cember, treats the subject of farming by irrigation in a most masterly manner and his views are in direct accordance with those of the President in his message to Congress. Both are far-sighted and insist that the reclamation of arid public lands should be for the benefit of homebuilders only. Mr. George H. Maxwell, secretary of the National Irrigation Association, in speaking of the matter, says:

In a nutshell, the central and controlling motive and object of the national irrigation movement is to create millions of happy and prosperous American homes in parts of our territory now utterly desolate, and to do this in a way that will, beyond all question, benefit every class of our people and every section of our country. If we are to accomplish this, the public lands must be reserved for actual settlers and homebuilders. Its further absorption into large holdings by speculators must be stopped.

Mr. Walsh says in part:

It is an undertaking so mighty and grand in its scope and results as to be well worthy of being lifted above politics, sections or states, and placed at the very summit of national undertakings. It will need the direction and supervision of the engineering and scientific officers of our government (of whose ability and integrity we, as a nation, may well feel proud). It will need the control of interstate law of the national rivers and waterways, which only the general government possesses. And, above all, it will need the most jealous guardianship on behalf of the government to see to it that the homes created shall go only to bona fide settlers at a price per acre to be settled by Congress, and then in eighty-acre farms. The settling of a family upon one of these small farms would be to that family a guarantee against poverty in the years to come; and I earnestly hope that Congress, under no pretext, will either before or after the reservoirs are

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built, ever part with this public domain in large sections, but religiously guard it for the sacred uses of a multitude of small farms. * * From a business point of view, the settling of what is now a worthless desert will add enormously to the wealth of the country; it will open up new markets for every manufactured article; it will benefit every workshop, loom and foundry between Maine and Alabama; and it will furnish homes for the over-crowded population of our congested cities. Every portion of the United States will feel the stimulus of the increased wealth created and of the new markets formed right in the midst of our country with our own people. For this reason every portion of our land is equally interested in having the work started and pushed to a successful conclusion. Appropriations could be made for say, six reservoirs. These could be laid out and finished under the supervision of officers of the government, and, if necessary, their success proven before undertaking others.

The proposition appeals so strongly to us as one well worthy of our united support that we would suggest that when such bill comes up that our members urge their senators and the representatives from their respective districts to support the measure. It does not require much reasoning to see that the more farms there are the more prosperous people we shall have amongst us; the more business for the railroads and, in consequence, more work for railroad As the President has said in his message, it is just as consistent for the government to regulate lands inland as to improve the rivers and harbors and levees built on the lower reaches of these same streams. Let us urge the enactment of this measure that has in it so such general benefit for all the people.

men.

There is a subject of deepest importance involving the welfare of the Order to a considerable extent that, perhaps, does not occur to the average member in its true significance. When we take into consideration the conditions that

obtained in railway service on a big majority of roads only a few years since and measure them with existing conditions of today we see a transformation that at once seems marvelous. Of course new conditions have arisen as the result

of competition among railroads that seem to impose hardships upon men in train service nearly as severe as those suffered when there was no limit to a day's work and when one trip meant any number of hours, but we must admit that the rough edges of hardship are constantly being knocked off and that a more general inclination to fair treatment of employes exists today than ever before in the history of railroads. The spirit of autocracy that once existed in certain sections has practically become a thing of the past; harsh and unjust decisions without hearings are no longer employed but have given way to fair trials of the accused at which he is present and is given the right to be represented by another of his choice; discipline generally has assumed less rigorous lines and growing out of the old rule of suspensions has sprung an enlightened and more humane method-the demerit system. Taken as a whole the lines of hardship that existed but a few years ago have perceptibly diminished or have been softened until we may safely say that conditions have been materially bettered. The wage as well has undergone a similar change and we may safely say that the conditions which obtain have been bettered in a like ratio. These are self evident truths we all know, but how many of us have ever given time to a serious consideration of the means employed to bring about this end? It is true that the work was done by your General Committees of Adjustment, but how many of the lay members are capable of understanding just what influences were employed to secure these concessions that have led to the establishment of such good conditions and excellent wage schedules on a majority of our railroads? The selfish individual may say, it is enough that we have them without giving thought to how they were obtained. If there be any who foster this sentiment we deplore the circumstance for they may safely be placed in that category of persons whose only ambition is to gratify self and whose appreciation of concessions, however great, comes as mere matters of fact that regulate themselves.

It may seem like a broad assertion to make but it is nevertheless true that the success of any general committee depends upon the character of the individual members of that committee as they are known by the management. It is not always the pressure that members bring to bear, or, even eloquence that appeals strongest to our railway managers; but there must exist that confidence based upon the character of the individual, to secure the best results. What must be the feeling of a general manager toward a committeeman who comes to him with an eloquent appeal for reinstatement of a Brother dismissed for irregular practices, when the committeeman himself is slated for sentence for the same thing? His disgust would be felt, even if it were not spoken, and all will agree that his regard would not only cease for the man, but the bad influence of that man's character would extend throughout that entire committee and would be a blow to every member of that system, besides leaving a bad taste for the Order generally. Thus it will be seen what disastrous influences may result from an unwise choice; and we dare not deny that our general managers know that these men are our choice and we are judged to a great extent by the men we send to represent us. It does not always follow that the man who has a voluble gift of "gab" is best equipped to represent his constituents. It is the man who can judge impartially, present his argument lucidly and dispassionately and who possesses a character that at all times recommends him to his employers as a man of integrity. He may take the wrong view point at times but their faith in his honesty of purpose will not be affected by any errors of this nature. These are the men who achieve the best results for the men they represent and whose prestige too often makes their positions envied by those less able in the service.

We believe a majority of our members would like to see the personnel of our General Committees made up of just this class of men. We are of the opinion that the good results obtained are directly attributable to the influence of

this class of men, and where the best system of organization prevails and the best conditions exist, there we will find those men who enjoy the greatest respect of their managements. Would it not, therefore, appeal to our judgment to place men in these positions and once having placed them, keep them as our representatives? Every year not only brings us better returns through the result of their experience, but it adds to their prestige and influence as representatives, thus creating a confidence in the mind of the managements that these individuals are fully trusted to act as mediators, arbitrators and conciliators. Under conditions like these anything within reason may be accomplished.

But, on the other hand, let us see what effect constant changes in the personnel of committeemen would have. We have every reason to argue that if re-election to office means additional prestige and greater faith in our representative, that a change in representative means less respect for that individual in some connection. From our own knowledge we know that this does not always mean that we have found our man lacking in some quality that fits him to continue as our representative, but it has a peculiar significance with the management of our railroads whether it be lack of confidence or not. If the choice made happens to develop a man who is superior to his predecessor, it confirms the opinion of the manager

that the change was made for cause, but if the change develops a man of anarchistic principles or one who falls below the standard enjoyed by his predecessor, the judgment of his constituents is criticised and influence in their behalf drops in like ratio.

These changes are often wrought without thinking of the serious consequences they entail. Too frequently we find men who thirst for that prestige that service on General Committees brings to the capable, intelligent man, and who strive for such offices seeking preferment without those qualifications that should go with the office. It has been truthfully said that General Committées are not created to build up a man's character; but, on the other hand representatives are created to build up the character and influence of the committee. A man's ambition to serve on a committee of this character is pardonable in a sense, for we all know the respect and esteem that is consequent upon the work of a good, executive officer; still these offices are of too vital importance to the members generally to permit of injudicious changes for the sake of "passing honors around." Let us keep those in office whose influence has been proved to our advantage, and bear ever in mind that our success for the future depends upon that wise judgment that secures for us men who are respected and honored by the management as well as by ourselves.

At any rate avoid personal favoritism.

and maintain such rates. Further inquiry developed the fact that these roads, together with many others, were members of the Central Freight Association, and that this association determined the competitive rates within its territory. It was claimed that each road was in theory at liberty to put in whatever rate it saw fit, but practically the rates recommended by the association were always adopted. What is done in this section by this association is accomplished in other sections by other associations.

It is not the business of this Commission to enforce the anti-trust act, and we express no opinion as to the legality of the means adopted by these associations. We simply call attention to the fact that the decisions of the United States Supreme Court in the trans-Missouri and Joint Traffic Association cases have produced no practical effect upon the railway operations of the country. Such associations, in fact, exist now as they did before those decisions, and with the same general effect. In justice to all parties we ought probably to add that it is difficult to see how our interstate railways could be operated with due regard to the interest of the shipper and the railway without concerted action of the kind afforded through these associations.

A most valuable addition to the statistical literature on the subject of railways is promised in the Ten-Year Book on Railways in the United States, of which the report says:

The Commission has in preparation a Ten-Year Book on Railways in the United States, the design of which is to show the results of railway operation, as also the conditions under which railway property has operated since the publication of the volume on transportation by the census of 1890. In addition to a series of condensed statistical tables showing the changes in mileage, equipment, earnings, expenses, traffic movement, railway capital, accidents, and other similar items, the greater portion of which is taken from the annual reports on file with the Commission, this publication will contain a statement of the statutory provisions of the States and of the Federal Government, so far as these pertain to the taxation of railway property, to the organization and administration of railway commissions, and to such other laws as limit, direct and control the business of transportation by rail.

Of greatest interest to our members is that part of the report which relates to safety appliances. We quote the following from advance sheets giving synopsis of the report:

The safety appliance law became fully effective on August 1, 1900, and the beneficent results of its operation are now being realized. The greatly increased security to life and limb by which the men on freight trains and in freight yards now perform their work is now apparent on every hand. Evidence of the improved conditions resulting from the practically universal use of automatic couplers on freight cars appears in the records of accidents and in the testimony of railroad officials and employes. Further proof rom a financial standpoint is also found

in the records of the railway claim departments, as well as in those of the several trainmen's associations.

This gratifying state of affairs is due to the Federal statute, the railroad companies' united action, and the efficient performance of their duties by the inspectors employed by the Commission. These inspectors, who are competent men of long experience in car and train work, have taken note of all features of operation, improvements and repairs which seem to be germane to the work in which they are engaged, and this has proven satisfactory to the railroad presidents and managers, and has resulted in establishing amicable relations with the employes. The various railroad technical associations, including the American Railway Association and the Master Car Builders' Association, have contributed in marked degree to the success of the law.

The report then shows that for the year ending June 30, 1901, the number of employes killed in coupling accidents was less than in the preceding year by about 35 per cent., and the number injured was less by about 52 per cent. Attention is called to the form of accident reports promulgated by the Commission under the accident law of March 3, 1901, under which precise definitions are given for the purpose of these reports to the words "killed" and "injured," and that this has resulted in a uniform system of reporting. According to the accident returns for the month of July, only four employes were killed during that month while coupling and uncoupling cars. This warrants the expectation that casualties due to this cause will be less for 1902 than for 1901. For the full year ending June 30, 1890, the number killed in coupling accidents averaged 23%1⁄2 per month. A table showing the complete statistics for 1893, and 1897 to 1900, inclusive, is given. Another table shows for those years the number of persons killed or injured by falling from trains and engines.

There was a material increase in the ratio killed in 1900 from the three years preceding, the causes for which can only be conjectured. With the use of air brakes on freight trains it is confidently expected to lessen the deaths and injuries under this head, and it is observed that air brakes were not nearly as generally used in 1899 and 1900 as they are now. It is pointed out, however, that with more powerful locomotives, heavier cars and longer freight trains, the use of air brakes on these trains has been the occasion of an increased number of violent shocks, which tend to increase the danger to men on the cars.

Another table indicates the increased efficiency of the men. In 1893 the number

of ton miles to each trainman was 638,635, while in 1900 it was 913,425. Some damage cases brought under the safety appliance act, or similar provisions in the State statutes, are mentioned. The Commission recommends that this act be amended so as to specifically require the application of automatic couplers to locomotives and tenders. Although about 75 per cent. of the locomotives and tenders have been equipped with such couplers, the amendment is desirable if for no other reason than to insure uniformity on all the roads. It is also recommended that the application of "handholds" be required on locomotives, tenders and snow plows, as well as upon cars. Both of these provisions, and also the requirement of a standard height for couplers, might reasonably be made to cover all vehicles, passenger, freight, and miscellaneous, which are hauled or propelled by standard locomotives.

The Commission recognizes that, as a rule, the railroad companies now need no compulsion to induce them to use automatic couplers, and that it is only in details of a minor character that any road. has assumed a critical or reluctant attitude. Both the automatic coupler and continuous power brake are now absolute necessities in the operation of roads which move long trains or use the powerful locomotives and heavy cars which are now common. Thus the policy of Congress in enacting the safety appliance law is amply vindicated on what may be called business considerations, without regard to the question of safety of life and limb.

Attention is called to the dangerous use at the present time of old and weak cars in nearly all trains. This has largely been caused by the great expansion of business, but it is reasonable to expect that every well-managed road will do away with this element of danger as fast as is practicable. The action of the American Railway Association in recommending the adoption of a standard size for box and freight cars is noted and commended.

The rules adopted by the Commission for the government of its inspectors are appended to the report. These rules have been widely distributed and have come to be largely used by the railways themselves. About 30,000 copies have been sent at the request of the Master Car Builders' Association. The appendix to the report also contains a table summarizing the results of the inspections made by the Commission. For the year ending June 30, 1901, the five or six inspectors employed examined about 98,600 cars. The results of these inspections are discussed with some detail. Attention is called to defects in couplers, uncoupling mechanism, brake cylinders, or triple

valves. Especial reference is made to the breakage of the "knuckle" on couplers, which often results from the fact that slots and holes are still left in the knuckles for the purpose of coupling with the old-fashioned link and pin, thereby diminishing the strength and security of the knuckle and of the coupler as a whole. The needs of the future in respect to couplers are strength, simplicity and finish, the latter term being used with reference to the outer lines and greater smoothness.

Railroad officials complain frequently of rough handling of cars in the yards. With the general use of automatic couplers, relieving the men of the necessity of going between cars about to come together, it has become possible to quicken the work of switching by moving the cars much faster than formerly and taking less care to properly graduate the speed of one car or a draft of cars as it approaches another. This condition is regrettable, not only on account of damage to the cars, but because it produces an element of danger to the men. breakage of a timber or loosening of a bolt or other fastening may not be discovered until it has caused a derailment while running on the road at high speed. The remedy for this fault lies chiefly in greater discipline of the men while handling the cars.

The

Considerable space is devoted to the subject of air brakes, and the Commission says that the air brake on freight trains has long been in need of a decided improvement. Trains have often been run with only a few cars air-braked, when, but for insufficient inspection, a very much larger number could have been made available. A harmful practice in connection with air-brake hose, which, unfortunately, seems to be on the increase, is noted. This results from pulling one car away from another without disconnecting the hose couplings, but leaving these couplings to separate automatically. While such separation is theoretically provided for in the design of the coupling, the hose is strained and frequently loosened at its fastenings, so that defects are produced. This introduces an element of constant danger while trains are running, for the incidental rupture or parting of a hose while the train is in motion is sure to cause sudden stoppage, and the resulting shocks are quite liable to cause derailments or other damage to the cars. The retaining valve is a valuable additional safeguard, and on every steep grade a necessity, but it appears that only a few roads have as yet made regular and systematic use of these valves.

Another cause of unsatisfactory service is found in deficient arrangements