises in the State Tax Commission of New York, believes that an electric freight railroad along the bed of the Erie Canal from Buffalo to Albany and then on to New York, at an estimated cost of $100,000,000, would be the proper solution of the problem of restoring commerce to the port of New York. He says that a railroad could be constructed on the canal right of way to traverse the entire State without a grade crossing, and by constructing a tunnel four miles long southeast of Schenectady, freight could be hauled from Buffalo to New York and

raised less than 50 feet in the entire distance, and part of this amount of elevation would be required to modify the grades in Rochester, Syracuse and Utica. The State owns admirable terminal facilities in the city of Buffalo.-Railway and Engineering Review.

Didn't Want to Collide With the Flyer.-Passengers on an eastbound accommodation had an exciting experience last month at a little town not far from Toledo, Ohio. This train, when on time, sidetracks at this place for the Twentieth Century Flyer to pass. Being late out of Toledo, it had only reached Martin when orders were given to cross over from the north track, used by trains going east, to the south track. After some little time waiting further orders were given to sidetrack to allow No. 141, a west-bound passenger, to pass. After a few more minutes of waiting the flyer was seen approaching at her usual speed.

A passenger, who had forgotten that this train had left the main track, spied the flyer coming, and thinking both trains were on the same track, and believing a collision inevitable, sprang to his feet and cried: "The flyer is coming! A collision! Jump for your lives!" The passengers scrambled from their seats and went pellmell from the train without taking thought as to where they would alight, their only thought being to escape before the crash came which would kill or maim all on board. Two ladies, one an invalid on a return from a visit to a Toledo specialist, plunged into a ditch filled with water. Two men made their escape from the north side of the train, and to make sure hastily crossed all the tracks to the north, landing in a ditch, from which they scrambled, and ran into a barbed wire fence, cutting themselves badly about the face, neck and hands.

By this time the flyer had passed and the passengers again boarded the train, which pulled out. After running about a mile it was discovered that the two lady passengers had been left. The train was backed up. When found they were walking as fast as they could toward Toledo.Railroad Men.

A Change of Policy.—The following press dispatch from Terre Haute, Ind., indicates that the spirit of fairness is becoming more popular with railway companies:

Manager Hammond told the men that he would not discriminate for or against brotherhood men and that brotherhood men need have no fear hereafter about taking employment on the Chicago & Eastern Illinois. He did not intend, he said, to ask if a man took part in the so-called Debs strike of 1894.

Ever since 1894 the policy of General Superintendent Broughton has been to discharge an engineer or fireman as soon as he learned that he was a brotherhood man. At the time of the strike, traffic was deliberately suspended for nearly a week until the company had replaced all union men, regardless of whether they had joined in the strike, most of the brotherhood engineers at the time declining to go with the American Railway Union. Time and again the brotherhoods, secretly, had almost got the system organized, when Broughton would get a tip, and men were discharged rapidly.

Novel Use for the Telegraph.-A man hopelessly lost in the bush of South Australia, after wandering about for days, came upon the telegraph line between Adelaide and Port Darwin. He hadn't strength to go farther, but he managed to climb a pole and cut the wire. Then he made himself as comfortable as possible and waited. The telegraph repairers were sent along the line, and they came to the wanderer in time to save his life.-Telegraph Age.

American and English Locomotives.-According to the Newcastle, England, Daily Leader, an official of the Midland Railway locomotive department is reported to have said in an interview the following: "The tremendous cost of up-keep is against the American engines, not only as fuel burners, but also with respect to maintenance. The Midland Railway engineers have given them a free hand, but practical experience has revealed nothing to demonstrate the superiority of the American over the home-made article. Americans can not build an engine suitable to the English railroads. That is now admitted by the most important of our engineering experts."

As showing that not all English railroad officials are fully convinced of the great superiority of the English over the American locomotive, the following is taken from the Chicago Record-Herald of March 6, 1903: “Executive officials of the London and Northwestern Railroad arrived in New York yesterday with a view to making a thorough study of American methods, and especially of American

locomotives. The party is headed by Lord Stalbridge, and includes Traffic Superin tendent Turnbull, Chief Engineer Thornhall, Locomotive Superintendent Webb, Signalling Superintendent Thompson and Goods Manager Craseman. During a month's stay in the United States these officials will visit every important railroad center in the country, confining their observations particularly to rolling stock, signalling and the methods employed in both. The visit bids fair to have an important bearing upon the future of the American-built locomotive, not only in England but in other European countries.

and it is a well known fact in railroad circles that in time the majority of engineers lose their nerve. They become too cautious, and as a result they get their trains in late.

This engineer-and this is a true story. had lost his nerve. He had a passenger engine, and twice he had been told that if he could not bring his train in on time he would have to begin hauling freight. That is a pretty hard threat to throw at an engineer, and he meekly promised to do better.

On the occasion of the third warning he asserted that he would bring the train

One member of the party said he was convinced that American locomotives had not been given a fair show in the old world and that he expected to learn they were superior to any other make and would wear longer. He said that he had worked an American engine for a few days because complaint had been made against it, and found that it was the most remarkable machine he had ever driven. The broad assertion was also made that if it were found necessary to overhaul the entire London and Northwestern System in order to bring it up to the best American standard this would unhesitatingly be done."

Still Had His Nerve.-The engineer had been many years in the service of the road, 3

in on time "even if there was a brick house on the track and a barn in addition."

He came into the office after his "run" a day or so later, glanced about the room, looked up at the ceiling, and then asked: "Seen any of it?"

"Why

"Of what?" asked the official. "Coal," said the engineer. "Coal!" repeated the official. should we expect to see any coal here?" "Oh, I guess it hasn't come down yet," answered the engineer carelessly. "What do you mean?" demanded the official.

"Some one left a loaded coal car on the main track," explained the engineer. "Switch turned too soon or a coupling broke, I guess. Anyway, it was there."

"And you"Oh, got in on time. I'm not like a man who has lost his nerve-not by a good deal."

sible safeguard not only against dishonesty, but against neglect and temptation. Hence if human fallibility is reckoned with in the care of funds, why are check and counter check dispensed with in the

"I didn't get around. I pulled her wide open and came through. There's about half a ton of that coal on the top of the rear coach, and I was expecting to find the rest of it here. The last I saw of it was high and scattering."

"Great Scot!" "And say!" "Well?"

"The smokestack of the engine is gone, there's no pilot left, and the windows of the cab are busted. But, of course, I was acting under orders, and I got in on time. And say, again!"

"Well?"

"Just put it down on your books somewhere that an engineer who hasn't lost his nerve, but is tired of keeping it, resigned from the service of the road today, and is going to look for a job on a farm." -Brooklyn Eagle.

A Check on the Engineer. Since the recent Jersey Central wreck of a fast passenger train, caused by the engineer passing the danger signals which were set to warn him that another train was occupying the same track shortly in advance of him, and which resulted in the death of a number of passengers as well as himself, many ideas have been advanced as to the best means of eliminating the danger of the recurrence of such disasters. The following is taken from the New York (N. Y.) Press of February 7, 1903:

"Extremists who demand the almost total elimination of the personal equation from the risk of railroading ought to consider the advantages to be gained by depending more instead of less on human agencies, as involved in the proposal to have two men in the engine cab, each of whom shall check the other's failure, supplying the unrelaxing vigilance with out which disasters of the rail never can be prevented. There are some perils constantly threatening the lives of railroad passengers which never can be removed by mechanical ingenuity. In the last analysis of responsibility the man at the lever must be trusted. But if there is a means of holding him up to the strictest accountability to that trust, why should it not be employed?

"Ordinary business precautions provides check and counter check on the trusted employe. Books are audited, bonds are required, and the custodian of funds is surrounded with every pos

of devices do not abolish embezzlement nor can either mechanical or human means put an end to all railway wrecks. Proper precaution does, however, prevent the theft of incalculable millions. But upon the engineer whose hand may be suddenly paralyzed from any cause or whose sight or mind or heart may fail without warning there is absolutely no check."

A Government Railway Strike,-The following items concerning the recent disputes between the Government of Holland and its railway employes tell the story:

"The railway strike in Holland ended on Sunday in a complete victory for the workers. The companies have been compelled to accept the strikers' demands on account of the danger of a famine due to the lack of meat, as cattle could not be forwarded. The strikers' victory is generally considered as a fact of great importance, as their example may be followed by the workmen of other Continental railways."-Herapath's Railway Journal (London, Eng.).

the Dutch railway strikers will have any "There is no fear that the victory of effect whatever in this country, whatever may be the case on the Continent. Government railway companies are not in a good position to resist pressure, since the strikers have votes, and the railways are dominated largely by political influences. Railway trades unionists in this country are more exercised just now about paying the Taff Vale bill than in planning any new compaign. To use John Burns's phrase, the stuffing has been knocked out of

them."-Herapath's Railway Journal. "A recent press dispatch from Holland states that three bills have been introduced in the legislative body of that country, occasioned by the recent railroad strike there. It is proposed by the government to form a railroad brigade, to insure a regular service of trains in case of need. The just complaints of railroad employes are to be adjusted by a royal commission, which would be intrusted later with the settlement of the situation from a legal standpoint, as well as regarding the conditions of service of the employes. It would also have to decide what constituted criminal acts. One of the bills provides for a modification of the penal code with the object of affording a surer guarantee for the personal freedom of labor and preventing State officials or persons engaged in occupations affecting public interests from absenting themselves from their duty. The bill further provides that refusal to do duty on the part of employes of the railways or other public services may be punished by six months' imprisonment.

If two or more persons rise in rebellion the penalty is increased to four years' imprisonment for the ringleaders or those guilty of criminal acts."-Railway and Engineering Review.

"The railroad employes of Holland have decided to cease work, with the object of preventing the adoption of the proposed law prohibiting railroad strikes. A meeting of the leaders of workmen's unions having a membership of 90,000 has resolved to support the railroad men, the. date of whose strike has not yet been announced. The Hetvolk, a socialist paper, says it understands martial law will be proclaimed on Monday at Amsterdam, The Hague, Rotterdam and all the ungarrisoned towns, because of the threatened general strike."-Press Dispatch from Amsterdam.

"The report that martial law will be proclaimed on Monday at Amsterdam, Rotterdam, here and at other points has been denied officially."-Press Dispatch from The Hague.

Increased Wages.-Based upon information obtained from press reports the following increases in wages are reported:

An agreement is said to have been reached between officials and members of the joint committee of conductors and brakemen of the Union Pacific Railroad whereby the wages of 1,500 of the employes are increased from 12 to 15 per

cent.

A new schedule of wages has been granted the engine and trainmen of the Chicago and Eastern Illinois Railroad.

A new schedule of wages has gone into effect on the Santa Fe, whereby the conductors, brakemen, and certain classes of baggagemen will receive an advance of from 12 to 15 per cent. In addition to the above, double-headers are to be abolished entirely, except where necessary to get trains over grades.

An agreement is said to have become effective March 2, 1903, whereby a large number of the employes of the Boston and Maine Railroad are to work ten hours per day with a good increase in wages.

Freight and passenger enginemen of the New York Central Railroad have been granted an increase in wages averaging about 5 per cent. over the previous schedule, the increased pay beginning with February 1, 1903. The new schedule is said to affect upwards of 2,000

men.

Announcement is made that the section men on the Chesapeake and Ohio Railroad have been granted an increase in wages as follows, dating from February 1, 1903: Foremen are advanced $5 a month, and section men ten cents per day.

Firemen on the Mobile and Ohio Railroad have been granted an increase in wages equal to those paid by other lines in the same territory.

An increase in wages amounting to 31⁄2 per cent. has been granted the engineers and firemen on the Cincinnati, Hamilton and Dayton Railroad.

Railroad Accidents.-Exchanges report accidents to have occurred recently as follows:

On February 5, 1903, a rear-end collision between two freight trains on the Rock Island Railroad at Tecolate, New Mexico, resulted in the death of one engineer and four others.

A double-header freight train on the "K Line" bound for St. Louis, when near a wooden bridge across Lost Creek, became derailed by the leading engine leaving the track and running onto the bridge, after which it toppled into the creek. The second engine also left the track, but stopped before reaching the point where the first engine fell. At the time of the accident the speed of the train was low, and the crews saved their lives by jumping.

On February 11, 1903, a passenger train on the Michigan Central Railroad ran into an open derailing switch near

a

block signal station near Detroit, throwing the engine, baggage car and smoking car from the track. The fireman was badly shocked by jumping and striking the back of his head, the engineer was severely shaken, and a brakeman had his leg bruised.

By the bursting of a water bar on the engine pulling the Northern New York express on the morning of February 13, 1903, according to the Albany (N. Y.) Journal, the engineer and fireman were both badly scalded.

On February 13, 1903, an eastbound freight train on the Baltimore and Ohio Railroad, when near Vienna station, 14 miles west of Washington, Pa., struck a large boulder which was lying on the track. The train was piled up in a confused mass and the track was torn up for several hundred yards. The engineer, fireman and one brakeman were killed.

On February 18, 1903, a passenger train on the Erie Railroad, when near Sharpsville, left the track when near the station, the engine plunging down an embankment and dragging the baggage, mail and express cars with it. The engineer was killed, but the fireman escaped by jumping.