Editor Railway Conductor:

The approach of summer means a suspension of business in Division 413 for three months. Therefore I trust the readers of THE CONDUCTOR will not consider it the intent of our Division to discontinue writing for these columns if they fail to see any article for the next few months. It may be interesting to many of our Brothers in the west and also to a great number in the east to read of the immense capacity of one of our Trans-Atlantic liners that leave Boston for Europe almost daily.

In the last fifty years the great ocean greyhounds have kept pace with the progress of our railroad systems. The slow going sailing vessels have been replaced by the mighty ironclad steamers with their very vitals ablaze with furnaces of fire that forces the huge mass of human ingenuity through a restless sea with a greater rapidity than the most fleet-footed animal on earth.

The steamship Norseman of 13,500 tons capacity left Boston some time ago with a cargo consisting of 11,000 tons, which would have filled 720 cars.

The middle west contributed towards this cargo 150,000 bushels of wheat, 60,000 bushels of corn, 150 tons of flour, sixty-seven cars loaded with bacon and lard, sixty-six cars of steel billets, twenty-five cars steel rails, twenty-seven cars wood pulp, twenty-three cars lumber, five cars logs, six cars doors, eighty standard of deals, 3,500 bales of cotton, four cars of roofing slate, twenty-five cars of hay, fifty-three cars of cattle, 2,000 sheep, refrigerator capacity; 5,000 sides of beef, miscellaneous, fifteen cars.

This shipment is equal to fourteen solid trains of fifty-one cars each, making a continuous line of freight more than five miles long. Few persons could imagine such a tonnage being placed in one vessel and transported to the other hemisphere. The ordinary man does not think for a moment of the vastness of the great systems of our country. They cannot grasp the immensity of the business we represent. They seldom credit us with being the greatest factor in civilizing and educating the human race known to man. Wherever a line of road has been built education and civilization appear. They cannot even dream of the number of passengers carried by the railroads of our country, or the number of cars constantly in motion. They do not stop to consider the advancement of this line of business as compared with others.

Nothing has advanced so rapidly in half a century, or done so much to build up our government and spread our population. If the entire rolling stock of our country were stretched in a straight line it would reach from Boston to St. Petersburg and return, a distance of 10,000 miles. The entire track mileage, including sidings, would belt the globe ten times, and the number of passengers carried in one year, if placed four abreast, would march day and night for four years and a half before they would pass a given point. But for all this, we can realize our helplessness and insignificance when we think that this great concourse of people will pass in the twinkling of an eye in the final grand review on judgment day before the throne of God. There has been 130 tons of freight. moved one mile in one year for every spike that is driven. The cost of these roads are so enormous that the ordinary mind cannot realize the wealth they represent. It would take 25,000 cars loaded with silver, each car containing 30,000 pounds, to purchase the railroads of this country.

Forests have been destroyed, rivers bridged, mountains tunnelled, prairies crossed and recrossed, to make way for the greatest enterprise the world has ever known. When you and I have run our race, this mighty system will be but in its infancy. Our children will live through an age of progress that would render us insensible, were we to behold it for a moment. The Order of Railway Conductors will be as essential to the interests of the men in those days as spiritual devotion will be to their soul.

I have a little boy at home, and if God spares him to me, there is no teaching that would better fit him for his duties in this life or prepare him for his last journey to the next than those laid down by the ritual of our Order. Many of its passages are sublime and read like the Lord's Prayer. They are what you might hear at mother's knee. Our motto is "Perpetual Friendship," and the Brother who drifts from that has broken a solemn obligation. Our Order teaches us to so live that when our time has come, be it in the quiet of a peaceful home, surrounded by loved ones to administer to our wants, or amid the shriek of escaping steam, that we should not dread the departure of our soul from this mortal body to the great hereafter. When we stand before a mighty God, we may expect to hear His benediction as Grand

Chief of the Universe; I assign thee to one of my Father's mansions, as a fitting reward for your compliance to the teachings of the Order of Railway Conductors.

Our Chief Conductor, Brother Silsbee, is going to Rangely Lakes, Maine, on a fishing trip. Brother Dan Neal and wife, together with Brother Odell and wife, have returned from their trip to Mexico. Brother George Kennard and wife and Brother Marston and wife visited the North Shore in princely style. Brother Warren Savory of Division 157 is putting all the boys on the B. & M. system through the color test. Brother Fred Jones, together with sc ven or eight Brothers in and about Boston, are to spend two weeks among the wilds of Maine. Brother A. H. Brown left Boston on the Albany flyer, drawn by the largest engine on the system. His face was a study as he pulled out of the station. Brother Charles F. Ferguson has reached a stage of helplessness which has called for the entire attention of his most devoted wife. If ever a case warranted the attention of the Relief Fund Committee this one does, and I trust action may be favorable. The bar which he met with some time ago on applying has long since been removed. Division 413 has reached the 200 mark. A good showing for a Division of eight months' standing. Allow me to say I am pleased with the number of replies to my letter in the March Conductor. No doubt this month will bring many more replies to the letter in the May CONDUCTOR written by Somerville, Mass.

Editor Railway Conductor:

SUCCESS.

"What's the matter with Roosevelt?-he's all right!" What makes any man all right in the opinion of those who admire him? Simply his dauntless courage to do his duty as he sees it. I did not open my letter to Fraternal with the idea in view of lauding Roosevelt, or any other man individually, but to show that just so soon as a man proves his worth he is "all right."

We often hear men say among themselves, "What's the matter with Smith?-good fellow; long head on his shoulders; can get over the road and do more work and with less moves than any man on the division, but he don't stand well."

Let me tell you what is the matter with Smith. Smith's tongue works too easy. His criticisms are too easily spoken; to be definite, his mouth kills him. Have you any Smiths on your road? Yes, I'll venture to say every road has them and perhaps there may be those who read these words who will inwardly confess to being a Smith, who, if they will be frank with themselves will say that had they not been too plainspoken in their opinion, too radical in their criticisms, might today be enjoying a higher place in the ranks than they now occupy. When I say too radical in criticism I do not stop at any of the intermediate stations in which moderate expressions like "leatherhead," "hamface" and "brainless contaminated object of humanity" are used and applied, but I mean something that wouldn't stay on paper. Of course

these expressions are only half meant and they afford a relief to the boiler pressure when one can pop off; but let me say to you, boys, in confidence, you drive a nail in the casket of your hopes for preferment every time you pop. Your caboose talks, as a rule, foster these aggravated explosions and lends an incentive not to be outdone in saying your piece to those who congre. gate to hear your opinion. To say the least it is a cowardly way of whipping your opponent and no honorable man will speak ill of any person behind his back. Of course we don't all say bad things of the trainmaster, dispatcher and superintendent in these discussions, but Smith does. We do, however, constitute ourselves critics in every act that the management does, and should any hardship be imposed growing out of necessity through change of conditions or otherwise, we rise up in our might to smite the shadow of the first man who appears responsible for it without giving him the ghost of a show for self-defense. Perhaps those of you who recognize the truth of this statement will say, what harm can come out of the vaporings of a caboose convention; no one will ever learn what we have said. Let me say to you, Brothers, that you would be surprised to see the accurate picture of your character that the management possesIt was my lot, not long since, to intercede for a Brother while serving on general committee. During this meeting, which involved the discussion of intolerant expressions, I was presented with evidence that convinced me that the management has a direct line of communication between the cabooses and the general office, and between all points along the line and their offices.

ses.

There is no use talking, boys, the man who swears that he will see the management in hades before he will take that car, or that he will see the road and its officers in Madagascar before he will make that switch, and who curses the dispatcher because his orders conflict with his convenience, is bound to be slated for the Irishman's promotion as soon as opportunity offers. The hardest cases to win for a Brother are those which have back of them a bad record for "too much mouth." You may be par excellence itself in everything pertaining to running a train, but if your "rhetoric" gets the start of you you have no more hope of success than you would have stopping a car going down hill with the brake chain gone. Sooner or later you will get into something and spoil your earning pow er. Be conservative in your speech. It pays to keep your own counsel. The man who saws wood and says nothing is the fellow who reaps the reward in any kind of a game.

It is not the man who makes the most noise nor the engine that groans loudest that is pulling the biggest load. No one ever yet had any respect for a man's prowess who was continually blatting about what he could or what he would do. If things don't seem right to you be broad enough in your views to allow that some one else may see then from a different standpoint. If certain demands are made upon your services don't holler your head off until you

know what reasons have given rise for such a demand. "There may be a motive in their madness" that means much to the company. You engaged service with them because you wanted their money. They continue you in their service because your service is what they need. If you believe that for the service you render you are not receiving adequate compensation go to your officers like men and tell them so, but don't congregate in the cabooses and say unkind and cowardly things about them. It is unmanly and undignified and not in harmony with the tenets of our Order by a long way. Show your officers that you propose to meet them on business propositions in a fair and just spirit, and that you have respect for them and just so sure as the sun shines you will be accorded fair and just treatment in return.

Our Order's tenets, if obeyed, will land you safely in the esteem of your officials, but bear in mind that nothing will wear out your welcome half so quick as to maintain an aggressive, inconsistent front and keep up a blatant roar outside the office what you are going to do or what you would do were you on a general committee. In short, show by your tions that you court the confidence and esteem of your officers and your true merit will be recognized.

Sedan, Ind.

Editor Railway Conductor:

MERIT.

ac

The political situation in South Carolina is manifesting itself very early, and the various candidates are out looking after their fences. The position for railroad commissioner is to be hotly contested. Three candidates have thus far announced their willingness to serve the dear people, one of which is Mr. A. C. Jepson, a practical engineer, who is well known throughout the state, where he has been running for the past eighteen years. Mr. Jepson is, without doubt, qualified to perform the duties of the position to which he aspires. He has been connected with the A. C. L. for eighteen years, and his services have been appreciated by the company. He says that in forty years of service he has "never been dismissed, suspended or reprimanded." A record that needs no comment.

The Greater Coast line has received flattering offers from Richmond and Savannah for the location of the general offices, which is very nice and is doubtless appreciated by the management, but we think the present location will be retained for various reasons; one of the reasons is not the resolutions passed by the combined commercial bodies of Wilmington, thanking the officers, etc., after the tender of eligible sites by other cities and the promise of a portion of the Coast Line business to the S. A. L. for that double daily passenger service, which has not materialized up to the present writing, but it shows apprehension, and "the worm turned."

In the April CONDUCTOR We find our critic in Unison, of Division 161, who sniffs the dangers from afar and gives us some wholesome advice as to the care that should be exercised in ex

pressions lest we injure the cause, but judging the future by the past, the influence will be insignificant indeed. With an experience of forty years we have never known a cheaper commodity than advice and one more entitled to commiseration. Having been steering in one direction for about two years in THE CONDUCTOR, we thought a change of policy would not be injurious, little dreaming that we would be held up by a critic a thousand miles from home, who is in total ignorance of the local surroundings and unfamiliar with the material that produced the lamentable conditions. Our loyalty has never been questioned and we leave that with the friends with whom we are in touch and rely on them for a just verdict with no fear of the consequences. However, we accept the kindly advice in the spirit in which it is tendered, and trust that in the future our remarks will be in accord with the advice and there will be no occasion for "benevolent assimilation," particularly a la Philippines.

Our last meeting was well attended and thoroughly enjoyed. We had several visitors and their presence was welcome as also refreshing. We miss the regular presence of Brother N. S. Fowler, who has been transferred to Division 323, and has no opportunity to visit us. His letter bemoaning his fate was truly a marvel in sentiment and composition and should bring the blush of shame to those recreant Brothers who are perpetually too tired to visit us even occasionally. If our Division was at Sumter Brother Fowler could be with us every day-it is such a convenient place and he seems to thrive under the genial influence of that invigorating atmosphere.

We have several applications on file awaiting an opportunity for initiating, then we will have in our Division about 55 members, including our Brothers in Richmond, Norfolk and Charleston Divisions; we will have about 80 per cent of the Coast Line conductors members of the Order, which is not bad for a percentage, but some are tired all the time, some are busy when we meet, others do not know our meeting days, while the Florence Platform Division draws on us so strong that it is with difficulty that we have in attendance over ten per cent of our membership, the absent 90 per cent gives us their sympathy and dues, and with that stimulus we hold meetings regularly and conduct affairs as best we can, living in the knowledge that "hope springs eternal in the human breast." Wilmington, N. C. LA FAYETTE.

Editor Railway Conductor:

Seeing the very able article in the May CONDUCTOR endorsing the proposition to add to the safety appliance law, a clause to cover grab irons on tenders and engines, I wish to say that a single hand rail across rear end of tank as stated is not sufficient. If you will observe at this time most new locomotives that are turned out of shops have the brake beams on the inside of tank wheels instead of on front and rear. Where a brakeman used to have a foot hold that is now a space that is clear from tank floor to

the track. Another matter relative to tanks; they used to carry a few tons of coal at a time, now the tenders are constructed in such a way that they slant to the center so that the action of the tank keeps the coal thrown to the middle and front, and when a brakeman is called to go back over the tank he is confronted with a seven or eight foot gate and back of that coal piled to top of cab and on rear end of tank often a foot of water or ice to get over, to say nothing of such articles as frogs, chains, shovels, coal boards, etc., to jeopardize life and limb. Then he is called on to climb down over the end of the tank on whatever happens to be there. There should be a hand rail near top of tank full length, then a foot rail to parallel it at bottom of tank and on engineer's side as you always find the first ladder on cars on this side. There should be a stirrup on the rear end of tank below; then a hand rail on rear end with ladder up the center. This would all be a small matter as to cost, Let some of the master mechan cs, superintendents and M. C. B. men who plan all these safety appliances undertake to get from an engine over a tank of coal at a 35-mile gait and see where they would land. Another matter that might well be taken up is the extension running boards on high cars. How welcome it is when we pass over a swift moving train to find the running boards only eight inches apart instead of three feet as of old. Some may think it sport to run over the top of a freight train, if so let them come west to the mountains where we have 16 degree curves and 4 per cent grades and hold a train for 25 miles at a 25 mile gait with snow and ice on the cars and a 40 mile gale of wind blowing. There is not a bareback rider in any circus, neither is there any sailor on the deep who can do it to save his life unless he first learns the trade. Speaking of air brakes and cutting out part of train, we do not cut any of them out in this part of the world-not if there is 80 cars in the train as there often is. I notice local trains running through Indiana and Illinois with hand brakestoo much trouble to keep air ahead. This should be stopped at once and all roads should put on power brakes on all rolling stock or be compelled to take it out of the service. Colorado Springs, Colo.

Editor Railway Conductor:

SAM STEWART.

"The Mantle of Elijah" having fallen on yours truly, it is about time for the spirit to move, but the spirit as been mixed up with double headers and tonnage until it has about lost its rights. We have been in a very much disturbed condition on the K. & M. railway for the past six months, caused by change of terminals,officials. etc. A year ago the H. V. and Ohio Central lines were consolidated and M. S. Conners, general superintendent of the Hocking Valley made general superintendent of the consolidated lines, and our division, the K. & M., was re-districted. The West Virginia division now extends from Dickinson, W. Va., to Hobson, Ohio, eighty-two miles. From Dickinson to Gauley Bridge is operated by mine crews. This dis

trict is twenty-three miles, with three branch tracks, with a total mileage of fifteen miles.

The Ohio division from Hobson to Corning is fifty-seven miles. Though the bulk of the traffic over this division goes via Armitage to Nelsonville on the Hocking Valley, forty-six miles, all cars routed via H. V. goes this way.

At Chauncey, forty-one miles from Hobson, is another terminal where through loads for T. & O. C. delivery are stopped and sent via Hocking Valley to Columbus. These loads are handled by T. & O. C. crews. The change from Wagner was made the first of this month. The change has been a severe blow to Point Pleas ant where the employes lived.

Under the general superintendency of Mr. Connors we have experienced a great many changes in our system of handling business. and a very great improvement in facilities, such as yards, passing tracks, water stations, etc. Our business has been a little slack for the past month on account of storing coal for the lake trade, but when the lake traffic opens we expect an enormous business. This is a good, moneymaking road if one can stay with his car. When business is heavy our cabooses run from $120 to $135 per month, but on account of heavy grades, tonnage, joint tracks and lay outs, the work is hard both physically and mentally.

The age limit is drawn pretty fine here. If you are thirty-five years of age you must be born again, and be of the standard height and weight. But when it comes to our superintendent, W. G. Christmas, and trainmaster, T. M. Connors, we beat the world. Mr. Christmas came to us a number of years ago in a minor position, and by close attention to business has come to the top. A gentleman of the purest stripe and every inch a railroad man. Mr. Connors came to us only a short time ago from the C. H. & D., but is well liked by the boys. Owing to change of terminals we have not always succeeded in securing a quorum at Division, but we got enough together last Wednesday to give Willie Goat some real exciting work on two candidates. We have several more applications ready to work on.

We are solidly organized here in each of the four Orders, and just as fast as the boys become eligible they go into the Order. The next meeting of the Grand Division will soon be here, and it has been suggested in our Division that we charter a steamboat to start from Cincinnati in time for opening of the Grand Division and remain during the session. What do you say, Cincinnati, Covington, Kenova, Huntington, Parkersburg and Wheeling? I think this would be quite a nice trip-make it strictly O. R. C. From a financial standpoint it would be much cheaper than by rail, as we would eat and sleep on the boat, and the novelty would be worth something. We will take this up with you later. J. MCC.

Pt. Pleasant, W. Va.

Editor Railway Conductor:

I have, for some time, been thirsting for a drink from the literary fountain of our Order, to

the extent of a contribution to the fraternal columns. I have, for some time, kept my literary(?) eye peeled in search of some soul-stirring subject, that might be moulded into shape for the fraternal columns of THE CONDUCTOR. I desired a subject, that could be so written that when read by my good Brother conductors, "would cause sensations of unutterable joy to caper over them like young goats over a stable roof, and thrill through them like Spanish needles through a pair of tow linen trousers." Please note, dear Brothers, that I use quotation marks in above, and make no claim to originality of same. So please do not turn up your critic's nose and charge me with plagiarism.

Did it ever occur to you, Mr. Editor, how alarmingly scarce was becoming subjects suitable for the fraternal columns? And more especially does this apply to subjects of the soulstirring kind.

Detroit established the reserve fund, salaried chairman, etc.

St. Paul took care of the Home proposition and many other very important and weighty matters that has robbed the wielders of the only weapon that has been declared mightier than the sword, of many of the most interesting subjects.

In my desperation I picked up my May CONDUCTOR and closely scanned the fraternal columns to see what the other fellow found to write about. The first letter in the fraternal department I found to be from some Brother (unknown), airing a local political grievance, and incidently making a back-hand slap at some Brother who it seems has been so fortunate or unfortunate as to loose his position on the road (as to how or why the Brother lost out deponent sayeth not), and who dared to accept a position entrusted to him by his Brothers. I felt, while reading the letter, great admiration for a Brother who could come out boldly in the official organ of our Order and denounce a wrong-doing of a Brother; I could scarcely restrain my eag. erness to hasten through the letter and see whose signature was appended; but when I had finished and noted that the signature was a pseudonym, my admiration of the writer was greatly lessened.

Brothers, it is my private opinion that a man has a right to conceal in any way that he sees fit his identity when performing deeds of love and charity; but that no man has a right to assail any one and then conceal his identity, more especially a Brother conductor assailing another Brother conductor through the Fraternal department of our organ. We can afford to be as fair as the rattlesnake which by its rattles signals before making the attack.

Brother Editor. after writing the above I made a long pause, reading carefully my mild criticism of Brother Success, and fearing that he would not take my Brotherly advice in the spirit in which it was intended, I had half a mind to sign a nom-de-plume myself in order to escape the wrath of Brother Success, and especially as I contemplate making a visit to the east soon and might meet the Brother personally. (I want

it understood that I am not afraid of him while I am in Missouri and he in Massachusetts.) But I hope, if we ever do meet. that he will not be accompanied by any other member of the Suc cess family, as I note that he has a relative in Roxbury, Mass.

When I do make my trip east I wane some of the Brothers to tell me if the Success boys are angry at me and I will try and arrange to visit Somerville and Roxbury when the Success boys are out on the road.

Well Success, A Friend of Success and all the Success boys, here is to you and yours, and may you be successful in all you undertake in life except in belittling a Brother conductor under a nom-de-plume.

P. S. (To be read only in Missouri)-The ladies of Division 60 will, before this makes its appearance, have organized an Auxiliary with forty strong, numbered 163, and named in hon. or of its promoter, Sister Ella Stone of Auxiliary No. 11.

Sisters of 163, if you emulate the beauty of character, loveliness of disposition and charity of heart as is characteristic of the promoter of 163, you will certainly rise to a prominent place in the roll of your Order.

Another political campaign is opening up, but the only matter of direct interest to the boys here is the re-nomination and re election of Brother O. E. Parsons to the office of probate judge of Pettis county, and an office he has filled for the past four years (one term) most satisfactorily to the people. Brother Parsons is one of the oldest members of the Order in the country. He lost his good right arm in the service of the M., K. & T. several years ago, and then entered the political field an 1 has made a howling success of his undertaking; but never for one moment has his loyalty to the Order wavered, and I feel safe in saying that every conductor in Division 60 and Missouri will work for his re-election. W. E. MILLER. Sedalia, Mo.

Editor Railway Conductor:

Division 227 is getting along nicely with good attendance and interest. We all work in harmony, and if one should become unruly we tag him bad order account triple valve. At next meeting he is working all right, as he has been cleaned, oiled and tested. We are taking in new members almost every meeting and are feeling jubilant. "Sorrel top" Flynn, who has been promoted to the ranks of a conductor and who has been running the required length of time, was made a full-fledged conductor at our last meeting. We think he will make a good member, as he has the right kind of stuff in him, and if the Brothers do not believe me, just ask Brothers Briggs, Christian or Crosby, as they had to answer some correspondence that originated through him. Think it would be well for Brother Flynn to remember the movements instead of trying to get other Brothers implicated in his affairs. Brother Hoxie has been made extra passenger conductor. Brother Christian has just recovered from a serious case of typhoid