Correspondence.

All contributions to our Correspondence columns must be in not later than the 10th of the month to insure insertion.

Articles must be written on one side of the paper only. Noms de plume may be used, but every ar ticle must be signed with full name and address of the writer as a guarantee of good faith, and to insure insertion.

While the Editor does not assume responsibility for opinions expressed by contributors tc this department. he is held responsible in both law and moral ethics for admitting that which will injure or create ill feeling. Hence all communications are subject to revision and rejection if the Editor deems it necessary.

C. H. SALMONS, Editor and Manager.

To Norah O'Neil.

My Norah dear,

With joy s ncere,

I welcome your returning,
To wield again

Your pleasing pen,
For all to read, mavourneen.

In dear old days,
I lilted lays

Conjointly with you, Norah;
And others, too,
Helped me and you
To chorus them, achora.

In prose and verse
And language terse
You gave us moral reading;
We always sought

What Norah brought,

It was good mental feeding.

Some pens have ceased

In ands deceased

Since last you came to greet us,
We ll never more
Peruse, asthore,

The gifts to which they'd treat us.

The time will come When we'll be dumb; I'm now a grandsire hoary,

And, Sw etness, you
Have grandkids, too,
Redounding to your glory.

But while we live,
We'll aim to give

Our very best endeavor,

To please the crowd,
Of whom we're p oud,
Who'll be our friends forever.

So sing or croon

Or prose, aroon,

Just as your fancy pleases;

And I'll assist,

I can't resist

When inspiration teases.

SHANDY MAGUIRE.

Letter from a Retired Engineer to a Friend.

PLEASANT VALLEY, N. Y., Sept. 4, 1905. DEAR DAN: The dear old JOURNAL arrived this morning, and it being a hazy, lazy, rainy day, with nothing to disturb me, not even an occasional peddler (for no one but railroad men and teamsters work outside when it rains), I enjoyed reading it very much. To its many other claims for distinction must now be added the dignity of age, for the JOURNAL, like ourselves, Dan, is now "an old-timer," and we who have watched its growth from a mere pamphlet to its present dignified proportions, take a pride in it: just the same pride we feel in the success of any friend of our youth. The development of the JOURNAL is, of course, not a matter of accident, but however strenuous the efforts of Brother C. H. Salmons, he has reason to be proud of the results, for there is no effort, however great, that cannot be fully compensated for, and the measure of success of our JOURNAL ought to be a source of satisfaction to him, as it is to all of us, for it stands easily at the head of its class; and yet there are some who have the temerity to criticise the judgment of our Editor. It is charged by one writer that the Technical Department represents money spent in the interest of the railroad companies and other corporations. That, of course, is true, but only partly so. Any great good is far-reaching in its effect. and if through the influence of the Technical Department the railroad companies are benefited, it is because of the higher standard of intelligence among engineers, resulting largely from interchange of opinions and experiences through the columns of the JOURNAL, and the higher the standard of merit attained, the less liability of butchers, or bakers, or candlestick-makers breaking into our business, excepting by the old-fashioned legitimate way of the scoop.

Besides, Dan, we have not a monopoly of technical knowledge. There are other sources of information besides the JCUR. NAL, and to think ourselves benefited by eliminating all educational matter relating to our business would be in line with the reasoning of the foolish ostrich that

buries its head in the sand of the desert to hide from its enemies.

To a person looking on whe doesn't quite understand the game, things don't always look just right, Dan, even when they are the best possible under existing conditions I had a fireman for a trip some years ago who was about the poorest that ever burdened an engineer. The engine was a good steamer for anyone else, but in order to get anything out of her with that fireman I had to fill her up with water when shut off so as to have steam when working, for the fellow could not keep her hot with the injector on. Every time we started, the boiler was full to the top of the stack, and when I shut off it would be out of sight in the glass, but we did get over the road after a time. When we arrived my partner told the roundhouse committee that of all the pumpers he ever saw I was the worst, and that it was impossible to keep an engine hot for me. That kind of criticism is the result of not knowing better, and much fault-finding is due to the same cause.

Mother sprung a surprise on me the other day, Dan. She invited Jim Potts, Pat Hanlon, and "Old" Jake Shreider to spend Sunday afternoon and evening with us. I was just listening to the Erie Express pulling out, the engine of which was lame, and had been for a month or more. If there is anything I detest it is a lame engine. I never could run one more than a trip. But while listening to her gallop away like a runaway horse on a hard pavement, I heard a rap at the door, and a moment later mother piloted the trio above named into my presence. They were hardly seated when they inquired about you.

Mother noticed I was a little lonesome of late and knew that what I needed more than anything else was a little railroading, and she knew who could give it to me, for she has heard them now and then as one or the other would drop in on me to spend the evening and stay nearly all night talking railroad.

Well, the cigars were passed. Jim Potts took one, but little Jake, with his big meerschaum already lighted, declined

the luxury, while Pat, who, by the way, originally came from Pittsburg, Pa., fished from out his clothes a stogie as long and as black as a cellar bolt, waiving aside the proffered box of "Perfectos" almost disdainfully. We talked for a while on topics of a general nature, finally drifting into our favorite current of thought. We designed engines that could beat the world, and applied remedies to every kind of breakdown known to the craft. We ran engines with the full throttle, also with the light throttle and, of course, made the time in either case, even if we did not come to an agreement as to the better method of the two. We argued the merits of the fixed and variable lead for valves in passenger service, also the effect of the long and short eccentric blades on the variations of lead in different cut-offs; and if we didn't come to one general uniform understanding as to which brought the best results, we made the time in every instance. We set the valves blind on freight engine until they could "start anything with two ends to it and we gave them lead until they could not haul so much, but we didn't double a hill on the road. When the petticoat pipe fell down we just threw it on the back of the tank and she never steamed any better with it in the front end. We fired with one scoop to a fire. until the engine was as free from smoke as an electric motor, and we fired with three and four and more scoops to a fire, and while each of us still preserves his own individual choice of methods of firing, we all gave "entire satisfaction" that afternoon, in so far as the service was concerned. We keyed up the main rods on the forward upper and lower back eighths position of pin, also on the centers, and they seemed to go all right either way. We set slipped eccentrics by the spokes, by the links, and by the marks on valve stem; we also set them by those not slipped, and a more square lot of engines you never heard in your life, Dan. On a 20x 24 engine, having a 6-inch throw eccentric, Richardson balanced valve, with % outside lap and line inside, working at different cut-offs, with

full and partly closed throttle, having 200 pounds pressure, we took indicator cards showing preadmission, initial pressure, expansion, exhaust, back pressure, and compression lines that represented the ideal steam distribution in the locomotive cylinder. We used smokestacks with every conceivable choke and taper, not omitting the old diamond type. We used the single and double nozzles, both high and low, with and without petticoat pipe. We set the baffle plate before and hehind the nozzle, and designed an arrangement of netting that would produce engines, not only "absolutely free from smoke and cinders," but also the finest steamers in the world. We talked combustion, counterbalance, lap and lead, fuel economy, the care of bearings, etc. I am not going to say to you that we agreed on everything, and it may even occur to your mind as being strange if we agreed on anything, and perhaps you will not be far wrong, for how could one expect oldtimers like us to relinquish our grip upon (call them cherished illusions if you will) old theories that had become so deeply rooted in our minds that logic, nor even dynamite, could move them.

Nor did we confine ourselves entirely to matters mechanical, for we established a sinking fund the interest from which not only covered a great portion of the expense of maintaining our organization, but which also gave us a prestige, the leverage from which enabled us to accomplish all reasonable aims in dealing with the railroads, on the principle that nothing is so conducive to peace as preparedness for war.

We increased our efficient corps of Assistant Grand Chiefs until the whole field of the B. of L. E. was so thoroughly worked that each and every member knew something of the aims and objects of our Brotherhood, as well as his own responsibilities as a contributing factor to its success. We reduced the representation at conventions until the convention hall resembled a village schoolroom on circus day, and we unanimously agreed that the men best fitted for the work and most worthy the honors of delegate to be

those who were at the time General Chairmen of their system. We perfected a plan whereby those holding insurance policies for a certain number of years were paid the full amount of same and, strangely enough, each one present was entitled to the privilege. Having, by virtue of our increased missionary force, dispensed with the need of holding conventions here, there and everywhere, to the great expense and inconvenience of all, we built a home for the B. of L. E. on a lovely site overlooking Lake Erie, where all general business of the Brotherhood could be transacted, and fitted up a museum in it, in which was kept not only odd relics marking the different stages of progress of locomotive development since the time of the " Grasshopper," the "Mud-turtle," and other pioneer types, but also contained many other features of interest relative to the progress of our order dating back to the time the first little group of engineers got together and mutually agreed "They Wouldn't Stand For It."

Oh, Dan! we had a feast of castle building that was certainly enjoyable, and if we did not accomplish any tangible results, we at least viewed our rainbows with delight, and considering the purpose of our meeting, it was a grand success.

Such affairs tend to add renewed interest in things about us, Dan, and go a long way toward breaking the monotony of existence of a retired engineer; and when mother and I had bid our company goodnight, after repeated handshakings and promises to visit that may never be fulfilled, the thought occurred to me that life is worth living if you only live it right.

I would like to hear from you soon, Dan, but until then we will hope that yourself and family are enjoying the most bounteous blessings.

Your friend and Brother,
JASON KELLEY.

Old Time Railroaders.

NIAGARA FALLS, ONT., Sept. 21, 1905. EDITOR JOURNAL: I have written several articles on old-timers in railroading,

and I have decided to write one more, which will interest some of the old members of the New York Central & Hudson River Railroad. I have been appointed a delegate to the Twelfth International Conference of the Railroad Department of the Y. M. C. A., to meet in Detroit, September 28th, and it has brought back to my mind the hard times we once had in getting a place to sleep after an all day and half the night's run. It came back to my mind in full force the other day in visiting an undertaking establishment and seeing the outside burial cases used for covering the caskets. In the early 60's the boarding houses in Buffalo were very limited, and it was "first come, first served," so that an engineer coming in late at night on going to his boarding house would often find every bed occupied and would have to go back to the roundhouse and take the cushions of the seats, lay them on the deck of the engine and amid the smoke and steam try to get a little sleep, but he would often find the place occupied by his fireman who had found his boarding house full. Well, one day myself, with several other engineers, petitioned the Superintendent to order the Master Mechanic to fit up the upper part of a small building in the yard back of the roundhouse for a bunk room, which was done. A large table was made and a number of chairs and box for each of the engineers. These boxes were exactly like those now used by the undertakers, only they had hinges on the lids and were locked with a padlock, with the engineer's name on the lid. We furnished our own blankets and a pillow. In coming in late at night and climbing the rough stairs, which were on the outside of the building, we would enter as quietly as possibly so as not to disturb those already asleep, and lighting the old oil lamp, would unlock our box and prepare to turn in for a few hours' sleep, but before doing so would look into the open boxes to see who was in them. It was an uncanny sight and recalled the description of the immortal Burns in his Tam O'Shanter of Allawaiy's Auld Haunted Kirk," where

Coffins lay around like open presses,

That showed the dead in their last dresses."

The engineer to be called for an early run in the morning, chalked the time of his run on the lid of his box so that the callboy would not awaken the wrong man, who would resent being disturbed by waking up the rest of the sleepers.

They say cor

Many a time after doubling the road on freight, I have come in at 1 or 2 in the morning and crawled into the little nest in my box, tired almost to death and covered with smoke and sawdust, for we burnt wood in those days, and nature's sweet restoratives would knit up the raveled sleeve of care and weight my eyelids down and steep my senses in forgetfulness, and my sleep would be as sound as it will ever be after I am dead. But let us now compare the difference between that bunk room and the fine Y. M. C. A. building in the same city. porations have no souls. Well, if they haven't themselves, they have helped to save some other souls, and the Y. M. C. A. is working on that line. The railroad employee need no longer sleep on the deck of his engine or his caboose. He finds after returning from a long hard run a beautiful warm building, with marble washbowls and a marble bath tub, and a soft bed with a quiet room all to himself, and in the morning he finds a fine breakfast in a clean beautifully lighted dining-room; and after breakfast, if time will permit, he can read the morning papers in a cozy reading room or enjoy a smoke in the smoking-room. The building is fitted up with the elegance of a first-class club, and all this with a cost far less than that in the days of the dilapidated boarding houses and beer saloons.

The advance in railroad equipment is being followed by the advance of the railroad branches of the Y. M. C. A., and the better conditions of the men in all the departments. This is a great benefit to the railroad companies as well as the employees, and if cleanliness is next to godliness the railroad corporations, in furnishing the means for their employees to keep clean, are bringing themselves to God.

W. H. H. WEBSTER, Div. 328.

The Injunction-Ramsey.

GRAND RAPIDS, MICH, Oct. 8, 1905. EDITOR JOURNAL: I have before me some clippings from the daily papers which give the particulars of a suit for injunction against the directors of the Gould lines by Joseph Ramsey, President of the Wabash, to prevent the said directors from firing him out of their service. It seems to me this is an entirely new departure in the injunction business. I have heard of railroads serving injunctions on their employees to prevent their quitting, also to keep them a mile from the company's property should they succeed in getting out of the company's service.

The injunction infant, as applied to railway service, was born during the Ann Arbor strike. Judge Taft was the father of the prodigy. The injunction at that time was to prevent the enginemen on connecting lines from refusing to handle cars tendered by the Ann Arbor. From that time on the injunction plasters have applied quite freely, and now if they can be used to prevent a man being discharged, they may result in some good to the "horny-handed sons of toil."

I know nothing of Mr. Ramsey, only what I have lately read in the dailies. There seems to be considerable slobbering over the achievements of the President of the Wabash. They tell a wonderful story of how once upon a time when he was the president, general manager and superintendent of a "dinkey" narrow gauge line 38 miles long, with only two engines and both off the track, he feloniously and with malice aforethought deliberately "swiped" an engine from another "dinkey" narrow gauge affair and pulled his engines on the track. I wonder if there were no ox teams in the country which his "dinkey" traversed. I can go that story two better in Michigan pine woods history.

Another story told of Mr. Ramsey is to the effect that he was on a number of occasions seen doing such "stunts as running ahead of a locomotive and spreading sand on o rail. This may

have been a revelation to Joseph Walton, the late coal king, but to the average railroad man who might have seen him, it would attract about as much attention as the imprint of a horseshoe on a muddy road.

If all the railroad men of our country who have run in front of locomotives and shoveled sand on the rail could be made presidents of railroads, I figure we would have not less than ten thousand presidents for each road.

Another past feat recorded of Joseph Ramsey, Jr., was his wading knee-deep in water in order to see if the track was in condition for a train that he was in the act of piloting. This last named "stunt" is a little out of the ordinary, but probably on this particular occasion the train and enginemen all had bad colds and were afraid of getting their feet wet.

As mentioned before, I do not know much about the personal habits of Mr. Ramsey, particularly regarding his treatment of the Wabash employees. I am in hopes to read that he was in the habit of going to the engineer and fireman, after a safe run over the road and shaking the grimy, oily hands of both, and thanking them for piloting him safely over the line. I am in hopes to hear that he has on various occasions ordered his special train sidetracked long enough for the engineer and fireboy to come into his car and get a "square." A story that the

rank and file would like to read is not often published because deeds as above described are about as scarce as "hen's teeth."

The stories of Ramsey, as far as I have read them, are tame, slobbering gush, and entitle him to no more credit than thousands of other men, who have no “pull," should have.

Years ago a light engine was sent out as first section of a fast express. The light engine broke both back tires and went off track, the fireman was slightly injured, while the engineer was knocked senseless to the deck. The fireman, with lights, started back to flag the express train following, and had gone only a few car lengths when he fell into an open cul