And of course we had our tonnage, And a little excess, too, For we had hardly reached the whistling board When we had to cut in two. While I was going up the hill With the head end of the train, The hind man was flagging And, as usual, it began to rain. We got our train together And of several things did complain. He said the air was sticking And wasn't working right, But the head man quickly told him His machinery was too light. We unloaded local Every place along the line, And to unload household goods It takes up lots of time. When we reached the town of Athens It being my first trip I never worried much, For down on the I. & G. N. We never had no such. Some may think it's pleasure, But I am here to tell you When we got to Corsican The whole crew were invalidsNot one of us a man. At last the captain shouted In accents soft and sweet, While we were taking water, "You brakemen better eat." Now that sounded very fitting To us so tired and sore, For this was the first refreshments Since noon the day before. When we had finished dinner Now to work the crew began The conductor got his orders, And we had gone ten miles about When the hog-head whispered softly, "My air pump is now played out." What can happen next, I wonder? Then on top we took our stand, For we had to spot the local cars And make all stops by hand. We left Hubbard City Twenty minutes on to three, Doubled into Mt. Calm, Which wasn't enough, you see. The conductor has his troubles, too, In making out delays. A Great Record.- With the headline, "Brown at the Top" the Burlington (Ia.) Gazette announces the "rumor" that Mr. W. C. Brown, Third Vice-President of the "Q," is to have "full charge of the Vanderbilt System." As reason for his success in life the Gazette says of Mr. Brown: "He made his great hit with the C., B. & Q. by fighting the engineers' strike to a finish, and that without gaining the enmity of a single man among the strikers. His division was the pivotal point of the battle, and the one on which the strike was broken. His next hit, as general manager of the C., B. & Q. Southwest lines, was the presentation of a brief little argument to the joint committee of the national house and senate, asking that further time be given the roads for the equipping of their freight cars with automatic brakes and couplings. The time was granted, and millions were saved the companies." Double-Heading on the Decline. - "Through agreement with their trainmen and engineers the Union Pacific and the Atchison, Topeka & Santa Fe roads have abolished double-heading except in certain extraordinary cases," says Railway and Engi neering Review. The agreement entered into is as follows: "With trains of over thirty cars, exclusive of cabooses, the practice of double-heading will be discontinued except as hereinafter provided. (1) Helpers may be used between the following points. (Here follows a list of points on the mountain division.) (2) Helpers may be run on any district when necessary because of storms, engine failures, to avoid running engines light, in moving engines to and from shops or from one district or division to another, provided the rating of the heaviest engine is not exceeded. (3) In case of accident to any engine consolidation may be effected type, built by the Lima Locomotive and Machine Works, Lima, Ohio, are very powerful and pull 21 empty dump cars weighing 7,000 pounds each at about 6 miles per hour. The engine shown in the illustration is one of five owned by the company. It weighs 20 tons, has cylinders 7x10 inches, and carries a steam pressure of 145 pounds. The original "Armstrong" brakes are used but, as speed is not desired, wrecks and runaways are not of frequent occurrence. This road also bears the distinction of being a Brotherhood road, as every man in the engine service belongs to Rocky Mountain Lodge 77, B. of L. F. A NARROW-GAUGE SHAY LOCOMOTIVE, ENGINE 3, GILPIN TRAMWAY CO., BLACKHAWK, COL. with another train and the consolidated trains brought into terminal as a doubleheader if practicable. (4) When by reason of the acquirement of additional lines, changes in grade, etc., it becomes necessary, helper service may be established where the conditions are similar to those covered by helper limits as above provided. Narrow-Gauge Shay Locomotive.-A rather unique railroad is that of the Gilpin Tramway Company, running from the stamp mills at Black Hawk, Col., to the gold mines in the adjoining region. The gauge is 2 feet, and the grade runs from 3 to 5 per cent. At no place on the 40 odd miles of road can 200 feet of track be found without a curve. The engines, being of the Shay geared A Mechanical "Spotter" on the Engineer.-A company is now being organized in Milwaukee to finance an invention which, its inventor claims, will prevent many of the wrecks and accidents which now affright a world with their grewsome record, when its use becomes general. This company will control in the United States the patent rights of the "railway chronograph," as it has been styled by its inventor, H. G. Sedgwick, formerly of Beloit, Wis., but now a resident of New York City. The machine which is to do this wonderful work is but a small affair, an iron box about 12 inches square and three inches thick. It is devised to keep a record of the work of the locomotive to which it is attached and of its engineer. The mechanism is such that it records on à tape every blast of the whistle, to gether with its exact time and place; the speed of the train at every moment of time; the time and place any accident occurs; the speed approaching, the arrival, the delay, and the departure from any station; the number of miles and the amount of time consumed in switching at any station; when and where the airbrake was applied; how long any engineer is on duty, any and every trip; just where the locomotive was at any moment and what it was doing at the time; and how much steam it wasted through the "pop" or escape valve. The device is entirely automatic and simple to a degree. It is attached to the engine just in front of the cab and over the boiler. Various levers project from the machine and these are attached to the parts of whose action a record is desired. Inside the box of the machine is a selfwinding clock, which records its time upon a tape that winds through mechanism, by punctured dots, one-tenth of an inch apart. Each dot represents 12 seconds of time. The tape is about one and one-half inches wide, and is always in motion. It is ruled off into seven columns, each one for a particular record, and designated respectively as the whistle column, the air column, the bell column, the pop or escape valve column, the time column, the one-tenth column and the engineer's punch column. A rod from one of the levers is attached to the crossheads of the engine, and every time the locomotive moves one-tenth of a mile this makes a puncture in the onetenth-mile column. By the distances between these points the speed of the train can at all times be determined. Another lever is attached to the bell, and at every stroke of the bell it makes a record dot on the tape in the proper column. The same is done in the whistle column, when the whistle is used; in the air column when the brakes are set and in the pop column when the escape valve is opened. The last column is for the engineer's record. By means of a lever in his cab he makes a punch in this column whenever desired. He punches in the time of arrival at a station and his departures, as ordered in his rules. He can also mark any other occurrence that he wants to have recorded. For instance, the inventor declares that on one of the test trips on the New York Central railroad a jam nut dropped from the engine. The engineer made a record of it, and when Poughkeepsie was reached, 80 miles east, the place where the nut was dropped was computed from the tape, and the nut was . found by a section man. The same device serves to keep record of the condition of the track. If the engineer notes a bad section in the track he makes a record of it and its position is easily determined on the tape. From the time and one-tenth mile columns the place and time of the marks in the other column can easily be determined. The tape is renewed at the end of every run and is preserved for record. It acts as a check on the engineer at all times, thus preventing his doing things which he might do if he did not know that the little machine in front of his cab kept an unerring record of his every action. By watching the escape valve it records the amount of steam wasted in this manner on each run. On one run recorded by this machine recently it was found that in 88 miles this valve had been opened 794 times, a waste of almost six tons of coal. The record of the machine quickly caused a decrease in this needless waste of steam and power.-Milwaukee Sentinel. Railroad Accidents.-Exchanges report accidents to have occurred recently as follows: On the morning of March 13, 1903, a collision occurred between two passenger trains on the Nashville, Chattanooga and St. Louis Railroad, near Shellmound, Tenn. Five members of the crews were injured. On the morning of March 14, 1903, a local engine collided with a freight train in the yards of the Chesapeake and Ohio Railroad, resulting in the death of four men. A heavy fog prevailed at the time. On March 14, 1903, near Ripon, Wis., an engine on the North-Western Railroad jumped the track while rounding a sharp curve and rolled into the ditch. The engineer had his right arm broken and his left leg so badly crushed that amputation was necessary. The fireman and conductor received slight injuries about the head. A passenger train and a freight train on the Galveston, Harrison and San Antonio Railroad collided March 14, 1903, west of Sierra Blanca. The passenger fireman and a negro tramp were killed, and the passenger conductor, mail clerk, and the freight fireman were injured. On the morning of March 23, 1903, a passenger train on the Burlington Railroad ran into an open switch at Knoxville and collided with the rear of a freight train, badly damaging the engine and baggage car and instantly killing the engi neer. On the night of March 23, 1903, a passenger train on the Southern Railway ran into a rock slide in a cut which occurred just as the engineer blew the whistle for a road crossing near Toccoa, eighty miles north of Atlanta, Ga. A tramp was killed, the engineer had his arm broken and was severely scalded, and the fireman was badly bruised and scalded. On April 1, 1903, a limited train on the Baltimore and Ohio Railroad collided with a freight train at South Chicago. The fireman, express messenger, porter, and one passenger on the limited train received slight injuries. By the collision of a wild engine and a passenger train on the New York, New Haven and Hartford Railroad, an engineer and firemen killed and sixteen persons were injured. Increased Wages.-Based upon information obtained from press reports the following increases in wages are reported: An increase in wages has been granted to the section foremen and section men in the employ of the Chicago and Eastern Illinois Railroad. It is reported that the trainmen in the employ of the Northern Pacific Railroad have been granted an increase in wages ranging from 12 to 15 per cent. It is said that beginning May 2d, the car builders, firemen, freight handlers, boilermakers, machinists and shopmen on the New Haven Railroad will receive an increase in their wages amounting to 10 per cent. Engineers on the Erie Railroad are said to have been granted a 10 per cent. horizontal increase in wages. An increase of 15 per cent. in wages has been granted by the Chicago Great Western Railroad to its conductors and trainmen in freight service. The firemen on the Gulf, Colorado and Santa Fe Railroad have been granted an increase of 121⁄2 per cent. in their wages. Conductors, baggagemen, brakemen and switchmen on the Cincinnati, Hamilton and Dayton Railroad have been granted an increase of from 2 to 15 per cent. in wages. The engineers and firemen had previously had their wages advanced. Announcement has been made that the Chicago, Burlington and Quincy Railroad Company has granted an increase in pay to its employes, averaging about 10 per cent., dating from March 1, 1903. It is stated that the Southern Pacific Railroad Company will advance the wages of its trainmen in freight service 15 per cent. and those in passenger service 12 per cent. The Kansas City Southern Railroad Company is said to have granted a 15 per cent. increase in wages to freight trainmen, and a 12 per cent. increase in wages to passenger trainmen. Honey Sweet and His Pa By Ed. E. Sheasgreen Th' other day, my pa tuk me An' pa put on his overalls An' cap, and tuk a can he calls He telled some stories to th' men. He telled 'em, too, I wuz his boy- Pat got some wotter so pa cud wash I laughed an' laughed to hear 'em joshBut goin' home pa laughed at me Cuz I wuz black-said ma might be an' Mad-but she wuzn't. She gave me a treat kiss, an' called me her "Honey Sweet." An' S Four-Cylinder Compound Locomotive INCE the advent of the pound locomotive into this country, about thirteen years ago, so many have been built that the type is no longer regarded as an experiment. in Yet spite of this fact, there is a great lack of information as to the construction of these engines, and their advantages over simple engines; and it is the purpose of this article to explain the construction and advantageous features of the compound, and to indicate the nature of the work that these engines are doing. com- From what has just been said, it is evident that the steam is doing useful work while it is expanding behind the piston; and that it could continue to do useful work as long as its pressure was sufficient to move the piston. In a single expansion engine, the steam leaves the cylinder at such a high pressure that there is still power to do useful work stored within it; and in the compound engine this steam is conveyed to a second cylinder, where it drives a second piston, behind which it expands, thus utilizing the pressure which would otherwise be lost. More work is thus gotten out of a given amount of steam than could be obtained in a single expansion engine. The amount of work done may be said to depend upon the quantity of steam and the drop in pressure as it expands behind the piston. The single expansion engine requires a large amount of steam, and expands it through a short distance; while the compound engine uses a relatively smaller amount of steam and expands it through a greater distance; and hence, to do the same work, the compound locomotive uses less steam. This means that less water is evaporated, and consequently less coal is burned. The primary object of the compound is to save fuel, and it will first be explained how this is accomplished. It is well understood that, when the reverse lever of a single expansion engine is in full gear, either forward or backward, steam is admitted to the cylinder during almost the entire stroke; consequently exhaust takes place when the steam is at a high pressure, resulting in a waste of steam and frequent injury to the fire, as the fireman has good cause to realize. As soon as the engine is "hooked up," the valve travel is changed so that the supply of steam is "cut off" before the piston reaches the end of its stroke. The space behind the piston at the instant that "cut off" occurs, is filled with steam at a pressure almost equal to that in the boiler; and as this volume of steam endeavors, because of its pressure, to occupy as large a space as possible, it drives the piston before it to the end of the stroke, but in so doing it expands, and exhausts up the stack at a lower pressure than when the lever was "in the corner." Every compound locomotive has at least two cylinders. Steam from the boiler enters first the high pressure cylinder, and there drives a piston in the usual way. the amount of expansion depending, as in a simple engine, upon how far the lever is "hooked up." When exhaust takes place the steam, instead of entering the stack, passes to the low pressure cylinder, which is necessarily made larger than the high, because the volume of the steam has been |