dred feet beyond the apex of the classification yards.

Running diagonally across the classification yards there are double ladders, and east and west of the classification tracks there are parallel overflow tracks which extend parallel with the classification ladders at the outer end of the classification yards. Parallel with the double ladder, at the inner ends of the classification tracks, are two tracks, the one next to the ladder being a "polling" and the outer one a "drilling" track. The double ladders, which connect by switches with each track in the classification yard, converge at a three-throw switch into the central track No. 25, already mentioned, which extends through the center of the whole yard. Consequently there extend over the summit of the gravity mound five parallel tracks with leader tracks and crossovers.

The object of the gravity mound is to allow the transfer of the cars to the various classification tracks to be accomplished by gravity and save a great amount of engine mileage which would be necessary if the cars had to be pushed onto the various tracks by switching engines. The method of operation is as follows: A train coming in at either end of the yard will be run into one of the receiving tracks, where the engine will be uncoupled and will take back a made up train from one of the classification tracks, taking it out by means of the outer ladders of the classification tracks. One of the clearing yard switching engines will then couple onto the train, back up and push it over one of the drilling tracks, which we have men

tioned above, as lying alongside the classification ladder. The drilling tracks and the whole V-point of the classification yard are on the grade of the gravity mound. As the train is pushed up to the summit, the couplers are disconnected at the proper places in the train, and as the cars go over onto the downgrade on the other side of the summit, they separate from the train and run down on the central track No. 25 to the three-throw switch at the apex of the classification ladder. Here they are

switched to either side of the double ladder and finally into the desired track of the classification yard. Switching can be carried on simultaneously in both directions, that is, into both classification yards. The object of the "polling" track between each classification ladder and the drilling track is to allow an engine to assist the cars when a heavy wind is blowing against the grade or when there is snow upon the tracks.

The brakemen who ride on the cars down the gravity tracks are brought back by a light engine and car, which run to and fro either on the center track or on one or both of the tracks at the side of the classification tracks. The motive power of the yard will consist at first of six engines, four of them consolidations weighing 185,000 pounds, and two of them switching en

gines weighing 120,000 pounds each. It is expected that from 5,000 to 8,000 cars can be switched and handled at this yard daily. For our illustrations and particulars we are indebted to A. W. Swanitz, chief engineer of the company.

In an address lately delivered before the Railroad Branch of the Young Men's Christian Association Mr. Andrew Carnegie said a great many practical and sensible things, which doubtless gave

his hearers much pleasure. He also said some things which have set them thinking as well as myself, and have given rise to much discussion. For example, "It is one of the most cheering

facts of our day that under present conditions the wages of labor, and especially of railroad employes in all branches, tend to rise, and the prices of the necessities of life tend to fall." Whether this is true or not is a question of interest to every one who lives by the fruits of his labor, in whatever form he is compensated.

As Mr. Carnegie said it, and probably meant it, his statement is quite true. It is a broad generalization without data. The periods of the comparison may be assumed as ten, fifty or a hundred years apart. Read literally and giving the terms "our day" and "present conditions" the meaning which usually attaches to them, the statement is not true, in my opinion. Figures very carefully compiled for Dunn's Riview, show that during 1901 the cost of living in this country increased with remarkable rapidity; that such increase has been going on since July, 1897, when the lowest level of prices in some fourteen years was reached, and that the net average increase in the cost of living is greater than any advance claimed in average wages during this period. Comparing prices of the necessities of life on Jan. 1, 1902, and July 1, 1897, it is found that the average advance is nearly 40 per cent. That the average wage has increased 40 per cent during this period is scarcely probable.

From the tables referred to some instructive comparisons may be drawn. The fairest way to determine the cost of living from the range of prices for such commodities as are the essentials of individual and family consumption is to find the figure representing the money value of the average per capita consumption. From this point of view it is not particularly instructive; for example, to know that the average price of wheat per bushel was so many cents higher or lower in one year than another, but with the per capita of wheat known, a variation of a dollar or two dollars in the cost of this quantity enables one to know exactly what the average wheat consumption of the average man costs him in one year as compared with another. The figures in the

In the above table breadstuffs include wheat, corn, oats, rye, barley, beans and peas. Meat includes lard and tallow. Dairy and garden products include, besides the usual vegetables of ordinary consumption, milk, eggs and fruit. The other specific items are selfexplanatory. Miscellaneous includes a large variety of articles of universal consumption, which enter into the cost of living for the average family, and of which the per capita consumption is measurably constant.

The present advantage of the working man is not expressed so much in an increase of average wage proportionate to the increased cost of living as in the fact that a very much larger proportion of those who want work have it continuously and the number of those involuntarily idle is reduced to a minimum. The rate of wages is a matter of very little concern if there be no work to be had, and for the same reason it makes very little difference to the idle man without means of support outside of charity whether the cost of living based upon the per capita consumption of the necessaries is more or less. It goes without saying that the wage earner is better off in prosperous times than in times of depression, but it does not follow that this is because wages are higher and the cost of living as Mr. Carnegie puts it, "and the prices of necessities of life tend to fall," but because work is plenty, wages regular and sufficient for comfortable support, and the general situation favorable for all who desire

to be self-supporting and self-respecting. Inspiring suggestions are extremely beneficial, provided, of course, they do not set the wage earner to thinking that somehow they do not exactly tally with his experience. When they appear to do so he naturally distrusts them as part of a very agreeable, but not especially instructive "jolly." The fact that

He

Mr. Carnegie is naturally something of a humorist should make him especially careful in guarding his statements against possible misconstruction. perhaps forgot this when he told the railroad men that "under present conditions" the prices of the necessities of life "tend to fall," when in point of fact they show no such tendency.

CARRIERS SUBJECT TO THE LAW.

The law applies to all railroads of any kind whatsoever within the Island of Cuba, such roads being under the exclusive jurisdiction of the government. Railroads are classified as public or private.

THE RAILROAD COMMISSION.

This commission is composed of the secretary of public works, who is the chairman; the secretary of agriculture, commerce and industries, and the secretary of finance. The first attends to technical matters, the second to questions of tariffs and by-laws, and the third to matters connected with the public domain, private land and taxation. Decisions are made by a majority vote, and the grounds of each decision shall be stated in full.

The commission appoints a secretary, inspector general, accountant, and such additional employes as may be necessary for the transaction of its business. No employes of the commission shall in any manner be pecuniarily interested in railroads. Power to administer oaths and to supervise railroads is vested in the commission. The commission has power to hear and determine complaints involving right of way, physical condition, grades, crossings, location, use of tracks, navigable rivers, construction, adjustment of rates and fares, traffic ar

rangements, unjust discriminations, eminent domain, interpretation of by-laws, rights and obligations under concessions, and compliance with charter provisions.

The commission may enter upon railroad property, inspect the physical condition, regulate speed, compel production of books, papers and documents, issue subpoenas, approve, modify or reject rules and regulations made by railroads, fix maximum rates, and make a uniform freight classification, which the carriers must publish, prescribe form of carriers' reports, investigate accidents, direct repairs to be made, order compliance with its orders after due hearing, and make annual reports of its acts.

The total annual expense of the commission shall not exceed $25,000 and shall be borne by the railroads. The commission and its employes shall be transported over the railroads free of charge while discharging their official duties. Appeals from the commission's orders may be taken to the supreme

court.

PROVISIONAL SURVEYS.

These surveys may be made under the direction of the commission, but a grant to one company does not prevent another company from obtaining a similar permit. Property owners are protected from damages caused by such surveys.

ORGANIZATION OF RAILROAD COMPANIES. Five or more persons may form a corporation. The articles of incorporation shall state name of incorporators and of corporation, capital, number of shares, business, terminal points and special conditions the shareholders may assent to. This chapter refers especially to liability of stockholders, issue of stock, duties of directors so as to fully protect investors and the public in the premises.

POWERS OF RAILROAD CORPORATIONS.

Railroad corporations shall have power to occupy the public domain, under certain conditions; have successions; sue and be sued; have a seal; appoint officers and agents; make by-laws; examine public records; acquire property; construct, maintain and operate their railroads and do other business related therewith; consolidate with other railroads; borrow money; and dissolve upon the payment of debts.

ADMINISTRATION OF RAILROAD CORPORATIONS.

This chapter relates to the election of a board of directors and its management of the financial affairs of the railroad; and shows the manner of voting, meeting of stockholders, declaring of dividends and annual statement of stockholders. The directors are not permitted to make dividends except from the surplus income arising from the business or to in any way impair the capital.

EXPROPRIATION.

The commission fixes the manner and time of entering into the occupation of any part of the public domain. It also determines the amount of the approximate value of the property to be taken. In the case of private property when the railroad and the owner cannot agree as to the value, extensive provision is made for appointment of commissioners to appraise the property and full trial in court of the issues similar to the practice in the United States. Record of titles is provided for in proper offices.

MORTGAGES AND SALES OF RAILROAD CORPORATIONS.

Mortgages may be made to secure the

issue of bonds or any other debt which shall be a lien upon the properties of the corporation. Ample provision is made for foreclosure of mortgages upon default by judicial proceedings, including notice, petition, hearing and determination of the issue, and sale to the person offering the highest sealed bid.

CONSTRUCTION OF RAILROADS.

The map of a proposed road shall first be submitted to and approved by the commission. The health and safety of employes during construction shall be protected. The right of way is 30 meters in width, and the standard gauge is 1.435 meters. The law provides for a careful and prompt construction of the road, protection of laborer's hire and examination of road after completion of the commissioner's inspectors so as to protect the public from danger.

RAILROADS FOR PRIVAte use.

Private roads may be incorporated for the use of a plantation or specified industry. With approval of the commission they may occupy the public domain. But they shall not have other powers granted to public railroads. If they have standard gauge and heavy rails they may be changed into public roads upon petition to and order of the commission.

MAINTENANCE AND OPERATION OF RAIL

ROADS.

Railroads shall issue time-cards of arrival and departure of trains, provide for the redemption of the unused portion of tickets, and afford equal facilities of traffic to intersecting lines. Fifty kilograms of baggage are allowed on firstclass tickets and 30 kilograms on lower tickets; company's liability for loss or damage not to exceed $100. Railroads may carry express matter or lease its conveyances to express companies, but such contracts shall not be exclusive.

Provision is made for best modern safety and other appliances on trains and for comfortable accommodation for passengers. Railroads may furnish parlor, drawing-room or sleeping cars and charge extra compensation therefor, or let out such business to another corporation. Employes shall wear badges and