running position. Train line and auxiliaries being charged to 70 pounds, the feed valve stops charging train line, and the leak in train line Brother Smith found before he repaired it, would reduce the train line before the feed valve could open and allow sufficient air to get in train line to overcome the leak to a point below 70 pounds. That being auxiliary pressure when feed valve stopped feeding, would force equalizing piston. in triple out and put brakes on, which would reduce auxiliary to less than 70 pounds, and as auxiliaries cannot charge up while equalizing piston is out and train line can charge up while brake handle is in running position, the pump would soon charge train line up against the leak to 70 pounds, which is now greater than the pressure remaining in the auxiliary, which would force equalizing piston in triple back to release position, again allowing train line and auxiliary pressure to get back to 70 pounds, when the feed valve will stop feeding and the brakes will go on again to pressure. This makes same kind of a leak three or four cars back and put brake valve in full release; charge train up to 90 pounds or whatever your excess pressure is and watch cars in rear or close to leak and see when governor stops pump if these brakes don't go on before pump starts up again.

Hoping to see some other Brother's opinion on this, and thanking you for your space and time, I remain

Yours fraternally,
W. C. BROWN, Div. 156.

PORTSMOUTH, ОнIO, May 5, 1905. EDITOR JOURNAL: In answer to C. I. Smith's question of Division 359 will say, that there was a bad leak in the train line and that with the brake valve in full release position and the train line being charged direct from the main reservoir the leak was kept up and the auxiliaries charged up to say 65 pounds before the brake valve was placed in running position, then as the feed valve starts to close the feed to the train line at about 45 pounds and the opening is gradually made smaller until at 70 pounds it is

entirely closed. This opening through the feed valve at 65 pounds being too small to supply the leak, the train line pressure was reduced and causing the brakes to apply, then when the brake valve was placed in full release position the direct communication between the train line and the main reservoir, the train line is again recharged against the leak and the brakes released.

Yours fraternally,

E. A. LINDSEY, Div. 584.

Answer to R. H. Foreman.

S. CONNELLSVILLE, PA., May 5. 1905. EDITOR JOURNAL: In answer to Round House Foreman's question on page 434, May number of the JOURNAL, he says there were no leaks in train line, no leaks in auxiliary connections. I presume he means equalizing connections. The trouble was in pipe running from train line to pump governor. I would consider this a leak in train line, as train line pressure controls the pump with this style of brake valve.

Will some of the Brothers answer the following question through the JOURNAL? Set a car out of train with train line and auxiliary charged to 70 pounds, open angle cock, drain train line, then go to auxiliary bleeder and release brake. How does the last 12 pounds get out of brake cylinder? Yours fraternally,

W. F. HETRICK, Div. 50.

CONWAY SPRINGS, May 9, 1905. EDITOR JOURNAL: In answer to the question asked by Portsmouth Round House Foreman in the May JOURNAL, I would say there was a leak in small equalizing reservoir or pipe connections between it and chamber D of brake valve, which caused train line pressure to unseat equalizing piston and make service application.

Your statement about main reservoir pressure running up to steam pressure sounds peculiar. The main reservoir pressure will not run up to exceed 20 pounds more than train line pressure unless the brake handle is left on lap position with a D 8 valve.

Effect of Hot Driving Box.

RIVIERE DU LOUP, P. Q., April 15, 1905. EDITOR JOURNAL: During the summer of 1898 I was running an old Grand Trunk engine on a ballast train over the Drummond Division Intercolonial Railroad. One night after leaving Carmel pit and coming in at Ashton Junction the engine got lame by degrees and so bad I had to stop to locate trouble. The first defect I found was right driving box_hot and stuck up against top of wedge. I let down wedge, packed box and not finding any other defect, I started out and had no more trouble. C. J., Div. 204.

RAT PORTAGE, ONT., April 22, 1905. EDITOR JOURNAL: In reply to T. S. Keating, Div. 467, concerning the mysterious stoppage of engine with nothing wrong with machinery or boiler, would say that a broken frame between the cylinder and main driving wheel would cause a similar action to the one mentioned in letter. Of course, when engine was at rest and the parted rail frame had closed up again, it would be very hard to locate, especially when the puzzled searcher was looking for something else. ROBERT WILLIAMSON, Div. 535.

Several Questions.

VICTORIA, TEX., April 21, 1905. EDITOR JOURNAL: Will some Brother make reply to the following:

How would you repair a broken stem on release valve on steam chest so it could be held on seat? Stem broken off valve in this manner will allow it to get cocked.

Supposing you were on No. 1 inferior train and receive the following order: "No. 2, Engine 674, will meet No. 1, Engine 673, at C. No. 2, Engine 674, will run one hour late from A. to M." When you arrive at C you see you can make B on the hour late. What are you going to do? E. A. KRAUSE, Div. 366. Rights of Trains.

AURORA, ILL., May 7, 1905. EDITOR JOURNAL: In the May number of the JOURNAL we are asked to discuss

the rights of trains affected by the following order after a certain time:

Engine 352 will run as passenger special, leaving Pulaskia on the following schedule, having right of track over all trains except first-class. Leaves Pulaskia 6 A. M., Draper 6:25 A. M., Allisonia 7 A. M., Rich Hill 7:30 A. M., arriving at Chestnut Yard 8 A. M.

In the discussion of train rights we presume it is to be done under Standard Rules. It would be impossible to discuss intelligently the train rights under rules made by and wholly a part of the timetable of an individual railroad. In Standard Code a rule says train orders must be in the prescribed form when applicable.

According to this rule the above order is wrong and a proper order would read thus:

Engine 352 will run extra, leaving Pulaskia on Monday, May 9, as follows, with right over second and inferior class trains. Then follows schedule.

In definitions we find-Extra, for any extra except work extra; Work Extra, for work train extra.

The question is, would Extra 352 lose its rights when 12 hours behind schedule time? The rule governing in this case reads thus: Regular trains twelve hours behind their schedule time lose both right and class, and can thereafter proceed only by train order. Orders held by or issued for a regular train become void when such train loses both right and class.

It will be observed that this refers to regular trains only. It follows that the order held by and the superiority given in the order to Extra 352 remain in effect until arrival at Chestnut Yard, unless annulled by a subsequent order.

The answers given to my question in the March number of the JOURNAL are all very good and correct except that Brother Swank is a little "off" in sidetracking No. 3 at L.

JAMES LENAHAN, Div. 32.

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.

TRADES COUNCILS 5

JUNE, 1905.

Consistency.

The National Association of Manufacturers met in Atlanta on May 16, and Pres. D. M. Parry, as usual, devoted the most of his address to the labor question. He condemned the eight-hour day, is happy in the thought that the influence of the Manufacturers Association defeated the anti-injunction law in Congress, and abhors Socialism and its tendencies, but does not seem to realize that his attitude toward labor breeds that which he so much abhors. Turning to organized labor he says: "We have organized labor and its sympathizers supporting the idea that organizations of men may dictate to a large extent the management of enterprises which they do not own, determining the rate of wages and fixing the hours of employment, and say the Manufacturers Association demand that organized labor recognize the individualistic principles of our government. This of course means that individuals must stand alone to be plucked by the Parryites and Postites, and that the Manufacturers Association shall be allowed to run their own business in their own way, regardless

of the moral or legal rights of others. But the Parrys and Posts may as well understand that organized labor is a permanent factor, and that they will have them to deal with directly or indirectly, and that those who demand protection for themselves and free trade for all others are the manufactures of socialistic tendencies, and that their selfish aims will be held in subjection by both organized labor and public opinion. Which believes in fair dealing?

B. of R. T. Convention.

The Brotherhood of Railway Trainmen met in convention in Buffalo, N. Y., on Monday, May 15, with something over 700 delegates representing over 76,000 members, and with their wives and visiting friends. Their headquarters, Hotel Brozelle, presented a lively appearance.

Invitations were extended to be guests of the Grand Officers at the opening and accepted by the Grand Chief Engineer and Second Grand Engineer. Their Convention Hall, a relic of the exposition, is of immense proportions, but when the delegates and friends were seated, there was a great sea of faces estimated at four thousand, a decided honor to the Trainmen. A. W. Putnam presided and introduced Rt. Rev. C. H. Coulton, Bishop of Buffalo, who opened the meeting, and after a musical selection Gov. Frank W. Higgins was introduced, as one of the staunchest friends of labor when in the legislative body of the state. The Governor delivered a splendid address, in which he said:

"The State of New York welcomes the International Brotherhood of Railway Trainmen. It looks to you to curb on the one hand the reckless and discontented employee and on the other the selfishness of the employer. Long study of the labor problem leads me to the conclusion that the outrages, which have at times disgraced our industrial wars, in the first place are to be condemned-but no more than the injustice of the short-sighted capitalists, and in the second place are abuses of a beneficial system. To the perfection and development of your organizations and to a better understanding of your purposes, I look for a solution of the labor question. Every good citizen strives to make this country of ours a better place to live in and a place where rights are respected and duties are insisted upon. A spirit of mutual under

standing and regard and readiness to act with reasonableness, have manifested themselves among the leaders of labor and the captains of industry. And the day is not far distant when the unhappy struggles between employee and employer will cease to disturb industry. Our free institutions cannot long endure if the rights of capital become the wrongs of labor, or if the rights of labor carry no reciprocal duties of decency, fairness and good order.

**Gentlemen, I cordially welcome you to the Empire State."

In the absence of Mayor Knight of Buffalo, Comptroller F. T. Gilbert welcomed the guests to Buffalo in a very felicitous manner, saying in part:

"You will find our people most hospitable.

"In your travels about town, stick to the main line and do not allow yourselves to be shunted onto a siding. Do not let any dead engine get hold of you. Do not always slake your thirst at the water cooler, nor depend entirely for subsistence on the spoonful of pecans the newsboy gives you. In the strenuous life you will lead while in Buffalo, should you at any time be unable to procure a sleeper, you will find all of the hotels plentifully supplied with chair cars.

Your experience in railroading will undoubtedly enable you to successfully dodge the automobiles. While some generous citizens may invite you to take a bumper with them, remember that if you get caught between the bumpers, it is all day with you. If anyone attempts to flag you, be well satisfied that it is no con game or holdup before you respond to their signals. You will find the roadbed well ballasted, with no ugly curves in the track and the commissary car well stocked. Everything has been provided for your comfort which human ingenuity and long experience could suggest, and if you do not enjoy yourselves in this city it will be your own fault.

"But above all things, be sure of your conductor. Should you find that you are in the hands of the wrong one, at once put on the brakes and change cars. It is to be hoped that your experience here will be so pleasant that in the future when you travel east, west, north or south you will always say to the conductor, Put me off at Buffalo.'"

Grand Chief Engineer W. S. Stone was then introduced, and as he arose was greeted with applause, and, among other things, expressed his appreciation of the general good feeling existing between the various railroad organizations, and complimented the Trainmen, saying that though the youngest order, it was one of the most progressive, and yet avoided trials and tribulations by its fairness in dealing with others. "The successful unions," said he, "are those which recognize the rights of both capital and labor."

John Lundergan, of the State Board of Mediation and Arbitration, paid a high compliment to the Trainmen and organized labor in general.

When Grand Master Morrissey rose to speak the cheers were deafening, and he was obliged to wait for quiet, when he delivered a masterly address, in which he made a telling point against the foolish 35 year age limit; that instead of such men being industriously dead, they were in the very prime of life. He said the Brotherhood stood for fairness between the employer and employee, but "we will resolutely defend our rights when we believe they are encroached upon."

"We believe in honesty and sobriety, and while difficulties may arise between us and our employers, we believe that a contract-breaker is just as despicable as the strike-breaker. We believe in publicity and desire the public to know just what we stand for, feeling assured that better knowledge of us will be to our advantage."

Edward A. Moseley, Sec'y of Interstate Commerce Commission, was then introduced and delivered an excellent address on safety appliances, etc., and paid a high compliment to the Trainmen.

Hon. L. S. Coffin, of Des Moines, Ia., President of the Railroad Men's Home, and who was the pioneer in the advocacy of the safety appliance law, made an excellent address and resumed his seat midst rousing applause. Representative Ryan spoke at some length, an excellent band and the great organ interspersed music, and, as a whole, the open meeting was a decided success and a great compliment to the Order of Railroad Trainmen.

O. R. C. Convention.

The Order of Railway Conductors convened in their thirtieth session of the Grand Division in Portland, Oregon, May 9, with 470 delegates, of which we glean the following from the Oregonian:

Four thousand persons crowded the Marquam Grand Theater last night to witness the public reception to the Order of Railway Conductors. The building was crowded from pit to gallery, the stage wings were filled and the aisles were com

pletely blocked The theater was dressed in palms and roses and presented a beautiful appear

ance.

It is estimated that there are more than 3,500 strangers in the city attending the convention. Five special trains have arrived, carrying the delegates and their friends. Yesterday morning the registration of the delegates began, and was not completed until evening. Yesterday afternoon the Ladies' Auxiliary of Mount Hood Division, No. 91, entertained the delegates at the Elks' Hall, but the real reception took place at the Marquam last night.

The delegates were welcomed to Oregon by Governor Chamberlain, who, in a few witty remarks, made them and their friends feel at home and told them they might take anything in sight, and if they got caught he would be ready with a pardon. He was followed by Mayor George H. Williams, who welcomed the conductors and their wives to the city of Portland. Both speakers were loudly applauded.

The addresses of welcome were responded to by Grand Chief Conductor E. E. Clark, who accepted the hospitality of the state and the city in the name of the order, and thereafter traced the development of the order during the last twenty years, showing what benefits the conductors themselves, the railroads and the public in general had received because of the organization.

"Twenty years ago, " he said, "had this many

conductors come to Portland they would not have been told to take anything in sight; instead the Oregon people would have chained down Mount Hood and placed over it a guard of militia. Things have changed in these twenty years and the organization has been conducted on such strict lines of discipline that much benefit has resulted to the members, their employers and the people of the country."

B. A. Worthington also addressed the assemblage, and was followed by Mrs. J. H. Moore, Grand President of the Ladies' Auxiliary, who spoke of the work and development of that branch of the order. Tom Richardson, manager of the Portland Commercial Club, made a rousing address, introducing the visitors to Oregon's great resources, which, he declared, were becoming better known through the railroads and the train

men.

A Business Presentation.

We have been favored with a roster of Subdivision No. 304, Saginaw, Mich., which includes, besides the list of 143 names, a complete financial statement for the year 1904, which shows receipts of $1,775.98 and disbursements of $1,735.47, which covered all their liabilities and left a balance in the treasury. Their fifteen new members for the year indicates an interest in the order that is catching and their success as a whole is very creditable,

and to the officers in particular. Possibly a note found in this roster under the heading, "Some Things to Remember," has much to do with the financial success. Among these are, "Remember that the F. A. E. is only a hired man and has no authority except that given him by the Division. If you are in arrears do not ask him to carry you. That all members will be be treated alike and promptly reported to the Division when delinquent.” If more F. A. E.'s would adopt Brother Moore's things to be remembered in the conduct of his business, it would not be long before all the members would remember that punctuality in the payment of dues was not only necessary, but much more satisfactory to themselves. If this were practiced, the settling of accounts with the Grand Office would not drag along for months after the date fixed by our law, and would obviate the disagreeable necessity of withholding needed information they would otherwise be entitled to.

Organized labor is a business proposition and should be conducted on business lines, and no member has a right to ask a Division official to carry his responsibilities. If he is in trouble and needs help the place to look for it is the Subdivision itself, and not to impose upon an officer by asking him to use his money month after month to keep you in good standing. The most of the reward of the officers of our Subdivisions comes in the consciousness of having done their duty and they deserve to have those duties made as light as possible, by each and every member doing promptly that which he has obligated himself to do. Punctuality in the business of our Subdivisions will cure many of the evils and add materially to the personal interest in the meeting, and all will feel better and accomplish more.

Books Received.

Rights of Train on Single Track, by Harry W. Foreman, 477 pages, 4% x 7 inches, pocket book bound in leather with round corners. The Railroad Gazette, New York City. Price $2.50.