Railroad News Gleanings

Celebration of the Birth of the Erie R. R.

On Nov. 10 the Erie R. R. celebrated at Deposit, N. Y., its seventieth anniversary, by erecting a monument with appropriate exercises. The programme for the day included a chorus of 250 voices to sing selections, including the Erie anthem, especially composed for the occasion. Assemblyman J. B. Rogers, of Binghamton, delivered the address of welcome. Mr. John B. Stanchfield, of Elmira, replied on behalf of the Erie R. R. and Lieutenant Governor M. Linn Bruce, of New York, made the oration of the day. The monument is of native quarrying, being taken from the side of the railroad at Lanesboro, only a few miles away. It is practically a monolith. Upon its face it bears a plate reading: "Here, on the morning of November 7th, 1835, ground was broken for the construction of the Erie railroad, designed to connect the Atlantic ocean with the Great Lakes. Its completion to Lake Erie was publicly celebrated in the city of New York and along the route to Dunkirk May 14, 15 and 16, 1851." The first ground was broken for the New York & Erie R. R.-as the line was christened at the outset at sunrise on the morning of Nov. 7, 1835, at the exact point where the monument has been placed. There were present at that time some thirty persons, among them President King of the railroad with his executive staff, which included Comptroller Samuel B. Ruggles and Treasurer Peter G. Stuyvesant; Lieutenant Governor Root, Judge Drake of Owego, Judge Pine of Deposit and many others. Colonel George D. Wheeler, whose father owned the farm adjoining the site, attended the celebration. attended the dedication and told of some of his impressions of that eventful time. He is still in good health, though 87 years old. Recently he said: "President King, first official head of the Erie, spoke, saying: "What now appears a beautiful meadow will in a few years present a different aspect-a track of rails, with

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cars passing and repassing, loaded with merchandise and the products of the country. The freight will amount to 200,000 tons within a few years.'" President King certainly made no wild guess for the future of the freight business.Railway and Engineering Review.

Fast Run on the Pennsylvania R. R.

The possibilities of future exceptionally fast time on long runs are being shown by the trains now being operated on an 18-hour schedule between Chicago and New York, which lately seem to have formed the habit of breaking previous records for fast running over long distances. The latest performance of this kind occurred on Nov. 4 when the westbound 18-hour train on the Pennsylvania R. R. left Harrisburg, Pa., two hours late and arrived in Chicago just on time. This section of the run includes the most difficult part of the whole trip, the mountain climbing between Altoona and Pittsburg, which makes it particularly creditable. The total distance of 717 miles was covered in 741 minutes, the average speed over different sections being as follows: From Harrisburg to Altoona, 132 miles, 67.8 miles per hour; from Altoona to Pittsburg, 117 miles, 48.15 miles per hour; from Pittsburg to Crestline, 55.5 miles per hour, and from Crestline to Chicago, 279 miles, 63.4 miles per hour.-Rail'y and Engineering Review.

Railway Mileage.

According to recent statistics, the length of the railroads of the world was 537,105 miles on December 31, 1904, of which 270,386 miles were in America, 187,776 in Europe, 46,592 miles in Asia, 15,649 miles in Africa, and 16,702 miles in Australasia. Of the mileage of European railroads, Germany stands first (34,016), followed in their order by Russia (33,286), France (28,266), Austria-Hungary (24,261), the United Kingdom (22,592), Italy (10,025), Spain (8,656), Sweden and Norway (7,730). The average cost of construction of the European railroads per mile is estimated at $107.577, while for the remainder of the world the estimate is only $59,680,

The total value of the railroads of the world, according to these statistics, is $43,000,000,000, of which the European roads figure for $22,000,000,000. The estimato for rolling stock is as follows, in numbers: Locomotives, 150,000; passenger coaches, 225,000; and freight cars, 3,000,000.-Locomotive Engineering.

A Year's Record of Train Accidents. Accident Bulletin No. 16, just issued by the Interstate Commerce Commission, completes the records of accidents to employees and passengers upon the railroads of the United States for the year ending June 30. The total number of passengers killed in train accidents was 350; injured, 6,498. The total number of employees killed in train accidents was 798; injured, 7,052. There were 187 passengers killed in other than train accidents, and 3,542 injured; and 2,463 employees killed in other than train accidents, and 38,374 injured; making a total of all classes of 537 passengers killed and 10,040 injured, and 3,261 employees killed and 45,426 injured. This is an increase of 117 passengers killed and 1,963 injured; a decrease of 106 employees killed, and an increase of 2,160 employees injured.

There were 6,224 collisions during the year, with a money loss of $4,849,054, and 5,371 derailments, with a money loss of $4,862,602; a total of 11,595 collisions and derailments and a total money loss of $9,711,656, being damage to cars, engines and roadway.-Railway World.

European Freight Rates and Wages.

Reports received from consular agents in Europe by the Bureau of Manufactures of the United States Department of Commerce and Labor, presents a basis for a comparison of foreign freight rates with those in the United States. It is shown that the freight rate in English roads is 1.93 cents a ton mile. A ton mile of merchandise or live stock in England costs 2.94, and on all commodities an average of 2.32. Against these figures for the United States are surprisingly small, being 0 58 cents. On German roads it is 1.42 cents; on French,

1.55; Austrian 1.16, and Hungarian 1.30. England's passenger rate per mile on the same classes was 4 cents, Germany's 3.8 cents. For the average day's wages workmen can travel as follows: American, 65 miles; British, 35; German, 54; French, 40; Belgian, 46; Italian, 38, and East Indian, 21. On American roads locomotive engineers average $4 per day; English, $1.62; Belgian, $1.01. American firemen get $2.28; British, 91 cents; Belgian, 72 cents. Railroad laborers in the United States get from two to four times as much as laborers on foreign roads. Forty per cent of the gross earnings of American railroads goes to labor, while only 25 per cent goes to capital. In England labor gets 27 per cent, capital 38 per cent; in Germany the division is equal.-Brookfield, Mo., Gazette.

Government Railroads in Canada.

We know that government ownership in Canada has not "taken the railroads out of politics; " that the employees are not "left free;" that administrations quite cheerfully and successfully "dare attempt to use them for political purposes," and that no administration has been " deluged under a tide of adverse votes," for doing that same. In fact, Canadian public opinion is so callous and indifferent on the subject that it has come to be regarded as quite natural and inevitable that the government railway system should be exploited for party advantage by the government in power.Hamilton, Can., Herald.

Handling Trains Under Difficulties.

Officials of the Chicago & Northwestern are feeling justly proud of the manner in which their employees on the Peninsula division rose to an emergency during a recent storm which threw down prac tically every telegraph line on the division, leaving the 464 miles of line without telegraphic service for forty-eight hours. The ore movement has been especially heavy this year, more Lake Superior ore being transported on the Great Lakes than ever before in the history of the iron industry, and in this

emergency every mine would have to shut down on account of the shortage of railway cars to move their product unless the road was kept open in spite of the storm. The chief train dispatcher and the division superintendent were temporarily out of the game. There was no way in which to get orders for train movements, no means by which division headquarters could be kept advised of where their trains were, and to the onlooker no means existed by which the train crew could keep track of the whereabouts of trains in the opposite direction. It was an emergency of the gravest character, and was met with a splendid exhibition of good judgment and intelligent grasp of the science of railroad operation that is perhaps without an equal. They managed, on a single track line, without telegraphic lines, for two whole days and nights, to keep every iron and copper mine in the district supplied with equipment and moved all trains practically on time. On Friday and Saturday, Oct. 20 and 21, 4,971 cars were moved over the division, and 125 freight trains and no less than 34 passenger trains were taken care of upon the division, all handled on time on a single track, without accident, mishap or delay and without the help of a train dispatcher. It would be difficult to beat this record of loyalty to employers, and intelligent grasp of conditions.-Railway Age.

[The above would be good reading for those who think engineers are careless of the companies' interests and, who charge that the organization to which they belong is detrimental to discipline.—EDITOR.]

Elevated Collisions.

The painful frequency of collisions on the Elevated Railroad in New York since the introduction of electricity does not reflect much credit on the present management. These collisions, although insignificant in magnitude of disaster compared to the appalling catastrophe which occurred in September when a car full of passengers was dashed into the street, are nevertheless equally indicative of cheap methods and cheap men. In the early part of Oc

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tober a heavy laden flat car standing on the elevated track was struck by a motor car in the hands of a 66 green" motorman. The blow was of sufficient force to send the flat car away along the track at a speed that rapidly increased owing to a down grade. Fortunately a string of "empties" received the impact of the flying "flat," and while the damage was considerable, no one was hurt. A few days afterwards, while proceeding to the yard at 185th street, two other trains of "empties" collided, instantly killing Jacob Eury, motorman of the rear train. Doubtless the disaster would have been much greater, but it came out in the evidence before the coroner that the guards had all left their trains except two green men. This is a sad falling-off from the kindly discipline that existed during the management of the late Col. F. K. Hain. The economy of the present management is extravagance in the end. If they would pay better wages, there would be better service.-Locomotive Engineering. English Figures.

According to official figures, 1,073 persons were killed and 6,889 injured on the railways of Great Britain and Ireland during the calendar year, 1904. Of the former number, 416 were employees, 115 passengers, 425 trespassers, 67 persons attempting to cross tracks, and 50 other persons. The deaths were thus above one-tenth of those (10,046) for the fiscal year 1904 in the United States. There are 297,997 miles of railroad, including duplicated tracks and sidings, in the United States, and 22,152 miles in Great Britain and Ireland. One person was killed for every 20.6 miles of trackage in Great Britain and Ireland and one for every 29.6 miles in the United States. The ratio of deaths of employees is one to every 53.2 miles in Great Britain and Ire land, and one to every 81.8 miles in the United States. The figures do not bear out the boastful claim of a greater protection of life in Great Britain. What were the relative numbers of passengers carried, and the distances they travel, we are not informed.-Weekly Bulletin Clothing Trade.

• The Journal

Published monthly, 307 Society for Savings Bldg. CLEVELAND, OHIO.

CHARLES H. SALMONS, Editor and Manager.

Address all matter for publication-Correspondence, Technical and Link Departments, changes in Division Addresses, Special Notices, and address of Outside Subscribers to C. H. SALMONS, S. G. E., Editor JOURNAL.

No reading space will be sold for advertising purposes under any circumstances.

All money matters should be addressed to W. B. PRENTER, F. G. E., 307 Society for Savings Bldg. Send New York or Chicago draft, Express money order or Postal order, but never send personal check. Also send the name and address of all members Initiated, Reinstated, Transferred, Expelled, Suspended, Withdrawn and Deaths to the F. G. E., as per Section 16 of the Statutes.

Changes in Address of the JOURNAL and orders for Division supplies should be addressed to D. EVERETT, T. G. E., 307 Society for Savings Bldg. Advertising Department matter and all correspondence relating thereto should be addressed to W. N. GATES, 409 Garfield Bldg., Cleveland, O.

DECEMBER, 1905.

A Day of Rejoicing.

With the believers in Christianity the world over the celebration of the birth of Christ is the most important of any day in the year. His exemplary life as handed down to us, with its uplifting influence, is worthy of a day of gladness, but as we add the hope of a future life, it becomes of greatest import to the believer in Him; hence, it is the greatest of all days, and appeals to the best that is in us. We would at least on this day emulate the example of the great Nazarene in an effort to heal the wounded heart, hunt out the distressed, from whatever cause, relieve the poor, and above all, make all we love feel that love, and in doing so partake of the happiness so created. Thousands of deft fingers, guided by love of doing something to bring a smile of pleasure, are now at work on tokens to make Christmas gladsome. As we near the day the interest deepens, and the minds of millions are at work thinking what they may do to bring gladness to some one. Many of the poor are denying themselves many comforts for the sake of

making the children happy on Christmas day. The very thought of Christmas seems to soften the heart and to exercise a Christianizing influence, which is uplifting to all humanity. Even the childish faith in Santa Claus has in it a lesson of higher power, morals and destiny. They are taught to be good if they are to be favored by this mystic personage, and to connect the source of his goodness with the goodness portrayed in the life of Christ is but a step.

So all we do in the direction of efforts for the happiness of others uplifts the giver and makes as much for their happiness as for those who receive. Through these instrumentalities many misunderstandings are swept away, and the hand of fellowship is extended and happiness restored. So we hope the whole family of our great Brotherhood may enter heartily into the celebration of the birthday of Him who taught us how to practice the Golden Rule, each imbued with the thought of doing something to bring a smile of happiness.

We are not unmindful that there are many whose hearts are heavy from sickness or death of loved ones, but we trust that there are none who have not felt the sympathy and helpful fellowship of those around them, and realize through it that whatever our station or condition mentally or financially, whatever we may do for others is doing equally for our own happiness. So we may all do something to make Christmas the greatest day of the year in the upbuilding of Christian fellowship, the very foundation of society, and especially such associations as the B. of L. E. and G. I. A.

May what we do tend to peace in every home, so that we may enter the New Year ready to "do unto others as we would they should do unto us," and in the peace and the strength it gives. May the B. of L. E. prosper in 1906 as never before.

Journal Subscribers.

This is the time for soliciting subscriptions for the JOURNAL, so they may start with the beginning of the volume, and

there ought to be some one in every subdivision willing to make an effort to increase the JOURNAL circulation and incidentally its earning power for the charity fund, whether their own pay be large or small. It is a commendable object, and the premiums offered are extraordinary in value for the work of securing them and the watches are guaranteed to be O.K. in every respect. We ought to have a large outside list of subscribers, and we regret to say that the Trainmen get fifteen times as many as our members do, simply because they will ask people to subscribe, and that is all that is necessary to succeed with the JOURNAL. Each subdivision should take this matter up and create an interest in this beneficial work in which every member ought to be interested. If they do we shall have a large list of outside subscribers, and many members will have a watch they will be proud of.

Semi-Annual Password.

The password taking effect January 1, 1906, will be sent to the C. E. printed in cipher. The key to the cipher alphabet will be mailed to the F. A. E. The key and the password should never be kept together, and under no circumstances should they be taken from the Division room. We recently had a case where the secret work was in the pocket of the Chief Engineer when injured on duty, and the entire work fell into the hands of outside parties. The password is an important factor in our association with those who are members in good standing, and every care should be exercised to keep it within the scope intended, hold rigidly to it, and there will be few impositions upon the membership.

Reports of the Grand Office.

No more important duty devolves upon the officers of subdivisions than prompt reports to the Grand Office, and at the close of the year too much stress cannot be put upon the necessity for prompt annual reports to the F. G. E. on blanks furnished for that purpose, stating the actual condition and numerical strength

of the subdivision. This report should be ready for completion at the close of the last meeting in December.

Another very important duty is to forward the name and address of the C. E., F. A. E., Sec'y of Insurance, and delegates for the ensuing term. The subdivision addresses will appear in the February number, which closes on the 15th of January, and all changes must be sent in prior to that date or be left out for the first six months of 1906. There can be no excuse for not having that list correct, as the time is ample between December 23rd and January 15th, and we shall expect prompt attention to these duties, and hope there will be no delinquents when we go to press.

A Pleasant Surprise.

Mr. Ray Allen, trainmaster Burlington Road, Brookfield, Mo., called at the headquarters of the B. of L. E. on Oct. 30, and gave the Editor a very pleasant surprise. Ray was a dispatcher at Brookfield when the Editor was an engineer in the service of the Q before the unpleasantness of 1888, and he was a firstclass manipulator of the key. Our pleasant talk of old times brought to mind very many faces of old friends still living and some not now with the living. Having spent seventeen pleasant years in the interesting city of Brookfield, Ray's visit made us long for a few days among our old friends and acquaintances, and we hope to find time for that pleasure in the near future.

Madden's Magazine.

Bro. Edwin C. Madden, an active member of Detroit Div. 1, was formerly in active service on the Michigan Central; but eventually secured an appointment in the Detroit postoffice, in which position he demonstrated executive ability to such an extent as to attract public attention, and about six years ago, highly recommended by Bro. P. M. Arthur, Brother Madden was appointed Third Assistant Postmaster General, a position he has filled with great credit to himself and to the B. of