Full text of "The Railroad Man’s Magazine, Oct 1912"

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R^I LROAD 

MAN'S 

MAGAZINE 




OCTOBER 

PRICE 15 CENTS 





The fair skin 
of a Child 

is the 
foundation 
of 

Womanly 
Beauty 




A Word 

to Mothers 

The beauty and freshness of a 
child largely depends upon the 
condition of its skin, which is 
so tender and sensitive that only 
constant and unremitting care can 
keep it free from irritation. 

The first necessity and safe- 
guard in these matters is a soap 
that will act like balm upon the 
dainty skin, that soothes while it 
cleanses, is kind to the skin, and 
of a gentle emollient daintiness. 
No soap answers to this description 
so completely as 

Pears' 
Soap 

No soap is so comforting, so 
pure or so perfect in its hygienic 
influence. Bad soaps injure the 
skin and worry the child. Pears 
softens, preserves and beautifies. 

The skin of a child is kept sweet, 
w holesome and healthy, and retains 
its softness and beauty to later 
years by the regular use of Pears, 

The Great English Complexion Soap 



"All rights secured** 

Oh ALL SCENTED SOAPS PEAKS' OTTO OF ROSE IS THE li EST. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 




hew styles 



Victor-Victrola! 

Mahogany 



XI, $100 

or oak 




Victor- Victrola Nl X, $75 
Mahogany Jf or oak 

Other styles $15 to $200 




Victor- Victrola i J XIV, $150 

M ahogany or oak 



The greatest feature about these new instruments is the 
unequaled tone which has given the Victor-Victrola its 
supremacy among musical instruments. 

There's nothing new about that of course, for this 
wonderful tone characterizes every Victor-Victrola. 

The newness of these three instruments is in the design, 
and the improvements are really astonishing. 

More beautiful, more artistic, more complete— and with 
no increase in price. 

The greatest values ever offered in this 
greatest of all musical instruments. 

Any Victor dealer in any city in the world will gladly show 
you these instruments and play any music you wish to hear. 

Victor Talking Machine Co., Camden, N. J., U. S. A. 

Ilcrllnrr Gramophone Co.. Montreal, Canadian Distributors 



Always use Victor Machines with Victor Records 
and Victor Needles — the combination . There is 
no other way to get the unequaled Victor tone. 




Victor Victrola 



3 



New Victor Records are on sale at all dealers on the 28th of each month 



/ii aniwtrttw Iktmdvcrttecmcnl It it dctiratile thai you mcntinn Railiioad Man's Magazine. 



RAILROAD MAN'S MAGAZINE- ADVERTISING SECTION. 



Williams 





Shaving Stick 

Williams' Famous 
Shaving Stick, with 
all its rich, creamy, 
refreshing lather, in 
a new form that adds 
ease and comfort to 
the daily shave. 

The Holder Top enables you to grasp the stick firmly by the 
nickeled cap and to use it down to the last fraction of an inch 
without touching the soap with your fingers. And the stick will 
stand steady and upright, wherever you set it down. 



The 

familiar 

hinyed- 

covcr 

nickeled 

box 



Note the convenient 
sanitary hinged-cover 
nickeled box 



Three forms of the same good quality: 

Williams' Shaving Stick &td°B v o e * r 
Williams' Holder Top Shaving Stick 
Williams' Shaving Powder tetdSE 

A trial sample of either sent for 4 cents in stumps 

Address The J. B. Williams Co., Dept. A, Glastonbury, Conn. 
Maker* of Williams' Famous Shaving Slick 
Jersey Cream Toilet Soap. Ocntalaclic Tooth Powder. &c. 




Iii ansin rinij this tuIvrliKt'mcnt it In tlealrutitt' th'tt you mention BAILUOAP M*n'i> Magazine. 



RAILROAD MAN'S MAGAZINE 

CONTENTS FOR OCTOBER 



SERIALS. 

Drift, of the White Crow. Parti Jared L. Fuller .... 17 

Honk and Horace. Part IX Emmet F. Harte . . . 115 

Bea Berkeley '» ButterHy. Part V Holly Edwards .... 147 

SHORT STORIES. 

How Cooney Made the Border Edward T. Glynn ... 33 

The Old Man of the Desert Roy OToole 50 

Who'i Afraid? (Illustrated) Orlando Moore .... 61 

The Ugly Circle George Foxhall .... 75 

The Bi S . Brown Buckle Robert Fulkerson Hoffman 143 

Just One Life George Van Schaick . . 177 

ILLUSTRATED AND SPECIAL ARTICLES. 

Down the World's Steepest Grade. I Illustrated ) Frederick A. Talbot . . 1 

Why There's an I. C C. (Illustrated) John Walters .... 9 

Queen Mary Rides on a Hand-Car. (Illustrated) 39 

Value of Fire-Box Volume. I Illustrated) . ; 40 

Lumber Hog Just Skates Along. (Illustrated) 42 

How Time Is Made. (-Illustrated) C. H. Claudy .... 43 

The Tropic Boomer N. J. Paterson .... 55 

A Scrap-Heap of Hope 'Illustrated) Winthrop R. Elliott . . 67 

Thumb-Nail Sketches of Successful Railroad Men — John Graham Drew 73 

Jim Riley's Fantom Tank H. B. Craig 74 

San Diego's Palm-Tree Special. (Illustrated I 77 

A Wizard of Wrecks. i Illustrated I Richardson Davenport . . 78 

Daring Death on the Great Lakes Hugh C. Weir .... 83 

Observations of a Country Station-Agent. No. 53. (Illustrated) . . . J. E Smith 88 

The Romance of American Railroads. Part III. (Illustrated) . . . W.S.Wright .... 97 

"Toy" Railroads That Make Money. i Illustrated I Montgomery Ames . . . 109 

Oldest Living Hogger. I Illustrated I H.M.Lome 110 

Saving the Worker. (Illustrated) J. D. Nye 129 

Boat-Shaped Train Failed as Flier. i Illustrated I Peter Clay 139 

It Hadn't Been Busted "Third Trick" . . . . 140 

When the Train Broke in Three Charles S. Given . . . 141 

Robert Fulkerson Hoffman 142 

Guarding Uncle Sam's Private Train. (Illustrated i Franklin Fisher .... 161 

On a Testing Trip. (Illustrated) " Puffing Billy " . . . 167 

Women Hunt on Right-of-Way. (Illustrated) . . . ^ 173 

Runs Backward to Go Forward. (Illustrated) ■ 174 

Cumberland Valley's First Engine. I Illustrated I 175 

Moving a Bridge on Car- Trucks ( Illustrated ) 176 

Ties That Bind. ( 8.— Order of Railroad Telegraphers) Thaddeus S. Dayton . . 181 

VERSE AND DIVERSE. 

The Braky 's Song. (Poem) Gordon Seagrovc ... 66 

By the Light of the Lantern 1 24 

At the Ticket Window 159 

When Love Is Engines-. | Poem | Lydia M. Dunham O'Neil 160 

Spirit ol the Rail. (Poem) F. B Lovett 166 

MISCELLANEOUS. 

Old Cass Brown and the 283 Retire ... 8 I Curious Railroad Inventions 107 



Slaughter of the Buffalo 16 

Long Journeys Made by Plovers 54 

The Scot as a Railroader 60 

Horse-Power and Electricity 72 

Remarkable Records of Firemen .... 82 

Engines Were Saw-Mills 82 



Electricity for Freight Handling i 14 

Thirst Troubles of a Traveler 1 38 

Operating Cost of Pennsy Electric Engines . . 1 58 

Relics of James Watt Housed 186 

Origin of the Word "Engine" 186 

On the Editorial Carpet 1 87 



ISSUED MONTHLY BY THE FRANK A. MVNSEY COMPANY 
175 Fifth Avenue. Now York, and Temple House. Temple Avenue. E. C, London 

I -« A. Mum*. PtmUmi Rich.ui H. TirMmab-rox. EtocNUry. Ouunoruia It Fori. Trwunr 

Single Copies. 15c. Copj-rliht, ivis, by tim Pr«nk t, Mem... Comp.nT By the Year. S1.50 



CWcnrf a| i~i»r. Stflmlrr E, 1906, .11 ikt Ft* liffir., U X,,r Tm-lf, K. V., ..,J.r II- .Irf ,/ MMmN ./ U»rrh J, 




Advertising 

In the Munaey Magazines 



Line Kate 

MunBey'e Magazine J2.6G 
Tb» Argo»y 1-50 
The All-Story Magazine 1.00 
Railroad Man's Magazine 1.00 
18.00 

The Cavalier-? 1.00 Per Line 
A'oc. R.R. Man's Magazine Forms Close Sept. l'Jth. 



Special 
Combination 
Rale 
$5.65 
Leu 5% for 
Caih. 



THE PURPOSE OF 
THIS DEPARTMENT 

19 to quickly put the reader in touch with the 
newest needfuls for the home, office or farm — 
or person; to offer, or search out, an unusual 
business opportunity, or to suggest a service 
that may be performed satisfactorily through 
correspondence. It will pay a housewife or 
business man equally well to read these adver- 
tisements carefully. „„ Selc ^ „„„„,„.. u t: „ 

lAuf Irli. hair in aderrll— turrrinj-ily in 
tUt ■" ; ■■ i ' i - I 'r,-i'.'.... ■ itf Ihr U ■ -; 
i'utAviittvni. Afullfil anyfthtrr on rr^ueM. 



AGENTS & SALESMEN WANTED 

A largo well-kuow-n company about to spend $100.1100 
on n tremendous advertising campaign r.-<iuires the wrv- 
Ices of n bright man or woman in each town uml city. 
Tin- work is fiisy, pleasant and highly respectable and no 
previous experience is necessary. We will pay a good 
salary ami offer an unusual opportunity for advancement, 
to the person who can furnish good references. In addition 
in iiiis snlarv, we offer a Maxwell Automobile, a Ford Au- 
tomobile and over $300o in prizes to the representatives 
doing the -best work up to December 31. In your letter 
give age and references. Address: Ira B. Robinson, Ad- 
vertisiim Manager, 152 Med ford St., Boston. Mass. 



WANTED — MAN Hit WOMAN IN EACH COMMUNITY 
to aet as our reprcsenlative in a clean bona fide business, 
Selling our high grade hosiery, underwear and knitted 
neckwear direct to consumers. With our co-operation n 
good Income la assured without Interference with your 
regular occupation. Send at once for full plans and par- 
ticulars. IuhAL Sfl'i'LY Co., 503 Broadway, N. Y. City. 



AGEXTS — Handkerchiefs, Dress li Is. Carloton made 

$8.00 one afternoon; Mrs. Boswortb $25.00 in two days. 

Free samples. Credit. Stamp brings particulars. Free- 
port Mfg. Company. 51 Main St., Brooklyn, X. Y. 



MOW SI'lT OFFElt. Send name and address for won- 
derful suit oiler and outfit to start, samples, styles, etc. 
We want live agents. Can make $1,000 to $2,000 a year. 
All business your territory turned over to you. We pay 
all express charges. Only one suit offer in your town. 
If vou want a suit write quick In-fore someone else gets 
prize. Parauqx Tailoring Co.. Dept. 1107. Chicago. HI. 

YOl'It SALES GUARANTEED. Free trial otter to 
hustlers. Men buy on sight. Only device that sclent lli- 
enllv Hones and Strops a iy razor — old style or safely. 
Gives correct diagonal stroke. Famous Rublrundmu Hon- 
ing Strop in every machine. Sold on money-back guar- 
antee. 100 |s-r cent prollt. Write quick for particulars. 
Siil— Manager, 705 Victor BUIg- Canton. Ohio. 



400 PER CENT PROFIT— C.I.I HI NO CASTERS— SLEW 
Invention. No rollers. Homes buy fi to -lo .sets. frotolfl 
5" to 5"0. Anyone cao attach. Noiseless. Won't 
scratch Moors. Save enrpets and furniture- Set costs 3e. 
Sell- Hie. to 25c. Exclusive territory. Samples 4c. 

EvEucuii- Castes Co.. 20E Warren St.. XT. Y. 



WE FI KNISH YOl" CAPITAL to run a profitable busi- 
ness of your own. Become our local representative and sell 
guaranteed sweaters, shirts, neckties, underwear ami ho- 
siery direct from our factories to the homes. Write. STEAD- 
FAST Mills, Dcpt 18. Colioes, X. T 



AGENTS — GENERAL AGENTS. HANDLE NEW IX- 
ventlOn — Dome Beauty and Massage Machine. Mad,, of 
genuine aluminum and red rubber. Every woman buys. 
Great nrtloli — splendid profits. McGrath. N. Y., averages 
$54 weekly. Heed. Idaho, made $78 one week. lord. W. 
Vn., made so first hour. Write to-day for special proimsl- 
Hon. QtKKX Mro. Co.. 1137 Nashy BIdg.. Toled o. Ohio. 

STREETMEN and Boys to sell Taft, Wilson and 
Teddy Embossed Cold and Silver plated Campaign Fobs. 
Sell for 10c and 15c. 100 per cent profit. Go-getters 
answer. Tittmax Jt lll'.RR. Dept. .1. 2l»l Cmull St .. N. Y. 



Agents can sell our Sun Ray Incandescent Kerosene Man 
lie Burners to everybody using lamps. Will sell 01 sight . 
New 1012 Model loo candle power. Fit all lamps. Ten 
limes brighter than gas. Write for catalog and free par 
tleulars. SiMft.BX GAsl.ionT Co.. Dent. M. New York City. 

Agents make itionnouH profit handling our qulck-sellltig 
Imis.rted Oriental staples and novelties. Never been adver- 
tised. Reorders. Exclusive territory. Write for particular* 
and price list. Shaw Ka<iematz Co.. Box S2». Portland. Ore. 

AGENTS — Xew "Colonial" 10-ploco Aluminum Set. Op- 
portunllv unparalleled, Trust prices smashed. A rortuie 
for you In the next six months, lloiiseUecpcrs Wild over 

it — ion'l delay. Dundee Mfg. Co.. Factory M, Chnuncy St.. 
Boston. Muss. 



AGENTS & SALESMEN WANTED 



WEAK THE sWEI.I.EST SUIT IN Yol'K TOWN 
MAI IF TO YOUR EXACT MEASURE, from your 
Choice of cloth and styles. It need 4iot cost 3*ou a dollai 
Be our representative. Make $10 a day showing your 
suit — tuking orders at $7.50 and up. Prices so low — 
profits so big — confidential terms so lllierul — -we can 
explain only In a letter. No money or experience re* 
quired. We back you with our capital — teach you every- 
thing — give yon Big Outfit Free. If you want Exclu- 
sive Agency in your town, write quick. Get the whole 
proposition, outfit and everything — ahsolutely free, cin- 
t'Auo W001-ES Mills Co., 830 Jackson St., Chicago. 



WANTED — AGENTS TO SELL PRINTERS, ENGI- 
NEERS, MOTORMEN, anybody who wants clean hands, 
I'onco. the Perfect Hand Soap and Household Cleanser. 
Let anybody try a sample and you make a quick gall 
Add twelve dollars per week easily to your income. 
We want hustling representatives in every shop. En- 
close ten cents for n full-sized can and particular*. 
Address Box D, The J. T. Rouertson Company. 
Manchester, Conn. 



LIVE AGENTS TO SELL AITOMOBI1.E TIRE 
REPAIR KIT that will mend a puncture permanently In 
one minute. No charge for sample if reference is satisfac- 
tory. Write for full particulars and territory wanted to 
W. G. Dunham. 1S47 caton Ave.. Brooklyn. X. Y. 



AGENTS — $50 WEEKLY. We manufacture the best needle 
case made; a wonderful seller; 200c.' e to 500% profit: talk- 
lug unnecessary; our "Trust Scheme" Envelopes do the 
work; general agents can make $100 weekly; particulars 
free, or send 10c for a 25c sample containing 115 needles. 
Patv Xeeiii.e Co.. 203 Union Sq.. Somervllle, Mass. 



GREAT SELLER; 1813 NOVELTY FORTUNE Tell 
Ing Chart "Trlplicltti" ; a party game: anyone tells for- 
tunes correctly: exclusive territory: retails 50c.: $1.00i 
send us trlnl order: money returned If unsatisfactory. 
FoRTUKA Sales Co.. 7 W. Bath St.. New York. 



AGENTS LOOK— Sell the French Egg Beater. Just out. 
Greatest seller known. Beats any mixture. 1»0 per cent 
profit. Write to-day for exclusive territory. Best |>m|»- 
sltlon on the market. Address: The Great Western Supply 

Co., Cleveland, o. 



GAS JET HEATER — BOTH SEXES— GET BUSY. 
High cost of coal creates great demand, sample outfit 
supplied. Dallv profit $5 upward. Lot us prove it. SEEM 
MFC. Co.. 03 Kendo St.. Xew York. 



WANTEH I.11CAI. nit TRAVELING SALESMEN mak- 
ing small towns, to handle our new, attractive, 1 ket 

sideline. Quick shipments, prompt commissions, no col- 
lecting. State territory covered. For particular- addrcs>. 
Peerless Mro. Co.. 210 Slgid St.. Chicago. 111. 

HCSTLERS ARE MAKING BIG MONEY with the 
Fuller — the best and quickest selling line or sanitary 
household brushes made. Write now — we'll help you win. 
Catalog free. Sample outfit. Fuller Brush Co.. 25 lloudlcy 
I'lnre. Hartford. Conn. : We s tern Branch. Wichita, Kan. 

MEN WAXTED TO SHOW SAMPLES OF STRICTLY 
all woo! union made clothing to their friends and 
take orders for real luorchmit tailored garments, not 

tli 11 11 kind, but the clothes •'that make the 

man." Experience unnecessary. Popular prices. Wrlie 
Immediately for advance sample outfit, also full par 
tleulnnt regarding elegant dealer's outlil free. Li:l> 
Tailohini. Co.. in So. 5th Ave.. Chlcngo. III. 



LIVE AGENTS WAXTED— HUSTLERS Tl • HANDLE 
our attractive combination packages of soap and toilet 
articles with valuable premiums. one Michigan agent 
made SC". In 47 hours, another $21 lu S hours, another 
$22,511 In 10 hours. Established over 10 years. Write 
to-, lav. Davis Soao Works. 200 Davis BIdg.. C hicago. Ill 



Free sample goes with first letter. Something new. Every 
firm wants It. Orders from $1 to $100. Nice, pleasant busi- 
ness. Big demand everywhere. Write at once for free sample 
ami particulars. Metafile Soles Co.. 413 X. Clark St. Chicago. 



In antveriao any ailicrtliement on this page it is desirable that you mention Railroad Man's M^OAiirta. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 



AGENTS & SALESMEN WANTED 

— Continued 

AGENTS — For BIGGER MONEY TRY 111. II'/. THE 
wonderful new polishing cloth. Cleans all metals a new 

way — Ilk.' "Blflltning," Works like magic. Sells DO 
Bight. Everybody wauls It. It you want to make *S to 
a day, sell Blitz. No matter what you are selling or 
huw rouCh you ate malting, lake BUM tOO nnrt'muke more. 
Agents outlH postpaid for 25e. with full Instructions ami 
ri'irelpl good for 25c. on ilrst purchase. Write to-day. Ar- 
lirus Spkitai.tiks Co.. Dept. 188, Auburn, .V. Y. 



GREAT SUIT OFFER. Will.- us for startling "iter on 
a suit for yourself, and outfit of samples, styles, etc. Only 
one suit offer hi your town. We want you for agent so we 
can turn ovw all orders In territory to you. You get big busi- 
ness and easy money. Even new agents make Stft a week. 
If you want great -nit offer write today or someone may get 
in tirst. American Woolen Mills Co., Dept. 1H17. Chicago. 



I WILL START YOU EARNING M DAILY AT ROME 
In spare lime, silvering mirrors. No capital. Anyone can do 
the work. Seed for free instructive booklet, giving plans 
of operation. G. F. Redmond. Dept. B. Boston, Mass. 



AGENTS CAN MAKE o"IK", PROFIT handling our 
Gold Window Letters. Novelty Signs, und Changeable 
Signs. Soil varieties. Unlimited demand. Catalogue free. 
Sullivan Co., 1232 Van Rnren St., Chicago, III. 



AGENTS — PORTRAITS 3Sc. FRAMES 13c. SHEET 

PICTURES le. Stereos,- s 25c. Views le 80 days' 

credit. Samples ami raining free. CONSOLIDATED POB- 
Co.. Dept. 11P6. 1027 W. Adams St., Chicago. 



HELP WANTED 



YOUNG MAN. would you accept and wear a One tailor- 
made suit just for showing it to your frleuds'i Or a Slipoa 
Raincoat free? Could you use !fr. a day lor a little spare 
time? Perhaps we ean give you a steady Job. Write at 
on.-.- and get beautiful samples, styles and this wonderful 
offer. Bannkk Taii.oimni; Company. Dept. hsk. rhieago. 



BE A DETECTIVE: 111(1 WAGES. SEE TIM'. WORLD. 
Write Johnson's DEFECTIVE Tl'.AlNINO CoalcKsi'oNDl:N<'i; 
School, 935 Houseman Block, Grand Rapids, Mich. 



AUTHORS-MANUSCRIPTS 



AUTHORS— FOB 1~> YEARS I HAVE EDITED, 
CrltiClBed and sold authors' matins, -rlpts. 1 ean dispose 
of salable work. Send 2c stamp for Writer* Aid leaflet A. 

It will help you. Books published. Helen Nome. 

IIai.sev, Herald Square Hotel, New Yurk City. 

AUTOMOBILE S & MOTORCYCLES 

Automobile anil Motorcycle Bargains — Every make: 
Every model! Runabouts. Racy Roadsters, Large Tourinc 
Curs.' Sod upward. Freight prepaid. Guaranteed live years: 
Endless variety Motorcycles $20 upward. Diamond, Good- 
rich and oilier standard make Automobile and Motorcycle 
Tires 75 'A reductions. Write today for prices and litera- 
ture A C. C A.. Dept. 2li. 17C!I B'way. New York City. 



BUSINESS & CORRESPONDENCE 
SCHOOLS 



GOVERNMENT POSITIONS PAX BIG MONEY. E.\ 
amlmitions everywhere soon. Get prepared by former 
r s civil Service Examiner. Write for free booklet. 
Pnterson Civil Service School, Box 1223. Rochester. X. Y. 

MEN AND WOMEN wanted for Government Positions, 
sso month. Thousands of appointments coming. Write 
for Tree list of all positions open. Fiunki.in Institute. 
Dept. F2. Rochester. X. V. 

WE Tit UN DETECTIVES. Y(lC CAN BE ONE. Many 
01,.. nings. Barn *I00 to $300 monthly. This fascinating pro- 
fession taught practically and scientifically by mail. Low 
cost American School of Criminology, Dept. R. Detroit, Mich. 



TELEGRAPHY 



TELEGRAPHY — MOUSE AND WIRE .ESS— Railway 
Accounting (Station Agency) taught quickly. It. I. Dis- 
patchers" and Wesiern Union Wires and complete Wireless 
Slntion in school. Splendid opportunities. Graduates as- 
sisted. Living expenses low— may be earned. Largest and 
oldest school — established 88 years. Investment »-.>.- 
000.00, Correspondence curses also. Catalog Free. 
Dodge's Telegraph .* Ry. Institute 0th St.. Valparaiso. Ind. 



AGENTS & SALESMEN WANTED 

— Co?ilinued 



WE PAY YoC .f2.no aaayuiiUextrallberulcommlBslomi 
to take orders for toilet preparations. Rogers silverware. 

fountain pens, razors, novelties ami fully gnarant 1 Jew 

elry. You make sales at sight, giving your customers choice 
of many valuable premiums. We give you extra catalogs, 
allow credit, and share with you the prolils on cftCb 61 
your orders. We offer agents the biggest money-making 
proposition in America. Now is also the best season to sell 
our big. new line of fully guaranteed holiday goods, bcanti 
fully illustrated In expensive large catalog free to agents. 
Write today. 11est.Mi i:. Co., 50 Ontario St.. Providence, Ic. I 



AGENTS make big money selling our new gold letters for 
office windows, store fronts and glass signs. Any one can 
pat them on. Write to'lav for free sample and full particu- 
lars. Metallic Sign Letter Co., 413 N. Clark St.. Chicago 



AGENTS OUT PARTK'I LAItS of ONE OF the bps I 
paving proposilbeis ever put on the market. Something no 

one else sells. Can make $t yearly. E. M. Fei.tman. 

Sales Manager. (113 -1 Sycamore St.. Cincinnati. Ohio. 

500% PROFIT. Your opportunity. Act noir. Buyers 
everywhere for our U. S. Fire Extinguisher. Low cost. Fast 
seller. Sure prolils. Exclusive territory. District Managers 
wanted. I'MTED Ml'O. Co., 1133 Jefferson. Toledo, old... 



AGENTS — ONE CENT INVESTED IN A POSTAL 
CARD will bring you a $33 to $»)(> a week proposition. 
American Aluminum Co., Div. 077, Lemont, Illinois. 



$1()0 MONTHLY AND EXPENSES TO TRUSTWORTHY 
MEN AND WOMEN to travel and distribute samples 
big manufacturer. Steady work. S. Si iiekieb. Treas.. 
(I. W.. Chicago. 



PHOTOGRAPHY 



POLLARD finishing develops wonderfully clear, sharp de- 
tail in your negatives. One Srcxposnre film developed tree to 
new customers Willi individual advice. Sample- print, prices, 
booklet "Film Faults." free for 2c. C. A. Pollard. Lynn, Mass. 

DEVELOPING— PRINTING — ENLARGING. EXPERT 
work. Developing 10c. a roll, all sizes. Printing 3c. up. 
Send one roll to be developed free to new customers. 
GttAY's Photo House. Gloucester, Mass.. Dept. I. 



TYPEWRITERS 



Genuine typewriter bargains; no mutter what make, will 
quote you UrtVwit prices and easiest terms, or rent. all<»w- 
Ibg rental on prtce. Write for big bargain list and cata- 
logue 16, 1- .1. Pealmily. 278 Devonshire St.. Boston. Muss. 



LOOSE LEAF DEVICES 



Everybody slmnld .-arry a 1.0080 Lt-:tl' Memo, Book. Why'/ 
Becftose it is economic. Send 25c for a siimple book, with 
Oenuine Leather covers and 50 sheets. Nam-' on cover in 
gold ISC extra. Looseleaf li«M.k Co.. 81 E. 125th St.. X. Y. 



OLD GOLD 



WE PAY $1 PER SET FOR OLD FALSE TEETH, 
did gold, silver and jewelry bought. Money sent nt once. 
Mall yours to-day. PllIl.Aiuii.rlilA SMEt.Tlxc. & REF1NIN0 
Co.. si i Chestnut St., Philadelphia. Pa. Est. 20 years. 



REAL ESTATE -FARM LANDS 

MISSOURI 



TIMHEi; lands • eivesi m . small farms ror homes. 

Tlie most healthful and Invlgoraling climate In the United 
States. No swamps; pure water. Certain increase on In- 
vestment, sure returns from farms. THE Faumkns 
RKAt Estate Co.. Eminence, Mo. ' 



RAZORS & SAFETY RAZOR BLADES 



SAFETY RAZOR BLADES SHARPENED BETTER 
THAN NEW. with our Ijltest Improved Automatic. Power 
Stropping Machine, for 2c. each. Keen Edge Guaranteed. 
Electro Sharpening Co.. -211 Ulfaycttc St.. Detroit. Midi. 



FOR THE LAME 



THE PERFECTION EXTENSION SHOE for any person 

with short limb. No more unsightly cork soles. Irons. 

etc., needed. Worn with rcudy-iniidc shoes. Shipped on irlal. 
Write for booklet. Hknbv It. I.otz. 313 Third Ave.. N. Y. 



In ant to- ring any a(tvcrttecmcnt on Ihie page II In tatratU f*af poll mention RAtt.noAn Man's Maoazine. 



RAILROAD MAX'S MAGAZINE— ADVERTISING SECTION. 



MUSIC AND SHEET MUSIC 


PATENT ATTORNEYS 


BIG MONEY WRITING SONGS. HUNDREDS OK 
lml.l.AliS HAVE BEEN MAI'E liy wrln-rs .if sucpssful 
words or rooslc. Past exporli-iirr unn.'.'fKPnry. Send ub your 
-.me poems, witb or without music or write for free par- 
ii.ulnrs. Acceptance guaranteed. If available, by largest 
nabttabera in Washington — only place to secure copyright, 
il kirkm. llugd.-ile company. Dept. 12. Washington. D.r. 


PATENT YOIB IDEAS. *U,WO OFFERED FOR 
CERTAIN INVENTIONS. Hook '-• How to Obtain a 
Patent " and " What to Inveot " sent free. Send rough 
sketch for free report as to patentability. Patents Obtained 
or l'li- Returnnl. np advertise your patent for sale at 
our expense. Established 10 years. Address Ciiaxpleh 
A.- Chaxpuer. Patent Attys., 1040 F St., Washington. D. i\ 


SONG POEMS WANTED— OI'I'ORTITNITV FOR Sur- 
. tm by our New plan. Songs published If accepted. We 
far l.i'p profits Send words or music WashlnKton best 
. ity to publlsn. Book Free. H* worth Music Pen. Co., 
" UG. Washington, D. C. 


PATENT SECURED OR FEE RETURNED. SEND 
SKETCH for free report as to patentability. Guide Book 

Drift '/, tmftmt with ■, n 1 i ' J . Hat ,■" ]».-.■■ tPonlml 

8*'Dl free. One Million Dollars offered for one Invention. Pat- 
ents secured by us advertised Tree In World's ProgresK ; 
sample free. Victor J. Evaxb & Co.. Washington, D. C. 


SONG WRITERS, Poem Writers, <;©miHisere, send os 
rour manuscripts today. Prompt publication IT acceptable. No 
rHroefience ueeessary. Successful writers make big money. 
P. J. nowLET Music Co., 102 W. 42d Street, New York. 


PATENTS THAT PROTECT AND PAT. BOOKS FREE. 
Hlght'sT references; best results. Send for list vf Inven- 
tlonB Wuu ted. Patents advertised free. Send sketch' or 
model for free search. Watson E. Colkmin, Patent Law- 
yer. 622 F Street, Washington, D. 0. 


MOTION rTClUKc. rLAYo 


STAMPS AND RARE COINS 


MOTION PI^TITRE PI.AYS WANTED. You can write 
them. We teach you by mail. No experience need.il. Big 
demand and good pay. Details free. Associated Motion 
Picti'bk ScnooLi*. GOO Sheridan Rd.. ''hit-ago. 


$7.7f. paid for rare date 1S53 Quarters. $20 for n $U. 
Keep all money dated before 1884, and send lOe at oni-e for 
New Illustrated Coin Valoe Book, 4x7. It may nienn your 
fortune. Clark .v Co., Coin Dealers, Box 03, I Roy. N. V. 


LEGAL 


ESTATES SETTLED. CI-AMS COLLECTED. Fifteen 
years - successful experience. Pay us out or what we make 
you. Expert legal service in foreigo countries. References 
Dest. Spcllnian& Smith, ("number of Commerce Bidg.. Chicago. 


13-00 PAID FOR THE RARE CENT OF lSr.fi, (29.00 
for the rare silver dollar of 18SS. Keep money il«t«-<l 
before ISO**, and sen<l 10 cents for new coin value book. 
A. H. Krai-s. 220 Krnus Bidg., Milwaukee, Wis. 



v ^WAl-^?iRH« »' '/ill l" c COSt-IN SOLID GOLD RINGS 



IDIANIQNI 



Stand acid teat and expert examination. Wa 
guarantee them, See Iheaa Aral — then pay. 
Special Offer — lit Tiffany riiiff 1 ot *i-98. 
Gent- 'line 1 rt. t«9«. IA Slnd l et. »a.B6. 
| Sent CCD. for tnapectlon, Catalog FREE, *bowe 
(nil line. I*atenl Hoc cauce Include.!, \tc Tmr 
RariKlaCo., Pent. 412 Lrland A Itoier St., Chleairo 




NOW PHOPHItTOR 

REPAIR SHOP W 



now running my" own j 
ifpnir «hop— maViiic money. I 
Started wnbotii capita) or any I 
previous knowledge of auto- 1 
mobile*, l.onincd with Dyke's | 

Mobil. -v-rtM Cio 
jny iiart tbruuti*— t »i j 
■ . 1 i Plan. 
The ItW »t mr i 

I* -hot ptm—metuml proo/t. 
-— r-i 



Would You Give $12 to Learn the 



Aiitn Tra-tia*? If vve i''"' ve *<> yon *h»t we "have 
AUIQ 1 rdae . started hundreds of others into the 
repair business and a* chauffeurs— who had no pre- 
vious experience and who knewnonioreaboutanauto 
than yon do ripht now— will you enroll? Of course you 
would. Now the next tiling for you to do is to 
write me just as quick as possible and let roe prove it. 

Oar System of Teaching by Mail With Working Models 

ll aamethlue new. We dm rW one*— not Ju-I one but jlee. We arc 
Die t n,.t u u.>r* ot the tyelem of tearliln^ by malt with model*. We al»u 
uie charts — 175 of them and a [■■.•■• manikin. <>»r 40 liiBtnirtlouit 
ami RenBirman'n tnetrnrtlnnp mrr *lm|illr1ty Itielf— simple an A DC. 

"e ran •» Iborouichlj train y»n lli-t yon ran ojien a repair ehop or 
drlre a r>r and make many times mm* than yon ar* maklnr now. 
Don'l foruet, wc help jmi net ynnr start with out i'V^w™/ 1'lan, it 
you want It. 

R A. 1ak1>. « locomotive enclneer on the Wabash, does aiilo 
work when at horn*, and will soon no Into the snlo rapalr 
bnalnew- for good. 

II. H. Pewins and S. T. Blavbark. boib Rradaatas, are now 
proprletois of the Tlaaa Usr*Re, at Wootlblne, low*. 

(Jen. II. It aid win, of Winnipeg-, i'auadn. la dotnic rapalr 

work at >i ol aiilo owner*. 

1*1 ns jmi liiindreds of others. 

tVKITK TODAY K<»R S-'ltKI' HOOK and lei M >how you 

the opporlunliles lit this Cr*at ludiistry. 

DYKE'S CORRESPONDENCE SCHOOL OF MOTORING 
Ilox -I, Rot- IliiUtlliig. HI. LoulH. No. 

A. L. Dyke orlclnate.1 ihr Brat auto supply l>ualua»s in Amerlo* and 
pabiuhed tl*e disl nook on autoa. 



Profitable Poultry Raising 



Ton can't learu mareaafnl poultry railing from a mere book ; you must 
be folded by experts who know and who are now lalalog poulu \ lot 
I profit. This instrociien will be inven you In the I. C. 8. Course of , 
\ Profitable Ponltrr ItaUiuC. To learn how the I. C. S. can teach 
. /^3»t home the tdence of practical, profitable poultry raising. , 
*^ *fl write today for free dfacrf ptive folder. - t]_ 
International Correspondence Schooia \^ 
Box 1003 P Scran ton. Pa. 





4!i 




"HELP 
WANTED 1 



Railway Mail Clerk*, 

Po»toffice Clerks, 
City Mail Carriers, 
Clerks in the Government 
Offices at Washington, D. C. 

Thousands of appointments coming 

8 0025 to $18002.° aYear 

for LIFE/ 

No " layoffs " without pay, because of strikes, financial 
flurries or the whims of some petly boss. Excellent 
opportunities lor quick advancemeat to Higher! 
Government Positions. If you want tmme- _^a»^^ SEND 
diate appointment, send TODAY lor our COUPON 
schedule showine locations and dales of BELOW 
the coming examinations. Any delay 

s »"!>^™hklin institute 

for examimnon. OtPT. El 10. ROCHESTER, H.Y. 

„, _ The coupon, filled out «a directed, 

V e y r 'P"* ^^entitlej tliesender 10 Inc rample ques- 
Candidatcs ^^^tion!; a free copy of our book, "GoTernment 
Free, ^^^^ Positions and How lo Obtain Them." and to 
consideration for Free Coaching for the examina- 
tion here checked. 

COUPON 



.-ltallw 



) Mall Clerk [JSOu to |U00] 



..I'oatorOce riert 
..fo.mffii* Carrier 
..Kural Mall Carrier 
..B.H.kkeeper 
..Cii.tcmie Pnaltlona 

Name 

A4drvM 

DM 0,it Iflbn yom f«*e ff. 



SftOO to »lXOD 
$600 to 1 1 100 

1900 to nsoo 

»M0 to 



..Internal Uerenue |«:m tu SltiOQ/ 
..Htenocrapher In «ir.oo 

..Clerk In lb* Pepartmaiil* at 

Vaablacto* [»roo to naooj 

..Canadian Ooveni' 

ment Poaltlona 



Writ* plfliaff. 



. F 110 



In atiawtring any advertitct/utit on (All page it U desirable that you mention IUilhoad MaWb Maoazimb. 



RAILROAD MAX'S MAGAZINE— ADVERTISING SECTION. 



a 



AND YOU KEEPtTl riKI 

this 17 jewelLLVIIIt 



GUARANTEED 25 YEAR.T 




STEVE HARRIS, Pres. 



Says:— Be for* yon boy 
any Watch I wul yoa to 
■•0 tbU Thln-Bodcl 17- 
Jewel Klgio. lt«thelate*t 
and tin. -iii product of the 
fclffln Factory. 



We want to Send You 

this Magnificent 16 size, Thin 
Model 17- Jewel Elgin, fully Ad- 
justed to Temperature, Isochro- 
nism and Three Positions, Com- 
plete with fine Double Strata Gold 
Case, Guaranteed 25 Years on 

30 Days Free Trial 

And if you don't say this is the biggest Elgin Watch 5^*^" Guaranteed 

bantam you ever Baw, send it back at our expense. If you wish to keep For 25 YEARS 

it, the way is easy. Pay us only $3.00, and the rest in similar amounts each month. No interest 
—no security — just common honesty among: men. We want you to Bee for yourself that this fine 
Elgin is better than other Watches costing: twice or three times as much. 

Send for Our Free Catalog , Write * oda y g» particu- 

——. __ ___^_ lara and we wul send you 

WATCH AND DIAMOND BOOK, also our book called " Factsy*. _BunC '_' _or_aU about 




OUR NEW FREE 

the watch business, both at home and abroad. 
Write today. Doit now and get posted. 

^^■^"^■■■Hi llooif Tint Soil. More Ebln W.tcht! Tbu Any Ol»«r FIra la the World. 



HARRIS-GOAR CO. Dept. 575 KANSAS CITY, MO. 




BE A SALESMAN 



Do You Want a Good Poiition Where You Can Earn 
From $1,000 to $5,000 a Year and Expentet? 

There are hundreds of such positions 
now o. en. No former experience as a 
Salesman required to get one of them. If 
ynu want to enter the world's best paying 
profession our Free Employment Bureau 
will assist you to secure a position where 
you can earn (rood wages while you are 
learning Practical Salesmanship, Write to- 
day for full particulars: list of good open- 
lugs and testimonial letters from hundreds 
of our students for whom we have recently 
secured good positions paying from $100 to 
$600 a month and expenses. 

Address nearest office. Dept. 102 



Nationals alesmen's Training Association 



Chieaco, New York, Kansas City, 
Seattle, New Orleans. Toronto. 



BE A WATCHMAKER 



Watchmakers and all 'round Jewelers 
repairers — in demand now. Six months 
conrse fits you for a position — earn while 
vein learn loo ! Write {ox free book — it explains all. 

Stone's School of Watchmaking 




900 Globe Building 



Si. Paul. Minn. 



Learn Electric Signalling 

At Home— By Mail 

A splendid prof..,- 
Bion. Great oppor- 
tunity, liia (lemniiri 
. . ,, by railroads for aiir- 
i ni-r-rli><1 all the ttme to fill vacant 



nnl enjrineora More 
position*. You can k 



t position while leaminK 
SI. BOO TO $4300 PER YEAR 

Rapid udvnnce-H-iit from the first. Easy to [cam. Takes 
but rihort lime. Write today for free booklets. Do not 
put thin oir. Speiial mTors t<> now punlents. 
!>■ ■purtmcMitof Signaling. H-»k 11"'. I' 1 ' * ^-M. Chicago 




Agents 



\ Make 
Every 
Week 



AND 
MORE 

SELLING NEVER FAIL AUTOMATIC RAZOR SHARPENER 



$ 45 _i $ 90 



ALL OR Sl'AltK XI MK— Actual K*t* 
Slicnt— ino-t PROFIT AND HORR— 8 
the Flail «n*l th- (Son Is and Will (irm 
YOU CAN IIANDLK— WRITK TO PAY 



fence Not Necessary— £e)U On 
Ike Out tor Yonrneir — I've (lot 
You A I.I. THK TERRITORY 
knd 0>t In on tbe Ground 



Floor oftlip Spiling I'rniMtxit Ion ol'tliP Hny. A I'oiltlva 
Automatic Razor Stint -jn-nei — A lisnliii ply ti nil r« lit npd, 

THE ONLY MACHINE MADE THAT HONES AND 
STROPS ANY RAZOR - OLD STYLE OR SAFETY 



In fnrt, lite \ I \ I K I \ I I 1, 

the Only Snrxeurnl Intention of 
11- Kind on the Uttt-Lpl. Deve'. 
oped to th-> Hlxbest O^xree of 
Efflrlenry. HlEbrst IWIWr tirade 
Material* and Conntrnctfoti, Rnllrr 
llntrlnj-a — Remarkably Kn*y 
Hiinner. Accural", Automatic 10 
Hie Limit. A Keen, 
Velvety. Superb tfliav 
li>« Kdse EVERY 
TIMK Yon L'se Ihe 
NKVKR KAIL You 



i*l Co Wr 



S T It A 1 (1 II T- 
K O II W A It It N . 
T II K - S O, V A It K 

IVopOHilil.lt. 

Ii*m a Winner! AOtl 

l-.-e. 4;it \\ll HtFi: HHTIM Y<. M*K< I % 

I IUHM 'CTOItY l»l,A*' sunt* Yon. 



Il'a Ilie Cnnntal and Ktrepdunal 
Opportunity nt a LIMIine to 
MAKE MONEY — Mil JlHNEY — 
It K A I, M O X K V. It's the Op- 
potttthltj KOII VII I . Tout 
Ability TO SELL I know Equals 
thai of Irrlnn, Iowa, who soli] 13 
Sharpeners first d»y| K r d w n , 
H a < n ., who sold M 
tlrst trip out; Haghj, 
Tx., who placed 2d 
or>ler within lo days, 
Intftliiij; over 200 ma- 
chines; and huiiiln-ils 
ot otliera Just an suc- 
eesBfuL A mlnulr'a 
dc nninatriKion and 
SALE IS HA HE. 
fkot KTnwl All in caiu, iiothlnic to 
M. 



t I 0(1.00 IIKW AHO 

Pnf any llaxor — old 
style or Mfaty — that 
t-ail'l ht* sharppnedand 
kfpt In be*l of rendl- 
Hon i.n iim Kner Fall, 
piovlilrd tin? blade 
'loe.iriueeitcrliidlnj: 



and set 
•r with 
SKI IIKTMIY 



SEND NO M0NEY^:;n;!„'r'",T" *"""""" 

l 111 l I 111 V I OFFICR— liivo»ilg»IB. 

THE NEVER FAIL CO. 
1421 Colton Bldg. TOLEDO, OHIO 



In answering any advhriiltincnt on this page H i> tteHrat/te that ynu mention Hailuoad Man's Marazind. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 




One of our IS Styles 



Rock -Bottom! 

Yes, Rock-Bottom 
Prices — the most \\ 
astounding prices ever 
offered on pianos of un- 
excelled quality. You 
will be amazed at the 
direct- from - the-f actory 
prices on the well-known 
wing Piano. Wo will posi- 
tively nave you from SIM to 
8250. We oiler to convince 
the purchaser by shipping 
yonr choice of n piano on 
approval, nil freight pre- 
paid, no money down— ab- 
solutely free trial — a four 
weeks' free trial. Remem- 
Imt; all freight rhnrgpa 
prepaid, no mntter 
whether you keep the planner not. Don't docldoupon a 
;■.!<■■. uutil you at ]•..-.; . nvfictigated tho Wing offer. 

Every Discount Goes DirectTo You, Including 
Special Discount to Railroad Men 

The Wing Piano stands alone— sold direct from the fac- 
tory— tho only one sold direct from an exclusive piano 
factory u it bout going through the hands of a single mid- 
dleman. When you buy a Wing Piano you pay no sales- 
men's, dealers' -or middlemen's profits. You pay no com- 
missions to music teachers and supposedly disinterested 
fflendft We cut out all middlemen and you put the dis- 
counts in your own pocket. 

Wrlfo Nnur f° r "The Book of Complete Infor- 
VV me n«W mation About Piano." sent FREE 

and post paid to those who write at once. The Now York 
World says, "A book of educational interest everyone 
should own." This book (V& pages) tells about material, 
manufacture, assembling, patented devices and what they 
do, all aboat eoundtroard, action. casr. in fact vvny detail connected 
with the production of a fino. tiijrh-irrnde piano. You will he astonished 
nt the amount of information about piano quality nnd niunu prices, and 
how to avoid tho daCBpoOZM of piano saVsmrn. With thin book we send 
our direct-from-the-fnetory prices on Wins Pianos. Wo will also MM 
our beautiful Wins cntaloc. showing art stylos of V ins I'mnoo and lull 
particulars of our >■:-.■ offer. Don t delay— write cow, today. 

WING & SON (Est. 1868) 

Wing Bldg.. 9th Ave. & 13lh St., Dept. 1107. He« York. N.Y. 



DESIGNING for WOMEN 

A congenial and profitable occupation, A big 
demand everywhere. You can learn af home to bean 
expert designer. Names of successful graduates 
given on request. For full information, without 
obligation, write today. 

International Correspondence Schools 
Box 1003 F Scranton. Pa. 



VENTRILOQUISM 

ALMOST ANYONE CAN LEARN IT AT HOME 

This is no special gift as you have supposed, 
but an art. I have taught thousands in all 
parts of the world. Cost small. Send to-day 
2 cent stamp for particulars and proofs. 

O. A. SMITH. Room W 160—823 Bicelow Sr., PEORIAJLl. 



XJ-8 
^positions' 

Are World Wide 



U. S. Civil Service positions offer many opportunities 
for advancement and success. Not only at home 
but abroad. Occupations ore many, well paid and life- 
long. If you are an American over IS and can read and 
write you can qualify at home to pass any Civil Service 
examination tlirough I. C. S. help. Names given. 





The Deaf Can 

HEAR 

distinctly eveiy sound — even whisp- 
ers do not escape them when they are 
properly assisted. Deafness is due 
to the ear drums from some cause be- 
coming defective. I offer you the same 
hope of hearing as you have of seeing 
from the oculist who supplies glasses to 
help your eyesight — for I apply the same 
common sense principle in my method of 
restoring hearing. The weakened or 
impaired parts must be reinforced by 
suitable devices to supply what is lacking 
and necessary to hear. Among the 890,000 people 
have been restored to perfect hearing there has 
every condition of deafness or defective hearing, 
matter what the cause or how long standing the 
the testimonials sent me show marvelous results. 

4 Common Sense Ear Drums 

have restored to me my own hearing — that*s how l 
happened to discover the secret of their success in 
my own desperate endeavors to be relieved of my 
deafness after physicians had repeatedly failed. 

Common Sense Ear Drtmis are made of a soft, 
sensitized material, comfortable and safe to ..wear. 
They are out of sight when worn, and easily ad- 
justed by the wearer. 

It is certainly worth your while to investigate 
Before you send any money just drop me a line. I 
want to send you free of charge my book on deafness 
and plenty of evidence lo prove to you that I am 
entirely worthy of your confidence. Why not write 
me todav ? 

GEORGE H. WILSON. President 
WILSON EAR DRUM CO.. 482 Todd Bid*., Loaumlle, Ky. 



who 
been 
No 
case, 





request, of successful I. C. S. students who have 
1 Civil Servite examinations. "Write today for 



upon 
passed 
The C 

come eligible for a Government position, 
this book places you under no obligation. 

International Correspondence Schools 
Box IO0« V Scranton, I n. 



you can 
Writing for 
Write now. 



THE CELEBRATED 
VOLUME ONE OF 
THE SCRAP BOOK 

TH E marvelous collection of 
classics, literary gems, wit, wis- 
dom, philosophy, old lavorites, 
and imperishable jewels of thought, 
which appeared in the first six num- 
bers of The Scrap Book, can now be 
had printedon high-grade book paper, 
handsomely bound in blue. Richly 
lettered in gold. 1152 pages, with a 
complete index. Only a few copies 
remain. Get your order in at once. 

ONE DOLLAR A VOLUME 

POSTAGE PAID 

The Frank A. Munsey Company 
175 Fifth Avenue :: :: New York 



In aniurrlng any advert item: nt on thin pngc it f« ilnlrahle that you mention Kaii.ikmh Min'.i Jliau.M. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 



Pay as You Are Able 



Send us a postal NOW, 
for your FREE COPY 
of our magnificent new 
Encyclopedia of Fashions, 

which shows samples end 
illustrates and describes 
hundreds of up- to-thc- minute 
styles in Men's fall and 
Winter Suits and Overcoats. 
It shows exactly what the 
very swellest men are wear- 
ing, and helps you 

Dress Like 
the Best 

You can buy the finest 
made-to-measure clothes 
and take your time pay- 
ingforthem. YOUR CREDIT 
IS GOOD. Yourdealingswith 
us are strictly confidential. 
Do not hesitate. Remember, 
we GUARANTEE satisfac- 
tion and fit. We give you 
long liberal credit. There is 
no red tape to our method 
of selling. Wc charge you no 
interest or extras. We aeft 
no security. Our prices arc 
lower than those asked by/ 
cash houses. 

We Ship On Approval 

You take no risk. Your own 

eyes judge our values. Make 
your selection, have it de- 
livered — try it on — compare 
it with those for which you 
have paid twice the amount, 
and after you are thoroughly 
satisfied you will have 

Over 6 Month s To Pay 

Lose no time in getting our book and samples — you 
will be pleased, interested, amazed at the values 
shown therein. Do it now, write today — a postal 

will do. STANLE Y.ROGERS CO. 

3918-3024 I.n Snllo St. Dept. 13 ChlonRTO. Illinois 

The K'orld'i Foremost Credit Tailors for Men 
CAUTION: - Wo have no agents or local representatives 




Special Fall Suit 



of nobby, fashionuble 
nll-vrool Brown Cassi- 
more — Extra apc-ml 
value with" mo's to pay 
NO.40OA $12.50 



Ten Days Free Triat 

allowed on everyTlcycle we sell. We Shlpon Approval 
and trial to anyone In theU-S. and/ry/.y the freight. If 
you are not satisfied with the bicycle after using it ten 
days, ship it back and don't pay a rent. 

FACTORY PRICES }&%2tSS#2!. 

at any price until yon receive our latent Art Catalogs 
of high grade bicycles and sundries and learn our un- 
heard of prices and tnar-velous new special oj/'ers. 
I"F Alii V AACTC * cent to write B postal and 
II UNLT UUd I a everything will be sent you 
FREE by return mall. You will get much valuable in. 
formation. Do Not Walt; write it New 1 

TIRES. Coaster-Brake roar wheels, lamps, 
rts. repairs :,nd sundries of all kinds at half usual prices. 

MEAD CYCLE CO. D»pt- h-31 CHICAGO 




Illustrating 



Hundreds of I. C. S. students are earning good in- 
comes illustrating. If you have a liking for this work 
you can become an expert illustrator through I. C. S. 
help. You can learn at home. Everything made 
easy and practical. For full particulars write today. 
International Correspondence Schools 
Box 1003R Scranton. Pa. 




3 Years to Pay 

for the Sweet-Toned 

Meister 

Piano 

$175 

30 Days' Free Trial 
We Pay the Freight 

You are not asked to deposit, or pay or advance a cent in 
any way until you write us and say thai the MKISTKR is 
entirely satisfactory and you wish to keep it. Then these 
are the terms of sale: 

$ 1 a Week or $g a Month 

No cash payment down. No interest on payments. 

No extras of any kind. Piano stool and scarf free. 

Sold fllrcct from I In- ninkrr to you at a guaran- 
tee!, giving uf $100. No deslnr'a profit for you to nay. 

S*iid now for our Iwautliul Free 4'iilnlog which "hows eight 
styles of Melitor Pinion. 

Our loaourceB exceed $4,000,000. We pell more pianos direct to the 
home than «uy other concern Id the world. 

Rothschild & Company 

Dept. 185, Chicago, Illinois 



Makes Old Style Razor $19° 
Safer Than a Safety TW 



Yon cannot cut your face if yon use a Bast Razor Guard. Fits | 
any razor— slips on and oft easily nndquiekly. Reversible and | 
adjustable, permitting shaving with either hand, "close" 
"once over. Nothing 'ike it— light, simple, practical and dur- 
able—lasts forever Always ready— nothing to break— cannot I 
nick or dull blade. Any man can uae it. Old style razors shave I 
the easiest— the "Beat" Razor Guard makes them safe. Costa 1 
only 51.00— saves $36. SO yearly barber expense. Sold only I 
direct. Heavily nickeled, encased in handsome satin-lined I 
leatherette case, for SI -00, postpaid. 
FREE- Valuable book: "Advice to Shavers.** 
MONEY BACK GUARANTEE— Ordor now -if yoo areoot sat 
iaRcd your money will 
be refunded. 
GIVEN AWAY— RAZOR 
Ask us how we give 
away genuine S2.SO ra- 
zors. Send Sl.OO cash, 
P. O. or express money 
Older. Agents wanted. 
BEST SALES CO. 
IIIM mis IfldK. 

Omasa 




In answrring any advertisement on this page it is desirable Uiat you mention HaiLRoau Man's MaOsZINK, 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 




We ship the day your order 

comes; we back every stove 
with the 5100,000 Bank Bond 
Guarantee. Over 200,000 1 
satisfied customers — that 
proves Quality. 

Get That Free Stove Book 

Read all about stove making and stove selling — 
inside facts of the trade that you should know 
before buying:. See new glass oven door ranges 
and other new features. Write a postal NOW 
for Catalogue No. 678 mentioning this paper. 
KALAMAZOO STOVE CO.. Manufacturer., KaUmaioo. Mich. 
Special Catalogues on Knlamnzoo Furnaces and Gas 
Stoves on request. 



"A Kc\lc\nvc\zoo 



Trade Mark 
RciCi.tcrcd 



Direct to You' 58" 




Wirvdow 



"Mercantile Decoration" i- Hie new name for wiudoW trimming. The 
window is a great salesman — and the man who can make the window 
display look at Its best la regarded ai a trade producer, and can earn a 
big "alary anywhere. The exact science of window trimming Is taught 
by the I. C. s. Fou can learn at home. Window trimming is pleasant 
work and lends to still higher position*. For free circular write to 
International Correspondence Schools V 
Box 1008 a Scranton, Fa. 



AGRICULTU R/VL. 
Knowledge for YOU 



The exaot m:K<uce of raising protitatjle crops 1a taught by the Inter- 
national Correspondence Schools. This Course represents the combined 
knowledge or agricultural expert*. Covers everything from soil to best 
crops and marketing for proOt. Not mere theory;' but baited on evert da t 
conditions. To learn how this Course will help you, regard)*!** of where 
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Two Women, 

Or One? By E. J. RATH 



BEGINS IN 



THE CAVALIER 

WEEKLY 

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The most remarkable serial story 
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The Styleplus 
Declaration of Independence 

One year ago, when wc decided to utilize the facilities of this, the first and 
largest men's clothing manufactory in this country, for the purpose of pro- 
ducing a finer line of men's clothing than the world had ever seen sold for 
a medium price, WE DETERMINED— 



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That No raatter what quality of 
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coats of medium price, only 
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In aneiocrlno this advertisement U Is desirable that j,oi< mention Railsoad Man's Maoazin*. 



PA\ LROAD MAN'S MAGAZINE 



OCTOBER, 1912. 



r 



DOWN THE WORLD'S 

STEEPEST GRADE. 



BY FREDERICK A. TALBOT. 

Author of "The Railway Conquest of the World." 



NINETY-NINE persons out of a 
hundred would say that < >'Brtan, 
the erecting engineer, was I risli. 
and those ninety-nine would be wrong, 
notwithstanding the apparent Hibernian 
flavor of the patronymic and the uncon- 
ventional method of spelling a well- 
known name. 

But 1 >T.rian certainly has the humor 



of those from the Emerald Isle, and one 
enjoys this to the utmost when he under- 
takes to turn raconteur. 

O'Brian was the erecting engineer of 
the Leipzig Aerial Ropeway. Bleichcrt 
and Company, when they undertook to 
climb to the top of the inland plateau of 
German Hast Africa, to establish a line 
to bring down the vast wealth of cedar 




WHERE THE GERMAN EAST AFRICA 



1 RR 



RAILWAY " BEGINS A DROP OR 6,6oo FEET IN FIVE AND 
ONE-HALF MILKS. 



RAILROAD MAX'S MAGAZINE. 



growing in those latitudes, for the lend 
pencils and furniture manufacturers. 

Germany* like other countries, is suf- 
fering from a dearth of this wood, and 
it lias hit several of her industries hard. 
The colony on the eastern seaboard of 
the African continent was lying Uttfor- 
gotten almost, when somebody came 
back from the interior witli stories of 
great cedar groves. 

Timber cruisers went out for a prom- 
inent Berlin house, and the wanderer's 
statements were confirmed. Then the 
home house got busy. They would get 
that timber down to the coast. 

Drops 6.600 Feet in 5 1-2 Miles. 

It was a case of being easier said than 
dime. Tlicre was a matter of 6.<«o fen 
difference in altitude between the groves 
and the shipping point below, ami this 
difference in level hat! to be overcome in 
less than live ami a half miles. 

Tlie worst jump was one of 5.000 feel 
from the Paganis plains to I'sanibara 
among the clouds, over rocky cliffs 
which seemed as if they had been 
trimmed with a giant's chisel and the 
chips left lying around. 

The surveyors reconnoitered the coun- 
try and returned with a doleful story. 
A surface line was quite out of the 
question unless the concessfonnaircs were 
prepared to spend more money than they 
would ever earn. 

Put a line through the air! Why, 
that would fill the situation perfectly ! 

Engineer ( O'Prian's house look up the 
matter. This firm had thrown a thin 
cable over one of the worst stretches of 
the Andes, had met the coal-shipping 
situation in Spitsbergen, found a means 
of getting the ore down to the coast in 
New Caledonia, and bail fixed Up a 
transport system near Pekin. all via the 
air, so they saw no tangible reason why 
the same system should not be feasible 
in Africa. 

Expense was a governing factor, but 
Bleicnert and Company undertook that 
this desideratum would be studied to the 
utmost degree. 

The surveyors had a lively time plot- 
ting that line. The first preliminary 
showed that they were going to be up 
against it all the way. The forest was 
as dense as tropical jungle only can be. 



and the surveyors were warned to keep 
a sharp lookout for lions and other 
denizens of the forest who roamed as 
thickly as black bears in the Rockies. 

They hustled up a few natives to act 
as guides, chore boys, and assistants. 
Coils of rope were carried to let down 
the men with the transit to plot from 
difficult ledges and to hold them on 
footings where an eagle would have bail 
a mighty stiff struggle to perch. 

Survey after survey was run. but the 
sum of one and all showed that the enter- 
prise would bristle with some ticklish 
problems; that there would have to be 
some terrifying gradients and stiff leaps 
ill rough the air from crag to crag. 

A single swing of 5.000 feet seemed 
inevitable, but when the location line 
was run the surveyors found that this 
leap could be split into three stages by 
seizing two ledges on the mountain to 
erect angle stations. 

The work was commenced. It was 
found rough going through rugged 
primevalism. with thirty-feel lengths of 
steel slung on the shoulders of the 
coolies and carried for miles by a cir- 
cuitous route, to where the towers were 
to be erected. 

The blacks concluded that union, in 
ibis case, meant safety. They have a 
dread of man-eaters, born of terrible 
experience, so when they got warning 
that a lion was on the prowl they 
promptly dropped their loads and 
swarmed the nearest trees to wait until 
the danger had passed or bad been 
scared away by a white man who did it it 
miss the opportunity to indulge in a big- 
game hunting interlude. 

When the Lions Came. 

Then the coolies would come to earth 
again, displaying their ivory while teeth 
in broad grins of pleasure and gratitude 
to their white preservers, hoist up the 
chunk of metal, and walk on again with 
slowly measured steps. 

The African native may be a poor 
engineer, but he is smart in detecting 
the presence of a lion. and. after a few- 
scares, the Europeans came to the con- 
clusion that they might copy black art- 
fulness in the bush. 

This was particularly the case when 
the teams of oxen were out pulling the 



DOWN THE WORLD'S STEEPEST GRADE. 



3 



heavy loads. Each train would be ac- 
companied by its black drivers, when 
suddenly all would be scared at the 
glimpse of n man-eater ami the learns 
being It- ft to their fate* 

Losses from this cause became ex- 



trees around the working camps, and 
boxes were nailed t" 'lie branches to 
bouse them. They were fed regularly 
and plentifully, and the engineers bad 
every cause to bless these vigilanl sen 
linels. 




CEUAR-LOG 1R.UN APPROACHING A SUPPORT AFTER MAKING THE l).(K)O-K0'«T GKAUE. 



ccedingly awkward, so the engineers 
went rummaging for tame monkeys, buy- 
ing and bartering them from the negroes. 

The ape i- the danger signal of the 
forest with a particular aversion for 
lions. Lions in Africa, unlike the 
majority of their ilk. are exceedingly 
bold arid do not hesitate to attack in 
broad daylight. 

Our apes were chained to the tops of 



The monkey i- naturally very curious, 
and these lame brutes spent their time 
peering into the jungle 011 every side 
with sharp eyes. 

Directly the tan coat of a man-eater 
was spoiled or his presence sniffed, the 
monkeys gave vent to the most p'ercing 
shrieks. a> if suffering untold torture. 
But the graders dill not worry, li was 
simply the signal for "down tools!" 



4 



RAILROAD M AX'S MAGAZINE. 




AKTEK THE STEEP GKADE HAS I1KKS MADE THE CEDAK-LDG T HMN SWELPS TIIROeGII THE 
"STATION " AT EIGIITV MIl.ES AN Hot K. 



ami shin the nearest tree as the king 
nf beasts Was prowling around in search 
of a meal. 

Tin- hostility pi nature was cmpha 
sized in another maimer. The engineers 
had selected a small ledge on a cone- 
shaped peak for an angle station. When 
tin- builders arrived there they found the 
rock soft and crumbly. Il was s irjic 
what difficult to hlast away, as there 
were so many missed shots and blow- 
outs. I'm by persistence they cleared a 
highly satisfactory platform where- the 
angle station could be erected. 

Grade Is 86.9 Per Cent. 

The foundations of the building were 
about to be commenced when the cone 
gave signs of shifting and several thou- 
sand tons of debris slipped onto tit..- 
leveled ledge, the engineers gettin-; 
clear in the nick nf time. 

With infinite labor tin- rubbish was 
cleared away, ami then came another 
slip. "This was similarly sent rattling 
down the mountain slopes ami then a 
retaining wall was built so as to lean 
against the side of the peak. The space 



behind was Idled with concrete rammed 
well home. 

This kept the sliding mountain slopes 
within bounds and the angle station was 
completed. 

The section between the first and see- 
lion angle stations is particularly inter- 
esting, inasmuch as it is the steepest 
piece of transportation line in the world, 
the gradient being 86:0. per cent. 

The swing through the air has been 
subdivided by means of an intermediate 
lower 100 feet in height, run upwards 
from a friendly notch in the rock, so 
that the line droops in two festoons, each 
about >)')■< feet in length. 

W hen one is traveling over this line 
lo the interior and it is the only means 
wherein the plateau may be gained— 
one has lo perform an acrobatic feat. 
Unless care is shown the friendly timber 
log on w hich one IS sitting rears up and 

nps you head downward. The point 
is to see that you have your balance so 
set that when the log strikes I lie grade 
you are almost in an upright position. 

This sensation is varied by making a 
clean dive through the air in a single 
span exceeding 2,000 feet. If anything 



•OWN THE World's STKKl'lisT i;k.\hk 



o 



ever goes wrong with the passenger- 
carrying facilities in the center of this 
span the traveler will make a straight 
dive of doo feet l<> llie valley below. 

The tropical rains gave the engineers 

endless anxiety. Six supports had been 
decided as being necessary to support 

the line al one place, and a computation 
for the removal of jo.>xx) cubic feet of 
earth was eonsidered ample. 

The first downpour showed the engi- 
neers the error of their ways, because 
I he whole lot was blotted out by a fall 
of earth. The builders thereupon de- 
cided to make a bigger excavation, and. 
before the\ had finished, jio.ooo cubic 
feet, or three times as much as contem- 
plated Originally, were cleared away. 

At different points stretchers are pro- 
vided to keep the ropes taut. These ten- 
sion Stations coiimri-c -lecl lowers fitted 
with -heaves over which the rope- pass 
to be attached to a ponderous weight 
built up of concrete block- placed in a 

Steel cradle. 

'These weights being permitted to rise 
and fall within the tower ser\e to keep 
the ropes at an even tension; At the 
angle stations where a -harp delation 
to one side has to be made, the load is 



pushed over from one traveling rope to 
I he other by manual labor. 

The cars handle logs up to 46 feet in 
length and -■. -;-!<> pounds in weight. 'They 
are strapped to two carriages connected 
by the traction rope fitted with the 
Bteicheri "automat" coupling, whereby 
a tight grip on the rope may be cal- 
culated. When an increase in the grip 
power is desired, as on the steepest grade, 
there are detents right and left of the 
hanger pin. against which the hanger stay 
leans during the climb. 

White Ants Destroyed I imber- 

Directly the grade is overcome and an 
easier stretch of line i- entered, the grip 
is automatically released a little to ac- 
commodate the appliance to the changed 
conditions. ' >nc great advantage Of this 
arrangement is thai the traction rope is 

preserved against w ear and tear. 

Cut timber is carried on Rat-bottOm 
suspended carriers, which, by the way. 
are employed also for carrying passen- 
gers who have to display no little dex- 
terity when riding up and down the 85 
per cent grade 

The engineers hail some livelv time; 





AT THE KlVili r.F THE IM. \TK At!. WHERE THE RAILWAY START'S ON ITS EIGHTY-SIX HER ' EST GRADE. 



e 



RAILROAD MAN'S MAGAZINE. 




ANGLE STATION II. BUILT UN A LEBGB C01 IN THE Mol; NTA1NSIHE OVKS 3,OPO FEET mi»l THE HASH. 



in transporting the heavier parts of the 
plant and constructional material. 
Everything had to be wrought in metal 
or masonry, as the ravages of the white 
ants meant a short life wherever timber 
w as used. This hit the builders severely. 
St rustling over the rough broken coun- 
try against heavy gradients with such 
weighty and bulky articles as cement, 
water and steel was slow, costly, and 
difficult, 

The greatest difficulty in the direction 
was in connection with a locomobile re- 
quired for the loading station. A special 
clearing had to be made through the 
jungle to permit its passage. It demand- 
ed the combined efforts of ;i hundred 
natives and a staff "f Europeans seven 
month-, to gel the engine from the junc- 
tion between the aerial railway and the 
surface adhesion system to the top of the 
plateau. Several thousand dollars were 
expended on this bit of work alone. 

1 low the Great Speed Is Checked. 

Before the natives could advance with 
any requisitions, special Hails had to be 
blamed SO that the porter* with their 
cumbersome loads on their shoulders 
could move with comparative rapidity. 



Then the engineers had to scour the 

country for labor, bringing in negroes 

from distant points, for the tCasOU that 
the Masai could not be persuaded or 
tempted to work. 

Under these adverse conditions trans- 
port and labor expenses rose to an ab- 
normal level, excelling the cost of the 
material several times over. 

W hen everything was ready for die 
ropes. Engineer O Brian turned to his 
Staff early one morning and remarked. 
" I'll inspect the supports once more, to- 
day, and then we'll put on the ropev" 

lie started olT on his donkey accom- 
panied by two natives. They were jog- 
ging quietly along the Usamh.ua plateau, 
the engineer with his eagle eye fixed •»> 
the cleavage through the trees down 
which the steel lowers were Spaced. 

They had just passed the sixth supporl 
when his steed gave a startled neigh and 
a plunge, catching the rider unawares. 
The result was that Engineer I >'l > .rian 
executed an unrehearsed somersault in 
the air and tobogganed lace downward 
along the ground. 

The negroes with a yell plunged into 
the bush with the donkey at their heels, 
while instruments and tools were scat- 
tered on the ground. Wondering at the 



DOWN Till". WORLD'S STEEPEST GRADE. ~> 





A DOI'ISLB CAK l.ARKVING TWO UXiS FOB TV-SIX KHET LONG AN U WEIGHING A TON. 



cause of the disturbance, and _ desiring to 
have a look round. Mr. O'Brian shinned 
up the sixth tower. lie was just run- 
ning his eyes over the trees when up 
popped the scared face of one attendant 
on Tower ~, followed bv that of the 
second native on Tower 8. 

The three clung to their perches for 
several hours enjoying an African sun- 
hath if 'experiencing other discomforts, 
including attacks from mosquitoes, until 
they concluded that descent might he 
made advantageously and safely. What 
was the reason for the disturbance? The 
donkey had sniffed the trail of a lion 
which had passed several hours before! 

As may be supposed, the descending 
loads coming down the steepest grades 
are liable to attain terrific speed, so they 
must be held in check. As the upward 
going is comparatively light) the drive 
is calculated on the maximum of the 
ascending load and all the excess power 
developed bj the descending weigh! is 
absorbed by a brake regulator! 

A j;6 horse-power electric motor is 
quite adequate to supply all the power 
required, while the braking effort is taken 
Up by a sheave about six and a half feet 
in diameter, the brakes being able to 
neutralize about too horse-power. 



The brake is hydraulically operated 
and absolutely automatic in its action, 
there being a high-level tfeservo.tr con- 
taining about fifty-five cubic feet of 
water above the loading station to keep 
the brake-box regularly supplied with 
water, also a low-level concrete reservoir 
for water in the dry season, this being 
connected with the high-level feed-tank 
by pumping. 

Although the railway is designed 
essentially for handling lumber, any one 
penetrating the interior and willing to 
experience a weird and unusual sensa- 
tion may straddle a log or mount one of 
the platforms and be whisked up or 
down. 

It requires no little nerve to keep a 
level head on the heavy hanks. Sliding 
down the 86 per cent grade astride a log 
when there is a dip in the sag of the rope 
makes one clutch lightly. It knocks the 
breath out of the tenderfoot; but as Mr. 
( )"Rrian says. " You soon get accustomed 
to parachuting and Rlondin stunts." 

When the vice-governor of the prov- 
ince decided to make a journey of in- 
spection to the plateau he traveled with 
his suite by the I'sambara aerial line. 
The platform passenger car was placed 
at the disposal of the official, but the 



8 



RAILROAD MAX'S MAGAZINE. 



gentlemen accompanying him had to 
make themselves as comfortable as they 
could astride a tree trunk. 

Several ladies have made the trip. A 
friend of mine tried it. balancing himself 
around a cedar log. As he slipped down 
the 8A per cent grade he felt, as he ex- 
pressed it, as if the soles of his feet 
were shooting through his head. 

Although the line is only about live and 
a half miles in length, it took three years 
to build, and by the time the erecting 
engineer had reported " < '. K." on the 
official tests, and was satisfied that the 
spider's thread would stand up to its 
work, over $375.cx)o had been spent. 

Does it pay? Well that is a question 
for the owners, hut the fact that it 
brought down 35.00;) cubic feet of cedar 
within the first six months, tends to 
prove that it has solved the transporta- 
tion of lumber over a most difficult and 
mountainous stretch of country. At all 
events it ranks as one of the most re- 
markable aerials railways ever built. 

The length of the cedar-log line is five 
and a half miles from the loading station 
on the L'sambara plateau, at an altitude 
of 6/:oo feet, to the junction with the 
trunk adhesion railroad at Mkumbara 
station on the l'aganis plains. 

The drive and brake regulator is lo- 
cated at the upper terminal. The char- 
acter of the work demanded a special 
drive ami controller. 

If only a few loads on the way to the 
valley happen to be on the rising section, 
and other loads are on the descending 
line, a very considerable capacity must 
be absorbed by braking. During the 
trial runs actual differences in capacity 
nf pins and minus twenty-five horse- 



power were registered. To maintain 
control over the line an electric motor 
of fifty horse -power was installed, 
capable of developing a high number 
of revolutions, and working by means 
of belting on the driving-shaft of the 
ropeway. 

Apart from the conical driving-wheel 
a timber-lined band and a sheave of some 
seventy-eight inches diameter are tilted 
on this shaft. When stopping the line, 
these brakes — able to neutralize one hun- 
dred horse-power — are tightened; al- 
though during work they are disengaged, 
as the regulation of the traveling speed 
is effected by the brake-regulator inde- 
pendently of human care and attention. 

The regulator is hydraulic. It i< 
driven by a belt from the countershaft 
and consists chiefly of a rotary pump and 
a balanced throttle slide. The former 
sucks the water from a reservoir in the 
foundation-box of the apparatus, and 
forces it through the passages of the gov- 
erning valve into the box. 

The valve is actuated by a centrifugal 
belt-driven regulator. So soon as the 
revolutions of the countershaft com- 
mence to increase, owing to reduced 
strain on the line, the throttle-slide 
closes correspondingly and checks the 
motion of the pump, the pump then 
acting on the shaft as a strong brake. 
The brake-box is kept regularly supplied 
with water from an elevated reservoir 
of fifty-five cubic feet capacity. , 

'I'he track rises gradually about 205 
feet from the loading station at L'sam- 
bara in a distance of 1,320 yards to gain 
the summit level — 5. 2 20 feet above sea 
level, and about 4.095 feeet above the 
lower station. 



OLD CASS BROWN AND THE 283 RETIRE. 



BORN July. 1.V71 : died, June, 1912, the 
pride of the Big Four Railroad, at one 
time the higgest and fastest e i^ine 
ow ned by the company, is the story of " Old 
283." I'he engine was built by the Bald- 
win Locomotive Works, has carried the 
same boiler over almost a million miles of 
track, and up until the time of its with- 
drawal from service could do its share of 
wage earning. The engine made 143.230 
miles since its last shopping, It was known 
as the C-X class and was one of the few 



sixteen by twenty-four inch cylinders on 
tin- Wig hour system. 

Xo one regrets seeing the engine pass 
into the graveyard as much as Engineer 
Cass Brown, seventy years old. retired, who 
drove the engine over the last 143.230 miles 
of track. Mr. Brown was well pleased 
when he learned that the engine was to re- 
tire about the same time he went < 11 the 
pension roll, and in tears he said: " We 
both have been mighty good wagons, but 
we broke down," 



WHY THERE'S AN I. C. C 



The Seven-Headed Tribunal that Rules the 
Railroads, and the Reason for Its Existence. 

D V J O 1 1 N W A L T E R 3 . 



"~1"3QR years," writes one of th: 
readers of the R.vixw vn Man's 
Mac a/, ink. " 1 have rea I a great 

many articles aboul Che work of the 



[ni fsstate Commerce Commission, hut I 
have never l>een aide- in really understand 
jusi the particular function of tliis com- 
mission. Why. was it created? What 




CHARLES A. PRO'-TV, HF VERMONT. STARTED IN 1.IFF AS AN ASTRONOMER, 
STUDIED LAW, LNTERED POLITICS. BECAME A RAILROAD LAWYER 
AND AN EXPERT IN FIXING RATES. 
Phototirafh ft ffmrrfy Z- Ji:finx, U'.ts/tinirtvtt. 
9 



1(1 



RAILROAD MANS MAGAZINE. 



does ii stand for? What arc its relations 
to the railroads? Why is it necessary ': 
If you will answer these questions plain- 
ly and simply, more than one person in 
this country will thank you." 

Well) to give the briefest possible del- 



was appointed for this purpose. Since 
it has been in existence it has been loudly 
praised and severely chastised by both 
public and railroads. It has proved itself 
both popular and unpopular, but being 
the highest tribunal for the settlement of 




JUDSON C. CLEMENTS. Of GEORGIA. A SOl'THEKS 1-AWYKK AND 
CONGRESSMAN WHO VOTED POR THE ACT TO 
CREATE THE COMMISSION. 

JH.'W.'.-A .V //.•••■! C- /..•<«*. Il'.nhinrtan. 



tuition, the Interstate Commerce Com- 
mission is the Supreme Court of the 
railroads; or, to be still more simple, i! 
is the Umpire of the big railroad ball- 
game. 

Interstate commerce — that is. com- 
merce between States — found itself in a 
tangled-Up mess, and it was necessary to 
have one body of men acting as a court 
to keep things running smoothly. 

The Interstate Commerce Commission 



all disputes between the railroads ami 
the people, it ranks in importance next 
to the Supreme Court of the United 
States. 

Commerce is the life-blood of a na- 
tion, anil any interference with its circu- 
lation means industrial apathy. To 
maintain a steady circulation so that all 
parts of this country may continue in 
mercantile health, is part of the work of 
the Interstate Commerce Commission. 



WHY THERE'S AN" I. C. C. 



I I 



The demand for Federal regulation of 
interstate commerce is almost as old as 
the country itself. Wh.n the War of 
Independence ended, the Separist ten- 
dencies and lot - ?-! jealousies tint existed 
in the case of the majority of the S::.tes. 
led to the passage of ma:\v vex'^t'ous 
State laws, framed for the purpose of 
hindering, if not blocking, the ; en ner- 
cial i>rogrcs~ of rival States. 

Finally, the situation became so ifk- 
ecme that, in 178 ). the Annapolis Con 1 
vcr.tion was called by the Virginia Legis- 
lature for the purpose of "considering 
the trade of the United Slates and to de- 
Vise a uniform regulation of transporta- 
tion rates thai should conserve their 



common interests and permanent bene- 
fit." 

Ten years before. Chief Justice M ir- 
shall, of the Federal Supreme Court, 
after bewailing the setback to trade th.1t 
r; tilted from petty Sate jealousy, 
averred that there was " a deep and gen- 
eral conviction that commerce between 
the Slates ought to be regulated by 
Congress/' 

From that time right Up to in 
which year Congress look positive action 
on the subject, lawyers have been trying 
in r-ulve the knotty problems involved in 
the commercial relations of Stat.- wi.'i 
State on an equitable basis. 

The term " interstate commerce " is a 




BAt.TrlASAR II MEYER, OF WISCONSIN. A UNIVERSITY PROFESSOR IN 
ECONOMICS AND SOCIOLOGY. AND AUTHOR OF "RAILWAY 
LEGISLATION IN THE UNITED STATES." 

(V/i '•/./;.'. ,/ tittarratA liy HarrU 6» TSwitit, ll'in'iiimion. 



12 



RAILROAD MAX'S MAGAZINE. 




JAMES S. HARLAN. OH ILLINOIS SOS OK JUSTICE II All LAN 
OF THE UNITED STATES SUPREME COURT AND 
FORMER ATTOKNEY-C.ENEKAL OK PORTO RICO. 

Phiitw .i/A by Harris &* /-.wine, ll'ailiinft.1- 



niodern phrase, 
official sense in 
passed in 1887. 
[787 speaks uf 



It was first used in an 
connection with an act 
Vet the Constitution of 
" commerce among that 
Stales " as meaning " commerce that 
concerns more States than one." 

More recently the courts have inter- 
preted the word "commerce" to denote 
not merely a mutual selling ami buying 
of traffic, hut as a term of the largest 
import that includes trade in all its forms 
— not only navigation, transportation, 
and communication, hut. also, the instru- 
ments and agents employed, such as 
express companies and telegraphic 
messages. 

In extreme cases, commerce is even 
made to include lottery tickets. Any 
man, matter, or act that prevents the free 
and unrestricted llow of commerce be- 



tween individuals, business organi- 
zations, corporations, or Slates, 
is now subject to the scrutiny and 
punitive powers of the Interstate 
Commerce Commission, which is 
expected to keep commercial chan- 
nels clear, and punish those who 
try to clog them. 

The first enactment of the Inter- 
state Commerce Act took place in 
February, 1887. It was the crys- 
tallization of nearly a century of 
agitation and discussion. The 
act applied to common carriers. 
Freight carried wholly by railroads 
and. partly by railroads and water 
was the basis of this enactment. It 
forbade unjust discrimination and 
undue and unreasonable rale pref- 
erences: made it unlawful to 
charge more for a shorter than for 
a longer haul over the same line 
going in the same direction, the 
shorter being included in the 
longer, although a carrier could 
lie freed from this provision under 
certain conditions. It would not 
permit a pooling or division of 
earnings. 

I Hiring the eighteen years thai 
followed the passage of the act. it 
has done some good, but not as 
much as was expected. Discrimi- 
nation against smaller shippers 
ami some lines of commerce con- 
tinued, so did secret rebating. 

The anti-pooling clause prevent- 
ed open, hut not secret, agreements 
between carriers. The long and short 
haul provision was the cause of untold 
judicial wrangling, and was made the 
basis of a variety of court interpreta- 
tions. 

To a very great extent, the effective- 
ness of the commissioners was destroyed 
by judicial decisions antagonistic to its 
rulings and. at the same time, it had no 
power to tix rates for the future. 

These unsatisfactory conditions con- 
tinued until in 1904. when President 
Roosevelt, in his message to Congress, 
made the amendments of the Interstate 
Commerce Act the chief issue at the ses- 
sions Of HJO5-I900. 

His suggestions were fought tooth and 
nail by the representatives of the car- 
riers. After the most remarkable series 
of Senatorial debates heard in Washing- 



WHY THERE'S \\ 



c. i,' 



13 



ion for many years, a number of 
amendments became law in July, 
1906. 

The act was strengthened in 
many ways, the number of com- 
missioners was increased from five 

to seven. The salary of a com- 
missioner was increased to Sio.oe.o 
a year. 

facilities were provided for 
taking e\ idence. A clause was 
introduced compelling carriers to 
change rates within thirty day-; 
after a ruling by the commission. 

Furthermore, the commission 
was empowered to establish joint 
rates and to order switches to he 
1 uilt. Pipe lines, express and 
sleeping-car companies, and all 
freight service and facilities wer • 
placed under its jurisdiction. It 
was authorized to examine the 
books of railroad companies at all 
times, and to ma'.e the con.ents Of 
those honks public. It was em- 
powered to establish reasonable 
maximum rates to take effect with 
in th'rly days and to continue for 
two years, unless set aside by the 
courts in the interval. 

The Sherman Anti-Trust Law 
of [850 bad already given to the 

commission po vers that were nol 
within the province of the body of 
[887, while the Hepburn Act. of 
LQ06, still further increased its 
right to fix freight rates. Other 
acts were passed streng.hening the 
hands of the commission. To-day it i; 
a tower of strength, vs led with the au- 
thority to inquire into and order change: 
in all railroad conditions. 

One of the factors that contributes to 
the powir of the commission is its elas- 
ticity In common with certain special 
tribunals of the British Empire, il has 
been shown that when such tribunals 
have the authority to determine price? 
ami rates — provided that they are no: 
subject to frequent changes of member- 
ship—they tend to evolve from their ex- 
periences' a set of principles that are in 
harmony with existing economic rela- 
tions and tendencies that are certain to 
change with the times. 

In its present form, the commission 
fills a place in the commercial economy 
of the nation, the value of which can 




|!\SI.I.IS K. USB, OF CALIFORNIA. FORMERLY A 
NKWSf'APKR REPORTER, 'IIIKN A LAWYER, AND 
ON<.K CANDIDATE FOR GOVERNOR OF HIS STATE. 

/Vii'fovrtit/i t-y linn-it &oftuf, M'athtn^r 11. 

hardly be computed. The fact that a 
number of its decisio: s hav e been over- 
ruled by the courts (■ ro proof that it 
lacks efficiency or knowle !ge of the com- 
mercial needs of the public. 

The truth seems to be that ils deci- 
sions appear to be the outcome of what 
it holds are " social and economic con- 
siderations." rather than a Strict compli- 
ance with the technicalities of the law. 
In other words, it would seem tlr.t it 
puts the rights of the public a li'ttla in 
advance of the hair-splitting of thecourts. 

The procedure of the commission is 
simple. If an individual or a corporation 
deems that a carrier or a business rival 
is, or is attempting, to violate any p:irt 
of the Interstate Commerce Act. a for- 
mal complaint is made to the commis- 
sion. After an investigation to learn if 



14 



RAILROAD .M AX'S MAGAZINE. 



the charge is warranted, it cites the ac- 
i u ed to appear. The proceedings as- 
sume the methods of a civil suit at a bar 
of justice. 

Nine-tenths of tlic cases deal with 
transportation, and the brain-paralyzing 
questions that arise are sjmply stagger- 
ing. A Chinese puzzle is like reading the 
first lesson in a reader, in comparison. 

The commission bases its rate-making 
on " value of services." instead of " cost 
of service" — rightfully, so it would 
seem, concluding that '* value of serv- 
ice " may be defined as the " ability af- 



forded the shipper to reach a market 
and make his commodity an article of 

commerce." 

In a more definite sense, it means 
reaching a market so as tb make a profit 

These statements seem to imply that 
" value of service " is measured by the 
difference in the market value of the 
commodity at the point of shipment and 
the place of Unloading; hut theory and 
experience have taught the commission 
that this difference is determined by the 

railroad rale. Hence the persistent 
watch that it keeps on such rates. 





EDO A II i . CLARK. OP IOWA, ONCE A 1IKAKKMAN IN THE OLD MILWAUKEE 
AND ST. PAUL RAILROAD. HE IS THE ONLY RAILROAD 
MAN ON THE COMMISSION. 



WHY THERE'S AN [, c. c. 



ir. 



The hundreds of curious problems without conflict that the Hve hog and its 

which the commission is asked to solve • products are in direci competition with 

may best he illustrated by an example : each other, the products being much 

A complaint was instituted by the Chi- more valuable and transported at more 

cagO Board of Trade, the defendants expense to the carriers." 

being a number of railroads in the Mid- Therefore, the railroads were officially 




CHARLES C, WcCHORD, OF KENTUCKY. AUTHOR OF THK McCHOKU 
RAILWAY RATI; BIU. ADOPTED BY THE LEGISLATURE OF HIS 
STATE. PRESIDENT OF THE NATIONAL ASSO- 
CIATION OF RAILWAY COMMISSIONS. 

Ciittriuhtftt ihotoftrt&h b* fiarth & Exvine. Washington. 



die West charged with giving lower rates 
on packing-liotlse products from Sioux 
City, Iowa, and other Western packing 
centers to Chicago, than they gave to live 
hogs when shipped to that city. 

The carriers defended their practises 
on a number of grounds, none of which 
were held by the commission to warrant 
the discrimination. It decided that "as 
articles of commerce, the evidence shows 



i 



notified that " the rates charged for live 
hogs should not he greater than the rates 
charged for packing-house products." 

The following will show the complex- 
ity of some of the cases: 

The Shippers' Association of north- 
west Iowa Complained that the Illinois 
Central Railroad Company, ct a!, charged 
excessive rates on corn, wheat, and other 
grain from Sioux City and other points 



RAILROAD MAN'S MAGAZINE. 



to Chicago and points on the east hank 
of the Mississippi River. 

\ certain firm asked that the Lehigh 
\ alley Railroad he compelled to give the 
same classifications and rates to anthra- 
cite eoal as were given to hituminous. 

A Standard < >il suhsidiary company 
asked that the Western New York and 
Pennsylvania Railroad he ordered to 
charge only on the hasis of the weight 
of the oil carried in barrels what it 

charged for oil only if carried in tanks, 
and not to charge harrel shipments on 
the gross weight. 

To prevent, railroad ties heing classi- 
fied as " manufactured wooden commod- 
ities," while a specially low rate was 
charged for lumber, was another puzzle. 

Sometimes the commission has to fall 
hack on mathematics for a solution. 
In a recent case in which the relative 
rates for cabbages and potatoes was the 
point at issue, the commission stated : 

As the weight ot a barrel id cabbages 
is three- fourths that of a barrel of pi- 
lots, and as its price in value is only 
one-halt (tWOr fourths) of that of the po- 
tatoes, it would seem that there is a dif- 
ference of one-fourth in favor of the 
cabbages. i>ur conclusion, therefore, is 
that the rate on cabbage from Charleston 
to points north should be one-fourth less 
than the rate on potatoes. 



SLAUGHTER OF 

A ITER the completion of the Santa 
Fe, the slaughter of the buffalo be- 
came a most profitable industry, and 
the annihilation of the king of the plains 
was shameful. Many can doubtless recall a 
small lake where Syracuse now stands, 
known in those days as the buffalo water- 
ing place. This locality proved to be the 
harv est ground for the cruel killer, and we 
arc not exaggerating in stating that the 
pedestrian could travel five or sis miles 
without placing his foot on mother earth, 
but. instead, treading the distance on the 
bodies of the slaughtered bison. 

The hunters usually worked in threes, as 
they could do greater execution, and the 
first hour's work in the morning would be 
devoted to killing. Usually from thirty to 
forty would be their harvest, and this would 
be a sufficient number for the day's work. 
The average hunter would be disappointed 
if his day's labor did not bring him in from 
ten lo twelve dollars. 

Tlie principal value of the buffalo lay in 
his hide. For that of a bull, the captor re- 



t Occasionally the current value of a 
commodity is accepted as a standard for 
rates. For example, in discussing the 
rate on hay. the commission slated : 

When the market price of a commodity 
yields but a scant return for labor ami ex- 
pense of production, the cost of trans- 
portation needs to be as moderate as may 
be consistent with justice to the carrier. 

The commission has Upheld the prac- 
tise of certain railroads of putting immi- 
grants into a special class and giving 
them lower rates than were accorded to 
first or second-class passengers and the 
refusal of the roads to sell tickets to 
other persons at the same rates as were 
given to immigrants, even though these 
persons were willing to ride in the immi- 
grant cars. 

The present commission' consists of 
Charles A. I'routy. of Vermont ; Judson 
C. Clements, of Cieorgia ; Franklin K. 
Lane, of California: Edgar E. Clark, 
of Iowa: James S. Harlan, of Illinois: 
.Charles 6. McChord, of Kentucky, and 
Jlalthasar II. Meyer, of W isconsin. 

A staff of agents is employed to secure 
information for the members. This stall" 
is very necessary to the seven men who 
must decide some of the most knotty 
brain-teasers in the world of law. 



THE BUFFALO. 

ceived an average of two dollars, and for a 
cow's hide one dollar. Morns sold for five 
cents a pair, and the hair was a small item. 
Later the bones were purchased by Eastern 
fertilizing companies. But think of the 
millions of pounds of juicy buffalo steaks 
and roasts that went to waste, and how they 
would be relished and appreciated in these 
days ! 

The buffalo has disappeared, and the cruel 
hunter, we hope, has been forced to seek a 
more humane calling for a livelihood. Al- 
most forty years have elapsed, and time, 
therefore, has wrought many changes. The 
wild and desolate plains of Kansa< and east- 
ern Colorado are now a land of great fer- 
tility, abounding in wealth and prosperity. 
Therefore civilization has been richly re- 
warded for the courageous efforts of the 
pioneer railroad builders of Kansas in the 
early seventies. — Y. V. Ritter. in Santa /•"<• 
Employees' Magazine. 

[There are. to-day. scarcely fourteen 
hundred buffaloes in all North America. — 
The Editor.] 



Drift, of the White Crow 



BY JARED L. FULLER. 

Author of "Block Tower Seven," "The Phantom Train," "The Jumping-Off Place." 

"The Flight of the Bald Eagle," Etc. 



Old Man Trouble Gets on the Right-of-Way of 
the Big Boulder Division of the N. and P. System. 



CHAPTER I. 

Tom Drift Is Discharged. 

", ("W -.AID off again, are ye, Tom? " 
I " Of course. There's 

J I nothing for me to do in 

JH.^^h^ the yard. Anse. and it's 
iUl me to the woods till some- 

body's laid up. It would 
have been money in my pocket if I'd cut 
the road altogether six months ago, when 
the new super came on." 

'* Sh-h ! your gallopin'-rods have got 
too much slam, boy. There's them that 
carry tales." 

" Let "cm carry ! I might as well get 
off right here and now." 

*' I dunno." observed Anson Prender- 
gast, the old yardmaster. tipping his 
chair back against the dingy clapboards 
which sheathed the sunny wall of his 
office. " I hate to see a feller lose his 
grip when once he's got it ! Bulldog grit 
tells in the end, Tom." 

" Bah ! A snapping-turtle's got bull- 
dog grit ; dangle a bit of meat on the end 
of a string and let the turtle once snap 
it up, and he'll never let go. All the fool 
turtle makes out of his hanging on is an 
introduction to the cook." 

" And you're getting cooked pretty 
brown, I do admit!" exclaimed Anse 
through his nose, his eyes twinkling. 
" Serrill's sartainly got it in for you. If 
you stopped calling at a certain house on 

the hill—" , ,.. 

" That's a matter we won t discuss, 
Anse." interposed Tom Drift quickly. 
2 RR 



The engineer possessed a thatch of 
curly hair of a hue that signaled no meek- 
spirit : it was red. 

" Jest a little in the snapping-turtle 
line yourself this afternoon, hey?" said 
the boss. " Well, dunno's I blame ye for 
feeling wrathy. After the years you've 
spent in making yourself a bang-up 
eagle-eye — " 

" Mr. Larrabee, the old super, said I 
was the best on the division ; I say it 
without boasting," said Drift doggedly. 
" And I ought to be. Why, you know 
yourself, Anse. that my father used to 
let me ride behind him when I scarce 
come up to your knee. 

" He was one of the best among the 
old-timers. I learned a lot from him. 
And when he lost his life on this very 
Big Boulder division — it was an inde- 
pendent road them — I was expected to 
step into his shoes. 

" I reckon the old B. B. was as crooked 
as a ram's horn and our schedules were 
mighty slow. Being absorbed by the N. 
and P. has been a good thing in some 
ways, but these new officials don't treat 
us like the old." 

That's alius the way," admitted 
Anse philosophically. " The Big Boul- 
der's tracks have been straightened, and 
that makes possible the White Crow — 
the very run you ought to have now, 
Tom." ' 

" And the very run the super declares 
I don't know enough to hold." growled 
Drift. " I held it all right before he 
came on." 

" And you'll hold it again if Serrill 



IS 



RAILROAD MAN'S MAGAZINE. 



goes off." whispered Anse. He wagged 
his bald head knowingly. " He ain't 
liked by everybody, this new super. 
Now. if he was like Mr. Ballington — " 
" 1 grant you Ballington Serrill seems 
to be a square sort of chap," said the 
disgruntled engineer. " But he's only his 
uncle's assistant. I know he did not ap- 
prove of giving Parsons my run and my 
engine." 

" I'd hold on. Tom. jest th" same." 

The old man's speech halted. His 
jaws came together with a snap. His 
sudden silence held Drift's puzzled at- 
tention. 

The telegraph instrument inside the 
little office was rattling frantically, and 
Drift saw that the boss was reading the 
message as it came from the wire. Jt 
was plain, from the expression on Pren- 
dergast's face, that it was a message of 
moment. 

The breadth of the busy yard of the 
Logan City terminal lay before them. 
Chains of box cars, flats, dumps, and 
cattle-cars littered the various tracks. 

A fussy little switch-engine was kick- 
ing cars about in a most unmannerly 
way. driving them here, there, and every- 
where, and coughing derisively as the 
cars scurried over the switches and - 
bumped, with clatter and shriek, into 
each other. 

An excursion train had just come in 
from the west and still lay at the station, 
which was visible from the yard-office. 

A mogul — a freight-hauler — had been 
relieved a few minutes before and was 
waiting an opportunity to be shifted 
across the yard to the roundhouse, where 
its fires might be drawn ; but the turn- 
table was occupied at the moment by 
No. 210. a big. new passenger-hauler, 
prepared to take the W hite Crow Flier 
on into the east as soon as she should 
be brought in from Big Boulder. 

It was down grade into the yard from 
the west, and a thread of smoke above 
the wooded mountainside and the faint 
whistle of the flier, had already warned 
the yard of her approach. 

The east-bound track was cleared, save 
for the excursion train then at the sta- 
tion platform. The red board was hung 
out against any inbound train on that 
track : but the excursion train was to pull 
out and a clear track given the White 
Crow when she was due. 



It had been upon the tip of Tom 
Drift's tongue, when he first saw the 
flutter of smoke above the tree tops, to 
say that the flier was ahead of schedule. 
But old Anse knocked the idea out of 
the engineer's head. 

"'What's the matter?" demanded 
Drift, as the yardmastcr got to his feet. 

The sounder was still rattling. There 
came the sharper, nearer shriek of the 
White Crow's whistle. 

Gid Larrabee. long-legged and freck- 
led, bounded out of the office waving a 
bit of flimsy and so excited that he could 
only stutter. 

" Never mind that ! " cried Anse. 
" Run and have the whistle blown for 
the wrecking crew." 

" What is it?" demanded Drift again, 
seizing the old man's arm. 

" Just what I warned Serrill would 
happen if he didn't have the repair gang 
look more carefully after their work. 
To my knowledge that air-brake has 
been reported five times — " 

"On 67?" 

" Yep. It's give out again. They 
wired from Julep. Hear her comin' 
down the grade, yelliiv like a banshee 
for the hand-brakes? And them shacks 
can't hold such a heavy train." 

" She'll run into this block." 

" By thunder. Tom ! she'll run into 
wuss that that," gasped the old man. 

Drift wheeled and looked down the 
yard. 

" The excursion ! " he whispered. 
" They can't pull her out in time." 

'* W e'll throw the express onto that 
siding." exclaimed Prendergast. and 
started across the yard full pelt. 

But the young engineer, whose brain 
and legs were more active, overtook the 
yard boss and caught him by the arm. 

" That string of cars is loaded. You'll 
do a power of damage, and perhaps de- 
rail the express," Drift shouted in 
Prendergast 's ear. " Listen to me ! 
Switch the mogul onto the east track — 
I'll meet the flier with her as she comes 
down. It'll make mince meat of the 
freight-hauler, but it will stop the White 
Crow, perhaps without serious damage." 

" It'll make mince meat of you, you 
young fool ! " roared Prendergast. 

But Drift was already across the in- 
tervening tracks and had leaped upon 
the mogul. Her crew had left her 



DRIFT, OK THE WHITE CROW. 



L9 



steaming there unattended while waiting 
for a chance to get her into the round- 
house — in itself an infraction of the 
road's rules which they would later have 
to explain. 

Foolish as he believed Drift's act to 
be, Prendergast obeyed the engineer's 
command. He flung over the switch and 
the mogul, starting slowly, slid onto the 
main track. 

The shrieking flier at that moment 
dashed into view. She had gathered the 
momentum of twenty miles of down 
grade before her air gave out and. as 
Prendergast had prophesied, the hand- 
brakes retarded her speed but slightly. 

At the station the train starter had 
been warned from the despatcher's office : 
but the heavy passenger train could not 
be moved in time to escape a terrible 
rear-end collision. 

Everybody saw the situation in the 
same way — saving one man. It was Kis- 
met with all but Tom Drift. 

He alone believed there was a chance 
to save both trains. He opened wide 
the throttle of the mogul, and on her last 
few pounds of steam the huge freight 
hauler rolled up the yard to meet the ap- 
proaching runaway. 

Big as No. 67 was, the mogul was 
heavier by many tons. She would be no 
slight buffer for the on-rushing train. 

Yet, when the flier struck the sacri- 
ficed locomotive, it seemed as if the 
wreck must be strewn all over the Logan 
City yard ! 

Prendergast, his bald head shining in 
the sun. his shirt-sleeves fluttering, tried 
to overtake the mogul, yelling as he 
ran : 

" Jump. Tom! Jump, you fool! It's 
sure death you're courting! " 

And Tom Drift knew that quite as 
well as the old roundhouse boss. The 
tender of the freight engine would re- 
ceive the full weight of the flier's charge 
and must crumple up like cardboard. 

Drift had method in his apparent 
madness, however. He measured the 
rapidly decreasing distance between the 
on-rushing flier and his engine, with 
clear vision ; his nerves were unshaken 
as the monster bore so swiftly down 
upon him. 

He knew that behind him the track 
was clear to the station — and the excur- 
sion train, only now clumsily getting 



under way. Prendergast had shut the 
switch after the mogul crossed over. 

Sixty-seven came plunging down the 
hill with her long string of Pullmans 
and vestibule coaches behind her. The 
expected smash would be a terrific one ! 

Suddenly Drift reversed the freight 
engine and, with the grade in her favor 
she began to slide back into the yard 
again. With a hand that never trembled 
Drift regulated her speed so that, within 
a few yards, he worked the mogul up 
to a pace but little under that of the 
runaway. 

Fire was spurting from the brake- 
shoes on either side of the heavy train 
as it thundered down into the yard ; but 
to halt it before the station was reached 
was beyond the powers of the engineer 
of Number 67, or of the crew. 

Nearer and nearer she came. Drift, 
knowing the track ahead to be clear, sel- 
dom glanced in that direction. His 
gaze was fixed upon the monster hur- 
tling down upon him. 

Suddenly the pilot of the flier bunted 
the mogul's tender. The shock was ter- 
rific, and Drift was almost thrown out 
of the window ; but he clung like a leech 
to the seat and instantly threw over the 
bar again. With all her weight, the 
freight hauler bucked back against the 
runaway. 

Fortunately neither engine was de- 
railed ; but for some hundreds of yards 
the mogul was pushed on by the weight 
of the flier, the latter not being retarded 
in the least. 

It was like two bulls with locked 
horns, the heavier pushing the other 
about the paddock. 

The tender of the freight engine rose 
in the air, its fore truck leaving the rails 
entirely, breaking the coupling and 
thrusting the drawhead of the tender into 
the cab. 

Bits of splintering metal flew about 
Drift : but he stuck to his post — indeed, 
he could not jump, for the front of the 
tender had crowded into the cab. 

In a cloud of escaping steam, and 
deafened by the shrieking brakes and 
grinding ironwork, the flier pushed the 
obstructing locomotive down the yard. 

Had the engineer of the train stuck 
to his bench with the pluck that signaled 
Tom Drift's act, the stopping of the flier 
might have been accomplished sooner. 



20 



RAILROAD MAN'S MAGAZINE. 



But lie jumped, and his fireman, in 
following his example, went to the 
hospital. 

The excursion train was now under 
way — and not a moment too soon. The 
runaway came to a grinding halt, the 
half-wrecked freight hauler before it. 
just where the rear of the excursion train 
had stood. 

Tom Drift climbed through the broken 
window of the wrecked mogul as a num- 
ber of excited officials arrived from the 
offices. 

Foremost was James E. Serrill. the 
division superintendent. He was a man 
tolerant of neither mistakes nor acci- 
dents : and when he recognized the young 
engineer crawling from the wreck of the 
mogul, his passion blazed forth. 

"Is that your engine. Drift?" he 
demanded. 

Drift explained — or tried to, but Ser- 
rill interrupted. 

" I saw you ! 1 saw you run that 
engine in the way of the flier. You 
caused this wreck deliberately, you 
scoundrel. Do you realize that mogul 
is worth twenty thousand dollars ? " 

" It was the only way I saw of halting 
the flier. Mr. Serrill," said Drift quietly. 

" Don't talk to me ! " ejaculated the 
angry superintendent. " It was done 
with intention to injure the division. 1 
know your reason, and I'll give you a 
greater reason for wishing to injure me 
and the Big Boulder branch. 

" You're discharged. Drift ! You can 

fo up to Ballington and get your time, 
'he Big Boulder can get along without 
you in the future, and if / have any in- 
fluence with the Northwestern and 
Pacific system, you'll never sit in a loco- 
motive cab again ! " 

Drift's wrath had been steadily rising. 
He advanced now on the superintendent 
with clenched hands. 

" You've got a right to discharge me. 
Mr. Serrill — for any cause, or no cause 
at all : I grant you that. But if you try 
to blacklist me, I'll see what the Brother- 
hood has to say about it. You're going 
a step too far — " 

Anse Prendcrgast seized his arm and 
dragged him aside. All the idlers and 
roundhouse men were pouring across 
the tracks, and the blowing of the round- 
house whistle by Gid Larrabee would 
quickly bring the wrecking crew. 



Parsons, engineer of the flier, who 
had jumped, came limping up, and Ser- 
rill turned on him. So the roundhouse 
boss led the wrathful Drift away. 

" Don't make it worse by kicking." he 
advised. " Let the old man dress 
Parsons down a bit — it will relieve him." 

"And, by thunder! Parsons deserves 
it. Think of an eagle-eye in as respon- 
sible position as he was, jumping — and 
when the danger was practically past!" 

" I alius reckoned there was a chunk 
of yaller in Jim Parsons as big as one o' 
these vere grape-fruit. He's alius been 
huntin' soft-snaps since he struck this 
division — something showy and easy. 
He reckoned the White Crow was his 
meat." 

Drift was gloomily silent, but Pren- 
dergast went on cheerfully : 

" I recollect such fellers as him in the 
army. They couldn't stand the marchin' 
in the infantry, an' so they got exchanged 
into the cavalry : and they couldn't stand 
the joltin' in the cavalry, and so they 
exchanged from that to the artillery; 
and there they couldn't stand the noise, 
and either got a red-tape snap at Wash- 
ington, or exchanged over into Canada 
and peddled fancy soap till the war was 
over. I reckon Parsons will peddle soap 
for a while." and the old man chuckled. 

" Well, he isn't any worse oft" than I 
am." growled Tom Drift. " He's got 
the sack for losing his air on a defective 
brake — which was the fault of some- 
body else. And I got the sack for saving 
the train from a bad smash-up. There 
doesn't seem to be much justice in either 
decision." 



CHAPTER II. 

Fate Takes a Hand. 

A FLAT on which was guyed a big 
derrick was run alongside the 
tangle of scrap iron that once had been 
a freight engine, and in half an hour the 
track was cleared. 

Tom Drift had watched the proceed- 
ings from the doorway of I'rendergast's 
shack, and now he turned to shake the 
old man's hand before leaving the yard. 

" Well, it's settled for me at last. 
Anse," he said sadly. " Milly and I will 
have to give up our little home and cast 
about for a new one. Serrill will queer 



DRIFT, OF THE WHITE CROW. 



23 



me all "over the N. and P. — that's sure. 
We'd better go East." 

" Don't you jump too quick, Tom," 
advised tlie boss. " Hey ! there's the 
old man crossing the yard now. Try 
him again." 

What? Ask him to reinstate mc 
after what he just said? If he opened 
up on me again I'd knock him clown I" 

" Tom," said the old man earnestly. 
'* you ain't a very pacific cuss. If you 
ever want to keep a job under a man like 
Jim Serrill, you want to be circumspect. 
Ye don't palaver enough. Tom — ter keqj 
yer job." 

'* I couldn't keep it if I did." returned 
Drift, smiling grimly at the foreman's 
story. " And it's not in me to get down 
and litk the boots of any man, Anse." 

He squared his shoulders and turned 
from the weather-beaten office of the 
yardmaster. taking the cinder-path to 
the station. 

Ballington Serrill. the assistant super- 
intendent, was not the counterpart of his 
uncle — in looks, at least. But Drift did 
not know him well. Both the Senilis 
were comparatively newcomers to the 
Big Boulder division. 

Ballington was college bred and. in the 
eyes of men like Tom Drift, who was 
a thoroughly practical railroad man. 
seemed rather callow. But the directors 
of the N. and P. had the same degree of 
confidence in the younger Serrill that 
they had in James £. 

It was Ballington's way to be friendly 
with the employees of the division, and 
even in the short time he had been among 
them he had learned a good deal about 
the Big Boulder men as individuals. 

" How's this. Drift? " he asked, when 
the engineer asked for a bill of his time 
to take to the cashier. " Are you leav- 
ing us? " 

" I ean't live on half rations, and 
should make a change anyway." said 
Tom Drift sharply. " But Mr. Serrill 
has saved me that trouble. I'm dis- 
charged." 

Ballington had heard rumors of the 
row over the wrecked mogui. He tapped 
the edge of his desk with his pencil 
thought fullv. 

" Will you wait until I have a chance 
to speak with the superintendent, 
Drift? " he asked. 

But Drift had no use for either Serrill 



now — he was sore at heart, and plainly 
showed it. 

"I'm through!" he growled. '"Just 
give me my time. I've served the Big 
Boulder — in the shops and on the iron — 
for ten years; but there's other roads. 
I reckon, that will pay as good wages." 

Ballington's hps were closed. He let 
the young engineer go and soon Drift 
was out on the street with his pay- 
envelope in his pocket and a sore heart. 

For Tom Drift had been " born and 
brought up " on the division, and the 
wrench of parting from the road and 
his old associates would be a hard one. 

He had sat behind his father in the 
cab of one of the first locomotives ever 
driven through tlie Big Boulder Basin 
and — later, when the N. and P. had 
absorbed the independent road — had 
helped build the straighter line up the 
stiff grade of the circular mountain wall 
and over the Pioco Saddle. 

He had served three years in the shops 
— from the age of sixteen to nineteen — 
and was a good mechanic as well as an 
A i engineer. When the road was 
straightened and the White Crow put on 
the schedule, it was understood, young 
as he was, that Tom Drift and No. 67 
were to pull the flier from Big Boulder 
to Logan City. 

The change in the right-of-way was 
as straight as a crow's flight over the 
Saddle and through the valley known 
as Big Boulder Basin. From the wooded 
heights behind Logan City, the fast ex- 
press looked like a white streak flashing 
through the valley. 

Therefore, the nickname, " White 
Crow," which had become attached to 
train No. 42 over the Big Boulder divi- 
sion of the Northwestern and Pacific 
Railroad. 

When James E. Serrill came into com- 
mand at Logan City, however, Tom 
Drift soon found Old Man Trouble 
camping on his trail. 

With slight excuse the new superin- 
tendent had shifted Drift from the 67 
and given him an inferior engine and an 
inferior run. In six months the best 
eagle-eye on the division had been rele- 
gated to a position little better than that 
of a " sub." 

The bitterness of all this welled up in 
Tom Drift's soul as he left the railway 
offices behind him. 



22 



RAILROAD MAN'S MAGAZINE. 



Up on the mountainside, close to Hal- 
lett Crossing, stood two cottages, side 
by side. One, Drift's father had built, 
and the young engineer and his sister 
Milly. occupied it now. 

The cottage long ago had been the 
home of the Longstreets. But since 
those early days Mr. Longstreet had 
made a mint of money out of a mine, 
had moved down into the city proper, 
had built a handsome home for his fam- 
ily and, dying, left his wife and daughter 
wealthy. 

But Sara Longstreet and Tom Drift 
had remained the best of friends through 
all these changes. Tom had never 
" presumed." for he well knew Mrs. 
Longstreet's ambitions for her daughter. 

But Sara, herself, after she had re- 
turned from boarding-sch >ol. where she 
was sent to be " finished," had shown 
plainly that she considered the Drifts. 
Milly and Tom. quite good enough to be 
her friends still. 

The superintendent of the division 
was looked upon favorably by Mrs. 
Longstreet as a suitor for Sara, notwith- 
standing the disparity in the ages of the 
girl and Serrill. 

Serrill had been very attentive to the 
young woman until she had asked Tom 
Drift a few questions pointblank about 
the super. Then Sara, disregarding her 
mother's wishes, had turned her back 
upon him. 

Result: Tom Drift found himself out 
of a job. 

He paced the street which bounded 
the railroad yard and shops, gloomily 
enough, scarcely seeing the men he met 
and to whom he nodded. The shops were 
closing for the day and many of his old 
associates hailed him, for Drift was 
popular. 

Suddenly at a corner of the street his 
attention was turned to a crowd of 
laughing and hooting boys. He glanced 
to the roadway and. with a startled and 
pained expression, recognized the object 
of their raillery, 

A stalwart man — a man of almost 
gigantic physique — marched down the 
roadway paying slight attention to those 
who jeered him. He swung his power- 
ful arms like flails ; his gray beard swept 
the breast of his coat ; his eyes burned 
with an insane light. 

"Hi— yi! it's old Take Monteith." 



shouted one boy to another. " He's as 
crazy as a loon." 

" Hush hush ! " exclaimed Drift, put- 
ting the youth aside with one hand and 
pushing before him into the crowd. 
" He's been one of the best engineers the 
road ever had. And working for the 
Big Boulder is what made him as he is — 
don't you know that? Don't anger him, 
boys." 

But the big man paid no more atten- 
tion to the throng about him than his 
own old locomotive would have paid to 
the buzzing of so many flies. He still 
swung his arms as he marched solemnly 
on, and now he cried in a sonorous voice : 

" I am from heaven! And, once blind. 
I now can see as I did in the bright days 
of my youth. Let me spread the glad 
tidings! " 

Attracted by the crowd, two policemen 
came Up and seized the old man. Every- 
body in Logan City knew him. He had 
been one of the early locomotive engi- 
neers — like Drift's father — when Big 
Boulder was in its infancy. 

Peering out of his cab window, year 
after year, had finally injured Jake Mon- 
teith's sight, and — well, there was no 
pension in his day for the man who so 
frequently stands between the traveling 
public and peril. 

He had been turned off by Serrill with 
no more warning than would have been 
given the last wiper taken on at the 
roundhouse. Monteith's invalid wife 
had recently died and he had saved a 
little money. 

Loss of work and failing sight had 
turned the old man's brain — and. per- 
haps, some additional trouble had much 
to do with his present condition. It wa> 
well known that James E. Serrill had 
other occasion for disliking old Jake 
Monteith, and that Monteith had not lost 
his job entirely because of defective 
vision. 

The policemen knew the old man ; 
but at times he was dangerous and they 
dared take no risks. Having no hand- 
cuffs with them, they borrowed a rope 
and bound the insane man's arms to his 
sides. 

He did not struggle until they had him 
tightly triced and endeavored to urge 
him toward the police station. He 
looked at them with a calm and confi- 
dent smile. 



DRIFT, OF THE WHITE CROW. 



2:; 



" See ! " he cried aloud. " Ropes will 
not hold me. Behold — a miracle ! " and 
putting forth the enormous strength 
engendered by his condition, he actually 
snapped his bonds. 

The crowd fell back with exclama- 
tions of wonder and fear. 

The madman bounded to the other side 
of the road, but stopped suddenly in his 
flight. 

Coming down the street and walking 
briskly, swinging his heavy cane, ap- 
peared James E. Serrill. 

The madman halted him with up- 
raised arms, and a torrent of curses 
poured from his lips. His face blazed 
with passion, his lips were foam-flecked 
in this spasm of demoniacal rage. 

There was not a doubt of the super- 
intendent's peril. He sprang away 
to escape the madman's attack, and 
Monteith followed him. 

The policemen, having been joined 
by two more, hurried to secure their 
prisoner; but as Monteith flung himself 
at Serrill's throat, Serrill side-stepped 
and brought the heavy knob of the cane 
on the madman's crown! 

The blow felled the old man. the blood 
running in a stream upon the pavement 
and the police held and tied him again. 

Some of the bystanders gathered about 
the super to congratulate him on his 
escape; but Serrill quickly got away 
from them. He passed Tom Drift with- 
out a glance ; the engineer saw that the 
railroad official was greatly moved by his 
encounter with the madman. 

At the first corner. Drift being right 
on his heels, the superintendent of the 
Big Boulder division was again halted 
on the walk. A woman, with a shawl 
over her head which half shrouded her 
features, stood in his path. 

" Where is her " Drift heard her cry. 
" If any harm comes to my father I 
know it will be through you. Jim Serrill! 
Have you seen him? 

Drift halted, too. He recognized 
Maria Monteith. old Jacob's daughter. 
The engineer shrank from telling her 
himself what had befallen the half-blind 
old man who had escaped her guar- 
dianship. 

Serrill was not abashed, however. 

"Yes," he said. " I call tell you. 
They're taking him to the police station. 
And if I have any influence with the 



courts he shall be sent to the insane hos- 
pital — where he should have gone long 
ago. He attacked me, and I knocked 
him down ! " 

He said it cruelly and with the evi- 
dent satisfaction of giving her pain. The 
girl uttered a stifled cry and then stepped 
close to the superintendent, saying some- 
thing in so low a tone that Drift did 
not hear. 

Serrill uttered an oath and half raised 
his cane as if to strike her — and. per- 
haps, he would have done so had not 
somebody intervened. 

They stood close to the door of the 
boiler-room. The passage between the 
shops was empty; but out of the boiler- 
room door there stepped a begrimed 
man in the dress of a fireman. One 
stride brought him between the girl and 
the railroad superintendent. 

He was a heavy featured chap with 
rather dull eyes and coarse black hair 
which hung low upon his smutty fore- 
head. He was below the middle height, 
but possessed long arms and a lusty body. 
Drift knew him to be Budd Phelps, a 
fireman in the shops. 

" Super," he said, speaking as though 
he had not noted the official's action, and 
without as much as looking at Maria 
Monteith, " I got to show you something. 
I was just cleanin' up for the night, and 
I'm glad you come along." 

Serrill recovered himself. 

" All right, Budd ; all right," he said, 
and turning his back on the girl, 
followed the fireman inside. 

Drift went on toward the railroad 
yard. The girl stood undecided before 
the fire-room door and the young engi- 
neer, seeing her face more plainly, was 
fairly startled by her expression. Her 
gaze followed the departing superin- 
tendent — it was a blinding glance of 
hatred ! 

" James E. Serrill has an enemy 
there,'' thought Drift. " And she's got 
good reason for hating him. if all tales 
are true." 

The young engineer caught the rear 
of the dog-house behind the evening 
freight just then steaming out of the 
yard, and dropped off at Hallett 
Crossing. The cottage over which 
Milly presided as a brisk little housewife, 
was at hand. 

He sat in the kitchen after supper 



24 



RAILROAD MAN'S MAGAZINE. 



listening to his sister's chatter as she 
washed the dishes and " tidied up " the 
already speckless room, trying in his 
own mind to put the fact of his dis- 
charge and the change that must come- 
to them thereby into the gentlest 
phrases. 

There came a sudden rap on the door. 
A 1 illy ran in response. 

" Why. it's Anse ! " she cried. " Come 
in, Mr. Prendergast. Mow came you 
way up here?" 

■ : No, no. Miss Milly," said the old 
man. leaning against the door-frame, as 
sheepish as a boy. " 1 can't stop. I 
come after your brother, miss." 

"Oh, dear! It's more night runs, I 
know. 1 do wish the super would give 
you regular hours again, Tom." 

Drift picked up his cap and went to 
the door, wonderingly. Old Anse was 
saying : 

" I reckon he'll have a regular run 
after this. Miss Milly. He's called to 
take out the night express; he'll come 
back on the White Crow to-morrow — 
where he belongs." 

" Oh, goody ! " cried the girl, clapping 
her hands. 

"What's this mean. Anse?" de- 
manded Drift disturbed. 

But Anse waited until the door was 
closed. He said: 

" It's all right, son. I come up myself 
with orders for ye. I've had Smith get 
out a hand-car for us to go down on. 
You'll be in time." 

" To take out the express? There's 
plenty of time. Besides — 1 don't know 
as I'll do it, Anse." 

" You come down with me. anyway," 
said the old man earnestly. 

" What for?" 

" They want to see you." 

'• But Serrill discharged me — " 

" Now. son, don't act the baby. Don't 
be a fool. I told him you could be de- 
pended on." 

" Told who?" 

" Ballington Serrill." 

" Huh ! Where's the super? " 

Anse turned on him, put a hand on 
either shoulder, and leaning forward 
looked searchingly into Tom Drift's eyes. 
They were now within the radiance of 
the Crossing lamps. 

" The super is dead, Tom. He was 
murdered not two hours ago. below 



there at the shops. Ballington Serrill is 
in charge of the division now." 

CHAPTER III. 

The Finger of Suspicion. 

\/f AX'S mind is a strange machine. 

A fact put into it sometimes comes 
out strangely distorted by memory. 

Somewhere, in the course of omniv- 
orous reading, Tom Drift had come 
across a similar situation. 

A quarrel between employer and em- 
ployee ; bitterness and rancor on botli 
sides ; then the death of the employer and 
the finger of suspicion — 

" Where was he murdered ? " he 
asked, in a voice which surprised him- 
self, it was so unshaken and natural. 

Inwardly he was trembling; on the 
surface there was nothing to excite 
Prendergast's comment. 

" In the fire-room of the shops," said 
Prendergast in reply. 

"How was it done?" 

" They dunno yet. Tom. 'Tain't over 
two hours ago that he was seen alive." 

" Right after the arrest of Jake 
Monteith ? " 

" Did you know about that? " 

" I was there." 

" ; Wal." and the old man turned from 
him hastily as the agent at Crossing sta- 
tion pumped the hand-car alongside of 
them. " don't tell anybody that."' 

"Eh?" queried Drift. 

" Better know nothin'. That's my 
motto. In law it's giner'ly the witness 
that gets it in the neck wuss nor the 
culprit." 

" What do you mean ? " demanded 
Drift, looking Anse in the eye. 

He feared to see there an accusation 
and his first thought was to boldly con- 
front it — to stare it down. The old man 
evidently understood him. 

" Look here. Tom Drift." he growled. 
" You've got a soft heart : don't let it 
extend to yer head. Nobody's accusin' 
you of havin' anything to do with the 
super's taking oil. You was home, 
warn't you? " 

" How should I know? " queried Drift 
as he stepped upon the hand-car. 

Prendergast followed him and they 
let the car rumble down the grade. 

By and by the young engineer asked : 



DRIFT, OF THE WHITE CROW. 



25 



'" Tell me how it happened?" 
" That's what Captain Stranahan is 
trying to find out." 
• Oh!" 

" He'll ask you some questions, it's 
likely. He did me. They're examining 
everybody who spoke to the old man 
this afternoon, or who saw him. It 
seems a plumb mysterious thing." 

" The watchman found him stretched 
out there in the boiler-room of the shops. 
There warn't a soul near, and he was 
dead all right." 

" How was he killed? " asked Drift. 
That's what they'd like to find out. 
Haven't found anything but a bruise or 
two which he might have got when he 
fell. It wasn't long after the shops shut 
down that it happened. He'd been dead 
some time when they found him, and it 
warn't more'n eight o'clock." 

" Maybe they'll never learn who did 
it," breathed the young man more to 
himself than to Anse. 

"Huh! don't you believe that." de- 
clared the old fellow. "Murder will 
always out — like sap in a pine knot. In 
this case, it looks like an easy one. 
Surely somebody seen the murderer, 
whoever he was. They'll nab him quick 
enough. But it'll be a long day before 
the Big Boulder gets a boss that'll keep 
the repair expense account down like 
James E. Serrill did." 

It was that desire on his part that 
caused the accident to the White Crow 
this afternoon." grunted Drift. 

•• Well ! let that fly stick on the wall. 
The man's dead," said old Anse. " And 
you take my advice, Tom Drift: don't 
appear to know too much about him or 
his end. Cap'n Stranahan didn't l'arn 
much from me, you bet ! " 

Prendergast's words buzzed in Drift's 
ears when he left the hand-car and 
crossed the yard to the station. Some- 
body must have seen the murderer! 

Before the young engineer's mental 
vision rose the figure of Budd Phelps as 
he invited the super into the boiler-room 
during the altercation between Serrill 
and the daughter of Jake Monteith " to 
show him something." 

Budd had long been a neighbor of the 
Monteiths. He was seemingly a stupid 
fellow; but he had worshiped Maria 
Monteith long before that unhappy girl 
took the step which had embittered her 



own life and, perhaps, wrecked her 
father's mind. 

After she had returned home to care 
for her father, Budd had treated her 
just the same as before, and his dumb 
devotion was pathetic. 

The fireman must have known the 
influence James E. Serrill had had upon 
the unfortunate Maria. And Drift had 
seen the fireman and the super disappear 
together into the boiler-room. 

But he retained control of his features 
and followed old Anse up-stairs to the 
division offices. Ballington Serrill, his 
young face stern and white, sat talking 
with the chief of Logan City's police 
force. 

" I got him for you, Mr. Serrill," old 
Anse said. "If you'll excuse me — " 

" All right. Prendergast — all right," 
said young Serrill shortly. " I'm obliged 
to you. You can go." Then to Drift: 
"I wanted to see you, Mr. Drift; and 
Captain Stranahan may have some ques- 
tions to ask you. You've heard of this 
terrible happening? " 

" I've heard that the superintendent is 
dead — yes, sir." 

" My poor uncle was killed. I believe, 
by some enemy — although the doctors 
as yet cannot state what actually caused 
his death. Now. Captain Stranahan? " 

Ballington's manner was nervous. He 
eyed Drift aslant; but the young engi- 
neer was on guard. 

" I merely wish to ask Mr. Drift 
when and where he last saw James Ser- 
rill," said the police officer slowly. 

" Er — well ; first of all." said Balling- 
ton hastily. " let me learn if Mr. Drift 
is in the mood to take out the night 
express. This is important. You 
understand, Drift, that you will be re- 
instated and will have your old run — 
the one Parsons has been having. Do 
you accept ? " 

*" Certainly," said Drift promptly. 

"Mr. Drift was discharged, then?" 
asked Stranahan. 

He seemed not to look at the engineer; 
but the latter's expression of counte- 
nance did not change. 

" A mistake." declared Ballington, 
with the same haste. " I tried to get him 
to reconsider it this afternoon. I am 
glad to welcome him back on the Big 
Boulder division." and he spoke with 
much emphasis. 



26 



RAILROAD MAN'S MAGAZINE. 



Stranahan nodded and said nothing. 
The new superintendent seemed to be 
the only nervous persons in the room. 
He continued: 

" Your old fireman has gone to the 
hospital. Drift. I shall have to give you 
a new man on 67. He applied for a 
change from the shops a month ago. and 
this seems a good chance for him. Here 
he is now." 

Drift glanced quickly toward the door. 
Somehow the appearance of Budd 
Phelps did not startle him. The fire- 
man slouched forward in his dull way. 

" I've sent for you. Phelps," young 
Serrill said. " to give you a run with Mr. 
Drift. You'll go out on the express to- 
night." 

•' Thank you. sir." 

" And Captain Stranahan." he waived 
his hand lightly toward the police officer, 
" would like to talk with you, too." 

Ballington was recovering from his 
confusion. This was evidently a strained 
situation for him, too. 

Drift had taken a chair. He believed 
that he and Phelps had been summoned 
to the office for a purpose. He steeled 
himself to show neither surprise nor 
fear, whatever should happen. 

As for Budd Phelps, he looked upon 
Stranahan with a bovine gaze and said 
nothing. 

" You saw the unfortunate Mr. Serrill 
just before his death, I understand?" 
asked the policeman. 

" I reckon so, sir."' 

" Where was this?" 

" In the boiler-room. He was talking 
to me. I was showing him how we 
needed a new compressed air-cock. The 
super was close about repairs, sir," and 
his gaze flickered for a moment on Bal- 
lington. " W e couldn't get nothing new 
through the foreman." 

"How tlid he seem?" asked Strana- 
han, his gaze anywhere but on Budd. 

" Who— the super?" 

" Yes." 

" I guess I hit him at a bad time. He 
damned me — and the cock. I left him 
looking at it. Just then did Larrabee 
called me, for it was after six o'clock." 

The police officer nodded. 

" I went with Gid to Median's 
saloon." 

" You left Mr. Serrill in the boiler- 
room ? " 



" That's what 1 said, sir." 

" Did you see anybody else around the 

place? " 

Phelps's eye flickered for an instant 
in Drift's direction, but he said without 
the least hesitation : 

" Not a soul, sir — not a soul but Gid." 

" All right. Phelps. You can go." said 
Stranahan, dismissing him. 

" You can go over to the roundhouse, 
Phelps, and look over 101. No. 67 will 
be in the shops for a day or two yet." 

The fireman withdrew. Ballington 
looked again at Captain Stranahan. 

" Now for you. Mr. Drift," said the 
policeman, taking the signal. " You did 
not see the superintendent later than 
Phelps, I suppose?" 

" No, sir." 

" You may be called upon to say some- 
thing at the inquest. Perhaps I'd bet- 
ter not ask you too many questions now." 

" I do not see — " said Drift begin- 
ning hastily, and then stopped. 

"You do not see what, Mr. Drift?" 
said Stranahan briskly. 

" I do not see what connection I can 
be supposed to have with the matter." 

" I don't suppose that you have," said 
the policeman, with an expression of 
great frankness. " But you were seen 
near the superintendent just after that 
little fracas on the street when he 
knocked that crazy man down. Every- 
body remotely connected with the inci- 
dent is being questioned." 

" W hat was done with poor Mon- 
teith ? " asked Ballington Serrill quickly. 

He raved so that we immediately 
sent for the hospital ambulance and they 
took him away." said the chief of police. 

Then he turned again to Drift: 
You see, Mr. Drift, there may have 
been no murder after all. Mr. Serrill's 
death may have been caused by apoplexy. 
There are no marks on the body — that 
is. no marks to show that he was at- 
tacked." 

When Drift was outside he reviewed 
the scene in the superintendent's office 
with frowning brow. Me knew that 
there were suspicions in the minds 
of Ballington Serrill and Captain 
Stranahan. 

Were those suspicions aimed at him ? 
Were they aimed at Phelps? 

He and Budd had been brought into 
the office together for a purpose. 



DRIFT, ( iF Till'. WHITK CK< >\V. 



27 



Mow much did Stranahan and the new 
superintendent know of the truth, and 
how much did they suspect? 

■' They are groping for a motive for 
the crime — and a crime has been 
committed, despite Stranahan's final 
comment," thought Drift. *' That talk 
of apoplexy and the like is all bosh ! 

" There must be other witnesses who 
have connected Phelps or me with the 
murder. Old Prendergast acted funny. 

" But 1 believe I can prove an alibi. 
The crew of the freight will remember 
that I went up with them to the Crossing. 
Serrill must have been killed after that — 
hold on ! Perhaps not. Or, perhaps, 
they can never establish the exact time 
of his death." 

He stood still in the darkness and 
thought. A chill of apprehension seized 
him. He could not shake off its grip. 

" Perhaps the super was already dead 
When I boarded the freight. He may 
have been struck down immediately after 
he and Phelps stepped into the boiler- 
room." 

The thought was forced upon him. It 
brought to the surface again that which 
he had been trying to stifle. 

James E. Serrill had knocked down 
Jake Monteith, had threatened his daugh- 
ter — whom the dead man had already 
injured and, therefore, hated — and Budd 
Phelps had stepped between the angry 
man and his victim as Drift passed by. 

Phelps himself had admitted that he 
w as alone with the superintendent in the 
boiler-room. Gid Larrabee had called 
him from outside. 

The only possible witness of what 
occurred between the fireman and the 
man now so strangely dead, was Maria 
Monteith, Drift wondered if Strana- 
han had questioned the mad engineer's 
daughter ? 

These facts pointed to one result — 
and to one man. Serrill had injured 
Maria Monteith ; Phelps loved the girl — 
even after she had been cast off by the 
superintendent. 

Drift believed Budd Phelps guilty of 
the murder. 

It was an awful thing. Drift felt 
the sweat standing on his brow and limbs 
and he shook as though with an ague. 

Suppose he was called as a witness? 
Suppose suspicion was already fastened 
on poor Budd and an attempt would be 



made to prove, through Ms testimony, 
that the fireman was the murderer? 

Hounded by these two fears — first, 
that he might himself be suspected of 
the murder ; second, that his evidence 
might be needed to entangle Phelps — 
Drift proceeded down the yard. 

There were many flaring lights and 
much running to and fro at the round- 
house. When he drew nearer he found 
that the 67 had been derailed on her way 
to the repair shop, and the men getting 
out 101 — which he was to drive. 

Fortunately all the wrecking crew had 
not gone and the great crane on its flat 
car was particularly handy. The boss of 
the gang wished to use this huge machine 
in getting the derailed locomotive back 
on the track. 

Haste was imperative, for the western- 
bound night express — the train Drift 
expected to pull out with 101 — would 
soon steam into the station. 

Drift put aside the thoughts which 
had been troubling him and went to the 
aid of the wreckers. He mounted to the 
top of the boiler of the damaged loco- 
motive and secured the sling that had 
been carried under the machine. 

This sling must be hooked by the arm 
of the crane, which could lift a hundred 
tons as easily as Drift could raise a ten- 
pound dumb-bell. 

In the noise of escaping steam from 
several locomotives. Drift did not hear 
the starting of the donkey that controlled 
the crane, and his back was toward the 
swinging arm. In a half-stonping pos- 
ture, clinging to the chains, he first heard 
the frightened shouts of those on the 
ground who saw his peril. 

Drift straightened up — still uncon- 
scious of trouble — and glanced over his 
shoulder. The huge arm of the crane 
was almost upon him. If he was struck 
by that mass of steel he would be 
crushed like a shell ! 

He could not climb down ; he must 
jump. Thought is quicker than the 
lightning's flash. 

On the ground beside the derailed 
locomotive was a tangle of rails and iron 
work, and it was twenty feet below him. 
To leap seemed certain injury — perhaps 
death! 

And in that flash of hesitation a voice 
rose above the horrified shouts of the 
workmen : 



28 



RAILROAD MAN'S MAGAZINE. 



" Jump! Jump, Tom Drift! Jump 
for your life ! " 

Drift saw a man hound across the 
intervening tracks and plant himself 
just beneath him. holding up his arms to 
catch the engineer. Then the engineer 
leaped, feeling the breath of the swing- 
ing crane-arm on his cheek as he did so. 

He crashed into the arms of the man 
below and they went to the ground to- 
gether. It was a mercy the under man 
was not badly injured ; but he was first 
on his feet and helped Tom Drift to rise. 

" That was a near call, sir." he said, 
and the breathless engineer looked won- 
deringlv into the countenance of Budd 
Phelps! 

It was the first thought Drift had as 

he arose: 

" I can't testify against this man ; he's 
saved my life. I must keep my mouth 
shut." 

He gave Phelps his hand involun- 
tarily. 

•• That's all right. Mr. Drift, You'd 
ha' done as much for me," said the fire- 
man simply. 

There seemed nothing more to say. 
The work of getting the derailed loco- 
motive Ijack on the track was continued, 
so 101 could be pulled out. 

Meanwhile, Drift had given the ma- 
chine he was to run a searching 
inspection. Notwithstanding the fact 
that Budd Phelps had never been a 
tallow-pot. the machine had been per- 
fectly groomed and oiled. Drift could 
find no fault. 

The train from the east came into 
the Logan City terminal on time and 
they backed 101 down to the station 
and she was coupled on. The 101 was 
not like his own old 67. and Drift did 
not know what he could do with her — 
or with the train she was to pull. 

What his engine could do, or what 
Budd Phelps could do as stoker, did not 
hold first place in Tom Drift's thoughts, 
however, and he wondered what was up- 
permost in the mind of his fireman? 

The starting gong sounded and Drift 
opened the throttle gently. The tail of 
cars moved easily. Glancing back along 
the platform, the engineer saw Balling- 
ton Serrill watching their departure. The 
sudden death of the super had dropped 
a heavy mantle of responsibility on the 
young man. 



There was not a flicker of expression 
on Sen-ill's face as he saw Drift at the 
window of the cab; but Drift, as he 
drew in his head, was sure that the new 
superintendent's mind was fixed on him. 

The engineer's own gaze sought the 
stooping figure of the dwarflike Budd, 
who had now dropped the bell-cord and 
was breaking coal in the gangway. 

Was it a fact that he was riding in this 
locomotive-cab with the murderer of 
James E. Serrill ? 

CHAPTER IV. 

" That Fellow's Sister." 

DALL1NGTN >N SERRILL had his 
*-* uncle to thank for his rapid 
advancement in the employ of the 
Northwestern and Pacific. That fact 
had really been the only tie, save that 
of blood, between the dead superintend- 
ent of the Big Boulder division and his 
efficient assistant. 

Ballington knew and disapproved of 
the private life of James E. Unlike Tom 
Drift, he would likely have dodged the 
issue if Sara Longstreet had come to 
him with questions regarding the rumor 
of James E. Serrill's entanglement witli 
the daughter of poor, blind fake Mon- 
teith. 

But. then. Ballington had not known 
Miss Longstreet all her life as Drift had. 

Therefore, the younger Serrill was 
well aware of the basis of the trouble 
between his uncle ami the engineer. And 
knowing there had been this bitter quar- 
rel, Ballington was the more troubled 
by the story of Captain Stranahan that 
Drift and the dead man had " quarreled 
over a woman." 

" Guess we won't say who the woman 
is : she's pretty well up in society," the 
policeman said. 

" I don't think it wise to mention her 
name — no," said Ballington, shortly. 
" But you're jumping at conclusions. 
You've got no proof." 

" I've got no proof that Mr. Serrill 
was murdered — yet," said Stranahan. 

But I've got my suspicions. He had 
enough enemies, God knows! There is 
another set of clues, pointing to quite a 
different party. And about another 
woman." 

Ballington Serrill flushed. " I know 



DRIFT. OK Tl I E WHITE CROW. 



29 



that my uncle was mixed up with some 
mountain girl — " 

" Married her, sir — married her. No 
doubt of it. He must have been drunk 
at the time, though 'twas no more than 
he should have done. She was decent 
enough till he got her away from home. 
She lived in a house he hired over in my 
district for a while. You see, he fell m 
with her when he first came up here to 
boss the straightening of the Big Boul- 
der. Everybody knows about it." 

" What has that to do with the death 
of my uncle? " queried Ballington. 

" Nothing. But there's a fellow — " 

And then he told his suspicions re- 
garding Budd Phelps. Result : the con- 
fronting of the engineer and fireman as 
previously shown. 

But nothing came of it ; at least Strana- 
han would not admit he had made 
anything by the examination of Drift 
and Budd Phelps. As for Ballington 
Scrrill, he felt ashamed of his part in 
the affair. 

He went down to see the night express 
start, with Drift at the throttle of 101, 
half tempted to say something to the 
young engineer. But there was Phelps 
within hearing, and the acting super- 
intendent merely stood and watched the 
express pull out. 

As the last car rolled by and he 
turned back toward the street, he ob- 
served a woman's figure hurrying 
through the already scattering crowd. 

" Miss Longstreet ! " ejaculated Bal- 
lington. confronting this lady. 

" So I just missed him ! " she ex- 
claimed, breathless. 

She gave him her hand, and her 
hurried, excited manner assured Serrill 
that she was here unattended. 

She was a tall, gracefully formed girl, 
quite as old as Serrill himself, and he 
was still under twenty-five. She had an 
air of assurance and a freedom of 
manner which he had never exactly un- 
derstood. The breeziness of this West- 
ern girl, which no seminary polish could 
hide, did not appeal to him. 

"Who did you look for?" he asked 
slowly. " Surely, you were not going on 
that train ? " 

Although her face was in smiles he 
saw something beside mere welcome in 
her full, dark eyes. They looked 
troubled. 



Her sweeping gown she had caught up 
with one hand ; but it was mostly cov- 
ered by the long silk garment she wore 
over it. 

" I am on my way to the Scott's 
affair," she said. " But I was desirous 
of speaking with Mr. Drift. Milly 
telephoned me that he was taking out 
the express, to-night." 

" The express has gone. Miss Long- 
street," said Ballington gravely. 

" So I am too late ! " However, she 
could not continue that forced lightness 
of speech. " He — he really is on that 
train. Mr. Serrill?" she asked, in some 
anxiety. 

" Mr. Drift certainly is in the cab of 
101, pulling the night express to Big 
Boulder," declared the acting superin- 
tendent, in some wonder. 

" One hears so many garbled stories — 
rumor flies so fast in this town," she 
sighed, but the relief in her face was 
plain enough. 

" You have heard of this terrible 
tragedy. Miss Longstreet? " he ventured. 

Your uncle ? Yes ! " She looked 
earnestly at him. " Is — is it true? It 
has come to my ears that Mr. Serrill 
was — was murdered." 

" We fear so," admitted Ballington, 
but the coroner has not learned how it 
was done." 

" But there is no doubt that he was 
killed ? " she cried. 

" I say, we fear so," said Ballington 
doggedly. 

" But my mother's maid came to us 
with the name of the man thev think 
did it." 

Then she knows what nobody else 
knows." declared the acting superintend- 
ent, with some surprise. 

" I — I feared he had been arrested. 
Of course, it coidd not be true ! You 
know whom I mean, Mr. Serrill." 

He could not denv it. " You are 
thinking of Mr. Drift?" 

" Yes. Tom Drift. I know that he 
and your uncle quarreled. My fooli.h 
mother told your uncle that Tom had 
undermined him with me. It did Tom 
harm." 

" I know nothing about that, Miss 
Longstreet," said Ballington stiffly. 

Her frankness seemed crude to him. 
He could not understand a young lady 
speaking so plainly. 



30 



RAILROAD MAN'S MAGAZINE. 



"If anybody is wicked enough to be- 
lieve Tom Drift capable of committing 
a crime — such a crime," said the girl, 
earnestly. " I want you to know that all 
I have — all the fortune I own — is at his 
disposal for defense. I will go bail for 
him to any amount — if bail is obtainable. 
And his sister! Milly would go mad if 
anything happened to Tom." 

"Ah! his sister — yes," murmured 
Ballington Serrill. 

" You have met Milly. Mr. Serrill. 
She was visiting me once when you 
callled. You remember what a dear girl 
she is?" 

Ballington had a vivid remembrance 
of Tom Drift's sister. A fluffy-haired, 
sweet and childlike figure, low toned and 
gentle. Much different from the aggres- 
sive Miss Longstreet. 

" Think how Milly will suffer if this 
story about Tom is circulated. I got 
her on the phone the moment mother 
told me the story. She knows nothing 
about it yet." 

" It is an idle tale, 1 believe." said 
Ballington huskily. " It is true that 
Drift and my uncle did not get on well — 
in fact. Drift was discharged this after- 
noon." 

" Oh ! " 

" But 1 have reinstated him and lie has 
been given his old run again — the night 
express to Big Boulder and the White 
Crow return." 

"Oh. thank you!" cried Sara, her 
face lighting up. " That act tells me 
better than words what you think of 
such a preposterous accusation. But you 
know mother; she is very, very unfair 
at times. And she never liked Tom." 

" I would net worry about it. Miss 
Longstreet," he said, trying to speak 
cheerfully. 

" Thank you ! I must run back to the 
carriage now. Mother will be quite 
horrified by my stay, as it is." 

She disappeared. Serrill walked 
moodily out of the station. 

'* If anything happened to Drift, that 
young lady would suffer keenly." he 
thought. " But how about the fellow's 
sister? Such a pretty little thing! " 

He said it tenderly. A vision of 
Drift's sister rose before his eye. " No! 
She would suffer the most if Drift got 
into trouble over this thing. Poor 
Milly! " 



He went on, as he intended, to the 
undertaker's rooms to which the body 
of James E. Serrill had been removed 
The physicians had just finished with 
their autopsy, and their report threw 
little upon the mystery of the man's 
death. 

Apoplexy was impossible. James E. 
Serrill had died of no known disease. 

Although there were only superficial 
bruises — notably on the back and 
shoulders — the doctors declared that 
death had been brought about by some 
violent blow which had ruptured his 
heart. 

The blow had been delivered on the 
front of the victim's body. Yet the flesh 
there was not bruised — only reddened. 
His clothing had not been disarranged ; 
nothing had been removed from his 
pockets. 

It was as though some giant fist had 
smote him and left him lying there in 
the boiler-room of the shops. Nothing 
else but that he was dead, and had died 
instantly, was really known. 

Dazed by the seemingly deepened 
mystery, Ballington Serrill went to Cap- 
tain Stranahan again, late as the hour 
was. 

The police had searched the scene of 
the tragedy minutely. The fireman, 
before leaving, had cleaned up and made 
everything orderly for the night. Not 
a tool was out of place. The fires had 
been drawn and the ashes wheeled out. 
Everything — even to the fire-hose and 
the air-pipes coiled in their frames on 
the walls — was as it should be. 

The night watchman coming in had 
found the body of the unfortunate super 
lying against the north wall as though 
it had been flung there by the force of 
the blow which had killed him. 

Murder had been committed. By 
whom, or how, Stranahan and his assist- 
ants were not prepared to suggest. 

" But we'll get the fellow — soon." de- 
clared the confident chief of police. 

"I sincerely hope so." Ballington 
remarked, as he started for his hotel. 

But did he mean it? He thought of 
the little girl up on the mountainside at 
1 1 allett Crossing. What would become 
of her if Tom Drift was proven guilty? 

" A gruesome thought ! " muttered 
Ballington Serrill. " Why he rather than 
Budd Phelps?" 



■ 



DRIFT, ol- THE WHITE CROW. 



31 



His mind was with the two men in 
the cab of 101, shrieking across the Pioco 
Range and down into the valley beyond 
the mountain wall into Big Boulder, the 
terminus of their run. 

" If either of them is guilt} - . I hope 
he does not come back," was the final 
thought of the acting superintendent. 



CHAPTER V. 

In the Canon. 

Hp< >M DRIFT, "ii this night that the 
superintendent of the Big Boulder 
division had been so mysteriously struck 
down, was hampered by a lack of knowl- 
edge of his engine as well as a doubt re- 
garding the capabilities of his stoker. 

But, like the practical fellow he was, 
he began studying both before passing 
Logan City yard. 

The 101 charged the grade pluckily. 
The string of cars was a long one, but 
the big mountain creeper steamed easily. 

As for Budd Phelps, he went about 
his business with some appearance of 
knowing his duties. Plainly this was not 
his first experience in the gangway. 

Up and up the train climbed, past the 
darkened stations which now and then 
were set down on the wooded mountain- 
side. The grade was not steep all the 
way : there were plateaus on which were 
settlements of some size. 

They crossed the steel trestle over the 
Big Boulder with thunderous roar. Be- 
low, the tumbling waters flashed white. 

Across the basin ahead, far, far in the 
distance, the engineer could see the glow 
of the electric lights on the clouds above 
Big Boulder City. 

Down the western skirt of the saddle 
the train shot, and dashed along the 
floor of the basin, where the noisy river 
spread out into a series of placid lakes 
on either side of the right-of-way. 

For miles the rails were laid on 
trestles. This route was the more direct. 
It had been built since the Northwestern 
and Pacific System had taken over the 
Big Boulder division. 

The waters of the lakes lapped the 
trestles ; but the underpinning seemed to 
be secure. The train passed over the 
water for several miles — and in time of 
storm, Drift had known the waves to 
wash completely across the tracks ! 



Just now, however, the young engineer 
had little thought for anything but the 
time he was making and the humors of 
No. 101. He knew how to coax along 
old 67 and get the best there was out of 
her ; but he brought the express into Big 
Boulder that morning ten minutes late. 

During the long trip from Logan City, 
the fireman had scarcely spoken : but that 
seemed to be only his usual manner. If 
he were guilty of the murder of James E. 
Serrill. he appeared serene. 

" If he's guilty, now's his time to get 
away," thought Drift. 

He wondered if he would have to put 
in a call for another fireman for the re- 
turn trip. Meanwhile he went to a 
house he had previously patronized, and 
went to bed. He could be pretty sure of 
four hours on the hay in Big Boulder 
each forenoon. 

When he was called to take out the 
White Crow, he went down to the round- 
house where the freshly groomed 101 
stood. Budd Phelps was there. 

"Is he a fool, or is he innocent?" 
doubted Tom Drift. " If he goes back to 
Logan, they'll jug him sure!" 

He could not speak to Phelps about 
the murder, however. Had he done so. 
Drift feared that he would have shown 
by his manner whom he suspected. 

The flier came in from the west on 
time, and the engine that had pulled her 
rolled panting down to the roundhouse 
like a spent racehorse. Her eagle-eye 
leaned out of the cab window and shout- 
ed to Drift: 

" Hi, Tom ! I hear you've got back 
your old run. Good luck to you, boy ! 
She's on the notch here ; see how much 
you can lose getting her over the saddle." 

But Drift was determined not to lose 
time if he could help. He had studied 
No. 101 coming over; and a daylight 
run and clear track would make the trip 
east much less difficult. 

The White Crow was made up of a 
baggage and express-coach, a day-coach 
and smoker, three Pullmans, and an ob- 
servation-car. It was a light train and, 
although after crossing the basin the 
rails climbed several steep grades in get- 
ting over the saddle, on the eastern side 
of the range it was an easy slide down 
into Logan City. 

This run between Big Boulder and the 
eastern terminal of the division was one 



32 RAILROAD MAN'S MAGAZINE. 



of the fastest on the whole N. and P. 
system, and this same W hite Crow flier 
went from end to end of the N. and P. 

The xoi needed no coaxing across the 
flats of the basin and over the bright 
waters of the chain of lakes into which 
the roaring Big Boulder emptied ; but as 
the big locomotive bucked the first grade. 
Budd Phelps began to get busy. 

" She's a hog for diamonds, Budd, ' 
said Tom Drift. 

The dwarflike stoker bent to the task. 

They struck Mad Horse Canon, 
wherein the rails followed the river for 
some miles without crossing it. and 
Drift had held her to the time. The 
canon, as far as the road followed it. was 
as straight as an arrow ; but before the 
rails crossed the boiling river by trestle 
and entered the break in its eastern wall, 
the right-of-way curved around the west 
side of that basin in the hills known as 
the Big Squaw's Cooking Pot. 

Elsewhere the canon was narrow, with 
towering walls. 

Through the narrow channel the river 
roared, its spray dashing at times across 
the rails. And. to-day. the flood was 
particularly high. There had been heavy 
rains in the hills for several days, ami 
now black clouds overhung the peaks 
and even the saddle. 

As Tom Drift leaned from his cab he 
saw the lightning playing in the drab- 
edged clouds above the peaks, like trout 
jumping in a mountain lake. The 
heavens seemed to have settled down 
upon the heights: the clouds, heavy with 
rain, threatening to engulf the whole 
range. 

" It will be tough in this canon before 
night." muttered Drift. 

Scarcely had his lips formed the mut- 
tered words when a puff of smoke or 
steam seemed to fill the head of the 
canon beyond the Cooking Pot, toward 
which the train was hurrying, and a 
sound as of a mighty wind beat down 
the clash and rattle of the machinery. 

The cloud rolled down upon them 
with terrific swiftness. Budd. looking 
from the other side of the gangway, ut- 
tered a shrill veil. 

•'A cloudburst! See that. Drift?" 

The engineer could not fail to see the 
threatening wall of water which, higher 
than the stack of the 101, was charging 

(To be c 



down the canon. And he understood the 
peril quite as quickly as the fireman. 

There had been a cloudburst in the 
range. 

Thousands of tons of water had 
poured down gullies and courses drain- 
ing the bald crowns of the mountains, 
and these estuaries emptying into the 
bed of the Big Boulder, had suddenly 
swelled that stream to enormous propor- 
tions. 

What had at first seemed to be smoke 
was — within the few seconds — trans- 
formed into a white wall of water, the 
crest of which curled like a tidal wave 
high above the usual level of the Big 
Bovdder. 

It swept the canon from wall to wall, 
hearing down upon the flying train so 
swiftly that it was plain to both the 
eagle-eye and the fireman that to reverse 
the locomotive and try to escape by run- 
ning back out of the canon would be a 
useless proceeding. 

Drift glanced at Budd Phelps. The 
fireman's face was white, his eyes glit- 
tered, but he seized his shovel with an 
unshaken demeanor. 

The engineer pointed ahead. The roar 
of the approaching avalanche of water 
drowned all speech. Budd nodded. 

Instantly Drift "let her out" to the 
last notch while Budd began feeding the 
furnace like mad. 

Both men in the cab saw that retreat 
was useless: they caught at the single 
straw of hope that came within their 
reach. 

If the flier could reach the circular 
pocket in the cation, the Squaw's Cook- 
ing Pot. before the flood caught her in 
the narrow part of the canon, the water 
might be so spread out and reduced in 
depth that the cars would remain on the 
rails while the flood swept past. 

The Cooking Pot was not far ahead: 
but the rushing water had almost 
reached this basin. 

So imminent a catastrophe would have 
shaken the bravest soul. Tom Drift felt 
the responsibility of the train and Us 
passengers in his heart and on his mind. 

Death bore down upon him— death in 
a most terrible form: but he chargeu 
the wall of water with his hand gripping 
the throttle — a hand that showed no 
tremor ! 
n t i n u e d . ) 



A SHOT BUZZED DOWNWARD AND PRETTY CLOSE TO HER HEAD. 



How Cooney Made the Border, 



BY EDWARD T. GLYNN. 



It Was a Lucky Shot All Right, Thought the 
Bandit, as He Took Shank's Mare for the Open. 




HEX Dolly Dagger! 
glanced ii|> and recog- 
nized in the tall. lean, 
uncouth stranger who 
had just stepped into 
\ iew around the corner 
of the cabin, Cooney. the outlaw — the 
very man whom her husband. Sheriff Jim 
Daggert. was just then searching for out 
among the foothills — she dropped her 
hands, gasped a little frightened cry and 
started up from the low wooden bench. 

As she did. a glint of steel flashed sud- 
denly from Cooney 's hip and a shot 
buzzed downward and pretty close to her 
head. A moment later, as she straight- 



ened Up, speechless and tremhling. 
Cooney holstering his .45, stepped for- 
ward, smiling. 

Jumpin" Jehosaphatl ma'am, but yuh 
almost queered the best shot I ever 
made." lie said in an easy drawl. * Yuh- 
hnh. ma'am," he continued smilingly. 

that shot come so near taking off the 
wrong head my hones are rattlin' yet. 
There he was. the varmint, all coiled up, 
ready to strike, when up yuh jumps right 
plumb in the way. J thought you'd gel 
it first — right where he got it hisself — 
squar' in the gullet." 

The newcomer gave a little indicative 
nod and Dolly, turning slowly, compre- 



3< 



34 RAILROAD MAX'S MAGAZINE. 



bended the situation in one quick, horri- 
fic I glance. 

Just behind her, its chubby hands 
dabbing at its half -opened eyes, was a 
baby. Thrashing about, just a foot or 
50 beyond, was the headless body of a 
rattlesnake. Near by was a cluster of 
rocks from which the snake presumably 
had ventured. 

With a little cry Dolly ran to the child, 
snatched it up anil pressed it against her 
bosom, mumbling motherly words in 
self-reproach. 

The outlaw, still smiling, crossed over, 
buried the toe of a heavy boot under the 
snake's belly, and kicked it back among 
the rocks. When he faced about he 
grinned placidly into Dolly's wondering 
but grateful countenance. 

" That's all right, ma'am." he drawled, 
knowingly. " Vuh needn't bother riona 
to thank me — none at all. I r irst place, 
it's mebbe 1 ain't worth it. Second 
place, yuh wouldn't do it nohow, case 
yuh knew my name. Bein' so. just sup- 
pose yuh get us a feed and we'll call it a 
bet. That little shot, ma'am. I made on 
an empty stomach." 

As he paused, his leering grin still 
fastened insolently on her face. Dolly, 
conscious of something else besides hu- 
mor in his words, shifted the child in her 
arms, hesitated a moment, and then 
Walked toward the cabin. 

"All right." she said simply. " conic 
inside." 

The outlaw, awaiting no further invi- 
tation, followed. Dolly leading, they en- 
tered a big. low-ceiled room that occu- 
pied most of the ground floor of the 
cabin. 

Once inside, the outlaw seated himself 
at a table built against a wall near a 
window. Slouching forward on his el- 
bows, his revolver within easy reach, he 
at once opened up a conversation. Dolly, 
deigning just the briefest of replies, 
placed the child in a crib and busied her- 
self with the meal. 

As she did so, the outlaw, watching 
her through his slitlike eyes, continued 
his flippant remarks, seemingly indiffer- 
ent to the fact that most of them passed 
unanswered. Once served, however, he 
lapsed into silence, greedily devouring 
the food placed before him. 

Every now and then he looked Up to 
scrutinize the trail or cast a curious 



glance about the room. The smile never 
left his lips, neither was ii reallv good 
to see. Once or twice he ceased gorging 
himself long enough to grin at the child. 
Of Dolly's presence he appeared utterb 
Oblivious; yet. instinctively, he was con- 
scious of every move she made. 

Scaled across the room, she wrestled 
with her thoughts as she covertlv 
watched him eat. her face a stud} of 
swiftly changing expressions. 

( Mi the one hand, prompted bv a 
feeling of gratitude for his act in saving 
her child from possible death, she was 
tempted to assist him — murderer though 
she knew he was—in his race for the 
Mexican border, for which place she 
knew he was headed primarily for his 
" health." 

( In the other hand, however, prompted 
by thoughts of the St. 500 reward which 
she knew was being offered for his ap- 
prehension, dead or alive, she was just 
as strongly tempted to hold him captive 
until the return of her husband. 

In a silence that rapidly became op- 
pressive, she pondered, and her decision 
was hastened by the recollection of a 
promise which her husband, the sheriff, 
Iiad made only that morning when start- 
ing for the hills. 

"Dolly, dear" — the promise came 
back to her. word for word — " if I get 
that cuss to-day. you and me and the 
kid gets that little ranch you've often 
dreamed about. I'll chuck this job " 
mine higher than a kite; so high it'll 
never come down. I'll do that. Dolly, 
so's you won't need to worry no more. 
If he's out there, girl. I'm going to get 
him. Dolly, I'm a going to gel thai re- 
ward for you and the babe." 

Yes. she decided, it was best -best for 
all concerned — that she make this man a 
captive. After all. she reasoned, his act 
in saving her child from possible death, 
notwithstanding, he deserved but little if 
any consideration. 

Was he not a murderer, a thief, an 
acknowledged menace to society' Were 
not his crimes, which included some of 
the blackest in the State, unforgivable in 
the eyes of law and man alike ? 

Moreover, if allowed to go. was it not 
likely that he would continue, to the pos- 
sible' loss and sorrow of others? Under 
the circumstances, why then, even out nf 
gratitude, should she let him go? 



II()\V CUUNEV MADE THE BORDER. 



35 



As one who weighs a final decision. 
Dolly leaned forward in her chair and 
watched the outlaw for some moments. 
As she did. she gripped the 38-caliher re- 
volver which, unobserved, she had 
slipped into the capacious pocket of her 
apron while preparing the meal. A sem- 
blance of a smile curled her lips as. cov- 
ertly, she scrutinized her 
gluttonous guest. 

That her nerve was 
equal to the ta>k she had 
in mind she did not doubt. 
Dolly was horn of cou- 
rageous siock and reared 
in a cbtintry where cour- 
age was contag J u s , 
( ince she had the drop on 
the outlaw, an advantage 
which she smilingly ob- 
served would he easy to 
obtain, he would readily 
capitulate. 

Her personal knowl- 
edge of " bad " men as- 
sured her that she was 
right. If he didn't sur- 
render, a possibility 
which, of course, still re- 
mained — Dolly's smile 
changed to one of grim 
resolution as. mind made 
up. she moved to arise. 

At that moment, how- 
ever, the outlaw, turning 
unexpectedly, startled her 
back into her chair. As 
she caught her breath, 
wondering if lie had di- 
vined her object, he leered 
at her. As he spoke, 
lidding out an empty cup. 
Dolly breathed again in 
e\ ident relief. 

" 1 lope yuh won't think 
I'm a hog. ma'am." he 
drawled. ' but could yuh draw us off 
another mug of tea. This thirst o' mine 
sure makes me feel 'shamed of myself 
— especially when I'm round where the 
liquor's scarce." 

lie allowed his grin to penetrate the 
woman another brief instant: then, as 
she hesitatingly rose he swept it toward 
the child. He winked ponderously as 
the baby, gripping the side of its crib, 
.tripled in childish amusement at him. 
Vuh little rascal, villi." he chided 



good-naturedly. " So that's what yuh 
think o' me, eh. after what I did for yuh 
— givin' me the boss-laugh." 

At this remark Dolly, then reaching 
for the outlaw's cup, suddenly experi- 
enced a new emotion. 

Something about the scene that she 
beheld just then — the hardened criminal 




UIDK T EVKN KNOW THE CUSS WAS THEKE ! 



shaking a linger in playful reproof at the 
cooing child — struck her as pitiful 

In a flash it occurred to her that, after 
all. in plotting the outlaw's capture, she 
was guilty of gross ingratitude. In this 
sudden reconsideration her heart filled 
with motherly compassion, all thoughts 
of the badness in the man fleeing from 
her mind. 

With a little shudder of self-reproach 
she pictured herself surrendering to the 
law for a money reward — which she re- 




STAND HACK BACK TO THE WALL ! " SJIK OKUKKBJ). 



H()W CUONEY MADE THE BORDER. 



37 



luctantly admitted was her basic motive 
— this man who. without any considera- 
tion for his own safety, had protected 
her child. 

Then as the full meaning of her con- 
templated act dawned upon her — the 
realization that his Capture, eventually, 
might mean his life — her face suddenly 
lighted with new sympathy. 

In another moment she turned away 
from the scene which abruptly had 
wrought a change in her mind, walked 
to the stove and Idled the cup. Return- 
ing, she placed it beside the outlaw's 
plate. 

A commiserating smile on her lips, 
she stood silently watching the renegade 
who. seemingly oblivious to all else, was 
still catering to the child's amusement. 
After a moment, as though loath to in- 
terrupt, she spoke, her voice softened by 
a new note of solicitation. 

" Is there anything more you'd like?" 
she asked. "Had enough — all you 
vi ant ? " 

The outlaw slowly turned in his chair. 
His eyes swept the scene of devastation 
on the table before him. He met Dolly's 
querulous eyes with a comical grin. 

" Plenty, ma'am." he answered briefly. 
" Plenty. Just wanted this" — he raised 
the cup of tea — " to slosh down ; that's 
all. 

" Ain't room enough there." he pat- 
ted his paunch with a knife. " for a case 
of indigestion. P.esides. I got to mooch 
it right along." 

L'nder his leering gaze Dolly felt a 
blush of resentment come suddenly to 
her cheeks. It quickly faded, however, 
when the outlaw, turning back toward 
the table, resumed his silent contempla- 
tion of the trail. 

For a moment Dolly was absorbed in 
meditation. A new idea in mind, she 
then started across the room. Half-way 
she paused, turning toward the outlaw 
again. 

" If you can wait." she said, question- 
ing! v. " I'll do you lip some sandwiches. 
Perhaps you'll need them — if you're go- 
ing far. " she added, a bit grimly. 

" All right, ma'am, if yuh would." 
The outlaw spoke without turning. 
" Fix 'em up with lots of mustard, too, 
if yuh will." he added. " Don't know 
but what they would be handy, come to 
think of it. case anything does happen 



so's I can't stop off some place to-night 
for supper." 

At something in the outlaw's sarcasm 
Dolly gave a little start. If something 
happened! If something happened ! As 
the words flashed back across her mind 
her heart grew numb. ( )f a sudden her 
thoughts went out to the hills, to the 
man among them, to the husband, the 
father, the sheriff, trailing down this 
selfsame outlaw — for her and the babe J 

In a swiftly moving mental panorama 
she pictured a scene that chilled her 
hlood — a scene that left her momentarily 
dazed in the sudden realization that, 
should it prove an actuality, she would 
have to stand the blame. It was a scene 
wherein she saw the two men meet — the 
outlaw and the sheriff — saw them blend 
their tire and saw the sheriff fall. 

W ith a new resolution in mind, Dolly 
placed on a shelf a knife with which she 
had just started to cut some bread, 
slipped her hand into the pocket of her 
apfpn, and slowly turned about. 

An exclamation of mingled surprise 
and alarm escaped her lips at the tableau 
she beheld. 

The outlaw, partly standing, was lean- 
ing across the table, his face against the 
window. Except for the nervous twitch- 
ing of the fingers closed about the handle 
of his .45. his poise was ominously tense. 

In the silence of the room Dolly heard 
muttered oaths oozing through his lips. 
Her heart seemed to stop beating lest 
he catch her cry. With one quick, com- 
prehensive glance through the open door 
she looked again at the outlaw, smiled 
grimly, anil drew her revolver. 

As she stood with the weapon leveled 
toward his head, she cast another hasty 
glance out on the trail, down which, part- 
ly concealed in a cloud of dust, galloped 
a troop of horsemen. 

One. the sheriff, was fully fifty yards 
ahead of the others. 

Then, glancing back at the outlaw, 
now straightening up. the smile gone 
from his lips, she cleared her throat. 

The command which she uttered rang 
out like a pistol-shot in the stillness of 
the room. 

" Drop that gun ! Hands up ! Quick ! 
You're covered ! " 

With a startled oath the outlaw 
wheeled around, lashing the woman with 
a look of mingled surprise and rage. In 



38 



RAILROAD M AX'S MAGAZINE. 



the one brief moment that lie stood ir- 
resolute, his gaze lighting sighjfidahtty 
on the now sleeping child. Dolly, her 
heart pierced by a new and sudden fear, 

cocked the weapon. 

Prompted both by the warning click 
and the resolute gleam in the woman's 
eyes, the outlaw then let his .45 clatter 
to the table and raised his hands. 

As he did. the corners of his mouth 
twisted into a malignant smile. 

" Well, ma'am. 1 'low you've caught 
me foul all right, all right. Couldn't 
caught me better if I'd come here all tied 
up like a birthday gift." lie paused a 
moment: then added in bitter self-de- 
nunciation: "Shows what an ass I was 
to waste my last shot like 1 did.'' 

At this remark Dolly's explosion sud- 
denly changed. Through eyes closely 
squinted she swiftly searched his face. 

•• You — did — that?" she asked slowlv. 

A sneer replaced the outlaw's smile. 
W ell, ma'am, if I didn't, yuh don't 
Suppose I'd be standing here like this, 
like a statue of Liberty, do yuh?" he 
growled. 

Dolly, her brain working rapidly, 
glanced quickly from the outlaw to the 
trail ; then bade to the outlaw again. 
The horsemen were now within two hun- 
dred yards of the cabin. Their nearness 
seemed to hurry her decision. 

" Stand back — back to the wall!" she 
ordered suddenly, moving toward the 
table. 

The outlaw obeyed, fully surmising 
her purpose. 

" If yuh think I'm a liar." he said. 
" there's the old pea-shooter itself." 

Ignoring the remark. Dolly, her pistol 
still trained on the outlaw, quickly 
snatched his gun. glanced hastily at the 
empty chambers, and then dropped the 
weapon in the pocket of her apron. With 
another hasty glance outside, she cried: 

" Quick — into that closet ! <_>ui< k. In- 
fore "they come! Perhaps I'm a fool- 
but I'll give you a show ! " 



Cooney blinking in wonderment, ha- 
stened to obey. 

As the closet door shut softly behind 
him. Dolly lowered her revolver, smiled 
reflectively, and walked across the room 
She appeared in the doorway of the 
cabin just as the first of the horsemen 
prepared to dismount. 

She caught his eyes ami signed him 
back into the saddle. 

" Jim. you've missed your man by half 
an hour." she said calmly. " Get a wig- 
gle on and you'll catch him over there 
in the hills to the east — unarmed." 

At the wondering look in the sheriff's 

face Dolly stepped outside, produced the 
outlaw's revolver, and laugh ingh told a 
story that alternately moved the sheriff 
and his posse to smiles and oath-. At 
its conclusion the sheriff, pulling his 
horse around, issued an order and the 
posse galloped aw ay. 

A few minutes later, when Dolly, re-, 
volver in hand, again faced the outlaw, 
she spoke with a trace of mockery in her 
tones. 

" You needn't thank me for this. Mr. 
Cooney." she said, meeting his gaze with 
a quiet smile. " Just thank yourself for 
having done at least one good turn — one 
for which I'm now doing you another." 

She waited a moment, then added in 
tones of sudden finality : " Xow. then. I 
guess that's all. 1 don't believe you'd 
better wail even for those sandwiches. 
1 think you'd better go right now. in- 
stead. Make west — the poke's riding 
east — ami you'll get away. Xow — just 
— mooch ! " 

An hour later, as he made his u: , 
to safety in the western hills. Cooney 
was moved to merriment. 

" What makes me laugh." he chuckled 
half aloud. " is that I didn't mean to get 
that reptile at all. Didn't ev en know the 
cuss was there. 1 see the woman jump, 
s'posed she had a gun. and just let By 
Offhand It was a lucky shot all right, 
a luckv shot ! " 





QUEEN MARY RIDES ON A HAND-GAR. 

DL'UIXd their recent tour of the southern mining districts of Yorkshire, King 
C.eorge and Oueeii .Mary journeyed [0 Kotherliani and visited the Silver- 
wood Pit of the Dal(Qn Main Colliery. After watching the freshly mined 
coal emerge from the shaft at a rate of three hundred tons an hour, they inspected 
the weighing and passing liO the screening-house, where the coal is broken and the 
sizes sorted. The queen did not visit the screening-house, hut the king spent 
many interesting minutes watching the dislrihulioii of ci ml. While he was so en- 
gaged, the queen expressed a wish to visit the engine-house. \o conveyance which 
>ecmed to he suitable for the accommodation of the queen was at hand, and as the 
rqjresentatives of the colliery did not wish her i" make the dusty journey on foot, 
a section-gang's hand-car was placed on the rails leading to the engine-house. \c- 
companied by Lady Fitzwrlliam, her hostess at Wentworth VVoodhousei and Lady 
Eva Dougdale. lite queen made the trip. The hand-ear was propelled fay four men. 

39 



VALUE OF FIRE-BOX VOLUME. 



Why the 1655 of the Central of Georgia Railway Is a " Free Steamer, 
the Delight of the Fireman's Heart. 



\ NCE tli si and weighl 
I rMn^ luccnii ii \ i.- haw greath, i 

creased, designers and builders 
NsJlLP have been denied the privilege 
1\Y\[| of merely resorting i" added 
— ' bull: fcr increased efficiency, 
( hi -1 in.- roads the limit in height ami 
width his been reached, and even increased 
length can scarcely he further possible; 

This Condition is prominent oh the Santa 
Fe. Baltimore and Ohio, Delaware and 
Hudson and other roads where the enor- 
mous Mallets are in evidence A casual 
view of the situatii n now clearly indicates 
that the intinv development of the machine 
must be within itself anil not through the 
addition of wheels ami inches. 

Better Steaming Qualities. 

It was known, of course, to the far-see- 
ing locomotive designers of ten years ago 
that the limit in size must he reached some 
day. although lew of them believed that 
the day was close at haml. Nevertheless, 
more than one mechanical engineer ami 
superintendent of motive power went 
quietly to work in anticipate 11 of what the 
future might firing forth. 

The necessity for securing better or. at 
least, more dependable steaming qualities 
was quickly recognized, but until a com- 
paratively recent date such efforts were 
confined to experiments with different 
front-end arrangements, stacks of varying 
diameter, and possibly every patented ex- 
haust-pipe in the country was given a 
trial. 

Considerable good materialized from 
this research work, ami certain standards 
became established where practically many 
important details were at random and at 
variance even between twoconnecting roads. 

Prominent among the successful at- 
tempts to add what may be called additional 
constitutional strength to the engines was 
the development and large adoption of tin 
superheater. < >wing to a peculiar property 
it is possible to add to the heat of steam 
after it has separated from the water from 
which it was generated. 

If this superheated steam is thrown in 
contact with a cooling surface such as tin 
cylinder, the additional degrees of heat, or 

the superheat. tnn>t first be dissipated be- 



fore the usual condensation lakes place, 
thus obtaining greater efficiency than can 
be obtained from a given volume of satu- 
rated steam of the same pressure. 

For a long time after the first super- 
heaters were applied nothing like general 
interest could be claime I for them, but at 
the present time there now seems to be a 
general determination to superheat by 

wholesale as there was to compound some 
years ago. 

The next prominent feature in the line 
1 f development was the revival and now 
very general use of the brick arch in the 
fire-box, which has for the end in view to 
c'e'ay the imconsumed gases from reach- 
ing the Hues and escaping unburned until 
tllSj would have an Opportunity to ignite. 
A marked gain in fuel economy results from 
the installation of this device when prop- 
erly applied, ami they have been greatlv 
improved over the original design. 

In the 1655. the new Baldwin built 
fi r the Centra! of Georgia Railway, which 
has been making a wonderful record for 
fuel economy and general efficiency, arc 
embodied other progressive ideas which, 
no doubt, will prove as significant in results 
as the appliances above mentioned. 

The distinctive novelty embodied in this 
engine is a plan to secure greater lire box 
volume and deflection of gases which per- 
sonal experience of the motive power man- 
agement of that road had convinced were 
most important factors, although hereto- 
fore they had largely b.-en lost sight of. 

Running with Original Flues. 

A rather lengthy study of the whole mat- 
ter resulted finally in a special design of 
fire-box, embodying the combustion cham- 
ber, brick wall with air inlets, ami means 
for sparking the combustion chamber. 

To check the theories in actual practise, 
an engine was changed by cutting off the 
entire back-head and building another with 
a fire-box the length of the brick wall plus 
that of the combustion chamber longer than 
it ordinarily would have been. The com- 
bustion chamber was formed by building 
a brick wall on a cross-bearinc.. When com- 
pleted the engine was placed in service. 
This was over three years ago. 

The flues applied at thai time haw never 



VALUE OF FIRE-BOX Vol. I MF 



41 



} iven any trouble from leaking 
< r stopping up. .-mil although 
twice in the shop for tire turn- 
ing, the engine is still running 
with the original lines, having 
made over eighty thousand miles, 
i in the same division sister en- 
: ines, as well as engines of ecpial 
power in the same service, fail 
I' i make an average of over 
twenty-six thousand to thirty- 
three thousand miles he fore the 
ilues .require safe-ending and 
r. setting. r 

Another remarkable feature of 
the entire remarkable perform- 
ance is the fact that the flues 
show in> indication of plugging 
up. even though soft coal is 
burned. 

The foreman boilerinaker of 
the terminal out of which the 
engine runs mal e.-, the positive 
statement thai -his locomotive 
has never been reported to have 

a title blown out. 

The engine is attracting much 
attention at the present time, as 
a c< ntinuation of this success 
may result in the establishment 
of new standards for lire-box 
design which will rank equally 
v. ith the superheater and im- 
proved brick arch in the promo- 
tion of increased efficiency. 

From the Standpoint of the en- 
gineer and fireman, those actu- 
ally charged with getting till- 
ing locomotive over the road, the 
new design leaves nothing to be 
desired. The delight of the fire- 
man's heart i< a '" free steamer." 
and this the 1 055 certainly is, be- 
cause the total absenc- of flic 
and fire-box leaks, coupled with 
practical immunity from iront- 
end troubles, insures that this 
enviable condition will always 
he present. 

The bugbear of the engineer 
all over is the answering of que- 
1 ies regarding engine failures, 
the majority cf which result 
from leaky flues or plugged net- 
ting, With the accompanying 
loss of time, but in this case lin- 
ings has failed to get a place on 
the delay sheet since being placed 
in service, thus establishing an- 
other record. The greatest can- 
has been used in keeping the va- 
rious records, and there is 110 
question in regard to the accu- 
racy of the statements. 





RUNS ON SKATES, IS STEERKI) BY A WHEEL, AND 11 AS NO DRIVERS. 



LUMBER HOG JUST SKATES ALONG. 



MILKS from the railroads, the lumber- 
jack witli ax and saw. fells the trees 
that the mills convert into lugs. 
These trees must be transported to rail- 
roads before they can he put to any asei In 
the summer, if the forces are not t'-o far 
in the northland. rivers and Streams arc 
used to float millions of logs to points where 
they can he shipped without great incon- 
venience or delay: hut when winter grips 
the waters, then other means of moving 
the lumber must he found. 

One of the most expeditious means is a" 
curious locomotive that run- on metal treads 
and runners resembling skates. 

The locomotive is constructed very much 
on the order of the usual logging-engine. 
1 1 has no drivers. 

The treads are constructed to undulate 
and adapt themselves to the irregularities 
of the surface of the ground. The weight 
of the locomotive creates the necessary ad 
hesiou, and the treads moving slowly ahead, 

force the locomotive along on the skatelike 
devices in front. The engine is guided by 



.1 steering-gear quite like that of the auto 
mobile, and while the engineer is driving, 
the " helmsman," as he is called, occupies 
the seat in front of the boiler-head and di- 
rects its course. It must seem strange in- 
deed for these railroaders of the logging- 
camps to operate their trackless roads with- 
out hoard, light or Order. 

A device of a very similar nature was 
constructed for the British army a few years 
ago. After the Boer War. when England 
suddenly realized how unprepared she had 
been for war. the anxiety to have the mili- 
tary fully prepared for a subsequent strug- 
gle was widespread throughout the empire. 

Knglish soldiers had suffered much owing 
to the mountainous nature of the Transvaal. 
Much difficulty was experienced in hauling 
artillery over' the Steep ascents. To pre- 
vent, if possible, a recurrence of this troub- 
le. an automobile intended climb heavy 
grades and move cannon, was built. Tins 
grade-climbing auto was propelled by the 
same sort of metal undulating treads that 
are used on the skating engine. 



HOW TIME IS MADE 



Why It Is Necessary to Have a Fictitious Sun, 
Fundamental Stars, Gigantic Telescopes, and a Clock 
in a Tomb to Tell When It Is Noon livery Day. 

BY C. H. CI.AUDY. 




EVEN mitlutes late, Jim," said 
the engineer of the express, 
" Got to make it up between 
Longport and Springhaven. 
See tliat she lias all She'll 
stand." 

Jim dropped his shovel long enoug.i 

to pull out his watch. 

" 1 make it seven and ten," he replied. 
" Bet you a cigar you're wrong." 

" Be the lirst time the old ticker ever 
varied more than a second a month if I 
am." retorted the engineer, shutting off 
a little for a curve. 

A very ordinary, unexciting, common- 
place bit of conversation, lint just what 
does it really mean, beyond the actual 
fact-? What arc seven minutes — ::r 
seven minutes and ten seconds: What 
does Jim mean when he accused the 
engineer's watch Of being wrong? What 
is this matter of time; how is it made: 
who makes it ? 

We get up. go to bed. eat. drink, 
marry, and transact business by the posi- 
tion of two hands on a dial. 

What " Time " Means. 

W e rim trams on a schedule of printed 
figures which are carried out by keen- 
faced men in engine cabs by the aid of 
two hands on a dial. 

A> passengers* we put our lives and 
our faith on the accuracy of the little 
ticker in the engineer's pocket, confident 
that if he has been ordered to meet and 
pass a train at a certain time he will do 
it or know that he can't do it — because 
two hands on a dial will tell him so! 



'I he philosopher will give you more 
definitions of the word " time " than you 
an master in a month. But to the man 
in the street or the man on the cars, to 
the men in the cab and that other man 
who. with One eye on a train-sheet and 
[he other .in a clock, rules the destiny 
< f dozens of moving trains by the pres- 
sure of his hand on a telegraph key, 
" lime " docs nut mean an abstruse prop- 
osition in philosophy or a quibble of 
words. 

Cannot Keep Time by Sun. 

It means that \"o. 73 must be at 
Buffalo at fourteen minutes past nine in 
tlie morning or the W estern mail will be 
biti ! It means that the difference in 
time between New York and Chicago 
must be Considered in making up a time- 
table, and that an impatient public must 
bfi educated to the difference between 
twenty-two hours from Xew York to 
Chicago and twenty-four hours from 
Chicago to Xew York. 

From the very earliest beginnings of 
civilization, the one measure of time 
common to all people and to all nations 
has been the day. and, later, the year. 

1 >ar whole fabric of civilization is 
Woven about the fact that the earth turns 
over once in a certain time which we 
have arbitrarily divided into twenty-four 
divisions called hours. But the time 
which served our forefathers no longer 
serve- us — nor could serve us if we tried 
to use it. 

The beginning of our lime measure- 
ment is noon — that instant in time when. 



43 



•1-1 



RAILROAD MANS MAGAZINE. 



at any place, the sua is directly and ex- 
actly overhead. 

It is the time shown by the sun dial 
which gave the earliest measurement of 
time intervals less than the day. 

The " day " which our forefathers di- 
vided into twenty-four hours is supposed 
to be the interval between noun and 
noon. As the sun can never be directly 
overhead on more than one meridian at 
a time, it is obvious that noon occurs at 
different times on all different meridians. 

But with trains and watches ami tele- 




THB STANDARD CLOCK UK THE UNITED STATES. IT IS KUPT 
IN AN AlR-TlfiHT CASE IN AN UNDERGROUND VAULT 
AT WASHINGTON AND IS El-ECTRICAI.I.Y WOUND 
EVERY THIRTY SECONDS. 



scopes and real time determination, 
chaos came from this simple beginning. 
Not only was " noon " later in otic place 
than another, but the days were not all 
the same length ! 

Sometimes they were short ami some- 
times they were long a few minutes! 

Of course, if such days were divided 
into twenty-four hours, sometimes the 
hours ami minutes would be longer than 
at other times! 

" Try the stars." said an astronomer. 
But the time between the passing or 
" transits " of the same star 
over the meridian pi any 
place is different by four min- 
utes in the day from the sun's 
transit over the same place — 
a difference that amounts to 
one whole day in a year. 

The reason is not difficult to 
explain: we go around the sun 
as well as around our own 
axis, but we measure star 
transits always from an object 
infinitely distant. 

There is a point in the 
heavens called the vernal 
equinpx. It is where the 
equator crosses the elliptic. 
When that point passes across 
our meridian, we call it as- 
tronomical or sidereal noon. 

But as this sidereal " noon " 
occurs at all hours of the day 
and night, it would not be very 
satisfactory for daily use. We 
ci mid not use it for train> ami 
meals and business. 

Imagine a Sun. 

Now. if we cannot keep 
time by the sun, because owing 
to our motion around it. actual 
sun days are irregular in 
length, and the accurate si- 
dereal day, measured between 
transits of the same star, will 
not do because it brings noon 
or the starting point at all 
sorts of impossible hours at 
different times of the year, 
what are we to do? 

It was quite a puzzle until 
some one thought of a make- 
believe sun. Very simple — like 
the Coltunbus egg trick. 

We imagine a fictitious sun, 



I •( >\\ TIME IS MADE. 




TVVEN1Y SIX INCH REFRACTOR USED AT THE UNITEB STATES NAVAL OBSERVATORY, WASHINGTON. 
IT BRINGS THE "TRUE" TIME FROM THE STARS TO THE EARTH. 



or " mean " sun. as it is called, which has 
the same apparent yearly motion as our 
real sun. but which has an even and well- 
regulated movement, giving us days and 
nights which are all the same length and 
hours and minutes which never vary. 

You can see how easy this was to ac- 
complish when all we had to do was to 
imagine it ! 

The difference between " mean solar 
time " or the time of the fictitious sun. 
and " apparent solar time" or the time 
by the actual sun. is never greater than 
fifteen minutes, so that we really are 
living by the sun and not by a figment of 
the imagination. 

Hut those fifteen minutes would cause 
the greatest kind of confusion if they 
were not taken care of anil obliterated 
frorri our time measurements. For in- 
stance, no watch which could he made 
would run correctly if we did hot have 



our well-regulated fictitious sun by which 
to run it. 

This fictitious sun served us very well 
until rapid transportation came into be- 
ing. It did not make much difference to 
the man who traveled by stage-coach 
from St. Louis to Washington. District 
of Columbia, if. on arriving at Washing- 
ton, he had to set his watch ahead an 

hour and a half. 

It made no difference that every town 
and hamlet had a different time from it-; 
neighbors — the difference was small and 
lime was not of much value, anyway, 
when it came down to minutes. 

But when trains began to run across 
the country at high speed, the time sys- 
tem, even with the fictitious sun, became 
unendurable-. 

Even the practise of carrying the time 
of large and important cities into the 
smaller towns and hamlets, within their 



If. 



RAILROAD MAN'S MAGAZINE. 



sphere of influence, resulted in confu- 
sion. 

Thus, should Albany lake its lime 
from Rochester or from Boston? Or 
should it insist on a time of its own? 
Should a railway train have to run three 
schedules in a day or one schedule : 

In a very short time, with rival rail- 
way systems, each running on its pWa 
time, confusion became worse confound- 
ed. A city would have mean time, rail- 
way time, solar time, or local time: and. 
perhaps, a rival railway or two operating 
on the local time of some other city. 

Twenty-Four Standard Time Meridians. 

\\ hen you said you were going away 
at twelve o'clock, it might mean eleven 
by your friend's watch and iwelve- 
twcntv-live by the clock on the city hall! 

Some sort of order had to be brought 
out of the confusion, and so. in 1SS4, 
an international conference was called in 
Washington, where the present standard 

time-system was adopted. 

In this system there are twenty-four 
standard time meridians extending 
around the globe, each exactly one hour 
different in time from the next one. 

Each meridian, therefore, is the center 
of a time zone. The inhabitants of that 
time zone soon came to use zone time 
instead of local lime, the maximum dif- 
ference of which is half an hour, and in- 
stead of having many different times on 
which trains are run. we base only 
standard time -with certain definite places 
al which to set our watches. 

As every railroad man knows, there 
are in the United States four of these 
zones, Eastern. Central. Mountain, and 
Pacific. In each, as we travel west, the 
time is exactly one hour earlier than it 
is in the /.one immediatelj east. 

It probably will be a great surprise to 
the man who prides himself on his watch 
and its accuracy, to be told that no 
watch, clock, or mechanism for the 
measurement of lime, which has ever 
been made, really keeps true lime. 

No watch that is made, be the care 
taken in its manufacture ever so accu- 
rate: no clock, no matter how construct- 
ed or what elaborate precaution is taken 
to prevent its fluctuating in its move- 
ment, will keep true lime with the stars 
or with the sun. fictitious or real. 



So the first thing to do in determining 
actual time is to determine the " error 
of the clock." For though no clock made 
will beat in absolute unison with the 
earth in its accurate and never varying 
speed or revolution about its axis, line 
clocks and watches do keep time with 
thentSelves to a very remarkable degree 
of accuracy. 

If we know the variation they make 
with the earth, we can easily know the 
true time. 

The standard clock of the United 
Slates — as fine a clock, possibly, as can 
be made — is in an underground vault at 
the United States Naval Observatory al 
W ashington. District of Columbia. 

It is kept at a constant temperature. 
It is in a glass case from which the air 
is exhausted below the point of least 
possible atmospheric pressure, so that no 
changes in the barometer may affect its 
running. 

It is wound every thirty seconds 
electrically. It is run by a very small 
weight, because heavy weights and long 
intervals between windings have been 
found to cause errors in a clock's run- 

This clock is the acme of simplicity in 
its mechanism. It was built absolutely 
regardless of expense, and yet — it 
doesn't keep time with the earth and the 

stars ! 

A constant comparison goes 011 at the 
Naval ( )bservatory to determine the 
" rale " of the clock's " error." and, from 
that rate, to determine the true time. 

Not Easy to Find Exact Time. 

This comparison is accomplished by 
continual observations of both sun and 
slars through an instrument called a 
meridional circle. It is. essentially, a 
telescope, so mounted that its axis points 
to the true east and west, which can. 
therefore, swing only in a north and 
south line. 

Many years of observation and much 
carefully gathered, corrected, and check- 
ed up data has enabled astronomers to 
know to the fraction of a second just 
when any one of certain stars, termed 
" Fundamental stars," will cross the 
meridian at any given place. 

If. now. the actual clock time at which 
the certain fundamental star does cross 



II()W TIME IS MA DlC. 



47 



ib.it certain meridian be noted, the dif- 
ference between the clock time and the 
previously ascertained lime will be the 
epror pi tlie clock. 
The actual determination of time is 

tt6t as simple as it sounds. Accurate 



are never satisfied that it is correctly 

mounted, though it rots Oil huge stone 
piers and its machine work is the finest 
manufactured. 

Its position is constantly being read 

through rib less than four microscopes 




MAKING A NOON OBSERVATION, WITH THE MERIDIAN < I!! I.K INSTRUMENT. THREE MEN ARE 
REQUIRED THE OBSERVER WHO RECORDS THE TRANSIT OF THE SUN ACROSS THE 
CROSS HAIRS IN THE EYE-I'IECB OF THE TELESCOPE, A MICROSCOPE READER 
WHO OBSERVES THE DECLINATION THROUGH FOUR MICROSCOPES, AND 
A RECORDER WHO NOTES THE POSITIONS WHEN READ. 



time is either right or it is not right. 
There must be no loopholes for errors. 

No sick potentate receives more care 
than the time-determining, meridian-cir- 
cle instrument which is coddled and 
looked after with most tender care. 

It is protected from dust and jar and 
licit and motion. The men who use it 



on a silver scale so finely divided that the 
human eye cannot see the divisions. 

Every now and then the whole instru- 
ment is reversed and its true north and 
south positions assured by looking into 
"collimators" which possess "artificial 
stars " and by looking at basins of mer- 
cury or artificial horizons. " Mat he- 



48 



RAILROAD MAN'S MAGAZINE. 



matical wakes '' are held over its inno- 
cent corpse all the time. 

The result is that all the mechanical, 
pressure, and temperature errors are al- 
lowed for. The instrument is absolutely 
accurate, so far as human ingenuity can 
make it. and where it fails, its failure is 
known and can he eliminated in calcu- 
lations. 

But >i ill the troubles of the time de- 
terminers are not over, for there re- 
mains the personal equation to be taken 
into account -the " rate " or " error ** of 
the human machine. 

Always a Fraction Wrong. 

Just as no clock can he made which 
keeps perfect time with the earth, so no 
human being has e\er been found who 
could observe the transit of a star across 
the cross hairs in the eye-piece of a tele- 
scope and record his observation at the 
same time he sees them. 

lie thinks he presses the telegraph-key 
at the instant the star touches the cross 
hair, but he doesn't, lie presses the key 
a fraction of a second too late, more 
rarely, loo soon. 

There are several hairs in the eye- 
pieces, across which the " fundamental "' 
star is made to transit. For every such 
crossing the observer touches his tele- 
graph-key. which is connected to a 
recording clock or chronograph. 

\\ hile he is always a fraction of a 
second wrong in his signals, he usually 
has a constant " rate " or " error." like 
a clock. If he is in the habit of touching 
his telegraph-key 0.2 of a second after 
the star really transits across the cross 
hairs in the telescope, he will usually 
have the same error on all days and for 
all the transits. In other words, for a 
practised ohser\ er. the personal equation 
error is fairly constant. 

A- observations for time determina- 
tion are made at Washington every day 
the sun shines, and main observations 
arc made every clear night on " funda- 
mental star- " for the same purpose, and 
as many observers make these observa- 
tions and the mean or average of a great 
number arc constantly being used to de- 
termine the error of the clock, it can be 
imagined that we know the actual true 

time for the meridian of Washington 
within a verv tinv fraction of a second. 



The transit instrument, or meridian- 
circle telescope as used at the Naval ( ob- 
servatory, is thus the means of bringing 
star time or true time to the earth. But 
it is not by any means the only instru- 
ment so used. 

The great equatorial instrument, the 
twenty-six-inch glass telescope which 
made history in astronomy when the 
moons of Mars were discovered through 
it. plays an important part in securing the 
data regarding " fundamental stars.*' 

Indeed, all the great equatorial tele- 
scopes the world over play their part in 
this work — the Lick, the Yerkcs. the < lb- 
servatory at Greenwich — the first and 
most important time meridian in the 
world- — and those at Pulkowa and rots- 
dam. All are used from time to time in 
measuring the angles between stars, de- 
termining their positions, and. conse- 
quently, their times of transit. 

These huge pieces of mechanism, 
weighing a hundred pounds where the 
transit Weighs one. generate internal 
-trains by the suspension of so heavy a 
mass from a central support. These 
strains are entirely too great to permit 
the instrument to be used for transit 
work with any degree of accuracy. 

But if not accurate in measuring 
angles between star and earth, they have 
quite a remarkable and deadly accuracy 
when it comes to measuring the angle 
between star and star, for then the strain 
and stress are the same for l>oth meas- 
urements. 

These huge instruments, of which the 
Naval Observatory has two — one a 
twelve-inch, the other the enormous 
twenty-six-inch refractor — play an im- 
portant part in lime determination, al- 
though a secondary one. 

Operators on Moving Floors. 

" Mi their precision of making ami of 
using, on the accuracy with which the 
clock mechanism drives them west as 
fast as the earth turns east; on their 
utter exactitude depends much of the 
accuracy of fundamental star determina- 
tion; on which, in turn, depends in some 
measure the accuracy of the determina- 
tion of the difference between twelve 
o'clock by the clock and twelve o'clock 
by the stars. 

< >ne of the reasons why these instru- 



HOW TIME IS MADE. 



49 



ments are so carefully made and so 
elaborately fitted with an elevating floor 
that moves the observer up and down so 
that he may be comfortable instead of 
perching on a ladder to " see *' : with 
electric lights and electric motors to 
move it and dozens of screws, handles, 
small telescopes, microscopes, eye-pieces, 
and fast and slow motions, until the 
great telescope is almost as complicated 
and far more exact in construction than 
a locomotive — one of the reasons for all 
this elaboration is this same fundamental 
star determination, on which depends in 
no small measure the even and accurate 
running of the '* time of day." 

What Happens at Noon. 

But to have the true time from a cal- 
culation and a clock sealed up in a seldom 
or never visited vault underground in 
W ashington, is one thing. Getting that 
time to the man in the engine cab — get- 
ting it to the men in all the engine cabs 
all over the United States and to the 
despatcher and the business men and the 
city clocks and the clock in the bank and 
the kitchen clock and the small boy's first 
watch, and seeing well to it that they all 
get the same time — that is a very im- 
portant undertaking. 

Up-stairs in the time-service rooms of 
the observatory are several more accu- 
rately made clocks. They are electrical- 
ly connected with the clock in the vault, 
so that even if they run fast or slow the 
electric current continually sets them 
right with the standard clock. 

Two of these clocks — two, so that if 
one breaks down there will still be one 
in service — are electrically connected 
with the main wires of the Western 
Union and Postal Telegraph lines. 

Just previous to noon, Eastern time, 
all the usual telegraph business is shunt- 
ed to one side and the lines left clear for 
the time signals. 

At five minutes of twelve, Eastern 
time ; five minutes of eleven, Central 
time; five minutes of ten. Mountain time, 
and five minutes of nine. Pacific time, 
the sounders in all these main-line tele- 
graph-offices commence to beat seconds : 
" tick — tick — tick — tick," as the two 
clocks in the time-service rooms make 
the connections. 

At five seconds of the minute, the 
4 RR 



sounders are silent and the first " tick " 
after the silence is the first second of the 
new minute. At ten seconds of actual 
noon. Eastern time, the sounders stop 
beating and are silent for those ten 
seconds. Then, on the exact second of 
noon they all chatter hard — a long roll. 

Noon has arrived. The " mean sun " 
is directly over the meridian of Wash- 
ington. 

The clocks in all the telegraph-offices, 
electrically connected, get their time 
from these signals. Jewelers have clocks 
electrically connected with the telegraph 
companies' clocks. So have many hotels. 
So have stations and train-sheds and 
despatchers' offices. 

The man in the cab sets his watch by 
one of these clocks. The man in the 
street sets his watch by the jeweler's 
clock. The tiny point of light we call a 
star, passing across a wire under the 
eyes of a trained observer, has regulated 
at exactly what time the engineer of the 
express will pull out. 

And so. when the engineer says he is 
seven minutes late and has to make it 
up between Longport and Springhaven, 
and his fireman bets him a cigar he is 
ten seconds wrong, they both look at the 
first electrically connected clock to find 
out. Whichever loses the cigar, does so 
with, perhaps, an anathema for his 
watch but with perfect faith that the 
" right time " is the time of the clock. 

The Best Timekeeper. 

The anathema is an injustice. If the 
standard clock will not keep time in a 
vault protected from temperature and 
pressure fluctuations and without any in- 
terference from jars or vibrations, it is 
not to be wondered at that the railroad 
man's watch, no matter how well made, 
will occasionally vary from the path of 
rectitude and true star time. 

The only thing which never varies 
from true star time is the earth itself. 

But the earth does not keep absolute 
time because of a strange thing called 
" procession of the equinoxes," by which 
our seasons are slowly, slowly changing, 
and in the faint, proper motions of the 
stars there is a very slight variation be- 
tween mathematical, absolute time and 
sidereal or star time which amounts to 
one day in twenty-six thousand years. 



The Old Man of the Desert 



BY ROY O'TOOLE. 



After Two Years at Cactus Siding, Jack 
Lowden Entertains a Picturesque Stranger. 



HE telegraph-operator at Cac- 
tus Siding sat in the eco- 
nomical shadow cast by the 
'dobe shack which served as 
a station, and soaked up the 
humid heat from the sur- 
rounding sands. All about him, as far 
as the eye could reach, waving billows of 
white intermingled with the occasional 
green of the cactus, greeted his vision 
until the monotonous landscape was lost 
in the misty heat waves rising from the 
desert. 

High up toward the cerulean blue a 
vulture circled lazily, but the hum of in- 
sect life, which rules when vegetation 
adorns the wilds, was absent. The stern, 
palpable silence of the desert reigned 
supreme, and so it had been for days 
and weeks and months. 

Jack Lowden had been the lone in- 
habitant of Cactus Siding for nearly two 
years, with the exception of a short va- 
cation taken the summer previous, and 
the solitude of the desert had not failed 
to leave its mark upon him. 

Train-crews stopping infrequently for 
water or orders at the siding, remarked 
his growing indisposition to exchange 
even passing pleasantries. His speech 
was halting and his manner almost for- 
bidding. 

" He's forgettin' how to talk." said 
Conductor Johnson one day. " He'll be 
gettiir dotty pretty soon if he don't ask 
for a change of venue. They can't any 
of them buck the desert very long and 
get away with it." 

As it happened, a few days later. 
Johnson's train was obliged to wait at 
the siding for the west-bound passenger, 



and the conductor dropped off at the 
station and greeted the operator cheer- 
fully : 

"Hello. Jack!" he said, "'bout time 
for your summer vacation, ain't it?" 

" Not this year," wearily replied that 
somber-looking individual. *' I'm going 
to fight it out here until October, then I'll 
have enough in the bank-roll to buy that 
cottage back in Ohio that I've been tell- 
ing you about. It'll be me for God's 
country and the green fields after that."' 

" So Mvrtle is still waiting for vou, 
is she Jack? " 

" If she wasn't, this hole w ouldn't 
hold me a minute. Her letters and my 
dreams of that vine-covered home of the 
future are all that's kept me in my right 
mind out here and. at that. I think I feel 
myself slipping sometimes." 

" When you begin to lose your grip on 
things, it's time to go. boy." said the 
conductor warningly. " I've seen 'em stay 
too long out here." 

"I'll stick until October." said Jack, 
waving his hand listlessly as the con- 
ductor climbed aboard the caboose and 
signaled to proceed. 

After reporting the trains. Jack in- 
differently set about preparing a lunch 
from his store of canned goods. Cans 
were in evidence everywhere, canned 
corned beef, canned sardines, condensed 
milk — everything in cans, and the thou- 
sands of empty cans scattered about and 
partly visible in the sand of the desert 
gave an illuminating idea of the per- 
petual bill of fare at Cactus Siding. 

Jack Lowden, however, in his desper- 
ate loneliness, had hit upon a scheme to 
enliven the miserable and irregular meal- 




THE OLD MAN OF THE DESERT. 



51 



hours and rob them to some extent of 
their monotony. 

Chairs and tin dishes were placed on 
the rickety table to accommodate two, 
and Jack, after sitting down at the 
banquet board, religiously served the 
plate in front of the empty chair before 
helping himself. 

" Have some chicken. Myrtle dear. - ' 
he said tenderly, as he served the corned 
beef. " And a taste of this brook trout." 
as he selected a couple of fat sardines 
and placed them beside the corned beef 
— and so he continued throughout the 
meal. 

It was a harmless little deceit he was 
practising on himself when he imagined 
that Myrtle was partaking of his un- 
lovely bill of fare. 

" Foolish." he muttered. " but it helps 
some." 

Then he wrote and told her all about 
her place at the table. 

He received a loving, tear-stained 
letter in reply. 

" You dear, lonesome boy." she wrote, 
" my heart aches for you in that awful 
place. Why can't you come back at once, 
even if we do have to wait a while longer 
for our home. I am so unhappy think- 
ing of you out there on that miserable 
desert that my heart is almost hroken." 

The temptation to fly from the nause- 
ating monotony and discomforts of Cac- 
tus Siding to the green fields of Ohio 
and the waiting arms of his boyhood's 
sweetheart was strong; but he shut his 
teeth firmly and put the alluring desire 
from his thoughts. 

"' It'd be like throwing up the sponge 
before the fight was over," he said. " I'd 
be a rank quitter to drop out now." 

So he continued to hang on. counting 
the days and accumulating a hank-roll 
in hopeful anticipation, hearing fre- 
quentlv and cheerfully from Myrtle but. 
nevertheless, paying unconsciously the 
toll of the desert and solitude. 

The despatcher at Vigo was enjoying 
the fragrance of an excellent Havana 
and gazing idly at his almost empty 
train-sheet. 

" Sure 'tis quiet along the pike to- 
night," he confided to the chief. " Noth- 
ing on the division but a couple of drags. 
I'll get mine pretty easy for one shift, if 
it never happens again." 

The chief grinned amiably. 



" Pretty soft for you fellows out here. 
Nothing to do hut smoke good cigars 
and sign pay-checks," he said. " How's 
that fellow Lowden getting along at 
Cactus? Will he want a vacation this 
summer, to go back east and see his 
girl?" 

" Don't think so." replied the de- 
spatcher. " I'll ask him." 

Reaching to the key, he languidly re- 
peated the office-call for Cactus a num- 
ber of times, but got no reply. Later he- 
tried again and was more successful. 

" What's the excitement down there 
to-night ? " he asked jocularly, as Cactus 
answered. " You don't seem to have 
time to answer the wire. Must be a po- 
litical meeting or circus in town! " 

" Nothing like that." replied Lowden. 
" I'm entertaining a visitor." 

" Cactus always was quite a social 
center." replied the despatcher. "Who is 
the distinguished party; some bo who 
fell off the freight ? " 

" He hasn't presented his card yet, so 
I don't know. He called this evening 
while I was taking my constitutional. I 
found him sitting here in the dark when 
I came back ; but he's not a bo, he's a 
prospector and has located a rich placer 
diggin's somewhere near here. He's 
camping at the spring." 

" Spring," ejaculated the despatcher. 
" There's no spring nearer Cactus than 
Alkali Basin, and that's forty miles north 
as the crow flies. He's not camping 
there and visiting at Cactus?" 

The metallic sounder was silent for a 
moment and then Lowden replied : 

" He says it's about three miles south, 
just over the big sand ridge. He's go- 
ing to show it to me to-morrow. He 
needs a partner, and I think I'll sign up 
with him." 

" Bully for you," replied the de- 
spatcher. " I suppose you'll go back east 
to see Myrtle in a special train this trip, 
eh ? " 

" Can't tell," answered Lowden. 
•' The old man says there's oceans of free 
gold out there. If that's right, a special 
won't be any too good for me. I'll tell 
you all about it to-morrow night." 

" I wish you would," replied the de- 
spatcher. " and if you need any more 
partners in the firm, let me know. I'm 
ready to quit railroading at a moment's 
notice." 



52 



RAILROAD MAN'S MAGAZINE. 



"All right," answered Lowden — and 
the subject was dropped for the night as 
far as the wire was concerned. 

As the desert is .known to contain 
many rich placer deposits, the news of 
Lowden'S visitor at Cactus spread rapid- 
ly about Vigo. Speculation was aroused 
as to the probable area of the deposit. 
Interest in the matter grew hourly, and 
early next morning Lowden was eager- 
ly interrogated on the wire for informa- 
tion, not only by the despatcher's office 
at V igo, but by the other telegraphers 
on the line. His replies to all, however, 
were extremely disappointing. 

" The old man pulled his freight while 
I was asleep," he told them, *' and I 
haven't been able to figure out which 
way he went. I turned the bunk-room 
over to him last night and this morning 
it was empty and the bunk didn't look 
like anybody had slept in it. I guess he 
didn't turn in at all, just drifted after I 
went to sleep." 

That evening, however, interest was 
again awakened when Lowden called the 
despatcher on the wire and informed 
him that his visitor of the night before 
had returned. 

" Found him here in the dark, same's 
I did last night." said Lowden, but he 
brought a sack of gold with him this 
trip. It's the real yellow, all right." 

" You're a lucky boy. Jack." assured 
the despatcher. " Whcre'd he go last 
night ? " 

" Back to camp. I suppose. I didn't 
ask him. He's not strong on conversa- 
tion, and as I'm only the junior partner 
in the firm. I'm not asking too many 
questions. He looks like he'd rile easy." 

"Handle him with gloves, by all 
means. Jack," advised the despatcher. 
*' Jolly him along, but don't let him get 
away from you again like he did last 
night." 

" Looks like he thinks I'm trying to 
get away from him." replied the op- 
erator. " He's sitting across the table 
and hasn't said a word nor taken his 
eyes off me for thirty minutes, and I'm 
beginning to get nervous. He's got a 
snaky pair of lamps." 

" Don't let a little thing like that wor- 
ry you," said the despatcher. " You're 
just a trifle excited over that sack of 
gold dust. I'd feel nervous, too. if I 
were in your shoes, but it wouldn't be 



about his lamps, it'd be from wonder- 
ing how many double eagles I was go- 
ing to get out of the sand." 

" You're right." answered Lowden. 
" I haven't any kick coming because he's 
sizing me up, but I do wish he'd look at 
something else for a change. 1 le must 
have my mug pretty well photographed 
on his memory by this time." 

The trains moving over the division de- 
manded the despatcher's attention at this 
point, and it was some hours later before 
he found time to inquire further into the 
situation at Cactus. Again he was ob- 
liged to call that station some little time 
before he received any response. 

" What'd you wake me up for? " com- 
plained Lowden. " I was pounding my 
ear something scandalous." 

Hope your visitor is sleeping com- 
fortably, too." said the despatcher. " It 
was because I was worried about him 
that I called you. Is he camping with 
you to-night? " 

" Sure," replied Lowden. " He's in 
the bunk-room ; that's why I'm sleeping 
on the table." 

Nothing like hospitality. Jack. Sure 
he ain't walking in bis sleep again to- 
night ? " 

" I'll just look and see. 

" Well. I'll be darned," came over the 
wire a moment later, '" if the old goat 
hasn't flew the coop again, gold dust and 
all. The sack was laying on the chair 
when I went to sleep. Ain't he the 
limit ? " 

"He certainly is," agreed the de- 
spatcher. " but you're not much better. 
You'll let that gold mine get away from 
you if you don't stay awake until you 
find out where it is." 

"If he shows up again, there won't be 
any more naps for me until 1 trail him 
to the spring." declared Lowden. " I've 
written Myrtle all about that gold mine 
and I must find it now." 

The next day Conductor Johnson was 
obliged to make another stop at the si- 
ding. Having heard of Jack's prospector 
friend through the rumors about Vigo, 
he dropped off at the office to get some 
first-hand information. 

" Hear you're a mine-owner now. 
lack." he began by way of introduction. 

lack smiled glumly. " I am and I 
aiii't. Bill." he said. " I got a kind of a 
vanishing partner, and it's pretty hard to 



53 



tell where I'm at. Don't know whether 
lie's suspicious of me or what, but he 
doti't stick around long enough for me 
to get that mine located." 

Jack looked about uneasily, as if he 
expected his vanishing partner to arise 
out of the sand of the desert. 

" I've heard a good deal about the 
matter in Vigo." said Johnson, " and the 
old man's story don't hold much water 
with me. There's no spring nearer here 
than Alkali Basin, unless it's broke loose 
in the last couple of years. It's my own 
private opinion that the old man is ex- 
pecting to get his free gold off No. 42 
to-night. There's a rumor on the pike 
that she'll carry a whole car-load of it 
from the Frisco mint. I got your friend 
sized for a hold-up man." 

" By thunder ! You may be right, 
Johnson," exclaimed the operator. 
" That'd explain his mysterious actions, 
though I don't see how he'd get away 
with it. It's sixty miles to the moun- 
tains, and that's some walk on the 
desert." 

" You don't know what he's got be- 
hind the sand ridge. There may be half 
a dozen of 'em over there with horses, 
guns, and all the rest of it. If he shows 
up to-night, give him the glad hand, but 
tell the despatcher to have 42 prepared 
for a hold-up at Cactus." 

" Sure, I'll do that," replied the op- 
erator. " It won't do any harm, though 
I hope it don't turn out that way. I'd 
hate to give up my dreams of that gold- 
mine." 

" It don't look reasonable to me," said 
Johnson, " that if be did have a rich 
prospect out there, he'd be in much of a 
burry to call in a partner and give him 
half. Sounds pretty fishy." 

" Guess you're right about that," 
agreed the operator. " He's either nutty 
or else that free-gold story is a stall. 
I'll watch him pretty close if he shows 
up to-night." 

Having implanted the hold-up idea 
firmly in Lowden's mind. Johnson 
climbed aboard the caboose, and the long 
string of alkali-covered box cars re- 
sumed their dusty journey. 

That evening the despatcher at Vigo, 
busily engaged in putting out train-or- 
ders, disentangling complications arising 
from hot-boxes and other unexpected 
delays to nearly every train on the divi- 



sion, snorted profanely when Cactus 
broke in on the wire and feverishly took 
the circuit. 

"What's broke loose down there?" 
he asked angrily. " Can't you let me get 
the " red ball ' out of the hole before you 
chip in ? " 

Stop 42 at Rawley," continued the 
metallic voice from Cactus in the same 
feverish manner. " There's a hold-up 
man here. He made me set the signal 
red and then chased me into the bunk- 
room. He didn't know I had an instru- 
ment in here." 

"How many of them are there?" 
asked the despatcher. 

" One is all I've seen so far. but he's 
got guns enough to do the job all by him- 
self. He's a regular walking arsenal. 
There may be others outside." 

" It's too late to stop 42 at Rawley ; 
they left there ten minutes ago. Is there 
any obstruction on the track ? " 

" Don ! know. Say," continued Low- 
den, " he's listening right at the door. 
Think he's heard me pounding this key. 
He's opening the door and coming in — " 

The wire remained open a few sec- 
onds. Then came a string of unintelli- 
gible dots — then silence. 

" Looks like he's done for Lowden," 
said the chief who had been standing by. 
" Order out a special and give them right 
over 42 to Tinhorn. We'll load it up 
with rangers. If Lowden's been mur- 
dered, we'll make it hot for whoever did 
the job." 

The call-boy was hurried out to find a 
crew for the special, while the round- 
house was ordered to have an engine on 
the main line inside of thirty minutes. 

Two coaches were switched to the 
depot platform, and as the rumor of the 
hold-up circulated about town, the grim, 
stern-faced, armed rangers of the desert 
brigade made their appearance and took 
their places inside the waiting coaches. 

On the siding below the depot a box 
car stood at the stock pen. Saddled 
horses were loaded rapidly into it with 
such supplies as were needed for a desert 
campaign. 

In a remarkably short space of time 
the special hurried out into the dreary 
waste on its mission of vengeance. 

In the mean time No. 42 approached 
Cactus. The engineer seeing the red 
signal out, grunted dismally : 



54 



RAILROAD MAN'S MAGAZINE. 



" ■tbb bail he couldn't put his orders 
out at a regular stop instead of holding 
us up at the jumping-olf place of the 
whole system." 

The conductor hurried to the tele- 
graph-office to learn the cause of the un- 
expected delay to his train. As he en- 
tered, a curious spectacle confronted 
him. Jack Lowden stood in the doorway 
of the bunk-room, his hands high above 
his head and his gaze riveted intently on 
the empty chair at the telegraph-table. 

" Look out ! " he screamed as the con- 
ductor entered. " Look out ! Don't you 
see he's going to shoot ! " 

.Slowly his upraised hands clasped his 
temple, and he dropped in a senseless 
heap. 

The conductor, thoroughly alarmed, 
despatched the brakeman through the 
coaches in search of medical assistance. 
W hen the shack returned a few moments 
later, fortunately with one of the com- 
pany's physicians, Lowden sat propped 
against the wall talking wildly of hold- 
ups, free gold, and Myrtle. 

"Now long's he been out here?" 
asked the physician. 

" Couple of years that I know of." 
replied the conductor, explaining the 
tableau he saw when he came into the 
office. 

" Humph, no wonder he's been seeing 
things if he's been here that long. Garry 
him into the Pullman," tersely ordered 
the physician. " I'll get his transporta- 
tion to El Paso from Tinhorn." 

A partly written letter to Myrtle which 
lay on the telegraph-table furnished the 
physican with all the confirmation he 
needed for his statement that Lowden 
had been "seeing things." It read: 

My recent acquaintance who lias been 
coming and going so mysteriously the last 



couple of evenings is, I fear, not a pros- 
pector at all, but will more likely prove 
to be a hold-up man with designs upon 
42 to-night. 

" I see," said the physician, turning to 
the conductor, " he's been having an 
imaginary visitor out here. ' The old 
man of the desert ' they usually call him. 
Simply a hallucination produced bv the 
desire for human companionship." 

Some weary months later Jack became 
convalescent. Lounging upon the veran- 
da of the El Paso hospital was now his 
daily pastime. Beside him usually sat a 
sweet-faced old lady — his mother— and a 
blooming girl of nineteen. 

" Jack, dear." the girl said, " when I 
read that rambling letter from you tell- 
ing about the old man coming' to visit 
you, I knew that something was wrong, 
for even away back in Ohio we have 
heard of the ' old man of the desert,' and 
your mother and I were almost on the 
point of coming out here when she re- 
ceived the message that you were danger- 
ously ill. Oh, Jack ! Suppose you had 
followed him out on the desert to search 
for gold! " 

She shuddered at the awful possibility. 

" If what they say is true." replied 
Jack. " that's where he generally leads 
his victims — somewhere out in the sands 
to die of heat and thirst; but that hold- 
up idea of Johnson's kept me on the job 
and no doubt saved my life. I'd heard 
lots of talcs about the old fellow before 
he came to see me. but never suspected 
his identity. 

" I remember everything distinctly; 
his general appearance, weapons, and all 
up to the time I called the despatcher 
and told him of the hold-up I thought 
was coming off. Strange what realistic 
hallucinations one gets on the desert." 



LONG JOURNEYS MADE BY PLOVERS. 



BIRD migration has always been and is 
yet a thing of much mystery. Let the 
man who has never felt the thrill of 
this mystery take his atlas and turn to a map 
of the Western Hemisphere. Let him locate 
the Arctic Islands north of North America, 
say seventy-five degrees N. L, and with his 
pencil draw from there a line clown along 
the coast of Labrador, across to Newfound- 
land, and down to Nova Scotia, then across 
the Atlantic to the lesser Antilles in the 
West Indies, from there to P.razil and across 



to Argentina, and finally halt his pencil in 
1'atagonia. He will have traced then what 
is said to be the southward migration of the 
American plover. But let him continue the 
course, across to the Pacific, northward up 
the coast, then across Central America and 
up the Mississippi valley, through central 
Canada, and back to the northern islands. 
He will then have mapped what naturalists 
have given as the yearly itinerary of some 
of these wonderful birds — a journey of some 
fifteen thousand miles. — Outing. 



THE TROPIC BOOMER 



Though Attractive at Long Range, the Facts Gathered 
By One Who Has Been There Prove that Railroad- 
ing in Latin Countries Had Better Be Let Alone. 



BY N. J. PATERSON. 



nr, 



AILROAD men, particularly 
engineers and machinists, 
at some time in their 
careers become a prey to 
wanderlust. Those of the 
clan who may read this will 
appreciate this truth. With the majority 
it arises through the spirit of romance: 
with others the impulse is mercenary, no 
consideration being given to what is 
ahead, but with all none can dispute that 
the desire is dominant to follow their 
respective callings in some land other 
than their own. 

Some years ago it was general. To- 
day it is a daily remark to overhear in 
any railroad terminal, provided local 
affairs fail to suit. " Oh, I'll jack the job 
up and go to Mexico." 

Many did go, too, and not a few much 
further. 

Travelers Hide the Truth. 

Not only Mexico, but Cuba. South 
America, and even China and Japan, has 
each a full quota of disgruntled railroad 
employees from the United States. Nine 
of every ten would part with five years 
of their lives to be home again, after 
only five months' service in the promised 
land. 

Now that the world has grown smaller 
it is certainly astonishing that such ig- 
norance should prevail in regard to ex- 
isting conditions in railroad work as is 
found in those countries. It is all the 
more remarkable that the pilgrim does 
not seek more definite information be- 
fore " going out." It is a comparatively 



easy job to get out. but a mighty hard 
one to get back — as many of the tropical 
boomers will sorrowfully attest. 

A possible explanation lies in the fact 
that very little that is practical has been 
written along these interesting lines, and 
because those who have gained practical 
experience through adventure are averse 
to telling the truth on their inevitable 
return. 

They don't care to advertise how badly 
they were fooled. 

For instance, in the spring of 1897 the 
railroads of Mexico were paying five and 
six dollars a da}' fur roundhouse ma- 
chinists. 

Those who took the journey, unless 
well-informed on the currency of Mexi- 
co, were not aware of the fact that those 
dollars meant Mexican " dobies." When 
they reached Silao, on the Central, or 
some other point, they received five dol- 
lars as promised, but. at the rate of ex- 
change then prevailing this sum amount- 
ed to about $2.45 gold. 
• As none of the men probably had been 
getting less than three dollars a day in 
this country, it did not take them long to 
realize that the change was not a finan- 
cial benefit. 

Roam for Experience. 

There was no difference in the work 
either, and there is none to-day. A loco- 
motive engine calls for the same daily 
attention, whether running on the Penn- 
sylvania, the Transsiberian. or on the 
United Railways of the Argentine Re- 



55 



56 



RAILROAD MAN'S MAGAZINE. 



public, and this feature is even more 
conspicuous in Mexico on account of the 
exceedingly long divisions. 

A majority of the boomer machinists 
in Mexico entertain the hope that they 
will some time get back to their own 
country. With this vision in view, they 
try to save a little money; hut there is 
not much incentive toward this laudable 
effort in view of the omnipresent fact 
that two dollars of Mexican savings 
must be surrendered at the frontier for 
one dollar. American. 

Nevertheless the " land of manoiui " 
has been and probably will remain as the 
Mecca for the boomer machinist. This 
may remain as a relic of the so-called 
" good old days," say twenty years ago. 
when it was customary for the newly 
graduated apprentice to roam for " ex- 
perience." 

Of course, he coidd have acquired 
valuable experience much nearer home; 
but he wouldn't be thought much of on 
his return unless he brought documents 
to prove that he had been employed by 
the National, the International, or the 
Central — preferably on all three. 

Romance That Quickly Pales. 

It is furthermost from my purpose to 
" knock " or say anything derogatory 
about the railroads of the tropics. They 
are well-equipped and operate Under 
conditions peculiar to themselves. These 
conditions are very peculiar, however, 
and why American railroad men want to 
mix up with them furnished the inspira- 
tion of this article. 

Frequently the question is asked 
around shops and railroad terminals by 
machinists and engineers out of work : 
" Would it be safe to go to Mexico on 
the chance of getting a job? " 

The proper answer is. " Yes." unless 
the applicant has been guilty beyond for- 
giveness of some offense against dis- 
cipline. 

Practical and competent men are in 
demand at all times. This applies in 
Mexico as well as here, so there is little 
doubt about getting a job. It has been 
my personal experience that if either an 
engineer or a machinist would present 
himself to the proper employing official 
and talk intelligently along those re- 
spective lines for about ten minutes, he 



would be taken on without further cre- 
dentials. 

Eliminating the charm of adventure, 
however, which quickly pales when you 
have no companion to share it with you. 
there is little inducement to go to* the 
tropics. While not considering railroad 
officials, there is little doubt that quite a 
few of the rank and file have sought 
foreign service owing to grievous trouble 
at home. 

They work abroad because they are 
obliged to earn their own living. 

One of the most discouraging remarks 
I ever heard was made in my presence 
by James E. Gordon, a director of the 
American Society in Mexico. 

" It only exists," he said, " to help you 
fellows get home and to give you hos- 
pital attention when down with the 
fever." 

Lose Time Through Festivals. 

While the pay is adequate to support 
a man in comfort provided he works 
steadily, and, in time, to even provide 
a competence should he decide to remain 
in Mexico indefinitely, there is still, as 
in the case of a machinist, much to 
operate against drawing a " full month." 

A potent factor is the pretext seized 
upon at any time by the native help 
about the shops to take a day off. Op- 
portunity often presents itself because 
there are nearly one hundred religious 
festivals in a year. 

The observance of many of these is 
so general that the shops are practically 
tied up. and as little would be gained 
through retaining the comparatively few 
.American machinists, the)- are obliged to 
lose their time until the natives see fit 
to return. 

On the contrary, living expenses are 
reasonable. A man can live comforta- 
bly in Mexico City for $60 per month, 
silver, and as low as $35 in the country, 
but the prices charged for clothing, 
especially shoes and overalls, are ruin- 
ous. Five dollars is the lowest for a suit 
of overalls. 

At the outlying points where the va- 
rious railroads maintain restaurants for 
the accommodation of the traveling pub- 
lic, employees are allowed to eat three 
standard meals for one Mexican dollar 
a day. approximately fifty cents in 



THE TRi U'lC U< m iMER. 



57 



United vStates money. The food is boun- 
tifully supplied. 

In the large cities a man must hustle 
for a restaurant within his means, or 
make some arrangement with a private 
family to secure board with meals. 

Tools Very Costly. 

Another item of expense in all tropical 
countries is the high cost of machinists" 
tools, although the only tools one can 
purchase are those manufactured in the 
United States. 

The old saying, " A good mechanic 
can work without tools," cannot be lit- 
erally accepted, because many opera- 
tions to-day. especially machine-shop 
work, are much more complicated than 
in former years, and special tools are 
absolutely necessary to speedily and 
properly perform certain work. 

We all remember that the kit of the 
old time boomer — if he had a kit — con- 
sisted of a two- foot rule, a pair of inside 
and outside calipers, a hook scriber and 
a center punch. These invaluable im- 
plements of the trade will not suffice to- 
day when one is traveling in foreign 
countries. 

Mexican helpers are generally unprin- 
cipled. It is not uncommon when a ma- 
chinist leaves his hammer on the Boor 
while he walks around to the other side 
of the engine on which he is working, to 
find it missing on his return. 

Few Natives Are Mechanics. 

Native help does not receive excep- 
tionally high pay. Some of the most 
capable get no more than $1.25 a day. 
so they probably feel that they must sup- 
plement their wages in some way. If 
the rightful owner ever recovers his 
property it will be found in a pawn-shop. 

A visit to one of the pawn-shops with 
which the tropical cities abound, will dis- 
close invariably a weird assortment of 
hammers. wrenches. calipers. try 
Squares, straight edges and many of the 
higher-priced tools, such as combination 
squares, verniers, surface and depth 
gages, etc.. the original owners of which 
foolishly imagined that they would be 
able to' take into the tropics and bring 
them out again. If they were obliged 
to replace any of these in order to do 



their work, just about three times as 
much had to be paid for them in the 
tropics as in the United States and 
Canada. 

Both the Mexican Central and the 
National for a long time have been ex- 
perimenting with native labor, although 
it is a notorious fact that the average 
native simply detests a skilled trade. 
There is scarcely one in a thousand with 
an aptitude for mechanics. 

This move on the part of the railroads 
arose from a realization of the fact that 
because of similar conditions they could 
not depend on American help staying 
with them after a sufficient " stake " had 
been accumulated, and that the only 
salvation in securing a permanent force 
was to begin the gradual education of 
the Mexican. 

Small Chance to Climb. 

Accordingly they start a boy on a 
lathe, planer or shaper, and there he 
stays all his life, not designated as a 
machinist but simply as a " lathe hand." 
*" planet hand." or whatever it may be. 

They do not possess the versatility to 
become " all-round hands." although in 
time many learn how to work acceptably 
as drill pressmen, grinders and bolt- 
cutters. 

No American machinists are ever em- 
ployed on such work. They are needed 
for the finer details in the erecting gang, 
the roundhouse, setting valves, hanging 
guides, and laying out work. The reason 
that it would be safe to go to Mexico, 
expecting to find a vacancy among these 
men, is because practically all of them 
want to leave at the first opportunity. I 
fully believe that within a few years all 
work in Mexican railroad shops, except- 
ing the supervision, will be handled by 
natives. 

It is well to state these facts plainly 
as they are based on personal observa- 
tion while working in various capacities 
in that country. My only purpose is to 
correct the erroneous impression among 
the railroad men of this country who 
have not been employed as yet off their 
own road. 

There are instances on record where 
American machinists have secured regu- 
lar work in the tropics, married and 
settled down to slay, but they are very 



58 



RAILROAD MAN'S MAGAZINE. 



rare. When the long rainy season comes, 
bringing into full prominence the damp- 
ness and the unsanitary condition of the 
dwelling-houses, the stoutest heart will 
sigh for the comforts which can only be 
found further north. 

Rheumatism, fever, and the plague of 
various insects, all add their quota in in- 
tensifying the discomfort of the situa- 
tion and the desire to make a " getaway." 

Long Runs for Men. 

On the road, of course, it is different, 
because the most apt native on earth 
could scarcely ever learn to run an 
engine and keep out of trouble. There 
are instances where the dubious experi- 
ment of setting them up as switch-en- 
gineers has been tried. This has worked 
after a fashion, but popular feeling is 
against it. 

Practically all of the engineers and 
conductors are Americans, while the ma- 
jority of the firemen and brakemen are 
natives. 

The engineers get their positions by 
applying to the master mechanic of the 
division on which they desire work. If 
found acceptable they are placed on the 
extra board to await their turn for a reg- 
ular train. Naturally the passenger runs 
are very few, and being held by the 
veterans in the service, it would be a 
long time before a new man coidd get 
such a run. A fair living, however, may 
be made in the freight end while on the 
extra list. 

The runs are so very long that not 
many trips are necessary in a month to 
keep a man going. For instance, on the 
Central of Mexico, some years ago, the 
division for freight as well as passenger 
was from Silao to Mexico City, going 
south, 238 miles, and return to Silao, a 
total of 476 miles. 

As one way over the division now re- 
quires 8 hours and 35 minutes for a pas- 
senger train, it can be imagined readily 
how many more hours would be put in 
on a freight. 

Going north, the division extended 
from Silao to Calera, 220 miles and re- 
turn, and it was required that an engi- 
neer should be competent to run over 
each division as might be necessary. 

The unique condition thus developed 
that a man must learn over live hundred 



miles of main line. There is no parallel 
in this country, and probably not in the 
world, for such a stretch of territory in 
one man's head. This is somewhat com- 
pensated for, however, because much of 
it is straight away and plain sailing and 
the time not particularly fast. 

One point should be made prominent 
in connection with all tropical railroad- 
ing: an engineer should never accept a 
position without first writing to the 
master mechanic in order to learn the 
opportunities that exist, and to secure all 
possible information on the conditions 
governing the work. 

After the deal is closed he should 
make a brief study of the legal aspect of 
his calling so far as it relates to placing 
responsibility for wrecks, and for in- 
juries to fellow employees. 

Some of these laws are rather pe- 
culiar, especially in Mexico, and often 
result in an extremely embarrassing 
predicament for the unfortunate who 
transgresses them. 

The Mexican legislators have never 
accepted the fact that an engine while 
running is not always able to stop on a 
three-cent piece at an instant's notice. 
They believe that there is no excuse for 
even excusable accidents. 

A story is told of one road which 
boasted that no one in its employ was 
ever arrested or imprisoned, as those who 
might be charged with the accident 
promptly disposed of the corpse. The 
usual procedure was to cremate the 
body, exceptional opportunity being 
presented by the fire-box. 

Although the exaggerated yarns freely 
circulated in this country that the Mexi- 
can authorities demand the life of an 
engineer who runs over a native are only 
travelers' tales, the fact remains that the 
consequences are very unpleasant. 

Long Imprisonment for Accident. 

They have for an inevitable sequel a 
long term of imprisonment before the 
case is called to trial. Mexican justice 
moves slowly and Mexican jails are 
neither cleanly nor desirable places in 
which to reside indefinitely. 

To illustrate how easy it is to get in 
trouble with the law the following in- 
cident might be cited: 

The wreck train was called out about 



THE TROPIC BOOMER. 



59 



seven o'clock one night, to go from Silao 
to Guaje, about forty miles, to replace a 
string of cars which were off the iron. 

The train crew and the Mexican tire- 
man were provided forthwith, and the 
caller was despatched for Engineer Rior- 
dan who happened to be " first out '* on 
the extra board. Riordan was the only 
available man in town. 

When the caller returned to the round- 
house he bore the " O. K." of the engi- 
neer on his book ; but it soon became 
noticed that the engineer was a surpri- 
singly long time showing up in view of 
the importance of the call. Finally, 
toward eight o'clock, the despatcher be- 
gan burning up the wires with forceful 
inquiries as to why the wrecker hadn't 
started. 

As there was no one qualified to take 
the train, the only logical procedure was 
to send a search-party after the tardy 
one, but he wasn't at home or in any of 
his haunts. After a prolonged inquiry 
he was located in the lock-up. It be- 
came necessary to awaken the mayor, 
who had retired early that evening, and. 
some say. to cross his palm in order to 
secure the order for the engineer's re- 
lease. 

Riordan had left his boarding-place 
promptly after signing the call-book, but 
in hurrying across the plaza toward the 
roundhouse he raised a policeman's lan- 
tern, which was resting in the center of 
the square, the better to observe his 
watch. 

To touch this sacred lantern is equiva- 
lent, in the eyes of the law, to an assault 
on the officer himself. The officer 
usually reposes on a bench some little 
distance from his light, which is left in 
a prominent place to indicate that he is 
in the vicinity if wanted. Riordan was 
green, however, and the wreck train left 
some two hours late. 

Jailed for Passing a Shrine. 

Another curious illustration of the 
working of the law occurred some years 
ago on the Mexican, or " Queens Own." 
Railway which was first to connect the 
capital with the eastern seaport of Vera 
Cruz. 

When this road was laid out the senti- 
ment against railroads was quite strong 
because of the danger supposed to be 



associated with them. Even the more 
intelligent Mexicans could not be in- 
duced to abandon the idea that boarding 
a train as a passenger invited death. 
There was a local life-insurance concern 
in Puebla which stipulated the forfeiture 
of a policy if the holder rode not only 
on the Mexican but on any other rail- 
way. 

A few wrecks complicated the situ- 
ation, and, therefore, those natives com- 
pelled to become passengers through 
unavoidable circumstances resolved to 
travel through the instrumentality of di- 
vine grace. They erected along the line, 
every two miles, a stone shrine. It was 
agreed by the railroad company that the 
train should stop at any one of these 
shrines designated to the conductor, in 
order that the passengers might alight 
and offer up prayers, allowing them to 
reach the next shrine alive. 

Engineer McElroy. who is now em- 
ployed somewhere in the Pittsburgh dis- 
trict, was unaware of any such regula- 
tions. One morning he passed the sacred 
monolith at schedule speed. He spent 
many months in jail in consequence be- 
fore the authorities became convinced 
that no sacrilege was intended. 

Pay Suspended During Sickness. 

All modern appliances for-safeguard- 
ing trains are in evidence, but there are 
some tortuous divisions to run over. 
That portion of the Mexican railway 
known as the " mountain division," be- 
tween Orizaba and Esperanza. has prob- 
ably no parallel on earth for physical 
obstacles overcome by a broad-gage line. 

On this stretch of forty miles may be 
encountered grades of four per cent and. 
curves of less than 400 feet radius. In 
the vicinity of Maltrata it is possible to 
view the line of road on seven different 
terraces, and the same natives who sell 
the passengers their wares on the top of 
the mountain will meet the train five or 
six times more by scrambling down the 
slopes while it is making a long detour. 

This road was built by English capital. 
English methods prevail to a large ex- 
tent, and the wages paid to both shop- 
men and engineers are correspondingly 
lower than those of the other Mexican 
lines. It is the most difficult road in 
that country for the American boomer. 



60 



RAILROAD MAN'S MAGAZINE. 



Although Mexico is tlie principal field 
for railroad men seeking employment in 
strange lands, many of the South Amer- 
ican roads have received their share of 
attention. One of these in particular is 
the Guayquil and Quito of Ecuador. 
Not Very long ago it advertised for en- 
gineers, offering 385 sucres (about $185 
per month in gold), with transportation 
out and after one year's service free re- 
turn transportation home. 

My personal observation leads me to 
offer this advice regarding the G. & Q., 
in two words : " Stay home." 

W hile it is possible to make the prom- 
ised $185. there is a reverse to the shield. 
That is the way the money goes. Meals 
are $50 to $60 per month : a room at the 
home terminal, $10 to $15 per month: a 
room at the other end. $1 per night : 
hospital service when sick or injured, $3 
a day, during which period pay is sus- 
pended. 

1 also noticed that the railroad men 
recruited in the United States received 
their passage to Guayquil, but in nearly 
every instance the " return free fare " 
was evaded and it cost the luckless pil- 
grim $128 gold to again see his home. 

On the mountain division of this rail- 
road the grade is so stiff that 9.000 feet 
elevation is gained in 49 miles over 
curves as high as 29 degrees. The limit 
of train for a 112-ton engine with 13 x 
26 inch cylinders, is only four 32,000- 



capacity cars. The road finally attains 
the modest elevation of 12,000 feet 
above sea-level. 

The railways of Cuba, which once 
numbered in their ranks seventy per cent 
American engineers, have now scarcely 
ten per cent. It has been found that the 
British engineers are much better slay- 
ers, and the work is naturally falling to 
them whenever outside help becomes 
necessary. Furthermore, their employ- 
ment is gradually establishing a scale of 
pay based on that of the roads of Great 
Britain. 

All things considered, Cuba is the 
least desirable place for a man seeking 
foreign railroad employment. 

Not only my own experience but that 
of many others will substantiate the fact 
that there is nothing to be gained and 
everything to be lost by a railroad man 
leaving this country. Any idea thai 
your financial condition will be bettered 
is absolutely an error. Any expectation 
of possible promotion may as well be 
abandoned before starting. 

A moment's reflection should convince 
any one that the most essential qualifi- 
cation toward this end would be a 
mastery of the Spanish language. The 
preponderance of native labor employed 
dictates that it shall be the tongue of the 
road. Without it. with the possible ex- 
ception of the engineer, all foreigners 
are badly handicapped. 



In the November number we will publish an article describing employment conditions in 
Panama. 



THE SCOT AS A RAILROADER. 



JAMFS WATT, the celebrated improver 
of the steam engine, entertained a very 
low opinion of the mechanical ability 
of Scotsmen, hut he was prejudiced with- 
out just cause. The impression was spread 
thai Highlanders had no skill as artisans, 
although, in truth, their smiths were the 
best sword makers in the British Isles. 

The story is told that Archibald, the 
blacksmith of the McPherson clan, com- 
mitted a crime that caused the sheriff of 
Invernesshire to cause his arrest and in- 
tended hanging the sword maker. When 
Cluny McPherson heard of the outrage he 
went to the sheriff and offered to let him 
hang two weavers in place of the one smith, 
showing the estimation in which the smith 
was held. 

Scotsmen have taken very kindly to rail- 



way life in America. In an address de- 
livered before a Scotland society. Dr. An- 
gus Sinclair said j 

" The operative office of our railways 
numbers close on 21,000. Scots' names are 
fairly represented on this list, with 744 
Macs. 81 Anderson, 68 Wilson. 60 Thomp- 
son, 52 Campbell, 41 Stuart and Stewarts. 
39 Scott. 39 Walker, 37 Reed and Reid. 37 
Mitchell, 31 Morrison. 20 Kennedy, 28 
Ross, 26 Murray. 26 Turner. 25 Hamilton. 
25 Ford. 22 Johnston. 22 Cook. 21 Gordon, 
i<> Simpson. "18 Robertson, 17 Crawford, 17 
Burns, 17 Fraser, 16 Henderson. 16 Max 
well. 14 Cameron. 13 Buchanan. 13 Cham- 
bers. 13 Elliott, 12 Lindsay. 12 Leonard, 1 1 
Grant," 5 Sinclair, 1 Carnegie, a total >>t 
1.666. — Railway and Locomotive Engineer- 
ing. 



Who's Afraid? 



ORLANDO MOORE. 



B 




UNK ! " ex- 
claimed Pete. 
He propped 
his feet on top of a 
crate of chickens, tilted his chair hack, 
and blew a cloud of smoke at the roof. 

'" Flapdoodle — and I can prove it. 
S'pose you was walkin' along through 
the woods, never thinkin' there was any- 
thing more dangerous around than a 
squirrel or rabbit, and a mountain lion 
dropped out of a tree. Do you guess be 
would't hurt you. just because you 
wasn't feelin' afraid?" 

" That ain't the point." argued the 
baggageman, leaning forward and re- 
moving his pipe from his lips. " A fel- 
ler would be afraid by the time the lion 
gnt onto him. 

" You see. if he didn't know the beast 
was there, lie couldn't tell whether he 
was going to be afraid or not. But " — 
with much emphasis and sufficient pause 
to lend weight to the conjunction — " if 
he knew the lion was in the tree and then 
wasn't afraid, why he could walk right 
along about his own business, and — ■ 

" And the lion would land on him jus 1 , 
the same," interrupted Pete. 
" It would not. I say — " 
" And I say it would, unless the feller 



ooked it squarely in the eye. Of 
course, then he wouldn't be bothered. 
Nobody needn't worry about bein' hurt 
in that case. Toby, the hypnotic power 
of the human eye will quell any wild 
beast, and make it eat out of your 
hand. But it's all rot to say a moun- 
tain lion wouldn't maul a man up if he 
got a chance, whether the man was 
afraid of him or not. How'd the lion 
know? S'pose he'd stop to ask ques- 
tions, eh ? " 
Toby snorted. 

" You make me tired ! The lion's in- 
stinct would tell him, of course, and he 
wouldn't touch the feller — wouldn't pay 
no attention to him at all. 

"You got that about the 'hypnotic 
power of the human eye ' out of a book. 
You never had brains enough to think 
it up by yourself. I know what I'm 
talkm' about. I do." 

"'Good thing you do; it's a cinch no 
one else would," observed Pete with gen- 
tle irony. " Now look here. Toby, it 
stands to reason you're wrong. Don't 
you know an animal-trainer doesn't dare 
turn his back while he's in a cage? He 
has to keep his eyes on the beasts all the 
time — has to cow them just by the power 
of bis gaze." 



61 



62 



RAILROAD MAN'S MAGAZINE. 



" Don't that show I'm right ? " cried 
Toby triumphantly. " He dassent turn 
his back because he's afraid! If he 
wasn't he could do anything he liked; 
but just because he's scared they'll jump 
him if he ain't watchin' 'em every min- 
ute, he keeps lookin' at 'em. 

" I guess I've proved my case. Pete." 

" Proved nothin'," contradicted Pete, 
snapping his fingers. " It just shows 
how much you know about it. W hy, do 
you think — but no. you don't, or you 
wouldn't talk like a fool. I'd just like 
to see what you'd do if you was turned 
loose with that beast over there. I'll bet 
a hat you wouldn't turn your back, you 
jackass ! " 

Me pointed in the direction of the 
heavily slatted crate within which 
crouched a long, tawny shape, with half- 
closed eyes and restless, uneasy move- 
ments. 

The crate and its contents had come 
all the way from Chicago, under con- 
signment to the Bronx Zoo. On the last 
hundred or so miles of the long journey, 
Pete and Toby, respectively messenger 
and baggageman on the combination 
baggage-and-express car. had fallen into 
a dispute over the big cat — a dispute 
which waxed more and more acrimoni- 
ous as each man stubbornly expounded 
and defended his own theory, refusing 
to admit that the other's contention con- 
tained a single particle of reason. 

Toby was almost speechless with rage. 
He found enough breath to air a few of 
his own opinions, and. in conclusion, 
delicately hinted that animals with long, 
fur-bearing ears were his particular 
specialty. He even repeated his con- 
viction that in a personal encounter with 
one he would be victorious with one 
hand tied behind him. 

Having discarded his coat, he faced 
the messenger, who lost no time in 
taking up an appropriate attitude. In 
another instant the car would have been 
the scene of a lively mix-up ; but just 
then the train came to a halt at a way- 
station, and the voice of the conductor 
was heard outside shouting lustily for 
Toby and Pete. 

Darting malignant glances at each 
other, they went through to the rear to 
obey the summons. For the next few 
minutes they were obliged to forget their 
differences, or at least postpone them, 



while they attended to their several du- 
ties. 

Then the station-agent engaged both 
in conversation. It was not until the 
train was gathering speed beyond the 
station that they returned to" the car. 
Toby laboring under the weight of a 
large suit-case which Pete had refused 
to touch, as it was checked through on a 
ticket and not consigned to the tender 
mercies of the express company. 

Toby carried his burden well forward, 
and slammed it down with a resounding 
thud before turning about. 

" Now, then," he said belligerently, 
" I'm walkin' through the pasture where 
the jackass is ! " 

The other needed no second chal- 
lenge. With a whoop of anger, he sprang 
forward, his fists clenched, his eyes bla- 
zing. Toby squared off and wailed Eoi 
him, circling slowly and warily around 
in the confined space. 

" I'll fix you for that ! " Pete promised 
wrathfully. " Before I'm through with 
you I'll push your misfit mug through 
the back of your neck ! Call me a jack- 
ass, will you? You — Holy Moses! 
Look at that! " 

Not ten feet away, between the two 
men and the door, crouched the moun- 
tain lion, its long tail waving snakily. 
its yellow eyes glittering. Blood was 
dripping from its jaws, to the sides of 
which adhered a few feathers — one of 
the chickens had been overtaken by pre- 
mature fate. 

With a yell Toby abandoned his con- 
templated chastisement of Pete and 
leaped for the top of the now empty 
crate. He landed with a crash and hasti- 
ly drew up his feet. Pete sprang nim- 
bly in the air. clutched one of the iron 
bars which were fitted horizontally from 
wall to wall of the car, close to the roof, 
and bracing his feet against another bar. 
hung on for dear life. 

The lion looked from one to the other 
with an expression of grieved surprise, 
took a few steps forward and stopped 
hesitatingly, evidently uncertain which 
was the more deserving of its immediate 
attention. 

Apparently deciding in favor of the 
tall express-messenger, the beast padded 
silently along with uplifted nose sniffing 
the air inquiringly. Pete performed an 
agile gymnastic feat, scrambling awk- 



WHO'S A 1' RAID? 



63 



wardly along the bars, something like a 
man trying to climb up a ladder on the 
wrong side. The lion followed under- 
neath. 

" Take him away. Toby ! Take him 
away!" Pete yelled, twisting his head 
frantically from side to side in an effort 
to see what the lion was doing. 

'"Look him in the eye!" suggested 
Toby maliciously. He felt that he could 
afford to be facetious, as he was in a safe 
place. " The hypnotic power of the hu- 
man eye will quell any wild beast! Look 
him straight in the eye! " 

" How in blazes can I ? " demanded 
Pete fiercely. " I ain't got eyes in the 
back of my head ! Where is he, any- 
way ? I can't see him at all ! " 

"Help! He's after me!" shrieked 
Toby loudly. 

Attracted by the sound of another 
voice, the lion turned and was sniffing 
the edges of the crate on which the 
trembling baggageman had taken refuge. 

"Well, you ain't afraid of him! Get 
down and throw him out the window," 
counseled Pete. " Why don't you do 
something besides jump up and down 
and yell? The brute won't hurt you if 
you ain't afraid of him. Get down and 
grab him while you got a good chance! " 

" Look him in the eye! Look him in 
the eye!" vociferated Toby. "Help! 
Help! He's comin' up here after me! 
Oh! look him in the eye! " 

From his aerial perch Pete could sec 
the agitated figure, shrinking against the 
wall, as the lion, its inspection of the 
lower slats finished, slowly reared on its 
hind legs and thrust a blood-stained muz- 
zle over the top of the crate. 

" Murder! Get a gun and shoot him!" 
veiled Toby, making a vain attempt to 
climb up the side of the car. " Why 
don't you shoot him? " 

•• W here's the gun ? " demanded Pete. 
" I can't shoot him without something 
to shoot with, can 1 ? What did you do 
with the gun? " 

" It's over on top of the safe. Oh ! 
Oh!" The lion bad slipped back on all 
fours again and was poised for a spring, 
its hungry eyes gazing at the plump mor- 
sel on the crate, just out of reach. 

Pete began a hazardous journey along 
the bars in the direction of the safe ; but 
at his first movement the lion suddenly 
turned, bounded half the length of the 




"i ain't got eves in the back ok my head!" 



car, and with a loud snarl, stood directly 
under the gymnast, who, paralyzed with 
fright, hung suspended by hands and 
feet craning his neck to observe the 
menacing beast beneath. 

" Why don't you get down off that 
monkey perch and look him in the eye? " 
Toby had somewhat recovered his com- 
posure, now that the lion's embarrassing 
attention was directed elsewhere. " The 
power of the human eye — " 

"Hang the human eye! Catch him! 
You said you wasn't afraid! Grab his 
tail before he jumps! He's got me! " 

But he hadn't. Once more he had 
padded swiftly back to the crate. Pete, 
heartened by the respite, made desperate 
efforts to hurry along the roof toward 
the revolver, which lay at the forward 
end of the car. on top of the express 
company's safe. 



64 



RAILROAD MAN'S MAGAZINE. 




His anguished cries temporarily 
hushed, Toby squeezed into as small and 
inconspicuous a compass as possible and 
watched his companion with bated 
breath. 

Reaching a vantage-point directly over 
the safe, Pete cautiously reached down 
and secured possession of the revolver. 
Then traveling backward, hand over 
hand, he braced his feet firmly between 
the bars, took a tight grip with his left 
hand, and twisting his body half around, 
pointed his weapon at the yellow peril 
which sat on its haunches in the middle 
of the car. 

There was a flash, a puff of white 
smoke, a deafening report, and a roar of 
pain from the top of the crate. Two' 
more reports sounded in quick succes- 
sion. When the smoke cleared away the 
enemy was observed still silting calmly 
on the Hour, while Toby, his eyes pop- 
ping from his head, was hopping Up and 
down on one foot and holding the other 
with both hands. 

" Don't you shoot that gun again! " he 
bawled, as Pete prepared for further 



target practise. " What do you think 
you're aimin' at, eh ? 1 ain't the lion ! " 

" Did you get hurt? " inquired Pete 
anxiously. " I don't see how the bullet 
come to go so high ; I aimed low." 

" Aw, you couldn't hit a barn, unless 
you went inside and shut the doors! " 
snapped Toby bitterly. 

Me put his other foot down and gin- 
gerly rested his weight upon his toes, 
which still stung where one of the bul- 
lets had carried away a portion of the 
sole of his shoe. 

" Gimme the gun. You ain't to be 
trusted with firearms — not when I'm 
around. I got a wife and three chil- 
dren to support, and I ain't takin' no 
chances." 

" I done the best I could." apolo- 
gized Pete. " It ain't the easiest thing 
in the world to shoot straight when 
you're hangin' from the ceiling, upside 
down, like a fly. I'll just try again." 

"Not much, you won't! Throw 
that gun over here. The brute's quiet 
now, and I can hit him easy." 

The revolver hurtled through the 
air and landed on top of the crate. 
Rising, the lion capered blithely over 
toward its late prison. Toby, in a 
panic, seized the weapon almost before 
it had touched the boards at his feet and 
blazed away at the approaching yellow 
eyes. 

" Hit him easy, can you? " jeered Pete. 
" Point the end of the gun at him — not 
the butt ! " 

"Bang! Bang!" The car was filled 
with smoke. 

" Ouch ! " screeched Pete, clutching 
frantically at his trousers. "I'm shot! 
I'm shot!" 

His feet slipped from between the 
bars and he swung to a vertical position 
with a jerk that nearly wrenched his arm 
free from its socket. He made a wild but 
ineffectual effort to regain his position : 
but the lion rushed forward, and his 
arms seemed to partake of the paralysis 
of his mind. 

The next instant he was lying on his 
back on the floor, bawling lustily for 
assistance. 

"Good-by. Pete! Good-by!" Toby 
dropped the now empty revolver and 
leaned mournfully forward to sec the 
last of the victim. The crate over- 
balanced, trembled, swayed, and plunged 



\\ il< >'S 

o\ er with ;i crash, sending the baggage- 
man sprawling on his hands and knees. 

" Help!" 

" Murder! 

" Gr-r-r-r-r-r .' " 

Pandemonium broke loose in the car. 
Around the floor rolled a rapidly rota- 
ting mass of yelling men and snarling 
mountain lion. Now and then an arm or 
leg emerged for an instant, only to be 
immediately drawn back again into the 
chaotic maelstrom. The crate of chick- 
ens was smashed to fragments, and the 
dismal Squawking of the terrified fowls 
added to the hideous din. 

In the midst of the hubbub, the side 
door was slid back, and the astonished 
face of a Station-agent peered in at th? 
combat raging on the car floor. 

The newcomer gave but one look. 
Then a large while hen, noting the open 
doorway and seeing a way of escape, 
launched herself with outspread wings 
and deadly accuracy full in his face. The 
feathered catapult was followed by an- 
other and another. The horrified agent, 
leaping from the top of the raised bag- 
gage, plat form upon which he had been 
-landing, tore down the track. 

From every car window a head 
emerged, only to be hastily withdrawn, 
as word was passed along inside the 
coaches that in the baggage-car a fight to 
the death was being carried on between 
a man-eating lion, which had broken out 
of the iron cage designed to hold him 
during his transportation to the menage- 
rie at Bronx Park, and started to make 
a meal of the express-messenger. 

Another story had it that the ferocious 
and bloodthirsty animal had sprung out 
of a tree in the woods, climbed through 
the window of the locomotive, and fallen 
tooth ami claw upon the engineer, whom 
tin- fireman bad tried to defend with 
the shovel. 

Armed with a highly gilded ax. se- 
lected from the accident equipment, and 
followed by several brakemen similarly 
protected, the conductor hurried to the 
scene of the fray. Inside the car, the 
spinning whirl of man and beast had 
abated no whit, while the noise had, if 
possible, increased. 

•'Kill him. somebody!" came Toby's 
now feeble voice from the center of 
acti\ ity. '" Kill him ! " 

The rescuing party hesitated — not 

5 RR 



AFRAID? 65 

from lack of valor, or a desire to grant 
the request, but because an attempt to 
cut short the career of that writhing 
yellow body was reasonably certain to re- 
sult in the performance of a similar office 
for one of the human arms or legs 
thrashing about in the air. 

A crowd of awestricken passengers 
had gathered — at a safe distance — offer- 
ing advice ami suggestions innumerable: 
but the battle waged on with no hope 
that it would come to an end until the 
fierce beast of the jungle either tired 
out his victims and despatched them, or 
Stayed in one position long enough to 
enable some one to bit him. 

Suddenly a piercing scream rose high 
above the clamor. A girl rushed through 
the crowd, scrambled upon the baggage 
platform, ami sprang into the car. 

•• < )h, Baby ! Baby ! " she wailed, 
wringing her hands. " What are they 
doing to you ? " 

From the swirling, twisting cyclone on 
the Ropr at her feet, a tawny head 
reared itself, then appeared a neck, fol- 
lowed by a long, slim body and a waving 
tail, as the lion with a mighty heave 
shook itself free and sprang toward the 
girl. 

A gasp of horror went up from the 
onlookers. The conductor raised his ax 
with murderous intent. The girl sank 
on her knees. W reathing her arms about 
the neck of the ferocious brute, she put 
her face close to the gaping jaws and — 
kissed the black nose ! 

"Oh, Baby, dear!" she cried, with a 
quivering break in her voice. " what did 
they do to you ? Did the nasty men try 
to hurt thy little pet? The hateful 
horrids ! " 

The lion stood with drooping tail and 
dejected mien, now and then lifting a 
pair of pathetic eyes to the solicitous 
face bent above him. 

It's a shame, so it is. Poor, dear 
little Baby!" The girl cuddled poor, 
dear little Baby's massive head under her 
arm and turned indignantly to face the 
>l ii] >efied conductor. 

"What does this mean?" she cried. 
" I demand an explanation. Who are 
these men " — pointing an accusing fore- 
linger at Toby and Pete — " and by what 
right do they maltreat my pet? " 

" Her pet ! " choked Pete miserably. 

" I'et! " moaned Toby, leaning weakly 



66 



RAILROAD MAN'S MAGAZINE. 



against the side of the car and holding 
together such fragments of his shirt as 
had not met Baby's claws. 

•' That's a fine', tidy pet, beggin' your 
pardon, miss. lie broke open his cage 
and made a dead set at Pete and me. I 
just got my foot out of the way before 
he grabbed it. but he tore off part of 
the sole with his teeth! And Pete — 
why. I thought he was a goner, sure. 
The beast chased him all around the 
car and he got him down and I tried to 
save him. and he — " 

"You are not telling the truth!" 
broke in the girl. " Baby wouldn't hurt 
a fly. You must have been teasing her. 
or she thought you wanted to play. Why. 
she's been a pet ever since she was a 
week old. Even if she wanted to hurt 
you. she couldn't. She's so old all her 
teeth are gone but one or two. Perhaps 
she was hungry and got out of the cage 
to get something to eat. I don't suppose 
you were decent enough to feed her " — 
with contemptuous scorn. " And then 
you tired that thing at her. and struck 
her — and 1 think you both ought to be 
ashamed of yourselves! I'm going to 
make a complaint against both of you. 
The idea — to hurt a poor, helpless 
animal ! " 

Please, miss- — we didn't know she 
was tame." began Pete. 

You surely didn't think she was dan- 
gerous? " asked the girl. 

" ( >h, no, miss," Toby hastened to as- 
sure her, " but we thought he — er — she 
might be a valuable animal, you see. and 



when she got out. we thought we oughl 
to try to pot him back, and she wouldn't 
go — and that's how it was." 

" l5c ff pardon, miss." suggested the 
conductor respectfully, "but we'll have 
to be moving on. W e're late now. I'll 
see that the animal is taken care of. all 
right." 

"I will not leave her!" declared the 
girl firmly. " I shall stay right here with 
her and see that no one abuses her any 
more." 

The incensed young woman was fin- 
ally prevailed on to return to her seat in 
the passenger coach, a tired mountain 
lion was again nailed Up in its crate, 
and the train proceeded on its way. 

Pete sat on the extreme edge of a 
chair, w incing at every lurch of the car, 
and smoked his pipe in sullen silence. 
Toby preferred to stand: he said it was 
more comfortable. 

It was some time before either spoke 
— apparently the desire for conversation 
was lacking. Then Toby, pausing be- 
fore the dozing animal in the crate, 
looked down at the floor and spoke in 
measured tones: 

" The hypnotic power of the human 
eye — 

" Cut it." ordered Pete briefly. 
— "can quell — " 

" Any Wild beast." finished Pete with 
sudden inspiration. " This one wasn't 
wild, and so "—he leered at Toby — 

the eye-power theory ain't had a fair 
test. But so long as you wasn't afraid, 
it didn't matter, anyway." 



THE BRAKY'S SONG. 



H Y CORDON SEAGROVE. 



Written for the ''Railroad Man's Magazine.'' 



1 BREATHE the scent from the new- 
stacked hay, 
Red-gold in the autumn sun. 
My kingdom is the right-of-way. 

My castles — the tanks on the run. 
My song is t he hum of the trail of steel. 

And t lie honk of the flying gOOSC, 
Hut life is sweet from my airy seat. 
In the cab of the old caboose 



My promenade is the box car's deck. 

My light is the switch-lamp's glow. 
Vet many a man would trade with me 

For the open life, I know. 
For mine is the life of joy and toil. 

With the Springs of Love turned loose; 
The fields, the sky, my pipe, and 1. 

In the cab »f the old caboose. 



A SCRAP-HEAP OF HOPE 



Shattered Dreams of Earnest Inventors Who 
Pound After Years of Striving That Their 
Strange Patents Would Not Benefit Railroading. 



BY WINTHROP K . ELLIOTT. 




( >R a great many years the 
United States Patent < iffice 
required inventors to sub* 
mit a working model of 
their device With 
their application 



nomical mood, decided that paying rent 
for a huge model hall was a useless ex- 
pense ( the models had long since been 
crowded from the Patent Office itself), 



for 8 patent, or one which 
made its workings sufficiently 
plain if a working model was 
impossible. 

With the growth of the 
Patent Office, this practise 

speedily became cumbersome 
Models multiplied, storage 
became a problem, and final- 
ly the practise was aban- 
doned save in exceptional 
cases. But one hundred and 
sixty thousand models had al- 
ready been stored, cata- 
logued, and arranged at this 
time. Moreover, in certain 
lines of unusual importance, 
models of foreign inven- 
tions were included that the 
" state of the art."* as the 
patent expert calls it. might 
DC seen at a glance. 

Tims, in the locomotive 
cases, the curious visitor 
could see not only the be- 
ginnings of American prac- 
tise, but compare these 
models with Stephenson's 
" Rocket." the " Pu ffi u g 
Billy" of Hadley, and the 
first model of Richard Trevi- 
tbicU. 

I'm Congress, in an eco- 




RICHARD I . '.ILL. FOR HORTV-TWO YEARS CUSTODIAN OF THE 
MODELS SENT TO THE PATENT OFFICE AT WASHINGTON, D. C, 
BV ASPIRING INVENTORS. MR. GILL WAS BORN AT MIIJDLE- 
Bl Si. VIRGINIA, EIGHT V-TH REE YEARS AGO. 



l'-'l-i>,i:'. h Daruiii- WashiHgUM, />. C. 



•7 



68 



RAILROAD MAX'S MAGAZINE. 



and so ii was ordered that t His. Unique 
and wonderful collection of relics of 
American inventions should be stored 
away in boxes and preserved for pos- 
terity in the caverns of the snhccllars of 

some new government buildings. 

The curious visitor may no longer 
compare the " Rocket " with the " Puff- 
ing Billy," nor the Ross W'inans locomo- 
Kvc with the double combination freight 




FIRST LOCOMOTIVE OK RiniAKI' TREVITHICK, 
BUILT IN X790. IN 1804 IT HAN OVER A 
TRAMWAY IN WALKS. MACLING TWENTY 
TONS OF IRON. THE FIRE-BOX 
WAS IN FRONT. 



and express ertgjiie of Nicolls, nor ob- 
serve the care with which ihe often 
dainty, and sometimes wonderfully prac- 
tical, models were made, nor stand in 
rapt attention before a glass cage and 
muse on the oddness of the engineering 
ideas of many an inventor now gone t > 
his reward ! 

No more can he induce Rich ird C. 
Gill, custo lian of the models, whose pa- 
tient care arranged and classified them, 
■ nd v ho e knowledge of each one of t'12 
hundred and sixty thousand is P.s the 
knowledge of a librarian of liis honks. i: - t < 
Opening cases for him that he may see. 
linger, and even photograph a rare 
model. 

Not that Mr. Gill i; less obliging Row 
than then, hut now it takes days to gel 
models from their present plight, and 
physical labor to shift cases and unpack 
them. Also, many of the delicate models 



would not stand transportation very 
well, and the jarring and breakage inci- 
dent to loading and unloading heavy 
wooden cases full of delicate mechanism 
has wrought ruin among many of them. 
Therefore, the accompanying photo- 
graphs, which the writer made himself 
befOire the models were stored, have the 
unusual interest of being unique. 

It is odd what contrasts lime can 
effect, and what strange bedfellows in- 
vention, like politics, may bring together. 

There was Stephenson, wdiose " Rocket " 
won an English prize of two thousand 
live hundred dollars in open competition 
with the locomotives of two other linns 

the Novelty " of John Hraithewait. 
and the '* Sanspareil *' of Timothy I lack- 
worth. It had two eight-inch cylinder-, 
with a stroke of ivj inches, driving 
wheels of the enormous size of 4 feel 
8) inches, w eighed, w ith its tender, be- 
tween 7 and S tons, and could pull a 
gross weight of 40 tons at the unheard 
of speed of 14 miles an hour! 

The indifferent will see in this only a 
curious attempt to make a tractor differ- 
ent from others, hut those wdio know 
anything of the engineer's history will 
recognize the adaptation of a high-pres- 
sure mine-pump to traction work. 

It was in 1790 that Trevithick built his 
6rSt high-pressure steam-engine, and 
two years later, in i-toi. the first steam- 
engine which ever pulled itself along, 
traveled over a road in Cornwall. In 
1804 the locomotive illustrated ran over 
a tramway in Wales, hauling twenty tons 
of iron. The fire-box was in front, so 
that the engine had to be stopped in order 
to •' stoke up." It had a safety valve, 
and the exhaust-pipe of the single up- 
right cvlinder led to the smoke-stack, s > 
that its power might aid in the draft of 
the tire. 

Ml the beauties of the invention of 
I )hn L. Whetstone, of Cincinnati, w ho. in 
1861. took out patent No. 33,760, de- 
signed lor slow-moving freight, and 
more especially, as a substitute of the 
canal mule, are not visible in the pic- 
ture W hile the absence of any con- 
necting-rods anil their elimination by nu- 
merous gear-wheels is a feature of the 
engine, its main claim to fame rest- on 
the fact that it is propelled, not by trac- 
tion gained from its weight on the rails 
on which it runs, hut by a system of 



A SCRAP-HEAP < >F IH >PE. 



69 




MODEL OI 
STREET-CAR 
LOCOMOTIVE 
MADE BY ROSS 
WINANS IN l85I. 

Since 1836, when llic 
Patent Office was created. 
1.034,427 original pat- 
ents have been issued 
Of these. 160.000 were 
strange mechanical de- 
vices, many of which 
were intended to improve 
t h e locomotive. The 
Patent Office model hall 
has been abandoned and 
these curious relics are 
now dust-laden in storage. 



1 



CATHCOTT ENGINE WITH INDE- 
PENDENT SMALL AND LARGE 
DRIVERS FOR FREIGHT AND 
PASSENGER TRAINS. 



INVENTORS SENT IN MAN V QUAINT 
WOODEN MODELS OF THEIR PATENTS. 




le\ ers by which the weight 
of the engine pinches two 
driving-wheels together 
on either side of a single 
central rail. 

Hence the horizontal 
gear-wheels at the top and 
the horizontal driving- 
wheels beneath. Nor did 
Mr. W hetstone claim this 
idea as entirely new. The 
single claim of his patent 
starts with this apologia': 

I do not claim, broadly, 
the use of driving-wheels 
acting on opposite sides of 
the same rail, as that is 
described in the pate 11 t 
granted to G. It. Sellers in 
the year 1847, but : 

What I claim as my in- 
vention and desire to se- 
cure by Letters Patent, is — 
The use in a locomotive 
of wheels applied to bear 
against opposite sides of a 
rail, in combination 
with wheels running 



Though the con- 
ception of freak 
locomotives meant 
years of concen- 
tration and pa- 
tience, not one of 
them ever came in- 
to actual use or 
brought to the in- 
ventor any return 
other than the 
keenest disappoint- 
ments. The bizarre 
models, now re- 
moved from the 
public gaze, aie 
the tombstones of 
hope. 




REMARKABLE LOCOMOTIVE DESIGNED BY E. F. JOHNSON IN IH44. THE DRIVERS WERE 
ACTUATED BY SPUR GEARS IMPELLED BY TWO CYLINDERS, ONE EACH UNDER 
ENGINE AND TENDER, WHICH WAS REALLY PART OF THE ENGINE PROPER. 



7c 



RAILROAD MAX'S MAGAZINE. 




iAORDlNARV w j>^|kj *A 

■-win I j Ik 

IMOTIVE IN- 




UXTRAORD1NA 
GEAR-V 
LOCOMOTI 
VENTED BV JOHN L. WHET- 
STONE IN lS6l TO ELIMI- 
NATK CONNECTING ROUS. 



upon top of the same rail, when tlie side 
wheels derive suitable pressure from the 
weight of the locomotive through a system 
of levers or their substantial equivalents, 
as is herein fully represented, 

John- L. WHETSTONE. 

But if a photographer's convenience 
has made strange companions of ideas 
hoth far distant in time anil the place of 
their birth, consider the uniqueness of 
bringing together in the pages of a maga- 
zine devoted to the modern railway and 
all its wonders, two pictures of such 
unique devices as those of (*■- A. N'icolls, 
patented in 1848. and of Calhcott, pat- 
ented in 1849. 

Both of these locomotives were de- 
signed with the same end in view-: to 
gain pulling power on grades at the ex- 
pense of speed, and to gain speed on tin- 
levels at the expense of power. 

They are really miilHtm in punn en- 
gines — combination freight and express 
motors — designed to save a poverty- 
stricken railway company the ex- 
pense of more than one engine when 
two kinds of work were to be done. 

The first seems to modern eyes 
somewhat the more practical. It is 
nothing more than two engines run 
from one boiler — one engine having 
small driving-wheels for grades, the 
other, larger driving-wheels for 
express service. 

In his patent, Mr. Nicolls set 
forth the matter very plainly, in- 
deed, albeit his reasoning lakes 
no cognizance of the matter of 
leverage. in considering the 
diameter of his wheels anil the 



stroke of his piston, but merely of the 
speed of revolution. He said: 

As heretofore constructed, tlu- locomo- 
tive steam-engine for railroads presents 
tnahy very serious defects. When ascend- 
ing grades, it requires more power than 
when descending them or running on 
levels, and yet from the nature 
of the general construction 1.1 
locomotives, as the resistance 
increases its power decreases, 
and therefore, instead of hav- 
ing an increase of power when 
ascending grades, it actualU has 
less, from the fact that the in- 
creased resistance reduces the 
motion of the wheels, and con- 
sequently that of the pistons, 
and the power of the engine, 
being due to the pressure of the 
steam ami the motion an. I area 
oi the pistons, which latter represent the 
volumes of steam consumed in a given 
time, it follows that the slower the pistons 
move the less power the engine will give 
out. 

What are known as " large driving- 
wheels " possess advantages over small 
wheels which are admitted and known to 
engineers — such, for instance, as afford- 
ing the means of rapid motion without 
the necessity of " gearing up," as it is 
termed ; hut when ascending grades their 
number of revolutions is greatly reduced, 
which in turn greatly reduces the effective 
power of the steam, and therefore renders 
the engine incapable of ascending grades 
with such a train as it is capable of draw- 
ing on levels. 

The object of my invention is to remedy 
these evils and adapt the engine to the 
drawing of trains up the usual grades of 
railroads with the full effective power of 
the steam generated ; and the nature of my 
invention by which I attain this important 
end consists in employing, in addition to 
the usual large driving-wheels, a set of 
small drivers, operated by an additional 
pair of engines. By this arrangement, 
when the engine reaches moderate grades, 
the steam can he shifted from the en- 
gines of the large drivers to those of 
the small drivers. 





MODEL 
WIT 



OF ENGINK PATENTED BV G. A. N1COI.LS IN lS|S 
H SMALL AND LARGE DRIVERS SO IT COI.LD BE 
OPERATED INDEPENDENTLY FOR FREIGHT 
AND PASSENGER SERVICE. 



A SCRAP-HEAP OK H< >PE. 



71 



The difference in the diameter of the 
two sets will enable the pistons that 
operate the small drivers to work off all 
the steam generated in the hoiler. and to 
exert tlie required force to draw the train 
up the grade, although with a reduced 
speed: and when ascending grades of 
greater inclination, both sets of engines 
and drivers may be brought into requisi- 
tion) and thus the locomotive adapted to 
all the circumstances -if the road, and ren- 
dered effective in carrying trains over the 
whole length of the road without waste of 
power. 

Mr. Catheott's invention yets at the 
same result in another wav. lie had two 



No. 386*1 in 1K-14. So very odd, indeed, 
is tli is conception, that it is rather diffi- 
cult to describe it without a full set of 
working drawings and many complicated 
letters, figures, and diagrams. 

Although the picture shows no cylin- 
ders, there are two— one under the boiler 
and one under the tender. The tender, 
by the way, is an integral part of the 
locomotive and is not simply coupled 
to it. 



These t w o 
cylinders, by 
means of a 



the "sanspare1l," 
built by timothy 
hack worth to 
oppose sthphen- 
son's " ROCKET " 
IN AN OPEN COM- 
PETITION FOR A 
PRIZE OF TWO 
THOUSAND FIVE 
HUNDRED DOLLARS. 




sets of drivers — a large pair and a small 
pair — both connected to the same cylin- 
ders with the same connecting-rod. lie 
employed a variation of the jack-screw 
to raise from the track that pair which 
he did not wish to use. letting the other 
pair take the weight of the engine. 

Thus, when he wished to start a 
heavily laden train, or go up a steep 
grade, what could be simpler than to 
jack up the large drivers and let down 
the small ones? The large drivers would 
then revolve idly in the air. and. as may 
easily be seen, "the distance the drivers 
need be raised is very small. 

Similarly, when speed was an object 
- saw when the train was ten minutes 
late "or the track level and the wind be- 
hind — it would be but a matter of a few- 
minutes to screw up the small drivers 
and let them do the idle revolving, while 
the large drivers carried the whole for- 
ward at twenty miles an hour! 

But the prize for the oddest of odd 
locomotive patents which ever wiggled 
through the Patent < >ffice must be given 
to E. F. lohnson. who look out patent 



brake-beam sort of construction and con- 
necting-rods, are connected with huge 
Spur gears which interlock, thus keeping 
the pistons always in the same relation 
to each other. 

From these gear-wheels, other con- 
necting-rods work the drivers, of which 
there are eight — four under the forward 
truck and four under the tender. 

Now. the remarkable part of the in- 
vention is this: When it is desired to 
reverse this engine, the position of the 
drivers with reference to each other is 
altered by means of a worm and seg- 
ment motion not shown in the model lie- 
cause operated underneath. 

The wheels are mounted loose on the 
trucks proper, with roller bearings, so 
that, when the engine is stationary, the 
worm anil segment may drag the wheels 
forward in the I rucks sufficiently to 
bring the connecting-rods to the top if 
they are at the bottom, or to the bottom 
if they are on top. 

Thus, if the position of the engine 
when it stops is such that a push on the 
piston will propel the engine forward. 



RAILROAD MAN'S MAGAZINE. 



and it is desired tn go backward, the 
worm and segment is manipulated an 1 
I lie position of the wheels and connect" 
mg-rbd altered w ithout moving the pis- 
tons, so that the same push on the piston 
would operate the engine backward! 

In tlie early days of steam, as applied 
to railways, there was less consideration 
givjin to operating expense and to the 
comfort of passengers than there is to- 
day. Those earl)' engineers had the 
world before them where to choose, and 
chose almost anything they desired — at 
least on paper and with patent-. Hence 
the beautiful Ross YVinans model of a 
street-car locomotive, made in (851, in 
which a short-coupled effect is obtaiue 1 
by having the connecting-rod work a 
crank and gear, the other end of w hich 
system works the drivers. 

The long stroke and great radius of 
crank is thus obtained in half the dis- 
tance ordinarily required. Xote the 



careful wood cov ering of the boiler and 
the cylinder, and the neat brass railing 
which surrounds the platform where the 
combined driver and fireman was sup- 
posed to hold forth. For this was for 
city use and. of course, must be neater 
and more attractive than the iron lior.es 
of the country rails. 

A tribute must be paid this model 
maker, for this is a practical working 
model and most beautifully made. Even 
now. many a year after its construction, 
it works smoothly and evenly to the 
touch — more so. alas, than the full-sized 
engine ever did. For. even as the flower 
of which the poet sang so sweetlv. full 
many a patent is born to die unseen, un- 
known, and untried. ( )f the two hun- 
dred thousand and more in the Patent 
( Wfice which never got any further than 
models and an inventor's dream of 
wealth, this, and many like it in the rail- 
way division, are by no means the least. 



HORSE-POWER AND ELECTRICITY. 



WHILE most electrical apparatus is 
rated in terms 01 electrical units, 
it is customary to express the ca- 
pacity of electric motors i:i terms of the 
horse-power, and this unit consequently has 
great importance and interest for electrical 
engineers. It is not generally realized that 
the term horse-power, as it has usually been 
defined, does not represent a definite am inn 
of power, since the value of the unit varies 
from place to place. 

The horse-power is usually defined as 
representing the performance of 33.000 
foot-pounds of work per minute, and a 
foot-pound is defined as the work clone ill 
raising a mass of one pound a vertical dis- 
tance of one foot. This makes the horse- 
power depend upon the gravitational fores 
acting upon a mass of one pound, and it is 
well known that the gravitational force va- 
ries with the latitude and with the altitude 
above the earth's surface. W hile this vari- 
ation only amounts to a fraction of one 
per cent, it is nevertheless quite an ap- 
preciable value and it would >eem highly 
desirable that this important unit should be 
SO defined that its value is quite definite and 
everywhere the Same. 

The Standards Committee of the Ameri- 
can Institute of Electrical Engineers has 



adopted the value of 746 watts as repre- 
senting a horse-power, fibs the electrical 
units have been legally defined and repre- 
sent more definite values than the mechani- 
cal unit here involved, it seems verv de- 
sirable to define the horse-power in terms 
of electrical units and thus give it a more 
definite value than it has had in the past. 
The value of the horse-power has never 
been fixed by statute in this country, and 
if the necessity for the legal determination 
nf it> value should arise it is probable that 
the common definition stated above would 
be the one recognized. 

A legal enactment of a new and exact 
definition i- therefore highly desirable, since 
an agreement for use or even a general 
adoption by all electrical engineers would 
not give a new definition any legal force 
or effect. 

It would be highly desirable if all power; 
whether electrical, mechanical or thermal 
in its nature, were expressed in terms of 
watt.- or kilowatts, but since it can hardly 
be expected that men ill all walks of life 
will be willing to abandon the more gene- 
rally used unit of horse-power for the elec- 
trical unit, it seems highly important to de- 
fine the former in terms of the more pre- 
cise :duc of the latter. — Electrical Review. 



Indifference is a broken rail on the main line of effort. 



Thumb-Nail Sketches of Successful Railroad Men. 




JOHN Ci. UHKW, VN B * PRESIDENT IN CHARGE OP AC OONTS OF THE MISSOURI PACIFIC AND 
THE sr. LOUIS. IRON MOUNTAIN AND southern railway companies. 

I'hoiosr.irh ty T. KaJumon. 

JOHN GRAHAM DREW. 



AT a recoil meeting t»i the directors of 
{be Missouri Pacific and the St. 
EjOtiis, Iron Mountain and Southern 
Railway companies. John Graham Drew* 
general auditor o{ the systems, was elected 
vict-presideftl in charge of account.-.. Mr. 



Drew was horn at Hanirnondsport, Kew 
York, February 12, 1864. On January iK. 
tS8l, he entered the railway service as sta- 
tion clerk at Seneca. Kansas. 1 11 the St. 
I* Seph and Western Railroad, now the St. 
Joseph and Grand Island lie remained 



7i 



71 



RAILROAD M VN'S MAGAZINE. 



With that railroad until June I, 1899, tilling 
consecutively the positions of telegraph op- 
erator, agent, superintendent's chief clerk, 
general managers chief clerk, general 
bookkeeper, chief clerk to auditor, and au- 
ditor, lie was appointed to the latter po- 
rtion on January 1. 1892. and on June I. 
1899, left the company to accept the posi- 
tion of assistant comptroller of the Great 
Northern Railway with headquarters in 



St. Paul, Minnesota. On January 1. 1002, 
he was made comptroller of the Great 
Xorthern. remaining in that position until 
June 1. 1911. when P.. V. Bush, who had 
just taken hold of the Missouri Pacific-Iron 
Mountain System a month previous as it? 
president, engaged him as general auditor 
for that company. He held that position 
until his promotion to the vice-presidency 
of the two Middle West railroads. 



JIM RILEY'S FANTOM TANK. 



BY H . B . CRAIG. 



TIM RILKY. the big, jovial engineer on 
the western division, was callsd long 
before daybreak to take the 420. a ten- 
wheeled compound, out on a circus extra, 
lie went to his hoarding-house to get his 
overalls and dinner-pail before going to the 
roundhouse. 

After coupling up. Jim looked hack and 
noticed that the head car was an unusually 
large one with an Opening in the forward 
end covered with canvas. 

They had run about eight miles when 
the injector-check broke and Jim told the 
fireman to go back and see bow much water 
there was in the tank. 

" Xot a drop." exclaimed the fireman in 
astonishment when he returned to the deck. 

" We had a full tank at the roundhous. ." 
-aid I im. 

'• Yes, the tank was full, because the 
roundhouse flunky ran water over the sides 
and got his feet wet."' answered the lire- 
man. 

" Well, we'll have to cut off and run for 
water. That is ail there is to that." rcplie 1 
Jim. I le shut off and applied the air. Com- 
ing to a stop the fireman got down ami cut 
her off. and they Started for the nearest 
water-tank. 

They were soon back on their train — and 
on their way. After running about fifteen 
miles the injector broke the second time. 

" Go back and look at the water again," 
>aid Jim to the fireman. 

" She's dry again." said the fireman on 
scrambling over the coal. 

"' Well. I'll be hanged if 1 can understand 
this. I looked the tank over before we left 
and there wasn't a sign of a leak," said Jim 
with a perplexed look. 

They stopped ami cut off for another run 
for water. \\ hen they coupled on for the 
third time, the trainmaster climbed tip on 
the engine, he having been on the second 



section, which was standing behind Jim's 
train. 

" What is the matter, Jim? You are lay- 
ing everything out." he said. 

" I can't make it out. The tank don't 
leak a bit. and I have been working the in- 
jector down fine." replied Jim. 

Running along for a few miles the in- 
jector broke the third lime. Then the train- 
master went back on the tank to look at the 
water. Returning he told the same story 
the fireman had twice told; "not a drop." 

They cut off and ran to Lennox for the 
third tank of water. When they returned 
the day was just breaking. After the brake- 
man had coupled lip they started for Len- 
nox, w here the show was going to play that 
day. 

" There is a hose on the tank and Water 
i< shooting out of it like a water-spout," 
exclaimed the drenched fireman a few min- 
utes later, coming into the cab. 

" Spirits," shouted the trainmaster, get- 
ting down from the fireman's seat-box just 
in time to get a dose of water from the 
back of the tank. 

Jim hustled Up on the coal only to see 
what appeared to be a rubber object draw 
out of the manhole in the tank, lie met a 
stream that knocked him on the deck. Get- 
ting up he looked over the coal and then 
almost fainted. 

The canvas was raised over the hole in 
the head car. and out of it stuck the bead 
and trunk of " Rajah," the clown elephant. 

Since then the following bulletin has been 
posted on the board : 

To all freight C. and F... Western Division 

Hereafter when crews arc called t" 
handle circus or carnival trains, the con- 
ductors and engineers shall see that no 
cars containing long-necked or trtinkcd 
animals are hauled next to engine 

(Signed 1 Tkai N M asti'.R. 



The Ugly Circle 



BY GKORGE FOX H ALL. 



Both of the Kellys Knew Why 
Jim Was Caught with the Goods. 



XARLER KELLY peered 
through the burs into the 
prison cell in which sat, sul- 
len, defiant, and nursing a 
desperate revenge, liis only 
son. At first he sidled up and 
peered stealthily, as one not certain of 
his reception ; but as the young man's 
face lit up at sight of him with some- 
thing between recognition and welcome, 
he stood more clearly fronting him and 
gave him husky greeting. 

How is it. Jim? Cheer up. boy. 
Two years don't last long." 

" No, it won't be long." agreed the son. 
" Don't worry about me." 

" lim. I know you never pulled that 
job. Somebody's stuck the goods on you 
an' got you in queer." 

The other looked up with slow inquiry. 
" What makes yon think so?" he asked. 

"Think so! Weren't you always too 
blamed honest to suit your dad? You'd 
act tough an' ugly, an' rough-house it 
with the best of 'em; but 1 never could 
get you to be anything but honest. 
Somebody's crooked this onto you. an' 
I'm going to find out who did it." 

" Right." saiil Jim dejectedly; " some- 
body loaded me with the goods until il 
looked like a clear case; but who done 
il ? That's the puzzle." 

•' I'll bet I'm not so far from guess- 
ing." said the older man. with the ugly 
snarl that had earned him his name. The 
oilier was quiet for a moment. 

'• W ell, why don't you say it? " he said 
at length. 

His father leered at him through half- 
closed eyes of infinite cunning. " W hat 



ahotit Shaggy Summers?" he ventured, 
speculatively. 

Fbr a moment it looked as if there 
would be an explosion of wrath, but Jim 
repressed himself with an obvious effort. 
" The only friend f've got." he said 
quietly. " (iiiess again, or never tell me 
if you'v e guessed right." 

" Maybe 1 did guess wrong." soothed 
the other. " but I should think you'd 
reckon your old man as one of your 
friends. Jim. though he ain't no saint. 
Anyhow, it's your old man that's going 
to find out who's put you here." 

" lie wailing for me when I come out." 
assented Jim. with more of warmth and 
life than he had shown before, " and let 
me know who it is. I guess two years 
won't make me love him more." The 
quiet \ iciousness of the man was in- 
describably terrible. 

1 1 is father turned and passed into the 
light of the free air. while the son looked 
after him with a scowl of dreadful hate. 
" I only hope thai he won't get wise to 
what 1 know." he muttered deeply. 

The other, with a leer of uneasy tri- 
umph, drew the sweet air deep into his 
lungs. " 1 reckon I'm getting slick, as 
well as ugly." he whispered to himself: 
but long before the day of liberty, fear 
had driven him from his old haunts to 
the endless hobo trail, for none knew bet- 
ter than he who. to save his own skin, 
had " put the goods " on Jim. 

11. 

ONARLER KELLY plugged doggedly 
^ alongside the railroad track and 
meditated on ugliness. Even apart from 




7G 



RAILROAD MAN'S MAGAZINE. 



the dismal desert landscape lie had 
plenty of material for meditation, for to 
achieve ugliness had been the ambition 
of his degenerate life, and in that, at 
least, he had not failed. 

The Chicago stock-yards had known 
and cleansed themselves of him. the 
freight-yards had feared him. and Clark 
Street had conceded him " tough." Mis 
meditations took him hack — far back, 
into those old days when his reputation 
as an " ugly guy " was just emerging 
from the hoodlum state of youth to the 
deeper criminality of manhood. 

His thorough ugliness, unstrained by 
pity or regard, untinged. even in the 
most casual affairs, by any light of com- 
mon courtesy, made him a thing to be 
feared and hated even where ugliness 
was a weapon of survival. Yet Snarler 
was judicious in his reputation building. 
Those whose ugliness he feared might 
match his own in a show-down, were 
never invited to a show-down. 

On this principle he had chosen a wife 
— a little woman who had married him 
because she had feared to refuse him, 
and whom he had married because of the 
delicious pleasure that fear gave him. 

Rut it's the boy, Jiin, with whom this 
story is chiefly concerned. The Snarler 
had built Up fond hopes of being mighty 
proud of Jim. for at an early age Jim 
showed himself an apt pupil in the les- 
sons of ugliness which his fond parent 
constant!) instilled. Indeed, if the Snarler 
could but have understood it. there was 
something hack of the boy's Ugliness in- 
finitely more to be dreaded than the shal- 
low viciousness of his own. The subtle 
quality called character — whether good 
or bad — perhaps was in the making. 

But the Snarler did not understand it. 
I le saw the youngster's formidable 
strength and utter lack of feeling as he 
shouldered his way surlily through the 
rough life of the Chicago slums, and 
encouraged and applauded. And then 
came the shock. 

One day. the time, in the estimation of 
the Snarler. being ripe for more definite 
instruction in the training of his off- 
spring, he had broached unto Jim the 
pulling of a pretty bit of villainy which 
was to nourish his own empty exchequer 
and start the young man upon his nat- 
ural career. 

The boy listened until the man was 



through, his eyes on the ground and his 
accustomed scowl knitting his brow 
Then he looked Up. 

""That's thieving, ain't it?" he in- 
quired. 

The Snarler was a little taken aback 
for a moment. To qualify things bad 
never occurred to him. 

" Sure Mike." he said uneasily. 

"Then count me out," growled Jim, 
and started to walk away. 

" What's the matter ? " sneered his 
father. " I thought you called yourself 
a tough guy." 

The boy turned. " That ain't being 
tough." he said. " that's being crooked." 
And he walked away. 

So the kid refused his career, and the 
Snarler. after hiding his disgust in three 
days of oblivion, resumed his with the 
careful cowardice of the petty sneak - 
thief. 

Rut at length there came a time when, 
tempted by a seemingly easy opportunity 
into larger operation, cowardice over- 
reached care, and the trail became too 
hot for the Snarler's peace of mind. And 
so. with simple cunning, he hail pulled the 
trick that saved him and sent his son to 
jail. 

Certainly it was upon ugliness that the 
Snarler meditated as he plugged doggedly 
alongside the railroad track. Night drew 
in. and in the distance he saw against the 
dark sky the panting glare of an engine's 
exhaust. 

Ten minutes later he had swung him- 
self thankfully into an open box car. Ik- 
struck a match to find his hearings, and 
found himself staring into the barrel of 
a big revolver, too dazed to do anything 
but bold the match and glare fixedly at 
the peering face in front of him. 

The other came to his relief with a 
short laugh. " That's all right, bo." said 
he. " 1 thought maybe you was a shack, 
an' I'll put a shack's light out hefore I'll 
hit the ties and starve in this desert. I'm 
a tough guy. I am." 

" I don't blame you." agreed the 
Snarler, " I was kicked off myself, yes- 
terday, after I'd lost my gun. If I 
hadn't lost it — I'm a tough guy myself," 
he finished significantly. 

Overhead there was the sound of 
heav y shoes. They listened. Then there 
was the flicker of a light. With easy 
strength a brakeman had swung himself 



THE UGLY CIRCLE- 



1 1 



into the car. his lantern siting by a string 
around his neck. 

" I lit the gravel!" he growled, as he 
held the light on theni. 

Beat it." snapped the I rami), pushing 
his big gun into the foreground. 

But it was Kelly on whom the brake- 
man's eyes rested, and he lowered liis 
lantern quickly. 

Beat it. d'ye hear!" again ordered 
the gunman. 

Suddenly the hrakeman dropped to one 
knee. Like a Hash his hand was in and 
out of his Overalls pocket. The gun- 
man's bullet went high and passed 
through the open door, but the trainman's 
shot took the other bet ween the eyes, and 
he lurched forward — dead. 



With hardly a look at him the brake- 
man turned his gun upon the Snarler. 

" Turn around an' put your hands be- 
hind your back." he ordered, uulooping 
the rope from his lantern. 

The Snarler laughed, a trifle uneasily 
and sheepishly. 

"What's the matter. Jim?" said he. 
"Don't you know your old dad? You 
-ure are an ugly guy." 

Arid Jim put his face close to hi- 
father's. " You bet 1 know you. An' 
you bet I'm an ugly guy. You trained 
me in ugliness, an' I'm learning every 
day. Y6Uf name's scratched on tin's gun, 
an' there's a sheriff at the next stop. 1 1 "> 
an ugly circle, an' you've drew it your- 
sel f. Turn around." 



SAN DIEGO'S PALM-TREE SPECIAL. 




. . 

THE WOKK OF TRANSFORMING BALBOA PARK. SAN DIEGO, CALIFORNIA. INTO AN EXPOSITION GROUND 
TO GOMMEMoKATK TIIK OPENING OF THE PANAMA CANAL OFFERS SOME PECULIAR METHODS 
OF TRANSPORTATION. HUNDREDS OF MASSIVE PALM-TREES, SOME WEIGHING FIFTEEN 
TONS, WERE TRANSPLANTED TO BEAUTIFY THE PARK. THEY WERE HAULED 
BY TIJ ACTION ENGINES OVER ORDINARY ROLLERS. 



A 



WIZARD OF WRECKS 



H. W. Belknap, Chief Inspector of Safety Appliances, 
Scientifically Investigates Railroad Disasters to Help 
the Government Eliminate the Causes of Accidents. 



BY RICHARDSON DAVENPORT. 




CIEXCE began when man 
learned that to prevent the re- 
currence of any series of 
phenomena — disease, explo- 
sion, anything — lie had to go 
hack of the apparent facts 
and search for the cause. 

The government believes that a scien- 
tific study of wrecks and their causes 
will result in great direct benefit to the 
railroads, and to the public at large. 

Hence thai division of the Interstate 
Commerce Commission which concerns 
itself with the enforcement of the safety- 
appliance law, the hours-of-labor law. 
and the air-brake law. and also interests 
itself in wrecks of all kinds. 

The chief inspector of safety-appli- 
ances is Mr. II. W*. Belknap. If you 
walk into his rooms in a down-tuwu busi- 
ness building in the city of Washington, 
you are more likely than not to be met 
with the informal ion that " Mr. Belknap 
is away investigating a wreck." for he not 
only has charge of twenty-nine other in- 
spectors, but he himself investigates 
wrecks wherever possible. More espe- 
cially, he devotes his personal attention 
to those catastrophes which are made the 
subject of investigations by State rail- 
road commissions, and so accurate are 
his methods and so far-reaching his Je- 
suits, that he has brought about a spirit 
of cooperation between his department 
and Stale commissions. 

If you find Mr. Belknap " at home." 
you will see a full-faced, hearty-man- 
nered man who looks you straight in the 
eve. has a handshake that means some- 



thing, and who has " railroad man " 
written large all over him. 

" < >h. we are all railroad men in this 
work." he says. " A man must have at 
least eight years" practical railroad ex- 
perience behind him before we will con- 
sider his application for the position of 
inspector. On my staff I have former 
superintendents, trainmasters, air-brake 
instructors, road foremen of engines, 
despatchers — why, I spent fifteen years 
on a railroad before I was appointed an 
inspector, and when I did get the appoint- 
ment, I Walked off a train and into 
office! 

My people are all railroad people. 
\\ hen your mother's people have been 
railroad men. and your father's people 
were railroad men. you grow up in a 
railroad atmosphere. I started as a teleg- 
rapher. But the forty a month didn't 
look so godd when I found brakemen 
getting fifty-five and sixty, and con- 
ductors more, and I wasn't long getting 
Over the wheels myself. 

" This is a practical department, and 
while theory has an important place, we 
believe that every man on the work must 
have practical first-hand knowledge of 
railroad work." 

it was in 1893 that the safety-appliance 
law was passed. The live years given 
railroads to comply was extended to 
seven years — and then a seven months' 
extension was given, so that it was not 
until H)00 that safety-appliance inspec- 
tion became a necessity. Mr. Belknap 
came on duty in 10x53. when he was one 
of twelve inspectors. As he became chief 



78 



A WIZARD <>1* WRECKS. 



7«t 



inspector in July of 191 1, he added eight 
years as an inspector to his fifteen years' 
practical experience before he took 
Charge of the work. 

The w hole country is divided into fif- 



man for more than sixteen hours con- 
tinuously. These are also under Mr. 
Belknap's command. 

Perhaps the most important work thai 
Mr. lielknap does is that of accident in- 




H. W. BELKNAP, WHOSE OFFICIAL TITLE IS i HIEF INSPECT. IR OP SAFETY 
APPLIANCES AMI WHOSE HCTY IS TO INVESTIGATE EVERY WRECK 
AND MAKE A DETAILED REPORT TO THE INTERSTATE 
COMMERCE COMMISSION. 

Pkoteff&tti h- ll>i*-ris & Bv/iruK ' Vtuh iiittttm, A C 



teen districts, in each of which are two 
inspectors to see that the provisions of 
the safety-appliance and the air-hrak.- 
laws are carried out. la addition, there 
are six inspectors to keep track of the 
enforcement of the hours-of -service law. 
which prohibits the employment of any 



vestigation, w hich is made possible by the 
law of that name enacted in tgio, 

The most vital part of this act is its 
third section, which is quoted in full : 

The Interstate Commerce Commission 
shall have authority to investigate all col- 
lisions, derailments, or other accidents re- 



8(1 



RAILROAD MAX'S MAGAZINE. 



suiting in serious injury to person ©r to 
the property of a railroad occurring on 
the line of any common carrier engaged in 
interstate or foreign commerce by railroad. 
The commission, or any impartial investi- 
gator thereunto authorized by said com- 
mission, shall have authority to investi- 
gate such collisions, derailments, or other 
accidents aforesaid, and all the attending 
facts, conditions, and circumstances, ami 
for that purpose may subpoena witnesses, 
administer oaths, take testimony, and re- 
quire the production of hooks, papers, 
orders, memoranda, exhibits, ami other 
ev idence, and shall he provided by said 
carriers with all reasonable facilities: 
Provided, that when such accident is in- 
vestigated by a commission of the State 
in which it occurred, the Interstate Com- 
merce Commission shall, if convenient, 
make any investigation it may have previ- 
niisly determined upon, at the same time 
as. and in connection with, the State com- 
mission investigation. Said commission 
shall, when it deems it t.> the public in- 
terest, make reports of such investigations, 
staling the cause of accident, together witl) 
such recommendations as it deems proper. 
Such reports shall be made public in such 
manner as the commission deems proper. 

Some of these reports are very elab- 
orate. For instance, there is the report 
of the investigation of an accident on the 
Great Northern, which is illustrated with 
twenty-six photograph* showing the 
steel-rail investigations of the engineer- 
physicist of the Bureau of Standards. Tt 
is only slightly less elaborate than the 
report of an investigation of an accident 
on the Lehigh Valley, illustrated witli 
twenty-nine really remarkable pictures 
both of steel rails, rail-tests, and the acci- 
dent itself. Sometimes these reports de- 
velop facts which have a wide public ap- 
peal, for instance, the report of the in- 
vestigation of an accident on the Chi- 
cago. Milwaukee and St. Paul shows both 
in text and pictures the enormous per- 
centage of safety in favor of steel cars. 

Must Find the Real Cause. 

In addition to the special reports 
issued, there are the accident bulletins 
which covet the investigations for periods 
of three months at a time, giving in brief 
the result of all wreck investigations of 
Mr. Belknap and his inspectors, 

All these publications can be obtained 
for a nominal fee ( ten cents usually ) 
from the superintendent of documents at 
the government printing-office, and a cer- 
tain proportion of tin- edition is reserved 



for free distribution to those interested in 
the work. 

The power of the inspectors at a 
wreck is exactly as is stated in the law. 
They cannot order a railroad to do any- 
thing or leave anything undone. They 
cannot discover a cause of a wreck ami 
issue instructions that this cause must 
be removed in the future. They can only 
observe, take testimony, and have expert 
investigation and advice when necessary, 
to find out the absolute reason for anj 
accident. 

The " reason does not stop witli find- 
ing out that a train was ditched because 
a rail was broken. If it was a broken 
rail, why was it broken? How long bad 
it been in service? Who made it. and 
when and how? What was its formula? 
Coilld a fault have been defected in the 
rail with proper inspection? W hat par- 
ticular form of rail disease caused the 
break? Was it " pipe " ? Was it frac- 
tured by high-wheel pressure? Was it 
improperly laid ? 

Make Steel Tell Its Story. 

All such questions regarding struc- 
tural conditions in the steel rail are 
turned over to the Bureau of Standards, 
where the steel rail itself is made to tell 
its own story to men who know steel and 
rails as you who read know the faces 
and the minds of your friends. In in- 
vestigations outside of the domain of 
mere railroad experience, the inspector 
gives way to the chemist, to the metallur- 
gist, to the testing engine, and the analy- 
sis, so that in the end the real cause is 
determined ! 

If the reader wonders how this work 
can be effective with no power over rail- 
ways to compel them to make the neces- 
sary changes in equipment or operation 
which will prevent accidents, let him eon- 
-ider the following case. It is chosen 
because the railway on which the wreck 
occurred is a small, obscure one, an I 
would not. ordinarily, get the same pub- 
licity as would attend a similar accident 
on any of the large systems. In this case, 
the wreck was not caused by lack of 
equipment, a broken rail, failure of sig- 
nals, or running a red light, hut by the 
failure, or rather absence, of any method 
in Operation of the road. 

The wreck in question was on the 



A W IZARD OF \\ KECKS. 



Ligonier Valley Railway, July 5 of this 
year. It resulted in the death of nineteen 
people, with twenty-eight others injured. 

The investigation developed the fact 
that this little railroad was not run ac- 
cording to standard rules. The report 
showed that the railroad was a single- 
track line extending from Lalrobe, Penn- 
sylvania, to Ligonier. a distance of ten 
and a half miles. The hranch on which 
the accident occurred, known as the Mill 
Creek Branch, is also a single-track line, 
extending from Ligonier to Wilpen, a 
distance of three and a half miles, with 
several spur-tracks leading to coal-mines 
and coke-ovens. 

Kept No Record of Orders. 

Its passenger-service consists of two 
round-trips each week-day, starting at 
Ligonier. The freight-service is the 
hauling of empty cars to the mines and 
coke-ovens, the necessary switching, and 
returning the loaded cars to Ligonier. 

The passenger-trains on this hranch 
are not numbered. There is no block- 
signal system of any kind. Train-move- 
ments are governed by orders given by 
the despatcher to the conductor, either 
verbally or by telephone, who gives them 
to the engineer and the other members 
of his crew. There is no record of train- 
orders, no train-register is maintained, 
and the road has no printed rules govern- 
ing train-operation. 

The accident was a misunderstanding, 
or a failure to obey verbal orders. One 
train was to meet another at a certain 
point. The other train was not held. 
They met — with <i combination - ear 
carrying passengers in front of the pas- 
senger-locomotive— and the result was a 
holocaust ! Mr. Belknap, in closing his 
report, found : 

This accident was caused either by the 
failure of the despatcher to deliver, or of 
the conductor of the passenger-train to 
understand or obey, the order requiring 
the latter to hold his train at Ligonier 
until the freight-train arrived. The weight 
of evidence, as given by the employees, 
seems to be with the despatcher, and the 
conclusion is therefore reached that the 
conductor is responsible for this collision, 
cither by his failure to understand, or by 
his failure to obey, the order delivered to 
him by the despatcher. The whole matter, 
however, is a question of veracity between 
the conductor on the one hand, and the 

6 BR 



despatcher and other employees on the 
other hand, since there is no written 
record of the order involved. 

As previously stated, the combination- 
car was being handled ahead of the en- 
gine. This is an extremely dangerous 
manner of carrying passengers. There 
was ample opportunity of turning this 
train at Ligonier, so that this car could 
have been handled behind the engine in- 
stead of in front of it. Had this been 
done, and there seems to have been no 
excuse whatever for its not having been 
done, there would undoubtedly have been 
a material reduction in the loss of life 
attending this accident. 

The method of train-operation on this 
road is extremely faulty, and until some 
adequate rules governing train-operation 
are adopted and enforced, accidents of 
this character are liable to occur. 

While neither Mr. Belknap, nor his in- 
spectors, nor his department, have power 
to enforce the obviously needed reforms, 
they have authority under the law to 
make public their findings. 

The publication of this report, the fact 
that a passenger-carrying railroad was 
operating in defiance of modern train- 
practise in a way which is more like the 
beginnings of transportation than the year 
1912, could not help but arouse such a 
storm of public protest and feeling as to 
result immediately in a correction of the 
abuses. It cost nineteen lives. But even 
with that cost, without the government 
investigation and the resultant publicity, 
the evils might have continued. 

Railroads Assist at Investigations. 

A feature of Mr. Belknap's work 
which makes a wide popular appeal is 
the cooperation between the railways and 
the department in an endeavor to find the 
truth. 

The railway is as anxious to know 
what causes its accidents as is the public, 
or the department. Wrecks are not 
profitable to railways. And because the 
law wisely states that the result of the 
investigation cannot be admitted as evi- 
dence in any suit or action for damages, 
the railway knows that it is not hurting 
itself by getting at the whole truth. 

If a railway has " piped rails " laid in 
ignorance, it wants to know why. If a 
rail was cut to lit a new frog, and the 
cutting developed a split web, it wants 
to know why the rail was retained. If 
a railway is running trains too fast for 



82 



RAILROAD MAN'S MAGAZINE. 



the size and kind of rails it has bought, 
so that the wheel-pressure and the cold 
rolling of the steel are hound to cause 
broken rails in time, it wants to know 
why. If its signal-system is not working, 
or failed to work, or could not work, or 
is defective, it wants to get at the reasons. 
And the inspectors want to help. 

In the file-cases in Mr. Belknap's office 
are the most complete data and docu- 
ments imaginable, regarding wrecks, 
their causes, and results. And whenever 
any good end will be served, the whole re- 
port, often including dozens of most 
illuminating photographs, is published 
for the benefit of all other railroads and 
for the moral effect of the molding of 
public opinion, on the railroad most inti- 
mately concerned. 

We try to get on the spot right 
away," said Mr. Belknap. " There is no 
investigation like one made on the spot, 
and at the time, and that is what we try 
to do. I go personally to every wreck 



of importance that I can, and between us 
all and the cooperation the State com- 
missions and the railroads themselves 
give us, we are collecting such data as, 
we hope, will in time show us all what 
must be done to stop accidents — or the 
greater part of them — and make railroad 
travel the safest of all transportation." 

That, of course, is a development of 
the future. Mr. Belknap and his in- 
spectors are gathering the data, finding 
the causes, laying the foundation. 

You have only to have a look at Mr. 
Belknap and five minutes' conversation 
with him to feel that when he leaves the 
remains of a wreck with the belief that 
he knows all about its cause, he docs 
know about it. No theorist governs 
other theorists in this work, but a prac- 
tical, experienced railway man. directing 
other practical, experienced railway men, 
finding out the reason for those catas- 
trophes which are of utmost concern to 
railways, railway men, and public alike. 



REMARKABLE RECORDS OF FIREMEN. 



Tf rE have some data which I believe 
\\ is fundamental on the subject of 
firemen," said C. D. Young, en- 
gineer of tests of the Pennsylvania Railroad 
at the recent master mechanics' convention. 
" It has been worked up with that in view, 
and I believe it would be interesting to the 
association to know what has been done by 
firemen, proving at least what can be done, 
and then from those figures perhaps we 
might be able to judge what an average 
man might be expected to do. 

" Last summer and fall some capacity 
tests were run between Ft. Wayne and Val- 
paraiso, a distance of 105 miles, the idea 
being to determine just how many cars 
could be hauled on a given schedule speed. 
Everything was in good shape for the ex- 
perimental work. The road foreman 



recommended a man who has broken all 
records in handling fuel on a locomotive. 
He had fired for three hours at speeds 
greater than sixty miles an hour, an aver- 
age of 8.400 pounds of coal per hour. Not 
only did he do that, but he would go back 
ami do it again. His work was done with 
a No. 5 shovel. Had he been given a larger 
shovel. I believe he could have exceeded 
those figures. We have had men on our 
locomotive test plant fire as high as 9.700 
pounds of coal per hour. 

" Now these are maximum figures. I be- 
lieve you will agree with me that we should 
not expect much more. We know time 
and again men who are firing 3.000 pounds 
of coal per hour, for a six or eight-hour run 
on the road, and they are doing all we can 
reasonably expect for a single fireman." 



ENGINES WER 

WHEN the old " H, N. Jose " was in 
her prime nearly all the Maine Cen- 
tral locomotives burned wood. At 
every station you would see enormous 
woodsheds, open on the side, piled full of 
wood. To saw this enormous quantity of 
wood, that the old wood-burners used to 
eat, they had regular sawing machines, so 
arranged that they could shift the gear and 
propel themselves from station to station. 
The crews lived in a house-car, the fore- 



E SAW-MILLS. 

man acted as conductor, and usually the 
wife of one of the crew went with them as 
cook. How queer they would look travel- 
ing over the rails of a modern road, haul- 
ing the house-car and a flat-car which car- 
ried their wood and water. Their speed was 
about four miles per hour. The engine 
weighed about six tons. Only one pair of 
wheels were used for drivers.— Charles b. 
Given in Railway and Locomotive hngt- 
uccriiuj. 



DARING DEATH ON THE 
GREAT LAKES. 



When the Turbulent Inland Seas Had Taken Their Toll of 
Railroad Heroes, J. B. Ashley, an Obscure Engineer, In- 
vented a Steel Boat that Defies the Most Forbidding Ice Floe. 



BY HUGH C. WEIR. 




ND what became of the 
other thirty-seven? " I 
asked. I realized in- 
stinctively, however, 
that his silence was elo- 
quent answer. 
For a moment. Johnson stared out 
over the gray-white ice-field of the 
frozen Detroit. 

" They went to the bottom with the 
cars! he said. " Luck saved two of us 
when we had all said our last prayer. 1 
— I happened to be one ! " 

He drew out an age-colored brier, 
scooped it through a rubber pouch, and 
shaded a match over its bowl. A spiral 
of blue smoke curled into the winter air. 
His eyes were still fixed grimly on the 
ice. 

I don't know what pictures the pipe 
smoke suggested to him, but for my 
part the dock-scene had vanished, and in 
its place I saw the storm-lashed waters 
of Lake Michigan beneath dark, scudding 
clouds, a great boat rolling under a death- 
blow of the elements, thirty runaway 
freight-cars crashing over her slippery 
deck, and her crew, exhausted by the 
losing battle, preparing for another, and 
more desperate, fight for life as the ves- 
sel took her last plunge. 

Let me tell you of the foundering of 
the Pere Marquette No. iS, as Johnson 
told me on the Detroit dock. It was not 
only a great marine disaster; it was also 
a great railroad disaster. The story will 
show vou that the struggles and hazards 



of the American railroad man are not 
confined to the land. Railroading on the 
water? Does this sound impossible? 

The steel car- ferry. Pere Marquette 
No. 18, departed on her last voyage 
across the ice-churned waters of Lake 
Michigan in the late fall of 1909, loaded 
with thirty coal-cars. 

On the Great Lakes, the railroad man 
does not reach his terminal because the 
road-bed stops and a hundred or two 
hundred miles of water stretch before 
him. He swings his train out onto the 
deck of a waiting steel ferry-boat, 
anchors his cars on a floating track, and 
in from ten to .twenty hours runs his 
train onto the other shore to continue on 
its way. 

The Pere Marquette disaster occurred 
in the days before the ice-ferries, in the 
closing week of lake navigation, when the 
" little ice devils " of Superior were giv- 
ing the crews of the belated freighters 
all-night battles. The " Soo " was 
choking up for its five-months' blockade, 
and the advance guard of the winter 
storms was leaving a trail of marine dis- 
aster from Duluth to Buffalo. 

Captain Peter Kilty, of No. 18 — a 
three -hundred -and - forty - pound giant, 
who had the reputation of having looked 
death in the face as often as any man 
on the Lakes — sniffed the wind with a 
frown as the ferry bore away from the 
Illinois shore. There was ugly weather 
in the air. a fact ominous enough to a 
vessel with an ordinary cargo, but 
S3 



84 



RAILROAD MAN'S MAGAZINE. 



doubly so to a boat witli a freight-train 
OH board. A string of runaway coal- 
cars is a grim proposition on land, witb 
a clear track ahead, but in a November 
gale in the middle of Lake Michigan — 
well, you may think you have been 
through some nerve-racking moments 
when your train has broken in two on 
a mountain grade and you have crowded 
on even - ounce of steam to escape from 
the plunging cars behind you. and are 
not quite sure whether the agent at the 
station ahead will have sense enough to 
set the switch right for you or not. 

Cars Plunging Over the Deck. 

If. however, you should be transported 
to a Great Lakes ferry in the teeth of a 
sixty-mile gale — the wind sometimes 
blows eight) - miles on our inland seas — 
with a leak in the bottom, and the pump- 
gangs working like demons, and the 
water freezing into six-inch ice on the 
rails, and then should hear the alarm that 
half a dozen of the freight-cars on board 
had broken loose and were crashing 
through the side, and carrying the boat's 
last hope with them, it is quite probable 
that you would consider your previous 
estimate of excitement bromidically 
tame. 

Such was the situation that confronted 
the crew of Pere Marquette No. 18. 
After battling for six hours with a gale 
whistling down from the Michigan pine 
woods. Captain Kilty saw his last hope 
fade. Every pump on board had been 
working for three hours, and every 
available man was stationed on the car- 
deck to watch the fastenings of the 
chain-anchored gondolas. But there are 
winds and waves before which chain- 
links cannot hold. 

A regiment of howling demons seemed 
to be suddenly unloosed from the storm- 
mist. The boat reeled farther and 
farther before a wall of white-crested 
water, towering triumphantly over her. 
The men, huddled about the freight-cars, 
llung themselves toward the chains. And 
then, even above the wail of the wind, 
came the crunching of wheels torn from 
their fastenings, a human shriek of 
agony, and two forty-ton cars were 
plunging over the shadowy deck ! 

Three men were crushed into lifeless 
heaps before the second of the runaway 



gondolas dashed into the water. The 
nightmare of the unequal battle for the 
life of No. 18 had only begun. Two 
after compartments of the vessel had 
been flooded from the leaks, and it was 
evident that the weight of the remaining 
cars was rapidly sinking the boat. The 
only hope lay in deliberately casting off 
the fastenings of the other gondolas, 
and rolling them over the fan-tailed 
stern ! 

With the deck rocking at an incredible 
angle, and the waves sweeping its entire 
length at intervals of three minutes, the 
odds against the crew can be appreciated 
Rut Captain Kilty's call for volunteers 
met with instant response. The chains 
of the first car were cautiously loosened, 
and the huge gondola pushed down the 
track to the stern. 

The forward wheels cleared the edge, 
but the body descended with a crash to 
the deck and hung suspended. Even the 
next wall of waves failed to move it. 
As the water receded, the men threw 
themselves with the fury of desperation 
into the task of dislodging the car's pon- 
derous bulk. Muscles strained over 
crowbars with a strength which never 
could have been exerted under normal 
circumstances. But it was a fight for 
life! With a final reluctant sway, the 
car toppled to the stern's edge — hung 
again for a heart-straining second — and 
then disappeared into the foaming 
waters. 

Hung Over Edge into Water. 

The danger was passed, but only for 
the moment. With each of the remain- 
ing cars the ordeal was repeated. It was 
comparatively easy to force the front 
wheels to the edge! but the weight of the 
car was such that it was invariably sus- 
pended midway. The energy of the 
crew seemed tireless. From one nerve- 
tearing tussle, they turned without a mur- 
mur to the next. Before half of the 
track of plunging cars had been cleared, 
however, it was apparent that the vessel 
Avas doomed. The majority of the pas- 
sengers were placed in the life-boats. 

Captain Kilty turned abruptly as the 
last boat was readv. 

" | ( ..hnson," he ordered. " you and 
Murphy lake the oars! " 

The "railroad men of the car-ferries 



DARING DEATH ON THE GREAT LAKES. 



85 



are also sailors in a rudimentary way. 
Johnson hesitated. It seemed almost 
like desertion. The captain repeated his 
order more curtly. There was nothing 
to do but obey. That was how Johnson 
escaped ! 

Twenty minutes later, the death-quiver 
shot through No. 18; her stern dropped 
down under the seething waves, and she 
sank to her place in the graveyard of 
the Great Lakes. It is a significant fact 
that when she took her last plunge, all 
but two of the gondolas on her car-deck 
had been pushed into the water ! It is 
such slender margins that hold the issues 
of life and death for the car-ferry men 
of the Lakes. 

Another stirring Lake tragedy was that 
of the Marquette Bessemer ferry. No. 2, 
in December of 1909. In the early part 
of the month, with one of the furious 
gales of Lake Erie threatening, she left 
Conncaut, Ohio, for her seventy-mile 
trip to Port Stanley. ( )ntario. Three 
days of lashing storm followed — three 
days with no word from the ferry and 
its thirty-two coal-cars. 

Railroaders Frozen at the Oars. 

Her sister ship. Bessemer No. 1. after 
sixty hours of battling with the waves, 
brought her cargo into port in safety — 
and at once started on the trail of the 
missing craft. A cordon of other vessels 
were patrolling the lake from Conncaut 
to Buffalo. The car- ferry was not the 
only boat overdue. 

A dozen others were missing, as a grim 
aftermath of the storm. 

Gradually hope for the ferry was 
abandoned, but the disappointed search- 
ers still clung to the forlorn chance that 
the crew had escaped in the life-boats. 

On December 12. the Pennsylvania 
State fisheries tug. Commodore Perry, 
churned her way out of Erie harbor on 
a final quest. Suddenly oft" against the 
gray horizon, a bobbing grean speck was 
sighted through the glasses. Slowly it 
developed into the outlines of a yawl. 
Above its water-line appeared the name 
of the missing car-ferry 

AS the Commodore Perry approached, 
the forms of nine men were distinguished 
sitting grimly erect, several with their 
hands still gripping the motionless oars. 
A hoarse voice shot across the water to- 



ward them through the speaking-trumpet 
of the Commodore Perry. There was 
no answer, although they were within 
easy speaking range. It was apparent 
that the occupants of the drifting yawl 
were making absolutely no effort to in- 
tercept the tug. They retained the stolid- 
ly erect positions in which they had first 
been sighted. 

Tried to Call Dead to Life. 

The Commodore Perry swerved her 
course squarely before the bow of the 
smaller boat. Still the nine men made 
no sign. The master of the tug raised 
his speaking-tube impatiently. 

Hello, down there, you idiots! Can't 
you see — " 

The trumpet dropped from his hands. 
He was speaking to the dead. 

The drifting yawl was a funeral-boat. 
Her occupants were frozen solidly to the 
craft in which they had made their last, 
despairing struggle for life. . 

As the Commodore Perry bore into 
Erie harbor, with her ghastly charge in 
tow, I was one of the horror-numbed 
crowd pressed about the dock-front. 
The men from the foundered car-ferry 
had not been disturbed. As a matter of 
fact, it required hours to remove their 
bodies from the grip of ice. There was 
nothing of the repellent shock, however, 
which one might have expected in a view 
of such a death-cargo. The flush of 
health still glowed on the faces of the 
men. Several lay with their hands under 
their heads, staring up at the pitiless 
winter sky. 

There was only one detail suggesting 
the last ghastly hours that they had 
faced on the storm-driven lake. In the 
bow of the boat was a little heap of 
clothing — overalls, jumper, overcoat. 
Every one of the occupants of the craft 
was completely attired. 

Ashley Proves a Prediction. 

The only explanation of the extra gar- 
ments was that ten men had occupied the 
boat, and that one of the number, crazed 
by the exposure and suffering, had Hung 
off his clothes and sought a suicide's 
death in the water. 

Of the car- ferry, no other signs were 
ever brought to shore. The story of her 



86 



RAILROAD MAN'S MAGAZINE. 



last struggle is another of the mysteries 
of the Great Lakes. Whether in the 
fury of the gale, her freight-cars were 
torn from their anchors, ami battered her 
to destruction, will never he known. It 
is, of course, the logical explanation. 

A struggling engineer — a railroad man 
of the West, with all of the virile enthu- 
siasm of the West — once sent a frantic 
message for financial aid to the Astors. 
He was building the Toledo and Ann 
Arbor Railroad, and his optimism painted 
glowing returns from the enterprise. 
The Astors sent back a curt refusal, the 
bald effect of which was: "You're 
crazy ! How are you going to run a 
train across Lake Michigan — tunnel it or 
bridge it ? " 

" I am trying to do both ! " he 
answered. 

The engineer was J. B. Ashley, and 
the railroad world to-day counts the To- 
ledo and Ann Arbor line of his construc- 
tion one of the greatest engineering suc- 
cesses of the United States. He carries 
his trains across Lake Michigan on every 
day in the year. Wonderful as it may 
seem, he has made good his prediction of 
both tunneling and bridging. In other 
words, he has constructed a three-hun- 
dred-and-fi f ty-f oot "floating" tunnel of 
steel, capable of holding a train of thirty- 
two cars, and making the sixty to one 
hundred mile passage across Lake Michi- 
gan through two feet of ice. 

" Ice demons " the railroad men of the 
Great Lakes call Ashley's steel car-fer- 
ries. If you are sufficiently adventurous, 
you can take passage on one of them any 
day in the winter, with the lake frozen 
ahead of you, and can count on an aver- 
age speed of eight miles an hour until 
you make the other shore. 

Battle of Steel and Ice. 

Imagine a twin-screw steamer of 
from three hundred to four hundred feet 
in length. Five thousand tons of steel 
plates have gone into the making of her 
hull. Below her upper deck, you will 
search in vain for a sign of wood. Even 
the flooring of her upper deck is of naked 
steel. Between this impregnable steel 
covering, a veritable tunnel, stretches a 
double railroad-track. On this track are 
clamped thirty-two freight-cars, loaded 
to capacity. 



( )n the upper deck, you can see that 
the ice extends on all sides, in huge. Hat 
floes. Perhaps these will grind together 
with a sullen roar, and you will see hard, 
white ice-ridges piled up to a height of 
maybe twenty feet above the water. You 
shake your head dubiously. For a boat 
to attempt a passage across the frozen 
lake seems absurd. 

The captain, however, smiles confi- 
dently. The achievements of the car- 
ferries are an old story to him. 

Out into the harbor the vessel churns, 
shaping an undaunted course into the 
thick of the ice-packs. And now you 
can see more details of her curious con- 
struction. Her hull throughout is made 
of steel plates, seven-eighths of an inch 
thick. At every assailable point in the 
neighborhood of her water line these 
plates are doubled, and reen forced by 
steel beams. 

Forcing Her Way Through Floe. 

Even this protection is not sufficient. 
A three-foot layer of cement concrete 
has been built about her stern, and for a 
distance along her keel. The only open- 
ings in the hull, the deadlights, eight 
inches wide, and made of glass one-inch 
thick, are covered with heavy iron cast- 
ings. Her designer has huilded with an 
alert eye on the menace of the ice. 

Man's ingenuity, however, has not yet 
been exhausted in her construction. Her 
bows are wreathed in swirling steam 
from long hoses of boiling water, at- 
tached to her boilers, and the ice, crust- 
ing about her sides and already begin- 
ning " to hold her down by the head," is 
melted into foaming rivulets. 

Fairly cleared of the ice-crust, the 
ferry begins to show her heels, in the 
most adverse conditions, she has dem- 
onstrated a speed of eight miles an hour, 
and has even attained fourteen miles 
when the lake, in a measure, has been 
clear. • 

Suddenly a tense breath of excitement 
thrills through the vessel. It is as 
though every member of the crew is 
menially hracing himself for a shock. 
And then it comes. 

The white ice of the first encircling 
windrow crashes against the bow. The 
blow is so great that the heavj hull 
thrums like a guitar hurled to the floor. 



DARING DEATH ON THE GREAT LAKES. 



87 



Her curiously sloping stern, designed 
for just such contact, shoots upward 
and then downward. The ice-floe is 
shattered as by a pile-driver, and jagged 
lumps swirl through the air in a shower 
of tine needlelike slivers. The boat's 
twelve-foot propeller is churning the 
open water, the vessel grinds onward 
with the doggedness of a football player 
hurtling into an opposing line — and then 
she comes to a quivering, gasping pause. 
Her momentum has been exhausted. 
Into the solid field of ice she has forced 
her way nearly two hundred feet. 

Boats Defy Frigid Tempests. 

The Ashley steel car- ferries are man- 
made marvels of thrilling possibilities. 
Fancy a 3.000-ton boat, with a cargo of 
2,000 tons, crunching her way through an 
ice-field of one hundred miles. And yet 
car-ferry trips have been common dur- 
ing the past two winters on Lake Michi- 
gan, where the crew never sighted really 
open water. 

If you journey farther northward to 
the Straits of Mackinac, you will be 
dazed even more. Here the two veteran 
ferries are the St. Ignace and the Ste. 
Marie. The Mackinac Straits in their 
winter tempests rival the polar seas. 
From Lake Huron on the south and east 
and Lake Michigan on the west, heavy 
floes are hurled into the channel in a 
grinding fury, crashing together until 
they sometimes rise thirty feet above the 
surface, and often extending down a 
distance of one hundred and fifty feet 
below the water-line. 

The question of maintaining an all- 
winter channel against these odds was 
the problem that confronted Ashley. 
Many an engineer would have given up 
in despair. But Ashley was daring. He 
conquered the ice first with his car-fer- 
ries of white oak and steel-covered hulls, 
later substituting his more elaborate steel 
types. And so thorough was his success 
that Rear-Admiral Makaroff, of the 
Russian navy, copied his design almost 
without change for use on the Baltic Sea 
and Lake Baikal — two of the most ten- 



aciously ice-bound bodies of water in the 
world. 

With a background like this, it is easy 
to imagine that the men of the ice car- 
ferries live in an atmosphere of con- 
stant hazard and adventure. Curiously 
enough, the ice-fields both increase and 
lesson the dangers faced by the ferries 
of the open lake. 

Faced Starvation in Ice-Fields. 

In the winter of 1910 Pere Mar- 
quette No. 1 was disabled by the im- 
pact of heavy floes off Green Island. It 
was evident that without assistance her 
condition was helpless. The ice-breaker, 
Algomah, was despatched to her aid, but 
a sudden drop in the temperature in- 
creased the number and force of the 
surrounding floes to such an extent that 
the rescuing boat also was disabled. 
From early in February to the middle of 
April, the two vessels were as completely 
marooned in the ice as any Arctic ex- 
ploring craft in the polar seas. The pro- 
visions of the crews, of course, were 
soon exhausted, for the usual trip of the 
lake ferries is so short that a pretentious 
larder is not carried. 

It was necessary to drive live cattle 
from the shore over the ice-field and 
butcher them at the ships. The trip over 
the frozen lake was one of extreme 
hazard, because of treacherous air-holes 
and the constantly shifting action of the 
imprisoned current, but it offered the 
only hope of food. The ice which had 
caused the disaster provided the means 
of salvation. 

The same expedient of cattle-driving 
was adopted when the ice-field off Mani- 
towac, Michigan, caught the Ann Arbor 
ferries, No. I and No. 3. in the same 
winter. In spite of the dubiousness of 
their situations, however, the men con- 
sidered themselves lucky. When the 
Michigan, a wooden boat, was marooned 
in the ice of 1909. under similar circum- 
stances, her month's imprisonment was 
followed by utter destruction. As the 
ice-field broke, the huge, churning frag- 
ments literally ground her to pieces. 



Opportunity is an extra and you must know the markers. 



Observations of a Country 
Station -A gent. 



BY J. E. SMITH. 



No. 53.— Meeting All Manner of Miscellaneous and 
Unassorted Humanity Makes the Freight Clerk 
an Expert in Judging Bothersome Boobs. 




N this sad or glad old world, 
everything depends entirely 
on how your carbureter 
is working. | Anatomical 
note : The carbureter is lo- 
cated in " the middle right- 
hand section " and is often vulgarly called 
the " liven"] Beginning again. In this 
sad or glad old world there are groans or 
smiles, just as the mixture is thin or rich, 
foul or right. Gladness or gloom is the 
pit-a-pat of the motor or the squeak of an 
ill-adjusted machine and the carbureter 
is the first thing to look into as the source 
of all our moods. 

The regular fee for an expert diag- 
nosis of this kind is five dollars ; but as 
the writer does not particularly need the 
money and has no license, the reader may 
take his time to passing it over. 

Seeing seemly things and having 
wholesome thoughts, are matters largely 
of physical well-being. That is what I 
tried to say in the first paragraph, when 
I injected the " in'ards " of a motor car 
by way of illustration. 

1 wanted to introduce the idea, the 
basic thought, the fundamental theory 
that wherever a man has his work and 
existence, and with whatever drudge 
there is upon him or monotony surround- 
ing him. hope and pleasure exist if he 
radiates these qualities himself. 

This bit nf reflection was brought 
about by a remark made to me by a 

Scries befc.in in the luly. 1907. Railroad Mia'.* 



freight-house man that " nothing of in- 
terest ever occurs about a freight-house, 
and wherein there was naught but a 
deadly routine, a continuous sameness of 
faces, figures, and facts." 

I took issue with my friend in this 
way : 

That while every man must apply him- 
self closely to some detail to live, the 
real pleasures he gathers are in the little 
happenings, the inconsequential inci- 
dents, the mere trifles in the passing 
panorama about him and not in the en- 
tertainment and blessings that he hopes 
for after a bit. The ability to see and 
hear and appreciate the smallest things 
about us. makes our lives worth living, 
provided always that the aforesaid car- 
bureter is working well. 

It is quite true that a railroad freight- 
office, by reason of its direct dealing with 
the public through transfer and drayage 
concerns and its prosaic figures and rigid 
accounting. Hasn't many sensations to 
offer. 

Nevertheless, among the barrels and 
boxes and bundles and bills of lading 
and expense bills and way-bills, there 
runs in and out. like the thread of a 
fabric, the little play of human emotions 
worthy their place in railroad literature. 

The public thinks of a railroad only 
in terms of passenger-service; but the 
real pabulum that keeps the two rails on 
the ties and pays the men and the divi- 

Majtaiine. Single copies, prior to July. 10 cente. 



OBSERVATIONS OF A COUNTRY STATION-AGENT. 



89 



clends is gathered in through the dingy, 
unornamented structure behind a row of 
trap cars. It is known as the freight- 
house. 

But with all the solidity and grind and 
limitations, so far as the general public- 
is concerned, tilings happen about a 
freight-house that bring a smile and 
spice the life of those who toil day in- 
day behind the counter. 

I wish to insist on this broad principle. 
In dealing with people, miscellaneous 
and unassorted, there are as many smiles 
as frowns, provided, as stated in the 
opening paragraph, the carbureter is 
working well. And you, Mr. Freight- 
House Clerk in particular, there is as 
much material for your pleasure in deal- 
ing with the public as there is for feeding 
the perennial grouch that you may un- 
fortunately have. 

Would this annoy or amuse you? 

A serious-faced man came into our 
office one day in quest of information. 
He wanted the rates on apples in crates, 
barrels, bulk, 
car - load, a n d 
less than car- 
load to fifteen 
or twenty popu- 
lous centers in 
various parts of 
our great do- 
main. 

He was par- 
ticular to learn 
all about our 
ref rigerator- 
service and the 
rules relating to 
car detention. 
He did not talk 

on a few generalities and bow him- 
self out with a Thank you," but 
made notes minutely of all the in- 
formation we detailed for him. 

The apple was a new business to 
us, as the local demand had always ab- 
sorbed the quantity raised. But herein 
were sudden indications that we were to 
become the apple-distributing point for 
the whole Ohio Valley. 

Naturally we were interested in this 
prospect of revenue increase and we 
questioned him a bit. We learned from 
him that he owned a small farm, that he 
had tried sheep, hogs, grain, and other 
standard products with only indifferent 



success. All at once the apple proposi- 
tion hit him and that brought him to us. 
He was planning to put out a forty-acre 
orchard. When we dug up the rates for 
him, bulk and otherwise, to all the marts 
of trade, he had not so much as put out 
a single sprout. 

I never knew of a longer shot for 
prospective business than that, for an 
apple-tree requires years to become a 
productive bearer. When a man comes 
for the freight-rates and all shipping 
conditions on stuff that he cannot handle 
for years to come, he has a remarkable 
genius for foresight or is somewhat 
visionary, to say the least. 

The point is that no one in our office 
begrudged him the time or pains of ex- 
tracting the information for him. It 
passed a chuckle around. Ever since 
that episode all business we scent that 
does not subsequently materialize, is 
designated as a " rainbow " prospect. 
That has a delusive sound like " rain- 
bow," but refers particularly to the one 




THE VISIONARY WAS PLANNING AN ORCHARD AND 
WANTED RATES ON APPLES. 



90 



RAILROAD MAN'S MAGAZINE. 



particular apple mentioned by our hope- 
ful patron in barrels, crates, and bulk 
before he had his first twig. 

An old, unkempt gent took up a 
freight-bill at the counter, and the de- 
livery clerk with a " lively there " 
shoved over the office end of the expens 
bill with the usual command, 
'• Sign there." 

The old man recoiled a bit 
at the prospect of signing his 
name. lie attempted to beg 
off. claiming the usual excuse 
that he hadn't his glasses and 
" that he couldn't write very 
well anyway." 

" Got to have it." inteqiosed 
the clerk. 

•• My full name? " 

" Yes. full name." responded the clerk. 

The old man took the proffered pencil, 
unlimbered his arm and back muscles, 
lubricated the pencil point with his 
tongue, and went to the task like a sculp- 
tor carving letters in stone. 

The clerk fumed with impatience, but 
there was nothing to do but stand idly 
by until the requirement was fully met. 
The signature ran its course, looping the 
loop and passing the grand stand three 
times until it reached the place of begin- 
ning, which the clerk had indicated by a 
pencil mark. It was translated to read : 

" William Henry Harrison Gillfou- 
land Archibald." 

All took a look at the signature and 
agreed that the clerk who unnecessarily 
demanded it in full got what was coming 
to him. We knew the name was Archi- 
bald, but we think the old man added the 
minarets and porte-cocheres to put one 
over on the waiting clerk for his rather 
impatient " in full." 

The matter of a patron's signature re- 
calls another instance where a man ap- 
peared at our freight-house door with a 
bag of cabbage for shipment to a near- 
by town. The freight-house man accept- 
ing the shipment, made out a bill of 
kuliiig and presented it for the shipper's 
signature. 

Now, the transaction of shipping .1 
bag of cabbage presents no serious as- 
pects, no matter what may happen to it, 
taking into full consideration especially 
that it is full, fiat -head Dutch variety. 
It cannot involve one into any difficulty 
beyond easy extrication. 




But when the shipper's signature was 
requested on the shipping order, he- 
raised a protesting hand and said, " X", 
sir. I make it a rule never to sign any 
papers without knowing exactly what 1 
am signing." 

" You haft to sign the shipping or- 
der ! " bluntly insisted the freight-house 
man. " Everybody has to do that what 
ships anything." 

"What does it say?" demanded the 
patron. 

" Why. that you are the shipper — and 
that it goes to fohn Jones. Sheldon, 111." 

"What else?" 

" That's about all." 

" What's all that printing on the back 
and on the front of it ? " 

■* Them's conditions." 

"What conditions?" 

The freight-house man gave it up in 
disgust. He had never read the condi- 
tions under which a transport ai ion com- 
pany undertakes to receive and transport 
Freight. He knew there was a lot of fine- 
type paragraphs both on the face and 



OBSERVATIONS OF A COUNTRY STATION-AGENT. 



the back of the shipping order and a bill 
of lading, but he had never read them 
and had never known any one who had. 

"Where's the head man here?" de- 
manded the cabbage exporter, when he 
saw the freight-house man could explain 
nothing. 

The freight - house man cheerfully 
passes the protesting patron into the 
office and over to the chief clerk. 

We freight-house laborers are par- 
ticularly skilled in passing anything that 
is knotty or obnoxious over and along 
to some one else in the office. 

'" I want to know what I am signing." 
explained the patron, waving the un- 
signed document with a sort of question- 
mark hyperbola, in the general direction 
of the chief clerk. 

" That is only a printed form." bland- 
ly explained the chief clerk. " All the 
standard, uniform bills of lading have 
those printed conditions. All shippers 
sign snipping orders without question." 

"Well, here's one that don't!" ex- 
claimed the man with the " old-guard "' 
finality. 

" Very odd." replied the chief clerk. 
" I never heard the provisions protested 
before. Men who make dozens of ship- 
ments daily, sign without a word." 

" When I sign anything, when I put 
my name to any piece of paper, I am 
going to know every word that stands 
above it or below it, or on the underside 
of it! Ain't that business, now? " 

The chief clerk acknowledged that it 
looked fair enough. 

•' All I ask is to know what I am 
signing." 

This led the chief clerk to suggest that 
he take the document and go out where 
the light was best and go over it word 
for word, sentence by sentence, and 
paragraph by paragraph until he had full 
knowledge of every hidden corporate 
conspiracy that might be contained 
therein as affecting the life or interests 
of a plain citizen seeking to ship one bag 
of cabbages. • 

Finally the irascible shipper asked the 
chief clerk for modifications. He ob- 
jected particularly to waiving responsi- 
bility for particular time delivery. 
While cabbage is neither explosive under 
confinement nor likely to deteriorate in 
quality within a reasonable number of 
days from the period of its soundness. 



yet the broad general principle of the 
railroad being permitted to take its time- 
to move the shipment did not suit him. 
He asked to have that clause stricken 
out. 

The chief clerk had to advise him that 
no one in the ofi'ws was empowered to 
take any liberties whatever with the 
printed conditions, that either his signa- 
true must appear thereon subscribing to 
everything indicated or he could reload 
the cabbage and trail back home alone 
the ft. F. D. 

Me signed under verbal protest. 

Note the caprices of fate. The bag 
was properly marked, properly billed, 
properly loaded — but it never arrived. 

The tag may have become detached, 
but. at any rate, it went astray. It may 
have found a dark corner in some 
strange freight-house, or some in-be- 
tween grocer may have checked over 
with his produce, " one bag of cabbage," 
and forgot to speak up. 

For many months lamentations, de- 
nunciations, and maledictions were 
heaped upon the transportation organi- 
zations by the shipper. 

The chief clerk advised settlement by 
claim. but the indignation at having as- 
sented with his written signature to the 
conditions, one of which was to waive 
time limitations on delivery, seemed to 
him to remove all recourse, so he sat on 
his haunches and howled. 

How many outrages are answered in 
yelping protest, fury, and noise instead 
of a calm attempt to rectify ! 

We learned that once upon a time the 
man who shipped the cabbage, who in- 
sisted on reading all the conditions and 
altering those that did not suit him be- 
fore appending his name — that once 
upon a time an itinerant salesman sold 
him a new thing in the way of a hay 
hoister. for which he contracted in wri- 
ting. 

He turned out to be a district agent 
for the hoister and' received a car-load 
of them, for all of which he was duly 
bound, having so nominated it in the 
bond over his personal signature care- 
lessly given. 

He resolved never to bequeath another 
signature without a look. That was the 
reason he was at such pains to see what 
our form of shipping order might do to 
him. Mi-; <iisninon« and extraordinary 



92 



RAILROAD MAN'S MAGAZINE. 



effort to play safe, together with the loss 
of the cabbage, actually cast a rift of 
sunshine in the darkness of the freight- 
house office. 

We have a suspicion that the freight- 
house man, who in disgust turned the 
shipper over to the chief clerk, could 
offer further testimony as to the disap- 



" wire-traced and rushed. - ' He appears 
to have a child's faith in the hocus-pocus 
of a tracer. He asks for it automatical- 
ly, like returning thanks and " howdy," 
He shipped a car-load into an adjoining 
State and he sent a note to " rush it 
through and put a wire-tracer after it." 
It chanced that we got it out without 




pearancc of the cabbage if he would — 
but he won't ! 

Mark that sinister look on him ! Note 
that villainous brow! Observe those 
narrow eyes ! Get" that krauty expres- 
sion ! Can there be any further question 
where the cabbage went? 

We have seasoned shippers with bat- 
ting averages above .300 who add their 
little mite to our gaiety. 

Our Mr. H ships building supplies 
quite extensively. 

The only unusual thing about B is, 
that he wants everything he puts out 



delay. We " preference-stickered " it 
and sent a message to the junction point 
to keep it going until it began to smoke. 

It got through on a keen jump. It 
equaled Paul Revere from the church 
tower to \Jiddlesex. 

The car got to destination ten days 
ahead of the date for which it was or- 
dered, before the consignee was ready 
for it. It accumulated ten dollars' worth 
of car-service, which the consignee 
promptly charged up to the shipper. 

This brought the shipper to us to get 
his money back, but we had misplaced 



OBSERVATIONS OF A COUNTRY STATION-AGENT. !>3 



the combination to the safe. Down deep 
in the undercurrent of office feeling, 
there was a secret joy that the " wire- 
tracer " had gotten in its work so well. 
You will never convince this man that a 
wire-tracer is a myth. 

Another valued person, a certain lum- 
ber dealer, had the habit of refusing ma- 
terial that came to him on various pre- 
texts. He was constantly causing us 
additional work in the office and particu- 
lar watchfulness in handling his business. 

It was the lumberman's plan of sharp 
practise to turn down a consignment on 
account of quality, then compromise with 
the shipper and finally accept it at a re- 
duced figure. 

There came one day a car of white- 
cedar shingles which he promptly re- 
jected as of inferior quality. The office 
made full report of the facts and the 
lumber dealer coolly awaited the usual 
concession in price. There were letters 
and telegrams between shipper and con- 
signee. The shipper insisted the car was 
the best quality, the consignee claimed 
otherwise. 

The dickering for advantage went on 
for several days, and we held the loaded 
car awaiting the outcome. 

One day two men in the apparent garb 
of agriculture drove in to submit a bill 
of lumber for the lumberman to figure 
on. It v/as a big bill, and the men found 
in stock what they wanted and appeared 
well satisfied both with quality and price. 

The bill specified a number of thou- 
sand white-cedar shingles, the last ar- 
ticle considered. The man buying the 
stock did not like the shingles in the lum- 
berman's stock. He wanted a particular 
white-cedar shingle and he was so de- 
termined on that specification that it 
looked as if the lumberman might lose a 
big bill by not having the shingles indi- 
cated. 

" I have it," exclaimed the lumberman 
with a sudden inspiration. " The rail- 
road has just notified me that there is a 
car of white cedar just in. standing on 
the siding this very minute." 

They went down into the yard where 
the car was stored and opened the door. 

" You can't beat 'em," enthusiastically 
urged the lumberman. " Here they are. 
The verv thing vou want. Extra star; 
A star." 

'• 1 don't want anything else palmed 



oiY on me," said the buyer. " The archi- 
tect told me to look out or I would get 
No. i or Standards. Star, A Star is 
what the bill calls for." 

The lumberman made the strongest 
claim for the shingles ; but the buyer 
urged all the objections against them 
that the lumberman had in refusing 
them, such as lack of full lengths, feath- 
ered edges, shaky, and narrow. 

At length the lumberman convinced 
the buyer that they were exceptionally 
clear, clean stock, in every way up to the 
grade demanded. 

Unsuspectingly the lumberman al- 
lowed himself to be led into the freight- 
office. Unexpectedly he was adroitly led 
to reiterate in the hearing of the agent 
what he had urged as to the superior 
quality of the product. 

" Then you had better receive this car 
from the railroad," said the alleged 
farmer. " I haven't told you I intended 
to buy a bill of lumber. I was looking 
over your stock and getting prices. I 
may as well let you know I represent the 
firm that sold you this car of shingles. 
Since you insist they are the best that 
can be turned out, I don't see that there 
is anything else for you to do but take 
them off the railroad's hands." 

He did; because they had him cinched 
on his own testimony and approval. 

Of course, he tried to get the railroad 
to concede the accumulated car-service, 
but it had to stick. The whole trick was 
so neatly turned on him that more than 
a grin went round the office.. It was a 
full-blown roar. 

There is that universal propensity 
among us rogues, no matter how shady 
the tricks we are wont to put over our- 
selves, to secretly exult when a brother 
rogue is outwitted. Every rogue is glad 
to see the other rogue get his. So we 
all snickered when our esteemed patron 
took up his freight-bill with the car- 
service bill up to the last minute attached 
thereto. 

Now and then even the dead things 
about the freight-house come in combi- 
nations that startle and amuse. 

An ambitious young physician rented 
an office in our town and ordered a com- 
plete outfit of chairs, cabinets, tables, 
cases, etc. The shipment came in and 
was set out in a way-car on our team- 
track. The car contained a number of 



94 



RAILROAD MAN'S MAGAZINE. 



shipments for our station which our 
check-clerk found to consist of: 

The young doctor's office outlit. 

A consignment of fresh flowers for a 
flower man. 

A shipment of burial caskets for an un- 
dertaking establishment. 

Some granite monuments for a tomb- 
stone dealer. 

Nothing else. 

Did any freight-house man ever open 
a way-car on a neater combination? The 
doctor, the flowers, the casket, the monu- 
ment. Hard to beat that line of creden- 
tials and recommendations for a young 
physician just starting. 

Freight-house men and local freight- 
crews often And pleasure in the mere 
handling of freight. For example, load- 
ing or unloading flour is uproarious sport. 

The game is to form a line and the 
sacks are pitched from one to another, 
commencing in the car and ending in the 
freight-house, or vice versa. 

It is great play. The game is to crowd 
some weaker link faster than he can 
handle the sacks, so that he drops one 
occasionally. If he is adjusted for a 
twenty-five-poUnd sack, to unexpectedly 
deliver to him one weighing fifty pounds. 
This knocks him off his underpinnings, 
twists his spine, wallops his diaphragm 
around the transverse colon, and he 
drops the sack. 

The extent of the hilarity depends on 
how many sacks he drops, bursts, and 
musses up. Of course the company, in 
the end. settles with the consignee for his 
loss; but what has that to do with real 
live pastime? 

Why, if two or more boxes, barrels, 
or packages are shipped, and one of them 
is lost, it invariably contains the high 
quality stuff. It is the most valuable of 
them all. The cheaper articles always 
get through. The package containing 
Hie silver, silk, or the cut glass is the one 
that evaporates. 1 f a patron " checks 
short " one piece of the lot. depend upon 
it. that piece contains the expensive ma- 
terials of the whole invoice. It does not 
just happen that way. It is the work of 
the railroad jinx. 

Every railroad freight-house has a 
shipper who brings a barrel of apples 
in the fall, a dressed hog in the Winter, 
and a bag of seed corn in the spring, 
whereupon he calls attention to the great 



business he is doing with the railroad 
and puffs up as a prized and valued 
patron. 

More and more the cry of rush and 
the demand for special movement assails 
the ear of the freight-house man. Every- 
where private families are purchasing "at 
department concerns, and the inquiries 
and complications of these new transac- 
tions are unloaded on the freight-office. 

The baby, the boy, the miss, the father, 
the mother, grandma, and grandpa tele- 
phone in turn. From early morn to dewy 
eve, every time there is a whistle of a 
passing engine, some member rings up 
the freight-house to know if the box that 
was shipped out of Buffalo " day before 
yesterday hasn't come in?" 

Day before yesterday " in Buffalo 
means to-day in Ohio, Missouri, or 
South Dakota. Distance and transfer 
terminals are no object. Every one is 
hurried and worried and with a vague 
idea that the legerdemain of freight 
transportation should carry a shipment 
anywhere in two days. 

A German unloaded a box into our 
freight-house and wiped his brow. 

" l ie's deat," said he solemnly to the 
freight-house man. 

" Dead? " echoed the clerk. 

" Yah ! He's deat ! "We send him to 
Iowa." 

" We can't handle a corpse in that 
way," exclaimed the freight-house man, 
aghast. 

" Dot ain't him." exclaimed the Ger- 
man. " Haw ! Haw ! That's a goot 
joke on you ! This is his clothes und 
books und things. We send to his boy 
at Marshalltown." 

" Oh, I see, a box of effects." 

" You get him out by yesterday, 
huh ? " 

" Yes ; it's gone to-morrow." 

" Huh? Yell, he get it to-day, maybe. 
You put a tracer after him? " 

" Better consult the clergy about that." 

" I hear if you put a tracer after him 
it rush him through." 

It takes more imagination than our 
freight-house man possessed to under- 
stand why a tracer should pursue a dead 
man's belongings. He dully reasoned it 
out that as the son had gone through ail 
the years without the trappings in ques- 
tion. the matter of a few days in de- 
livery was of no particular concern. 



OBSERVATIONS OK A COUNTRY STATION-AGENT. 95 



The German had the idea of a tracer, 
just because •' everybody's doin' it ! " 

We received one day a sewing-ma- 
chine for Susan Blinker.' crated in rough 
boards, with the superstructure wrapped 
in rag-carpet. It wasn't a " factory to 
buyer " machine, but an old family 
treasure that aunt was sending from 
Herkimer County. When it arrived a 



'• Well ? " 

•' You will have to file your claim." 

" Can't you see that it's broke? Ain't 
that file enough ? " 

" But you must make a bill against us. 
Pin your expense bill and the original 
bill-lading to it — " 

" You don't need anything," Susan 
broke in abruptly. "It's broke! You 




leg was broken. The way-bill bore the 
notation. " Found broken at Buffalo 
Transfer. Ditto at Columbus." 

It had been crated by one inexperi- 
enced and had play enough inside to 
break its shins, ribs, or cranium in the 
jerk and jar of box car transportation. 

Susan was notified. She appeared at 
our counter in person. She gasped in 
horror on finding that a leg of the ma- 
chine was broken, then she stiffened and 
said sternly : 

" What are you going to do about it? " 

We explained that she should accept 
the machine with expense bill noted. " leg 
broken." and then file with us a claim 
for cost of a new casting together with 
the expense of putting it on. 

People cannot well understand the 
general circumlocution of claim papers 
and the delays incident thereto. There 
is a general impression that an agent can 
produce the wherewithal on the spot and 
liquidate without the trifling preliminary 
of having the claim oince investigate. 

" It will cost five dollars to get a new^ 
casting." snapped Susan. 

" Very likely." we acquiesced in our 
suavest manner. 



IT S BROKE, AND 
YOU BROKE IT. 
PAY FOR IT RIGHT 
NOW," SNAPPED 
SUSAN. 



know it's broke! You acknowledge it's 
broke, and you broke it ! I want pay 
for it right now ! " 

Again we explained that it was im- 
possible for us to pay on the spur of the 
moment and again indicated to her the 
best course for her to pursue. 

" Then I'll leave the machine on your 
hands ! " hotly retorted Susan. 

There is a crude impression abroad 
that when you leave it " on the railroad's 
hands " you have played the master 
stroke, hurled the king-bolt, cast the die, 
or whatever it is that indicates that you 
have put across something vital. 



96 



RAILROAD MAN'S MAGAZINE. 



Susan swished out and an awkward 
young man came in. 

" The sewing-machine," said he ten- 
tatively. " How long will it take to get 
the pay for it if she puts in a claim ? " 

We made a guess. " Thirty, sixty, or 
ninety days." 

He hacked out and joined Susan at the 
buggy. They had driven in together. 
After a conference he returned. 

" Ain't there any way it could be paid 
sooner?" he asked. 

We assured him there was not. 

He went out and argued with the 
woman. She shook her head, then her 
fist at the freight-office. 

The young man once more returned 
and stuck his head in the door. 

" She says she's goin' to leave it on 
your hands until you pay for it ! " he 
called out and they drove away. 

We trucked the crippled sewing-ma- 
chine into the corner of the freight-house 
consecrated to the infirm, the homeless, 
and the derelict, and made the usual 
" damage and refused " reports. 

At the end of a week, Susan reap- 
peared to know if we now had enough 
and were ready to hand over. 

The same awkward young man was 
with her. He thought she should do as 
we said and take the machine out and 
settle afterward ; but to Susan's mind 
the short cut to justice was to '* leave it 
on our hands " until we yelled enough. 

At regular and repeated intervals the 
woman appeared to learn the effect of 
her drastic action in " leaving it on our 
hands." 

She thought the strain would soon tell 
on us. Each time the awkward young 
man was with her. He appeared less 
triumphant and more concerned. Each 
time he argued with the woman and tried 
to hit on some plan for getting the ma- 
chine out : but she was the most obdu- 
rate claimant our office had ever en- 
countered. 

There was a deadlock. It looked like 
night sessions and into the summer. 
Nothing could move the woman from 
her purpose. The machine was on our 
hands. 

The awkward young man was troub- 
led. He tried in every way. but he could 
not conciliate the factions. Encumbered 
and oppressed as we were with the ma- 
chine " on our hands," we still insisted 



on observing certain rules. This strained 
relationship and high tension went on 
for two months, when one day the wom- 
an appeared in a rather jubilant and ex- 
ultant mood and took the machine away. 

We did not question her, although we 
were at a loss to know why she changed 
her mind so suddenly and with such an 
air of triumph. In time it came out. 

The awkward young man was to wed 
the daughter of the woman. The date 
was fixed. An old auntie forwarded a 
sewing-machine so all the bride's wed- 
ding garments could be made at home. 

Then the railroad broke the machine 
and preparations came to a halt pending 
adjustment of damages. The situation 
resolved itself into — no machine, no sly- 
ly made wedding garments, no wedding. 

The awkward young man got very 
anxious and the prospective mother-in- 
law's rigid idea of right threatened de- 
lay. She held steadfast on the matter 
of principle and, as our office could do 
nothing further, it began to look to the 
young man as if possession of the fair 
Juliet would have to go over until after 
harvest. 

In desperation he told our freight- 
house man of his dilemma. 

" I wouldn't have had this happen for 
fifty dollars," he gulped. 

"You wouldn't?" asked the freight- 
house man sympathetically. 

" Not for a hundred. No. not for the 
best horse I got on the place ! " 

" I'll tell you. old top," said the 
freight-house man with a flow of fellow 
feeling. '" why don't you settle it and get 
the wheels to turning? " 

" I can't. She won't let me. She's 
the stubbornest woman — " 

"Slip me five dollars," said the freight- 
house man. " I can fix her. Bring her 
in and I'll settle with her. She will never 
know but that the railroad is paying it." 

The awkward young man was de- 
lighted with this simple plan. He passed 
over the five, went directly for Susan 
Blinker, who returned with him. and the 
machine was taken "off our hands." 

At the appointed time — somewhere 
between laying away the corn and plow- 
ing for winter wheat — the awkward 
young man married the girl. W hile in 
I Ik- silence of the country no wedding- 
bells may have rung, here's hoping the 
meadow-lark made much ado. 




THE OLDEST FREIGHT DEPOT IN THE WORLD. BUILT AT KR KDK K lOKSBf RO, MARYLAND, 
EIGHTY-ONE YEARS AGO BY THE BALTIMORE AND OHIO AND STILL IN USE. 



THE ROMANCE OF 

AMERICAN RAILROADS. 



BY W . S . WRIGHT. 



(I'AKT III.) 




,( >SS W I NANS, tin- inventor 
of the friction - wheels, 
lirsi used on the Baltimore 
and Ohio Railroad, on 
August 28. 1X30. wrote the 
following letter. giving 

a comparative view of the performance 
of the locomotive of the Stephensons, of 
England, contrasted with that of Peter 
Cooper, of the United States : 

Scries Began in the August Railroad Man' 

7 R R 97 



I'mui' E. Thomas, Esq., 
President Baltimore and Ohio Railroad 
Company, 

Sir: 

The performance of the working model 
nf experimental locomotive- engine of -^' r - 
Cooper Has been such to-day as to induce 
me t" attempt a hasty comparison of its 
dimensions and performances with some 
nf the late celebrated English locomotives, 
having . itnesscil the grand locomotive ex- 
hiliitinii ;:t Liverpool in October last, for 

- Magazine. Single copies, 15 cents. 



98 



RAILROAD MAN'S MAGAZINE. 



the i500 purse, ami many other interest- 
ing experiments by the Novelty and 
Rocket since that time. As Mr. Cooper's 
engine has been got tip in a temporary 
manner, and tor experiment only, and has 
been on the road but a few days, it will 
be no more than justice to make the com- 
parison with some of the early experiments 
of the English engines, I have, therefore, 
selected the experiment of the Rocket in 
October, on the result of which the premi- 
um of i.vx) was awarded to Mr Stephen- 
son, its builder, fur having produced the 
most efficient locomotive-engine, etc. 

The Rocket is professedly an eight- 
horse-power when working at a moderate 
Speed, but. when working at high veloci- 
ties, she is said to be more than eight 
horse-power. Its furnace is two feet wide 
by three feet high: the boiler is six feet 
long and three feet in diameter. 

The furnace is outside of the main 
boiler, and has an external casing, between 
which and the fireplace there is a space of 
three inches filled with water and com- 
municating with the boiler. The heated 
air from the furnace is circulated through 
the boiler by means of twenty-live pipes of 
two inches internal diameter. It has two 
working cylinders of eight inches internal 
diameter and fifteen inches in length each, 
or thereabouts. The road-wheels to which 
the motion is communicated are four feet 
eight anil a half inches in diameter. 

Mr. Cooper's engine has but one work- 
ing cylinder of three and one- fourth inches 
diameter, and fourteen and a half inch 
stroke of piston, with a boiler proportion- 
ably small, or nearly so. The wheels of 
the engine to which the motion is com- 
municated are two anil a half feet in 
diameter, making it necessary to gear 
with wheel and pinion to get speed, by 
which means a considerable consumption 
of power is experienced, 

You will perceive by the foregoing that 
the capacity, or number of cubic inches, 
contained in the cylinder of Mr. Cooper's 
engine is only about one- fourteenth part 
of that contained in the two cylinders of 
the Rocket; consequently, it can only use 
one- fourteenth the quantity of steam under 
the same pressure when each engine is ma- 
king the same number of strokes per min- 
ute, which is nearly the case when the two 
engines arc going at equal speed on the 
mad. 

The total weight moved in the experi- 
ment above alluded to by the Rocket, in- 
cluding her own weight, was seventeen 
tons on the level road at an average speed 
of twelve and a half miles the hour, there- 
by exhibiting (agreeably to Vignoles's late 
table of the power .>f locomotive-engines) 
a little less than a six-horse engine. 

Mr. Cooper's engine has. to-day. moved 
a gross weight of four and a half tons 
from the depot to Ellicott's Mills, and back 
in the space of two hours and t< minutes, 
which, as you arc aware, the distance be- 
ing twenty-six miles, gives an average 
speed of twelve miles to the hour. As the 



engine returned with its load to the son. 
point whence it started, the acclivities and 
declivities of the road were. ..f course, 
balanced: and at least as much Una- and 
power (if not morct were required to 
traverse the whole distance as would have 
been on a level road: therefore Mr. 
Cooper's engine exhibited an average 
force during the time it was running ..f 
143 horse-power, or nearly one and a half, 
which is more than three times as nuuh 
power as the Rocket exhibited during the 
experiment above described, in proportion 
to the cylindrical capacity of the respective 
engines. 

This, no doubt, originated in a consider- 
able degree from the steam being used in 
Mr. Coopers engine at a higher pressure 
than in the Rocket. We are, however, not 
able to come to any very correct conclu- 
sion as to w hat extent this cause prevail.-. I 
(Mr. Cooper's steam-gage not being ac- 
curately weighed 1. which prevents a more 
minute comparison being made 

It may be said that subsequent practise 
and experience with the Rocket have en- 
abled her construct.. r to produce more 
favorable results, which is no doubt tin- 
ease: but we have every reason to expect 
a similar effect with regard to Mr 
Cooper's engine, judging from what we 
have witnessed, each exhibition of its 
(lower being, as yet. an improvement upon 
the one that preceded it. 

It is, however, too small and t..o tempo- 
rary in its construction to expect a great 
deal, from the friction of the parts: the 
heat lost in a small engine being much 
greater in proportion to the power than in 
a large one. Hut to-day's experiments 
must. I think, establish, beyond a doubt, 
the practicability of using locomotive 
steam-power on the Baltimore and Ohio 
Railroad for the conveyance of passengers 
and goods at such speed and with such 
safety (when compared with other 
modes) as will be perfectly satisfactory 
to all parties concerned, ami with such 
economy as must be highly Mattering t.. 
the interests of the company. 

It has been doubted by many whether 
the unavoidable numerous short curves 
and inclined planes on the line of your 
road would not render the use of locomo- 
tive power impracticable; but the velocity 
with which we have been propelled to-day 
by steam-power round some of the shortest 
curves — from fifteen to eighteen miles per 
hour— without the slightesi appearance of 
danger, and with very little, if any, in- 
creased resistance, as there was no ap- 
preciable falling off in the rale of speed, 
and the slight diminution in speed in pass- 
ing Up the inclined plains, some of which 
were nearly twenty feet to the mile, must. 
I think, put an end to such doubts, and at 
once show the capability of the Baltimore 
and Ohio Railroad to do much more than 
was at first anticipated or promised by its 
projectors and supporters. 

Respectfully yours, 

Ross \\ IN VNS. 



THE ROMANCE <>!•' AMERICAN RAILROADS. 



An interesting description of the first 
trip of Peter Cooper's locomotive was 
written at the time by M. B. Latrobe, 
generally attorney for the H. and ( >. He 
was one of the passengers on that occa- 
sion. In a lecture before the Maryland 
Institute, in (868, Mr. Latrobe. speaking 



ripe old age, honored and beloved, dis- 
tinguished fur his private worth and fur 
his public benefactions; one of those for 
whom wealth seems t.i have been granted 
by Providence that men might know how 
wealth might lie used fO benefit one's 
fellow creatures. I refer to Mr. Peter 
Cooper! "f New York. 

Mr. Copper was satisfied that steam 




PET KR COOPKR, KlK'SDEH OF THE OHIPKK INSTITUTE, NEW VORK. HE WAS 
ONE OF THE F1KST AMERICANS TO SEE THE POSSIBILITY OF THE RAIL- 
ROAD. HE Bl'ILT "TuJI THUMB," ONE OP THE FIRST AMERICAN 
LOCOMOTIVES. ITS TUBES WERE OLD GUN BARRELS. 

I'/wtwaf/i hy Surony. AVtu 1 'o ri\ 



of the numerous curves that existed on 
the line of the Baltimore and < rtlio Rail- 
road, said : 

For a brief season it was believed that 
this feature of the early American roads 
would prevent the use of locOJUOti ve-en- 
gines. The contrary was demonstrated hy 
a gentleman still living in an active and 



might he adapted to the curved roads 
which he saw would lie liuilt in the United 
States: and he came to Baltimore, which 
then possessed the only one on which he 
Could experiment to vindicate his belief, 
and Ife built an engine to demonstrate his 
belief. 

The machine was not larger than the 
hand-cars used hy workmen to transfer 



mo 



RAILROAD MAN'S MAGAZINE. 



themselves from place to place ; and. as Hie 
speaker now recalls its appearance, the 
only wonder is. that so apparently insig- 
nificant a contrivance could ever have been 
regarded as competent to the smallest 
results. 

But Mr Cooper was w iser than many of 
the wisest around him. His engine Could 
imt have weig&ed a ton. but he saw in it 
a principle which the forty-ton engines of 
to-day have but served to ctevel ■;> an I 
demonstrate. 

The boiler of Mr. Cooper's engine was 
not as large as the kitchen boiler attached 
t.i many a range in modern mansions; it 
was of about the same diameter, but not 
much more than half as high. Il Stood 
upright in the car. and was Idled above 
the furnace, which occupied the lower sec- 
tion, with vertical tubes. 

The cylinder was but three and a half 
inches in diameter, and speed was started 
Up by gearing. 

No natural draft could have been suffi- 
cient to keep up steam in so small a boiler: 
and .Mr. Cooper used, therefore, a blow? 
iug-a;iparatus. driven by a drum attached 
to one of tlie car-wi'cels, over which 
passed a cord that in its turn worked a 
pulley on the shaft of the blower. 

Among the first buildings erected at 
Mount Clare was a large car-house, in 
which railroad tracks were laid at right 
angles with the road-track, communicating 
with the latter by a turntable, a Lilliputian 
affair indeed, compared with the revolving 
plat forms, its successors, now in Use. 

In t' > C2r-shop. Mr. Cooper had his 
engine. : "d I ere Steini was first raised: 
and it s-.-rrs :s though n Wt ' r - within the 
last week that live speaker sr.. George 
Itrown. the treasurer of the company, one 
of our most estimable citizens, his father. 
Alexander Brown, Phillip E, Thomas, an I 
one or two more, watch Mr, Cooper, as 
with bis own hands he opened the throttle, 
admitted the steam into the cylinder, and 
saw the crank-substitute operate success- 
fully with a clacking noise, while the ma- 
chine moved slowly forward with some of 
the bystanders, who had stepped upon it 

And this was the first locomotive for 
railroad purposes ever built in America: 
and this was the first transportation of 
persons by steam that had ever taken 
place on this side of the Atlantic, on an 
Atnerican-huill loconii >tiv c. 

Mr. Cooper's success was such ;s to in- 
duce him to try a trip to Kllicoti's Mills, 
on which occasion an Open car. the lirst 
used unpil the road already mentioned, 
having been attached to the engine, and 
filled with the directors and some friends, 
the speaker among the rest, the lirst 
journey by steam in Vinerica on an Ameri- 
can locomotive was commenced The trip 
was most interesting. 

The curves were passed without dilli- 

culty at a speed of fifteen miles an hour; 
the grades were ascended with compara- 
tive ease: tin- day was line, the Company 
in the highest spirits; and sntne excited 



gentlemen of the party pulled out memo- 
randum-] ks. and when at the highest 

speed, which was eighteen miles an hour, 
wrote their names and some connected 
sentences, to prove that even at that ureal 
velocity it was possible to do so. 

The return trip from the Mills, a dis- 
tance of thirteen miles, was made in ln'ty- 
seven minutes. This was m the summer of 
i '.V>. but the triumph of this Tom Thumb 
engine was not altogether a drawback, 
i'he great stage proprietors of the day 
were Stockton and Stokes: an. I on tha't 
occasion a gallant gray, of great beauty 
and power, was driven by the II fro It toWO, 

attached to another ear on the second 
track— for the company had begun by ma- 
king two tracks to the Mills^-and n*et the 
engine at the Relay I ousc on its way 
back. 

From this point it was determined to 
have a race home; and. the start being 
even, away went horse ami engine, the 

snort of th< e and t' e pull of the oil , r 

kecpiug time and time. 

At lirst the gray had the best of it, for 
his steam would be applied to ti e greitest 
advantage on the instant, while the engine 
had to wait until t' e rotation of the 
wheels set the blowers to work. The horse 
was perhaps a quarter of mite a] cad. 
when the safety-valve of t" e engine lifted, 
ami the thin blue vapor Issuing from il 
showed an excess of s-evu. 

The blower whistled, the steam blew 
oft in vapory elouds. the pace increased, 
the passengers shouted, t" e engine gained 
on the horse ! 

Soon it lapped him. Ti e siik was placed. 
The race was neck nad nerk — nose and 
nose; then the engine passed the horse, 
ami a great hurrah hailed tie victory! 

Hut it was not repeated, for just at this 
time, when the gray master was about 
giving up, the band which drove the pulley 
and moved the blower slipped from the 
drum, the safety-valve ceased to s. ream, 
ami the engine, for want of breath, beg in 
to wheeze and pant. 

In vain Mr. Cooper, who was his own 
engineer and fireman, lacerated bis hands 
in attempting to replace the hand Upon the 
wheel: in vain he tried to urge the lire 
with fight wood: the horse gained on the 
machine and passed it, and, although the 
band was presently replaced, the steam 
again did its best, "the horSC "a, too far 
ahead to be overtaken, and came in t! e 
winner of the race. 

Itut the real victory was with Mr 
Cooper, notwithstanding lie had held fast 

to the faith that was in bun, and had dem- 
onstrated its truth beyond peradventure. 

In a patent case, trieil many sears after- 
ward, the boiler of Mr Cooper's engine 
became important as a piece of evidence 
It was hunted for and found among sonic 
old rubbish at Mount Clare It was diffi- 
cult to imagine that it hail ever generated 
steam enough to drive a coffee-mill, much 
less to run an engine that could go as fast 
, s a horse. 



THE ROMANCE OF AMERICAN RAILROADS. 



Ml 





THE OLDEST LOCOMOTIVE IS THE WORLD THAT IS DAILV CNDER STEAM, IT WAS BI'ILT IN IS32, 
AND TO-DAY IS MAKING REGULAR TRIPS AT THE COLLIERIES OF SIR LINDSAY WOOD, 
HETTONLE-HOLE, DURHAM COUNTY, ENGLAND. 



In those clays of railroad romance, 
when the crude early locomotives were 
looked upon as mere freaks and impos- 
sible of practical development, steam 
had one great rival to overcome, and 
that was " horse " power. 

A horse was placed in a car and made 
to walk on an endless apron or belt in 
order to " make the wheels go round." 

The machine worked indifferently : 
but on one occasion, when drawing a 
car filled with representatives of the 
press, it ran into a cow, and the pas- 
sengers, having been lilted out and rolled 
down an embankment, were unanimous 
in condemning the contrivance. And SO 
the horse " power car passed out of 
existence. 

Next came the Meteor, a sailing 
vehicle. It was the invention of Evan 
Thomas, who was. perhaps, the first man 
who advocated railroads in Baltimore; 

The Meteor required a good gale to 
drive it, and would only run when the 
wind was abaft or on the quarter. Head 
winds were fatal to it, and Mr. Thomas 
was afraid to trust a strong side wind 
lest the Meteor might upset. 

Therefore, it seldom made its appear- 
ance unless the wind was from the north. 



when it would be dragged out to the 
farther end of the old Mount Clair 
embankment and be blown back. 

The Baltimore and < >hio Railroad be- 
ing the first in operation in this. country, 
and almost the first in the world for the 
transportation of passengers and mer- 
chandise, was visited by people from all 
Over the world. Among them was Baron 
Krudener. envoy from Russia, who by 
invitation of Mr. Thomas, made an ex- 
cursion in the sailing-car and " sailed " 
it himself. ( m his return from the trip, 
he declared he had never before traveled 
so pleasantly. 

Mr. Thomas had a model of the sail- 
ing-car constructed, which he presented 
to Baron Krudener. with the compli- 
ments of the company, to be forwarded 
to the emperor. Like the horse-car. the 
sailing-car was soon sent to the scrap- 
heap. It was an amusing toy only. 

It was after the demonstration by 
Peter Cooper that the Baltimore and 
Susquehanna Railroad Company im- 
ported the Herald from England. 

lis greatest stunt was to run oil thz 
track'. lis unfitness, with its large 
wheels, for use on our curved roads, 
was quickly apparent. 



102 



RAILROAD MAN'S MAGAZINE, 



I Respite its unpractical qualities, the 
Herald was greatly admired for in 
beauty. Thomas John, its " driver." 
was also much in the public eve. When 
lie came down from his " lofty " perch 
to oil the engine, the Crowd surrounded 
him. 

Peter Cooper, like his eminent con- 
temporary, George Stephenson, may be 
looked upon justly as the pioneer of the 
locomotive system in America. Un- 
doubtedly lie built tine first locomotive 
ever constructed here: ami although hi- 
little machine was nut intended for prac- 
tical purposes 0:1 a railroad, ytl it estab- 
lished a fact then very much doubted: 
the ability of a locomotive to travel 0:1 
curves. 

Bui the Herald was antedated in an- 
other quarter. Mr. Cooper commenced 
his career in life from the very foot of 
the ladder, and by bis indomitable per- 
severance and industry, rose step by step 
until be reached the to)). Ilis fife-Story 

is the history of a poor boy. without edu- 
cation or influential friends, who raised 
himself to a position of wealth and 

reputation. 

Mr. Cooper was born in the city of 
New York. February u. itqi. His 
maternal grandfather. John Campbell, 
was mayor of New York and deputy 
quartermaster-general during the Rev- 
olutionary War, in which his father also 
served as a lieutenant, 

Mr. Cooper's father was a hatter, and. 
OS - mi:i as young Peter was old enough 
lo pick fur from the rabbit skins used in 
making hats, he was set to work. 

Me had no opportunities for educa- 
tion, and only attended school one or 
two months in bis life. 

" 1 have never had any time to g.t an 
education." be once almost pathetically 
remarked. " and all that I know I have 
bad to pick up as I went along." 

lie remained in the hat business with 
his father until he had mastered all its 
branches. During much of the time, 
after he had finished his labors for the 
day. he would work until late at flight 
with some carver's tools which his grand- 
mother gave him, in order to add to his 
small wages. 

The Cooper Institute in New York 
City is the result of his recollection-, of 
those early days of struggle, and i- in- 
tended to help poor hoys. 



Young Cooper afterward went into 
the brewing business, at which he re- 
mained for two years, lie then served 

an apprenticeship at coach-making, and 
finally joined his brother in the cloth- 
shearing business. 

For some time they succeeded, but 
after the War of l8t2 the business was 
so injured by the introduction of Foreign 
cloths that Peter Cooper left it and be- 
gan cabinet-making. 

lie gave this up after a while anil 
opened a grocery-store on the present 
site of the Cooper Cnion. .Yew York 
City, where lie carried 011 a small retail 
trade. He bought a woolen factory with 
his savings. 

lie was interested i:i other ventures, 
but the largest part of his fortune was 
made in the manufacture of glue and 
by his iro!i-w orks. 

In [830 he erected extensive iron- 
works at Canton, near P>ahimore. where 
he built from his own designs the first 
locomotive on this continent. 

lie carried 011 large wire and rolling 
mills at Trenton. Xew Jersey, and was 
the first man to roll wrought-iron beams 
for fireproof buildings, lie was inter- 
ested in the progress of telegraphy, and 
was an officer in several leading tele- 
graph association^. 

While serving as an alderman Mr. 
Cooper conceived the idea of " Cooper 
Union." A fellow alderman who had 
visited the Ecoles d' Industrie in Paris 
and been much impressed with their 
Utility and attractions, described them lo 
Mr. Cooper and suggested thai a similar 
school should be started in this country. 
The idea remained for many years in 
Mr. Cooper's mind. Finally the ground 
was broken and the educational monu- 
ment to Peter Cooper begun. 

The mere saving and donating of the 
money for the purpose was but a frac- 
tion of the work performed. Great diffi- 
culties had to be overcome in designing 
the building; unique at the time, but 
very old-fashioned whin compared with 
the wonderful buildings of to-day. 

Mr. Cooper was determined that it 
should be fireproof, consequentl) a_ sep- 
arate foundry had to be creeled to forg 
the iron used in the const met ion. \\ hen 
this was done, the estimated outlay fell 
short twenty-five thousand dollars of the 
actual cost 



THE ROMANCE OF AMERICAN RAILROADS. 



103 



Countless other obstacles had to bo 
overcome, and, finally, the institute was 
completed at cost far in advance of its 
estimated expense. In fact, it took all 
Mr. Cooper's money to finish it. and he- 
was a comparatively poor man when all 
the bills were paid. 

On the dav the building was com- 



and be delivered ns aforesaid, subject to 
the following conditions, to wit: 

FlRST — The engine must burn coke or 
coal, and must consume its own smoke 

SiCConii — The engine, when in operation, 
must not exceed three and one-half lolls' 
weight, and must, on a level road, he 
capahle of drawing day by day, fifteen 
tons, inclusive of the weight of the 
wagons, fifteen miles per hour. The corri- 




IN tS6z, BALDWIN" TI.RNEI) OUT THIS CLASSY-LOOKING ENGINE FOR THE PEN XSY. 

WHEELS WERE 4S INCHES ', CYLINDERS, iSJ'j X 22. 



HER DRIVING- 



pleied, February \Z, 1871. Mr. Cooper 
reached his eightieth birthday. 

The key to Mr. Cooper's life is to be 
found in his own words: "I resolved 
that I would repay every benefit which 
I had received by conferring an equal 
benefit on some of my fellow men." 

The conditions required and the 
premium offered by the Baltimore and 
( >hio Railroad Company for the best 
locomotive of American manufacture 
were as follows : 

Office 0? WW Hai.timori- and Ohio 

R.Ml.KoUl I'n.MI'ANV. 

January 4, iSjI. 
The Baltimore and Ohio Railroad Com- 
pany, being desirous of obtaining a supply 
of locomotive-engines of American manu- 
facture, adapted to their road, the presi- 
dent and directors hereby give public 
notice that they will pay the sum of four 
thousand dollars for the most approved 
engine which shall he delivered for trial 
upon the road, on or before the 1st of 
June. 1831; and they will also pay three 
thousand five hundred dollars for the en- 
gine which shall be adjudged the next best. 



pally to furnish wagons of Winan's con- 
struction, ihe friction of which will not 
exceed live pounds to the ton. 

Tlliuii — In deciding on the relative ad- 
vantages "t the several engines the com- 
pany will take into consideration their 
respective weights, power, and durability, 
and all other things being equal, will ad- 
judge a preference to the engine weighing 
Ihe least. 

Fourth — The flanges are to run on the 
inside of the rails. The form of the cone 
and flanges, and the tread of the wheels, 
must be such as are now in use on the 
road. If the working-parts arc so con- 
nected as to work with Ihe adhesion of all 
the four wheels, then all the wheels shall 
he of equal diameter, not to exceed three 
feet: but if tile connection be such as to 
work with the adhesion of two wheels 
only, then those two wheels may have .1 
diameter nut exceeding four feet, and the 
oilier two wheels shall be two and a half 
feet in diameter, and shall work with Wi- 
nan's friction-wheels, which last will be 
furnished Upon application to the com- 
pany. The flanges to be four feel seven 
and a half inches apart, from outside to 
outside. The wheels to be coupled four 
feet from center to center, in order to suit 
curves of short radius, 

FtPTH — The pressure of steam not to 



104 



RAILROAD MAN'S MAGAZINE. 






HORATIO ALLEN, THE FIRST MAS TO RL'N A LOCOMOTIVE IN' THE 
UNITED STATES. HE WAS AT THE THROTTLE OF THE 
"STOURBRIDGE LION" WHEN SHE MADE HER 
FIRST TRIP, AUGUST S, 1S29 



Ninth — The engines which 
may appear to offer the 

greatest advantages will he 
subjected to the performance 
pi thirty days' regular work 
on the road : at the end of 
which time, if they shall 

have proven durable, and 
continue to be capable oi 
performing agree a b I \ fo 
their tirst exhibition, as 
aforesaid, they will be re- 
ceived and paid for as here 
stipulated. 

P. H. Thomas, President. 
N". It — The railroad com- 
pany will provide and will 
furnish a tender and a sup- 
ply of water and fuel for 
trial. Persons desirous of 
examining the road, or of 
obtaining more minute in- 
formation, are invited t . 
address themselves to the 
president of tile company. 
The least radius of curva- 
ture of the road is four 
hundred feet. Competitors 
who arrive with their eu- 
.gines before the 1st of June, 
will he allowed to make ex- 
periments on the road previ- 
ous to that fliy. 

The editors of the \ ii- 

tionaj Gazciic. Philadelphia; 
Commercial Advertiser, N«w 
York, and Pittsburgh States- 
man, will copy the above 
once a week, for tour weeks, 
and forward their hills to the 
Balitmore and Ohio Railroad 
Gi 1 npauy. 



exceed one hundred pounds to the Square 
inch, and, as a less pressure will be pre- 
ferred, the company, in deciding on the 
advantages of the several engines, will 
take into consideration their relative de- 
grees of pressure. The company will he 
at liberty to put the boiler, tire-tube, cyl- 
inder, etc . to the test of a pressure of 
water not exceeding three times the pres- 
sure of the steam intended to be worked, 
without being answerable for any damage 
the machine may receive in such a test. 

Sixth — There must be two safety- 
valves, one of which must be completely 
out of reach of the engincmafl, and neither 
of which must be fastened down while the 
engine is working. 

Skvf.nth — The engine and boiler must 
be supported on springs ami rest on four 
wheels, and the height from the ground to 
the top of the chimney must not exceed 
twelve feet. 

Kir.HTii — There must be a mercurial 
gage affixed to the machine, with an ihdex- 
rcidi showing the steam-pressure above 
fifty pounds per square inch, and con- 
structed to blow out at one hundred and 
twenty pounds. 



l'hiueas Davis's engine, 
better known as Davis and Gartner's «. 1 1 - 
gine, built at York, Pennsylvania, was 
the only one which came up to the re- 
quirements of the company. After a trial 
and several modifications and changes, 
late in the summer of [S31, this engine 
was found capable of running between 
Baltimore and Ellicott's Mills, thirteen 
miles. It hauled four loaded cars of the 
gross weight of fourteen tons, and made 
the thirteen miles in about one hour. 

"This engine was mounted on wheel- 
thirty inches in diameter, and its velocity 
was effected by means of gearing with 
a spur-wheel and pinion on one of the 
axles of the " road wheels," 

Tn the construction of the road from 
Baltimore to the Poinf of Rocks, every- 
thing suggested by science or experience 
was tested. Therefore this road had the 
honor of solving most of the problems 
which presented themselves in this early 



THE ROMANCE < >!" AMERICAN RAILROADS. 



105 



period of railroads in this country. The 
granite, the iron rail, the wood and iron 
on stone blocks, the wood and iron on 
wooden sleepers, supported by broken 
stone: the same supported by longi- 
tudinal ground-Sills in place of broken 
stones: the log-rail, formed of trunks of 
trees, worked to a surface on one side 
to receive the iron, and supported by 

wooden sleepers; and ihe w rought-iroh 
rails of the English mode wer; r.ll tried 
out by the l!. and ( >. as early as 1X32. 

While all this was taking place in 
Maryland, a similar enterprise, nearly 
equal in its magnitude and importance, 
was started in another section of the 
country. 

The practicability of establishing a 
railroad communication between Charles- 
ton. South Carolina, and Hamburg, on 
the western border of that State, a dis- 
tance of one hundred and thirty-six 
miles, was considered as far back as 

Ihe Charleston Courier, ol December. 
1827, published the follow ing letter from 
Columbia, where the Legislature was in 
session at the time: 

The committee to whom the Charleston 
memorial was referred is ifivWcd in 
opinion on the propriety of an appropria- 
tion for the survey of the country between 



Charleston and Hamburg. Some of die 
committee think that if the railroad is to 
be the work of a company, who is to re- 
ceive all the profits, the whole expense 
should he borne bj the company. And 
again, that if a survey he effected by the 
State, it WOUld not he done so satisfactori- 
ly tu the community as it probably would 
he if managed by individuals immediately 
interested. 

However, a bill, granting a charter for 
the South Carolina Railroad, was passed 
December 19. 1827. Fifteen days after. 
January 4. 1828, a meeting of the citizens 
was called and a committee appointed to 
report on that charter at the next meet- 
ing. The second meeting was called in 
the Charleston Courier. January 7. 1828. 
as follows : 

A meeting of the citizens is requested 
at the City Hall, this day, at One o'clock, 
to take into consideration the report of the 
committee 011 the subject of the railroad 
from this city to Hamburg. At a previous 
meeting on January 4. the sub-committee 
had reported unfavorably. This committee 
pointed out many parts of the General 
Act of the Legislature for incorporating 
companies for constructing turnpike-roads, 
bridges, and ferries that were inapplicable 
to a railroad company, as the hill now he- 
fore the Legislature. 

January j<>. 1N28. the first charter of 
the South Carolina Railroad was 




THE "EVERETT" WAS BUILT BY THE BALDWIN LOCOMOTIVE WORKS, ABOUT IS7.S, FOR THE 
BOSTON ANIi MAINE RAILROAD. IT WAS DESIGNED FOR SWITCHING AND PASSEN- 
GER SERVICE IN CITV STREETS. FOR PASSENGER SERVICE THE ENGINES 
WERE FITTED WITH A PATENT EXHAUST CHAMBER INTO WHICH 
THE STEAM PASSED, MUFFLING THE NOISE. 



100 



RAILROAD MAN'S MAGAZINE. 




granted- The stockholders organized as 
a Company on May IS, 1828. This was 
the second railroad company formed in 
the United States for commercial pur- 
poses and the transportation of pas- 
sengers and freight. 

At one of the earliest meetings of the 
projectors. Horatio Allen was invited by 
them to till the position of chief engi- 
neer of the contemplated work. Mr. 
Allen made a report at 'lie fits! meeting, 
recommending the kind of road to be 
constructed and the best power to be 

Used. 

Having visited England to examine 
the progress made in railroads and loco- 
motives, and having been requested, 
while in England, by John B. Jervis, 
chief engineer of the Delaware and Hud- 
son Railroad, to contract for the iron 
for that road and procure for it three 
first-class locomotives, the Charleston 
Railroad directors had confidence in his 
skill and judgment. 

In his report at this first meeting. Mr. 
VIlen used all the arguments at his com- 
mand to recommend the construction of 
the road for steam power. He was so 
Successful that at the meeting 00 Jan- 
uary 14. [830. when the report was 
acted upon. Thomas Bennett offered a 
resolution to the effect that " the steam 
alone should be used upon the road, and 
the selection of the locomotive would 



render the application of animal power 
a great abuse of the gifts of genius ami 
science." 

At the same period, that is. prior to 
the great locomotive trial in England, 
and when the Baltimore and Ohio Kail- 
road Company were so strongly im- 
pressed in favor of horse-power, it be- 
came necessary for Horatio Allen, as 
engineer of the South Carolina Railroad 
Company, to decide for what power thai 
road should he built. 

The road was one hundred and thirty- 
six miles long. Erom the character of 
the country, the plan of the road would 
be naturally influenced by the kind of 
power adopted. Stationary power was 
out of the question; but the opinion was 
held by many of great intelligence that 
horse-power should be tried. 

In the report Mr. Allen made on this 
important question; he submitted a com- 
parative estimate of the results of 
"horse"' power and locomotive power. 
That estimate was in favor of locomotive 
power, but be rested the decision on the 
basis that, what the performance of a 
horse was ami would be. every one 
knew: but the man was not living who 
would undertake to say what the locomo- 
tive was yet to do. 

In the recommendation of this reporl 
in favor of locomotive power, the Board 
of ihe South Carolina Railroad Company 



THE ROMANCE OF AMERICAN RAILROADS. 



107 



unanimously concurred, and as this de- 
cision was the first on any railway built 
for general freight and passenger busi- 
ness in this country or in England, it has 
been referred to as one of the interesting 
facts in the early history of railro'ids. 

The preparations for the work were 
at once commenced, and the road was 
I egun in 1N29. Six miles were com- 
pleted in that year. 

Like the Baltimore and < >hio Railroad, 
a number of experiments were tried with 
different methods of power. 

'I'he company offered a premium of 
live hundred dollars for the best loco- 
motive by ftorse-p.otver, This premium 
was awarded to C. E. Detmole, who in- 
vented an engine worked on an endless? 
chain platform. When this " horse- 
power " locomotive was completed and 
tried on the rails, it made twelve miles 
an hour and carried twelve passengers. 

A sailing-car. a car moved by the 
wind, was also tried upon the road m 
1830. The Charleston Courier of March 
SO, 1830. said of this car: 

A sail was set <mi a car on our railroad 
yesterday afternoon, in the presence of a 
iarge concourse of spectators. Fifteen 
gentlemen got Oil board ami flew Oiff at 
t'.'.e rate of twelve to fourteen miles an 
hour Thirteen persons and three tons 
of iron were carried about ten miles an 
hour. The preparations for sailing were 
very hastily got up, and. of course, were 
not of the best kind: hut owing to this 
circumstance the experiment afforded high 
sport, 

The Wind blew very fresh from all lUt 

(To he co 



northeast, which, as a sailor would say, 
was " abeam/' and would drive the car 
either way With equal speed. When going 
at the rate of about twelve miles an hour 
and loaded witli fifteen passengers, the 
mast went by the board with t' e sail and 
rigging attached, carrying with them sev- 
eral of the crew. The wreck was descried 
by several friendly shipmasters, who kind- 
ly rendered assistance in rigging a jurv- 
mast. and the car was again soon put 
under way. 

During the afternoon the wind changed 
so as to bring it nearly ahead when going 
in one direction: but this did not stop the 
sport, as it ascertained that the car would 
sail within four points of the wind. We 
understand it is intended by s i ne of our 
Seamen to rig a car properly, and s'lortly 
to exhibit their skill in managing a vessel 
on land. 

The president of the road, one 'flip- 
per, in one of his reports, stated that on 
March t. 1830. the committee to whom 
the matter was referred had reported 
that they had accepted the offer of E. 
!.. Miller, of Charleston, to construct a 
locomotive at the West Point Foundry, 
N\\v York, and that it should perform 
;:l the rate of ten miles pit hour, instead 
of eight, as first proposed, and carry 
three times the weight required the year 
before by the Liverpool and Manchester 

Railroad. 

Mr. Miller immediately began the con- 
struction of his locomotive. His plans 
and specifications were drawn out by 
the same Mr. Detmole. Meanfme th"? 
work on the road was pushed forwar 1 
and another mile completed. This made 
seven miles ready for use. 
n t i n u e d . ) 



CURIOUS RAILROAD INVENTIONS. 



IW ENTORS always will be a queer fra- 
ternity, says Tli'r Kniluuiy Magazine 
when they venture upon ground where 
they are ignorant of technicalities. YVc all 
knbyt the" famous proposals for " feather- 
bed " coaches, or spring buffer vehicles, de- 
signed to absorb the shock of collision, 
when it occurs, that is. provided a catas- 
trophe does not happen when the buffer-car 
i> at the wrong end of the train, or is laid 
up for repairs. Another idea several times 
promulgated is that of allowing Oris train 
to pass oxer another. Hut even these pro- 
posals do not exhaust the list, as ths patent 
records ami much newspaper correspond- 
ence following every serious railway ac- 
. i tent abundantly testify. Other SUggeS- 



ti< us of which we have recentlv heard af- 
ford evidence of the amazing" lengths to 
which amateur railway inventors would 
pn eeed. Here are a few specimens that 
have been recorded: 

( 1 I Coaches fitted with duplicate whse's, 
SO that in the event of breakage, one can be 
removed, and the reserve brought into use 
without delay. (2) Sewing machines op.r- 
p.tc I fn m the axles of passenger coaches, 
for the benefit of industrious lady travel- 
ers. (3) An automatic lunch counter for 
trains, delivering various drinks and eat- 
ables When ins are inserted in slots. (4) 
Traveling cots for babies. (5) C> in- free I 
camera-- for taking views from trains. An I 
so on. almost ad mfinitum. 



lot; 



RAILROAD MAN'S MAGAZINE. 





THE " HACKBNSArK," BUILT IS lS6o. BV ROGERS, FOR THE HACKENSACK AND NEW YORK RAILROAD, 
NOW PART OF THE ERIE. SHE WAS ONE OF THE FIRST " SINGLE-DRIVERS" 
WHICH SEEMED POPULAR FOR A WHILE. 



granted. The stockholders organized as 
a company on May 12. 1828. This was 
the second railroad company formed in 
the United States for commercial pur- 
poses and the transportation of pas- 
sengers and freight. 

At one of the earliest meetings of the 
projectors, I loratio Allen w as invited by 
them to fill the position of chief engi- 
neer of the contemplated work. Mr. 
Allen made a report at the first meeting, 
recommending the kind of road to he 
constructed and the hest power to he 
used. 

Having visited England to examine 
the progress made in railroads ami loco- 
motives, and having heen requested, 
while in England, hy John B, Jcrvis. 
chief engineer of the Delaware and 1 lud- 
son Railroad, to contract for the iron 
for that road and procure for it three 
first-class locomotives, the Charleston 
Railroad directors had confidence in his 
skill and judgment. 

In his report at this first meeting. Mr. 
Allen used all the arguments at his com- 
mand to recommend the construction of 
the road for steam power, lie was so 
successful that at the meeting on Jan- 
uary 14. 1830. when the report was 
acted upon, Thomas Bennett offered a 
resolution to the effect thai " the steam 
alone should he used upon the road, and 
the selection of the locomotive would 



render the application of animal power 
a great abuse of the gifts of genius ami 
science." 

At the same period, that is. prior to 
the great locomotive trial in England, 
and when the Baltimore and Ohio Rail- 
road Company were so strongly im- 
pressed in favor of horse-power, it he- 
came necessary for 1 loratio Allen, as 
engineer of the South Carolina Railroad 
Company, to decide for what power that 
road should lie built. 

The road was one hundred and thirty- 
six miles long. Erom the character of 
the country, the plan of the road would 
be naturally influenced by the kind of 
power adopted. Stationary power was 
out of the question : but the opinion was 
held by many of great intelligence that 
horse-power should be tried. 

In the report Mr. Allen made on this 
important question, he submitted a com- 
parative estimate of the results of 
'horse - ' power and locomotive power, 
That estimate was in favor of locomotive 
power, but he rested the decision on the 
basis that, what the performance of a 
horse was ami would be. every one 
knew: but the man was not living who 
would undertake to say what the locomo- 
tive was yet to do. 

In the recommendation of this report 
in favor of locomotive power, the Board 
of the South Carolina Railroad Company 



THE ROMANCE OF AMERICAN RAILROADS. 



Ki7 



unanimously concurred, ami as tliis de- 
cision was the first on any railway built 
for general freight and passenger busi- 
ness in this country or in England, it has 
been referred to as one of the interesting 
facts in the early history of railroads. 

The preparations for the work were 
at once commenced, and the road was 
begun in 1829. Six miles were com- 
pleted in that year. 

Like the Baltimore and I >hio Railroad, 
a number Of experiments were tried with 
different methods of power. 

The company offered a premium of 
live hundred dollars for the best loco- 
motive by horse-poxver. This premium 
was awarded to C. E. I )etmole. who in- 
vented an engine worked on an endless- 
chain platform. W hen this " horse- 
power ' locomotive was completed and 
tried on the rails, it made twelve miles 
an hour and carried twelve passengers. 

A sailing-car. a car moved by the 
wind, was also tried upon the road in 
t8sO. The Charleston Courier of -March 
20, 1836, said of this car: 

A sail was set on a car on uur railroad 
yesterday afternoon, in the presence of a 
large concourse of spectators. Fifteen 
gentlemen got on board ami flew off at 
the rate of twelve to fourteen miles an 
hour. Thirteen persons anil three tuns 
of iron were carried about ten miles an 
hoar. The preparations for sailing were 
very hastily got up, and, of course, were 
not of the best kind: but owing to this 
circumstance the experiment afforded high 
sport. 

The wind blew very fresh from about 



northeast, which, as a sailor would say, 
was "abeam," and would drive the car 
either way with equal speed. When going 
at the rate of about twelve miles an hour 
and loaded with fifteen passengers, the 
mast went by the board with t' e sail and 
rigging attached, carrying with them sev- 
eral of the crew. The wreck was descried 
by several friendly shipmasters, who kind- 
ly rendered assistance in rigging a jury- 
mast, and the car was again soon put 
under way. 

During the afternoon the wind changed 
so as to bring it nearly ahead when going 
in one direction; but this did not slop the 
snort, as it ascertained that the car would 
sail within four points of the wind. We 
enderstand it is intended by some of our 
seamen to rig a ear properly, and shortly 
to exhibit their skill in managing a vessel 
on land. 

The president of the road, one Tap- 
per, in one of his reports, stated that on 
March 1. 1830, the committee to whom 
the matter was referred had reported 
that they had accepted the offer of E. 
I.. Miller, of Charleston, to construct a 
locomotive at the West Point Foundry. 
New York, and that it should perform 
at the rate of ten miles p;r hour, instead 
of eight, as first proposed, and carry 
three times the weight required the year 
before by the Liverpool and Manchester 
Railroad. 

Mr. Miller immediately began the con- 
struction of his locomotive. His plans 
and specifications were drawn out by 
the same Mr. Detmole. Mcant'mc the 
work on the road was pushed forwar 1 
and another mile completed. This made 
seven miles ready for use. 



(To he continued.) 



CURIOUS RAILROAD INVENTIONS. 



INVENTORS always will he a queer fra- 
ternity, says The Railway Magacine, 
when they venture upon ground where 
they are ignorant of technicalities. We all 
know the" famous proposals for '" feather- 
bed " coaches, or spring buffer vehicles, de- 
signed to absorb the shock of collision, 
when il occurs, that is, provided a catas- 
trophe does not happen when the buffer-car 
is at the wrong end of the train, or is laid 
up for repairs. Another idea several times 
promulgated is that of allowing on.- train 
to pass over another. But even these pro- 
posals do not exhaust the list, as th? patent 
records and much newspaper correspond- 
ence following every serious railway ac- 
cident abundantly testify. Other sugges- 



tions of which we have recently heard af- 
ford evidence of the amazing' lengths to 
which amateur railway inventors would 
proceed. Here are a few specimens that 
have been recorded : 

( 1 I C oaches fitted with duplicate wh.-c's, 
so that in the event of breakage, one can be 
removed, and the reserve brought into use 
without delay. (2) Sewing machines op r- 
::tc 1 from the axles of passenger coaches, 
Ei r the benefit of industrious lady travel- 
ers. (3) An automatic lunch counter for 
trains, delivering various drinks and eat- 
ables when coins are inserted in slots. (4) 
Traveling cots for babies. (5) C< in-freed 
cameras for taking views from trains. An 1 
so on. almost ad infinitum. 




IO.S 



TOY" RAILROADS THAT MAKE MONEY. 



With Miniature Locomotives and Cars, the Festiniog, in Wales, and the 
Long Otavi Line of South Africa Earn Dividends for Owners. 



II V MONTGOMERY AMES. 



Till". Festiniog Railroad, a railroad not 
much larger than that which a king 
might have constructed to amuse the 
children of the royal household, has taken 
its place among the most successful lines in 
Wales. In operation for over seventy 
years, it is distinctly profitable and pays 
satisfactory dividends. The Festiniog is 
one of the toy railroads of the world, for 
it is equipped with mere miniatures of the 
great rolling stock of our modern systems. 

The Festiniog Railroad is the first of its 
kind ever constructed. It was built in 1839 
to facilitate the transportation of slate from 
the W elsh quarries to Portmado.c. It was 
operated by gravitation and horses. The 
long inclines would carry the cars to their 
destination, while horses would haul back 
the empties. 

In 1863. after twenty-three years of serv- 
ice for the quarries, C. H. Spooner, an en- 
gineer, suggested that the steam-engine be 
introduced and the railroad reconstructed 
to carry passengers and freight. The sug- 
gestion was adopted, and in that year, its 
period of business and finance began. 

The Festiniog Railroad is thirteen ami 
one-half miles long. Its gage is 23^ 
inches. From terminus to terminus it as- 
cends or descends the inclines along which 
the old gravitation equipment once rolled. 
On the journey northward the difference 
in the altitude of the two terminals is 700 
feet, which means a constant climb from 
I'ortmadoc. The grades are various in 
their severity. The curves are many and 
sharp. In many places a train of the usual 
number of cars winds around two or three 
curves within its own length. 

Its first locomotive was called the " Lit- 
tle Wonder." and it has won its title, for 
after almost thirty-five years on the rails, 
it is still in efficient service. It was built in 
1 869. Its cylinders arc S'4 inches in diame- 
ter with a Stroke of 13 inches. The dri- 
vers are 28 inches in diameter. Its height 
is about that of the average man. 

Notwithstanding its size it can haul a 
train of 7 passenger-cars, 10 box-cars, a 
caboose, and 100 or more empty slate- 
trucks — a string measuring more than 1,200 



feet in length, and weighing 110 tons. It 
makes the grades without difficulty, and 
cn the more favorable stretches it can at- 
tain a speed of 30 miles an hour. 

The railroad possesses several features 
of technical interest, for. being a one-track 
road, it is equipped with passing-sidings, 
spurs, and the necessary telegraphic anil 
signal equipment to render the operation 
of the road perfectly safe. There is little 
or no danger to passengers, in fact it is not 
known that a collision or derailment has 
ever occurred. 

Might Bump Their Heads. 

The engineer and fireman face what is 
practically the only danger on the road — 
the tunnels. When the tunnels were built, 
little or no clearance was allowed above the 
tops of the cars, for the possibility of the 
steam-engine and its crew was not then 
considered. When standing on the deck, 
the heads of the fireman and engineer ex- 
tend above the entrances of the tunnels, 
and serious accidents might result if they 
failed to lower their heads when running 
into one of the passageways. 

Though the passenger-cars are small, 
they furnish comfortable accommodation 
for fifty passengers. 

In 191 1 over 35.000 tourists rode on the 
Festiniog. 

The success of the Festiniog encouraged 
others to construct miniature narrow-gage 
railroads. In North Wales the Xorth 
Wales Narrow-Gage Railroad is being oper- 
ated, but the most famous of the world's 

toy " railroads is the Otavi line in South 
Africa. It is the longest little railroad in 
the world, extending 368 miles from Swap- 
komund. on the coast of German South- 
west Africa, to Tsumeb, in the heart of the 
wilderness. Its ga'ge is two feet. 

In 1903 a party of construction engineers 
sailed for Africa with the first cargo of 
material. The question of securing labor 
was a most distracting one. Strikes oc- 
curred, the Europeans found much diffi- 
culty in commingling with the natives, but 
eventually, in 1906, the road was finished. 



OLDEST LIVING HOGGER 



G. Augustus Jeffries, Born Ninety Years Ago and Still 
Hale and Hearty, Tells of the High Spots of His 
Interesting Life as a Pennsy Engineer of the Fifties. 



BY H . M . L O M E . 



INCE the day I began rail- 
roading, in i^4<>. there's been 
mighty changes in equipment 
and methods : hut it seems to 
me that the boys haven't 
changed a bit. I s'pose this 
is owing to tiic railroad business calling 
for men who have sound brains and 
bodies, grit and get-there, and a liking 
for wheels and grease. 

" The consequence is that while the 
lay-out of the railroads may be much 
different from what they used to be. the 
make-up of the boys is about the same 
all the way through." 

The speaker was Charles Augustus 
Jeffries, or. as he prefers to lie called. 
C. Augustus Jeffries, as he has a son 
who bears his full name. Not only is 
Mr. Jeffries the oldest pensioner of the 
Pennsylvania Railroad, but. according 
to his statement, which is confirmed by 
tlie company, the oldest American rail- 
road engineer now living. Horn < Vtoher. 
|S»2, he became a fireman on the State- 
owned Columbia and Philadelphia Rail- 
road in 1S46. Three years later he was 
promoted to the post of engineer. W hen 
the Pennsy acquired the Columbia and 
Philadelphia, it took over Mr. Jeffries. 
He continued as an engineer until L8S3, 
when he was made signal-repairer. In 
1900, he was put on tlie pension list. 

Mr. Jeffries lives in the town of his 
birth, Lancaster. Pennsylvania. In a 
quiet, homelike, cozy residence the ven- 
erable engineer and his sister keep 
house. Miss Jeffries is a pleasant-man- 
nered lady who. like her brother, has 



youth in her heart, though the years 
have silvered her hair. 

The nonagenarian engineer is rather 
small of stature, has a finely shaped 
head covered with a thick growth of 
snow-White hair, and it is easy to see 
that in his younger days he must have 
had his full share of bodily strength. I te 
stands as straight as a rake-handle, and 
aside from a slight deafness, he is in full 
possession of all his faculties. 

In conversation he shows no signs of 
his great age. but keeps the talk-ball 
rolling without cessation, lie enjoys a 
joke and readily gives a humorous turn 
to a discussion when an opportunity 
occurs. 

When asked if he felt the weight of 
his ninety years, Mr. Jeffries replied by 
guying a series of calisthenic stunts of a 
more or less strenuous nature, ending the 
performance with a startling climax of 
nigh kicking, during which his toe-lip 
was on a level with his nose! 

"How's that for a kid on ninety?' 1 
he asked triumphantly, and his eyes 
twinkled with laughter. '* Don't look as 
if the grasshopper was a burden, as {he 
Good Rook says. What? No, sir; I 
know I'm not a young chap any longer, 
but I sometimes feel as if I weren't a 
day over thirty. 

Became Fireman to Better Himsell. 

" What got me going as fireman ? 
Well, 'twas like this. My father was a 
mechanic in a local shop and it was in- 
tended thai I was to follow his trade. 




no 



ol.DKST I.IX IXC 1 1( )( '.( iF.K. 



111 



1 did put in some years at il. hut like 
most hoys I wanted to see the world and 
get hetter pay than 1 was earning. 

" The railroad seemed to offer both, 
so I jumped aboard the first tallow-pot 
jnl> that was offered me. The pay? 
Well, it wasn't so much in those days, 



our lives- in our hands every time we 
started out on a run. There were no 
block signals; no interlocking systems. 
We worked mostly by rule of thumb, 
and the keeping of the schedules depend- 
ed on the weather and what happened at 
the depots where we stopped. 




CHARLES ACGL'STCS JEFFRIES, NINETY YEARS OK A(VE, THE OLDEST LIVING 
LOCOMOTIVE ENGINEER. HE IS ONE OF THE PENNSYLVANIA'S 
EIGHT PENSIONED NONAGENARIAN EMPLOYEES. 



but it was better than being confined to 
a shop. 

" Firemen in those days were paid one 
dollar and twenty-live cents a day. and 
engineers two dollars. Some years 
later, the State Legislature passed a law 
that the engineers should get two dollars 
and fifty cents, and we thought il quite 
generous. In those days there was no 
Brotherhood. 

'* We earned all that came to us. 
Looking back, it seem to me that we took 



" < >n foggy days we crawled, and on 
foggy nights we just barely kept her 
moving — no more. Fenced-in track, so 
far as the Columbia and Philadelphia 
Railroad was concerned, was unknown, 
and cattle made the track a loaflng-place 
night and day. especially when the 
weather was thick. I'd hate to say just 
how many tons of beef 1 made in those 
days. 

"And the engines we had! Ha. ha. 
ha! Made right here in Lancaster, most 



112 



RAILROAD MAX'S MAGAZINE. 



df 'cm were, although sonic came from 
Philadelphia. The engine I first went 
firing on might have. weighed four tons. 
She had two drivers, a truck of four 
wheels, and a tender in which we carried 
wood and water. 

" Coal was used as fuel on only a few 
engines. The engines were built without 
cabs, ami when we came to a low bridge 
we had to use a long iron rod that ended 
in a hook to buckle up the smoke-stack 
w hich worked on hinges. There was a 
good deal of such hooking on my run. 
and in foggy weather or on dark nights 
we were continually bumping into 
bridges that we'd come to before we 
Knew where we were. 

" 1 never got hit myself ; but when I 
became an engineer two or three of my 
firemen got pretty bad cracks on their 
thought-domes in this way. 

" And those cabless machines were 
cold in winter! Many's the time that 1 
reached the end of the run with my face 
so purple with cold that 1 looked as if I 
was wearing a mask. Frost-bitten ? 
Yes, sir ; on many trips — and my eyelids 
were so puffed I could hardly see. 

Roasted and Froze at Same Time. 

" Worst of it was we were roasting 
from the knees down while we were 
freezing from the chest up. There was 
very little space between the fire-box and 
the rear of the engine, so we got all that 
was coming to us from the heat as well 
as the cold. It seems that we used to get 
harder winters than nowadays, and 1 tell 
you that the westward run through a 
heavy snowfall, with the wind in one's 
face was no joke in those cabless en- 
gines." 

Mr. Jeffries asked his sister to fetch a 

daguerreotype of the first engine that he 
ran. It was a tiny machine with just 
enough room for the driver to stand back 
of the fire-box. while in comparison the 
lender was very large, because of the 
huge supply of wood that it had to carry. 
The photographer had put a graphic 
touch on the negative by making it ap- 
pear that the machine was " popping " 
furiously. 

" Built in Lancaster, and could make 
her twenty-five or thirty miles per. when 
put to it." said Mr. Jeffries proudly. 
" No, she hasn't any cab. 1 know, hut 



whether she froze us or put us in danger 
of sunstroke, she was a beauty just the 
same." The old engineer looked fondly 
at the picture. 

" Now-. I'll show you the picture of the 
real locomotive that 1 drove for — oh. 
more years than 1 can remember. Come- 
along." 

He led the way into the sitting-room, 
on one of the walls of which was a large 
picture of the John C. Breckenbridge 
done in water-colors. To one accu>- 
tomed to the huge engines of to-dav. it 
looked spidery and d wartlike, but to' the 
veteran engineer it was evident that ii 
was still the combination of speed and 
strength as he knew it. Mr. Jeffries 

sighed in prideful contentment as he 
eyed the picture. 

His Engine a Rainbow of Color. 

" There she is." he said, " just as she 
looked the day she came from the shops, 
and I was made her captain. T'other one 
was all right, but this put it all over the 
little one. She was a glittering beauty. 
W hen she got in the sunlight, she fairly 
twinkled. Her smoke-stack — d'ye note 
the shape of it? Like a megaphone 
turned upside down. It was polished 
brass. So were her forward and rear 
steam-domes and her whistle, bell, and 
sand-box. 

" See that perky eagle cocked on (he 
sand-box? Her boiler, cylinders, and 
steam-chest were cased in polished brass. 
It took a might ly lot of elbow-grease to 
keep her in trim ; but we didn't mind, for 
we took a pride in making ' John ' shine 
like a star. 

John C. Breckcnbridge has a cab. 
you see." went on Mr. Jeffries after a 
pause, " also two trucks with four wheels 
on each and four drivers. Yes. the pilot 
does seem a trifle skinny, but it did the 
work, and we didn't spare any paint. 
The drivers as well as the truck-wheels 
were bright red and green to match the - 
tender, which certainly was a handsome 
thing. 

"Steam? 1 should say she could. 
She'd make thirty-live without loosening 
a nut. and she'd answer the levers like 
a tender-mouthed horse. Weight? I 
should say about ten tons. 

" I most forgot to say that the tenders 
of those times were all built on the same 



OLDEST LIVING HOGGER. 



113 



plan. There was a water-tank in the 
center and the space around was packed 
with wood, or wood and coal, as the case 
might be. We burned hard wood, and 
when we were really making a run the 
fireman hadn't much time for whistling. 
Wood in a fire-box don't last like anthra- 
cite. 

Many of the cabless engines had 
crank-axle drivers that were continually 
breaking. Many times we had to stop in 
a blinding snow-storm and make repairs. 
The boys of to-day have a lot to be 
thankful for. 

" I never had much trouble in taking 
hold of improvements as they came 
along. A short period of instruction 
was sufficient. I had more trouble get- 
ting used to the air-brake than anything 
else. When you have been keeping com- 
pany with hand-brakes for a good many 
years, it's hard to give 'em up and flirt 
with air. 

" Passenger-coaches were quite com- 
fortable in the early fifties, for the 
reason, I think, that all coaches were the 
property of private companies who let 
them to the railroads at so much a year. 
No railroads owned their coaches in 
those days, so far as I know. Among 
the coach companies whose names I re- 
call were the Miller, Schofield, and Peo- 
ple's companies, and the rivalry between 
them brought much comfort to the 
traveling public. 

Old Snow-Fences Still Standing. 

" There were no independent baggage- 
cars. Baggage was carried on a sort of 
shelf below the passenger-car. Ever 
seen a mammy possum with her babies 
clinging to her while she tried to get 
away from you? Then you'll understand 
why these baggage-cars were christened 
' possum-bellies.' 

" As traffic and the baggage business 
increased, cars were set aside for the 
transportation of passengers' belongings ; 
but until late in the fifties, the possum - 
belly was a common sight on Eastern 
roads. 

" No, sir, there were no dining-cars in 
those days. Passengers either stocked 
themselves up with grub, or we stopped 
the train near a handy hotel along the 
line and waited until the meal was fin- 
ished. These stops made a pleasant 
8 R R 



break in a long journey and didn't inter- 
fere much with the schedule. 

" Another thing that we didn't have in 
the early days was the snow-plow. When 
the track had to be cleared, we used to 
couple together six or eight engines and 
buck the drift. Sometimes we got 
through, and sometimes we didn't. If 
stalled, we simply had to wait until the 
weather did what we couldn't. 

" But we did rig up snow-fences, and 
1 believe that we were the first line in 
the East to do so. At various points in 
Pennsylvania the fences are still stand- 
ing which were erected when I was a 
young man. They are about as high as 
your chin. 

•* Fifty-five years ago the average 
speed of a passenger-train was about 
twenty miles an hour. On occasions. I 
boosted her up to thirty, but not often. 
Nowadays people kick if they can't be 
shot along three times as fast. It's sure- 
ly a rapid age we're living in — a very 
rapid age : but do we get quite as much 
fun out of life as we used to? I doubt 
it. We are so busy speeding that we 
haven't time to enjoy anything but the 
speed. 

Lucky in Wrecks. 

" Was I in many wrecks during my 
railroading? Naturally. Wrecks are a 
part of the business. But I'm proud to 
say that no human life was ever lost in 
all the smash-ups in which I figured. 

" Luck ? Maybe ; but it was fortunate 
luck, consequently I sleep all the sounder. 
I ran into and I was run into, but. as 
I've said, nary a man, woman, or child 
passed away in one of those smash-ups. 
What is more, I never was hurt badly 
mysel f . 

" The only time I was really bunged 
up was when 1 was riding as a passen- 
ger. On that occasion I had ended my 
day's run at Philadelphia and was re- 
turning home on a passenger-car. Just 
this side of Paoli we struck a broken 
rail and the car went down the embank- 
ment. 

" Such an accident confuses a man. It 
was a minute or so before I could make 
out what had happened or where I was. 
Then I discovered that I was as near 
standing on my ear as I ever expect to 
be and my toes were close to my head."' 



114 RAILROAD MAN'S MAGAZINE. 



Mr. Jeffries laughed loud and long at 
the remembrance of his predicament, 
and throwing himself back in his chair 
he tried to give a graphic illustration of 
the position in which he found himself. 

" Don't do that, Charles, you may 
hurt yourself," reproved Miss Jeffries. 

The old man brought his feet from 
above his head and with a broad smile 
continued his story. 

" The car was upside down and so 
were all of us who were inside. Just 
then we heard some one outside cry 
" Fire! " and the smell of smoke came to 
us. I kicked out a window and scram- 
bled through. Our car was in flames 
all right, and a pretty lively time we had 
rescuing the rest of my traveling com- 
panions. When the excitement was 
over I discovered that I had hurt my 
right instep badly ; so much so that I was 
laid up for weeks." 

1 asked Mr. Jeffries from what classes 
or trades the railroads in the old days 
secured their men. 

" If a man wanted to become a lire- 
man or an engineer," said Mr. Jeffries. 
" he must have had some acquaintance 
with machinery. I inherited a liking for 
wheels from my father, which accounts 
for my being a mechanic before I took 
to railroading. Then, too, Lancaster 
was always a manufacturing town and 
the hoys here were more or less familiar 



with machinery. When the Pennsylvania 
Railroad took over the other road, there 
was a rush of young men from this town 
to the main offices of the company, In 
many cases their applications were suc- 
cesssful. 

A love of railroading is born in a 
man. There's my son. Charles. Noth- 
ing would do but that he follow his 
father's example, although he had 
chances in other directions. So to rail- 
roading he went, became a conductor on 
the Pennsy and kept on the job until a 
coupling-engine impaired his usefulness. 
He, too, is on the pension list and lives 
close by. Our company certainly does 
look after its old men. It's good policy. 
A man takes care of a job if he knows 
that when his working days are over 
he'll be looked after by his employers. 

When I was a boy, this country was 
so wild that we used to hunt bear and 
other animals. Now look at the land ! 
And what brought about the change? 
The railroad. 

" When one thinks what the railroads 
have done the world over, it makes him 
feel proud to be a railroad man." 

When I started to catch my train for 
New York, the old engineer gripped my 
hand keenly and said: 

" Come and help me celebrate my 
hundredth birthday." 

I hope to have that privilege. 



ELECTRICITY FOR FREIGHT HANDLING. 



T X die discussion of the use of electricity 
J[ on railways, a new note is struck by 
E. M. Herr, president of the Westing- 
house Klectric and Manufacturing Com- 
pany. He takes the advantages of elec- 
tricity in passenger terminals as accepted 
and puts the stress on the advantages of 
electricity in collecting, moving, and dis- 
tributing, and delivering freight. 

" The statement has been made," says Mr. 
Herr, " that the cost of moving a ton of 
freight from the point at which it originates 
to the railway-car which is to carry it by rail 
to the railway terminal of its destination, 
added to the additional cost of delivering 
it from car to consignee's store, factory 
or warehouse, is as large as the entire 
charge for rail transportation for a large 
proportion of freight handled by rail which 
has to be delivered by dray or truck. 

" Why then should not the railways them- 
selves arrange to collect and deliver freight, 
especially package freight, at terminals?" 



The question is pertinent. The English 
railways do this. 

" Here again electricity can be of great 
service in furnishing the power to drive the 
telpherage for loading and unloading c ars 
and supply the motive power of a fleet of 
auto trucks and drays so handled as to 
cause the minimum delay of freight cars at 
terminals and promptest delivery of pack- 
age freight at the lowest cost," further 
says Mr. Herr. No business man is likely 
to doubt that the work could be done by 
the railways at less cost than by the shippers 
and consignees except in unusual conditions. 

As to the economy of electricity as mo- 
tive power for trains, Mr. Ilerr thinks that 
the concentration of electrical power plants 
into enormous installations of centralized 
plants, so located as to distribute power 
over large areas at minimum cost, would 
result in a saving of 200,000.000 tons of 
coal, by conservative estimate, every year. 
— Knoxvillc. Tennessee. Sentinel. 



Honk and Horace 



BY EMMET F. HARTE. 



Our Old Friends Bid Us Farewell After 
Solving the Tangle of the H. T. P. Co. 




CHAPTER XV. 

Cargoes for Eleven Ships. 

ITH Captain Tuttle safely 
sequestered on board the 
Belle of the South, im- 
mune from feminine in- 
terference, we were ready 
for business. Addicks 
scattered the word that the H. T. P. 
Company was in the open market for 
fruit. 

The surrounding country responded 
with alacrity to a bountifulness that sur- 
passed all expectations. 

They made a clean-up. By bullock- 
carts and pack-donkeys, a motley horde 
brought the luscious green banan', the 
juicy unripe orange, the fig, the coconut, 
the date. Truly there was endless va- 
riety; yam, papaw, chilli-pepper, and 
tapioca brought they them — and great 
was the stir and hubbub thereof. 

Brigands from a distance of four or 
five miles, swarthy, stalwart, swaggering, 
and black-browed dumped their offer- 
ings to the right, to the left — anywhere 
but the right place — and joined in the 
general bedlam of jabber and gesticula- 
tion. 

Addicks. Mrs. Brown, Mrs. Smith. 
Mrs. Robinson, and 1 received and paid 
for the fruit at the wharf warehouse. 
Miss Vandiver and Aunt Bev were 
present, but not of any particular use; 
both were scared silly. 

I, myself, at times felt daunted when 
fifteen' or twenty shouting, wild-eyed 
pig-Latins surrounded us. apparently 

Beean In the February Railroad Man's M 



clamoring for our blood. Addicks, how- 
ever, sat imperturbable throughout the 
uproar. 

" Ha-hadn't we better call the military 
or the policeos?" I asked, during one 
particularly hair-raising demonstration, 
as a snarling rioter in a red sash menaced 
me with both hands upraised and 
screamed some awful denunciation. 

" That fellow says he*ll take five pesos 
for his whole load," Addicks explained 
patiently. " Give him his credit slip." 

All altercations and disagreements be- 
ing settled without the actual shedding 
of blood, the mob dispersed and the dove 
of peace came forth from its barricaded 
cote, whence it had taken refuge, chir- 
ruping happily once more. 

The H. T. P! Company — or the mi- 
nority stockholders in charge — then did 
a little lightning calculating, took off a 
trial balance-sheet, using New Orleans 
market quotations of two days previous, 
plus freight and switching charges, re- 
ice at Atlanta and Richmond, and notify 
promptly by wire — er. yes — and found 
that they had cleared the snug figure of 
$14,000 or some such sum. 

Everybody felicitated everybody, and 
Mrs. Brown dictated a loner letter to 
Captain Tuttle instructing him to ap- 
prise all and various freight-steamers he 
might meet going or coming that the 
company was prepared to charter, barter, 
or purchase for cash to carry tropical 
products from hither to thence. 

But let us get back to the brick-yard. 
The railroad poked its nose five miles 
farther, meanwhile, and Honk's well- 
baked face, fused by the heat, had 

aeatine. Single copies, prior to July. 10 cents. 

"5 



11G 



RAILROAD MAN'S MAGAZINE. 



welded itself permanently into a large, 
mahogany-colored smile. He strongly in- 
dorsed the fruit-shipping venture, and 
said that, for amateurs, we had made a 
splendid beginning. 

He went so far as to predict an im- 
mediate commercial success of such ex- 
travagant proportions that I found my- 
self actually feeling sorry for the steel 
and oil magnates with their compara- 
tively picayune enterprises. 

The Belle of the South steamed away 
with the stars and stripes at the bat and 
Captain Edgebert Tuttle on deck, and 
Santa Maria once more wrapped the 
drapery of its couch about herself and 
lay down to pleasant dreams. 

At exactly three o'clock and thirty- 
three and one-third minutes, post merid- 
ian, a shadow passed between me and 
the sun. It was a pigeon. Addicks 
brought the message along presently. 

*" Los Cocos quite lively." wrote Gttsh- 
ing. " Citizens waking up. Saw two 
men on the street within last hour. 
About to obtain important option on 
rubber-tree tract. Details later." 

Time and tide keep moving. Hasten, 
fellow sluggards, lest we get lost in the 
shuffle ! Skip a week — two weeks ! Ah, 
thanks, old Scythe-bearer! 

Came a dulcet evening when but a 
scant three or four miles intervened 
twixt Honk's track-layers and Los Cocos. 
Save that insignificant gap — a mere step, 
as it were — the task was finished. 

Forty-odd miles of steel highway 
stretched like a gray ribbon of sun-baked 
earth through jungle and field; a strip of 
alien soil a stone's throw in width, at 
whose edges the quick-sprouting vegeta- 
tion stopped nonplused. A few crawl- 
ing creepers ventured out. but soon grew 
discouraged. 

The jungle respected Honk's edict: 
" Thus far shall you come, but no 
farther 1 " 

Already, along the line, budding sta- 
tions of grass and 'dobe huts were 
springing into being overnight, like 
fungi. Prospects were good for a rous- 
ing local passenger business when the 
line should be formally opened for 
traffic. 

Honk and I sat desultorily discussing 
these things over our post-prandial pipes. 
As the logical sequence of a pipe is 
smoke, I presently marked in the north- 



east a dense smudge of the same. It 
looked like the Caribbean Sea was on 
fire. I made some sort of an illuminated 
remark to that effect. 

" Ships," quoth Honk laconically. 
" Must be a whole fleet. Maybe the 
Atlantic squadron is down here browsing 
around." 

If such was the case, it soon became 
evident that they were about to pav us 
a visit. A numerous covey of vesseii 
rose out of the deep and headed lickety- 
cut for the Bay of Bonagua. 

I counted twelve — lost count — re- 
counted, and made it fourteen. Honk 
tried it, and announced a total of seven- 
teen schooners, one sloop, and a four- 
masted tug— but 1 think he got excited. 

By actual enumeration, the armada 
compromised ten in all, flying half a 
dozen different flags. 

The Belle of the South was among 
them. It turned out that she was lead- 
ing the outfit. Captain Tuttle had ran- 
sacked the seas for fruiterers and his 
drag-net had made a variegated haul. 

A little of unnecessary red tape was 
involved in getting down to plain busi- 
ness with Captain Tuttle. He first sent 
Esteban as envoy non-potentiary bearing 
a note addressed to " any authorized 
male representative of the H. T. P. 
Company." 

- Esteban couldn't read 'ritin'. so he 
gave the note to me. It stated that one 
Edgebert Tuttle. in command of the ship 
Belle of the South, would be pleased to 
arrange for a meeting, either on shore 
or on board his ship, for the transaction 
of all matters of a business nature — the 
discussion of future plans, etc. — and 
that no women of whatsoever descrip- 
tion were to be present. 

We sent a reply couched in the forma! 
phraseology of courts — legal and liege — 
expressing our abject contrition for be- 
ing alive, how overwhelmed we were at 
the implied honor conferred upon us, 
and hoped he would feel free to suit his 
own convenience in regard to the pro- 
posed conference. 

That made him sore. He disembarked 
in the middle of the night with his tin 
box under his arm and insisted on ren- 
dering his reports before morning. 

An all-night session resulted. Honk 
said, however, that it was in line with 
everything else connected with the com- 



HONK AND HORACE. 



117 



pany. He said the whole project was 
irregular, if not actually illegal, but he 
wound up with a poetic allusion in which 
the words " dog eat dog " were used as 
a foundation for philosophical purposes. 

After matters pertaining to the initial 
voyage had been adjusted, there ensued 
a couple of days' haggling through go- 
betweens, between Mrs. Brown and com- 
pany and sundry and various skippers 
of tramp freighters. 

Contracts were ultimately signed with 
all of 'em, and then the company got 
busy trying to find cargoes for the eleven 
stout ships. I forgot to mention that one 
slow-goer arrived after the official count 
was announced. 

Cargoes for eleven ships. 

What say we make this phase of the 
narrative more vividly interesting by do- 
ing a running broad jump over the de- 
tails of this monumental task? 

While in the air. Til take occasion to 
say that we enjoyed a week or ten days 
of near-carnival excitement and that we 
bought and loaded some fruit, if any- 
body asks you. But we accomplished it 
— assisted by the entire population of 
that section of Central America, 'tis true, 
likewise the railroad, which helped a lot. 

We stood, a bit tousled, mayhap, and 
fruit-stained, but very hopeful, at the 
water's edge, on a scintillant summer's 
morning, watching our fleet of goodly 
ships sail away. 

The first trip of the Belle of the South 
had netted Mrs. Brown and her associate 
venturers a neat, five-figured sum — 
$12,000 or $21,000, if 1 remember cor- 
rectly. And eleven times $12,000 or 
$21,000, as the case may be, is something 
to contemplate on a scintillant summer's 
morning at the edge of the slobbering 
sea. 

While in the throes of this sublime 
ecstasy, so to speak, how natural it is 
that the ridiculous must needs obtrude 
itself upon us. I saw a stodgy figure on 
the deck of a receding ship — I think it 
was the Bouncing Betty — and I started 
in surprise. 

For, as one pea is like unto another, 
the figure was a living presentment of 
the recreant and all but forgotten Cap- 
tain Toomey. The same square-cornered, 
bull-terrier pose, the round body, short 
neck, grape-shot head, surmounted by a 
faded blue, bent-vizored cap — I stared, 



open-mouthed, much after the manner nf 
one who sees a long-lost ghost. 

The figure stood glowering, then raised 
an arm and shook what looked like a 
clenched fist at the poetic scene it was 
leaving. 

I clutched the arm of Addicks with 
one hand and the shoulder of Honk with 
the other. 

" Look, quick!" I exclaimed. "Oil 
the deck of the next to last boat! See 
the man that looks like Napoleon taking 
his last rubber at France? A toothpick 
to a ten-dollar bill that that's our old 
friend. Toomey ! " 

" Impossible ! " said Honk. 

" At all events, unusual," agreed Ad- 
dicks. 

" Just the same, if that isn't Toomev, 
I'll "eat my hat!" I insisted. "But to 
make sure, I'll run to the cuartel and 
find out to an absolute certainty." 

I didn't run the entire distance — it 
was too far, and the weather was too 
ardent for marathoning — nevertheless, I 
made good time on the trip. 

Once there, I awoke the solitary guard 
in charge and we conversed. Quite a 
while afterward we arrived at some sort 
of a misunderstanding to the effect that 
I desired greatly to look upon the one 
large-girthed prisonero of a " muchness 
the to swear " and also the to eat — eat ! 
Ah. sacramento! Senor! Yes! 

W hereupon we entered the kennels. 
We traversed a runway or corridor. My 
conductor continued to talk, and did not 
hurry. The cubby-hole allotted to the 
hungry and profane Americano capitan 
was in the far end. 

We reached it in time, but, unfortu- 
nately, too late. The captain wasn't in ; 
but there was a hole, opening, or aperture 
in the rear wall, of a size sufficient to ad- 
mit the passage of a person of Captain 
Toomey's portliness. 

The guard seized upon this clue almost 
instantly. He rolled his eyes and spoke 
rapidly. 

" Ho la! Dios! Was it possible the pig 
had rooted his wav out? Animo! Que- 
dito! Ohc! Help! Help! " 

I coincided with his views politely and 
bowed myself out. The place had an 
odor, anyhow. Outside, I bethought me 
of the captain's threatened cablegram. 
It was but a step to the telegrafos-offtce. 
I harked thither. 



118 



RAILROAD MAN'S MAGAZINE. 



For two dollars and fifty cents tlic 
clerkeos assured mc that Captain Too- 
mey had, indeed, despatched a message 
several hoars hefore. For five dollars I 
would he allowed to read the same with 
my own eyes. Yes. But the two fifty 
was all I had with me. so 1 took the fel- 
low's word for the rest. 

Addicks viewed the matter more light- 
ly than I had persuaded myself to expect. 
He even indulged in a ripple of amuse- 
ment. 

" There's no cause for general alarm," 
said he. " We're pretty well entrenched 
in our position. Why need we try to 
evade the issue? Let Stringfellow and 
his friends come — when they choose. 
As for the helligerent Toomey — I had 
already arranged with Ramonez to set 
him at liberty this evening. He might 
have saved his finger-nails if — excuse mo. 
1 think Miss Yandiver is calling." 

Honk went hack jauntily to his last 
league of sunburning. And I — well, I 
took my regular afternoon off. I re- 
flected with momentary regret that 1 
might have been two dollars and a half 
better off financially if I had been a little 
less pertinacious that morning, still — the 
future looked roseate enough for all 
practical purposes. 

The day the railroad was completed, 
we all felt a wee mite elated. Even Mrs. 
Kobison mustered a semimclancholv 
burst of exuberance for the occasion, 
though habitually conservative. 

And all along the line, from Santa 
Maria to Los Cocos, Ave instigated vivas 
and flag-waving and wholesale rejoicing. 
These things help. 

Any small outlay of expense in such 
cases may be freely charged to adver- 
tising, for results will justify the same 
without exception. Therefore wc re- 
laxed as mentioned, ran an excursion 
train festooned with orange-blossoms 
and Easter lilies, and carried everybody, 
clothed or unclothed, free of charge. 

Lemonade flowed and the population 
sung songs and whooped it up all day. 
It was a festal occasion — a gala day. 

That evening we had social inveigle- 
ments and a far-famed spread in the 
bungalow. All the stale and municipal 
dignitaries were present with their 
seitoras and seuoritas. 

The lord mayor, the dog-catcher, and 
the minister of interstate commerce were 



in uniform. Cushing came over with all 
the hacicudados and dadesscs of Los Co- 
cos, including La Senorita Z.uela Carrc- 
nas, who was reputed to be wealthy be- 
yond dreams of artifice and twice as 
beautiful as that, besides being young in 
her own right. 

I noticed that Cushing kept one eye on 
her during the evening; nevertheless, 
Addicks was insanely jealous because 
Miss Yandiver danced with him twice. 
Honk led a cotillion, or minuet, or some- 
thing with Mrs. Brown, and I sat out 
three or four vanilla ices with Aunt 
Beverly-Travis. 

At midnight the joyous throng had 
just begun to feel thoroughly at home ; 
at 2 a.m. the revelry was at' its height; 
at four o'clock toasts were drunk stand- 
ing, so you see — 

But fifteen minutes later the smiling 
and suave Sehor Don Jose de Passemen- 
terie, or whatever his name was. Minister 
of Highways and Byways of the repub- 
lic, rattled his medals and insignia, 
tapped his chest, bowed, smiled, and by 
means of other delightful mannerism s 
signified that he'd been holding back a 
pleasant surprise for us. but that the mo- 
ment was then sufficiently mellow, etc., 
etc. 

Principals and auxiliaries representing 
the H. T. P. Company there assembled 
kotowed and accorded the distinguished 
gentleman the most courteous and polite 
attention. 

He spoke in a garbled way of the rich 
and powerful company, of its marvelous. 
stu ; endous, and supereminent success, 
of his country — her generosity, her pa- 
triotism ; of himself — -a particularly 
warm number ; and then he unrolled a 
large, crackly foolscap scroll bearing the 
great red-ribboned seal of state and read 
a string of extravagant Spanish verbiage 
in fitting climax to his impassioned and 
unintelligible eloquence. 

Mrs. Brown tittered her appreciation 
of the tribute. 

The other ladies fluttered their fans 
and tried to look demure. Honk and 1 
bowed and smirked. Personally. I hadn't 
made head or tail of any of it. but 1 felt 
sure it was nothing less than a pror'ter 
of the keys to the city — possibly the 
entire country. 

But Addicks stood in somber silence, 
a black frown on his noble brow. When 



HONK AND HORACE. 



119 



the pause threatened to become a rest, 
he spoke. 

" Allow me to translate the dope-sheet, 
senor," he said. " There are those who 
do not understand — '* 

'Twas well. Don Jose curled his mus- 
tachios with a flourish. 

Addicks took the paper. When con- 
verted into the parlance of the anointed 
it certainly did read something fierce, 
being no more or less than a polite stick- 
up. 

The Honduras Tropical Products 
Company, being seized of certain valu- 
able franchises and perquisites, was duly 
notified that, in the course of human 
events, it had been deemed necessary to 
levy a most gracious, specific, and prop- 
erly authorized tax in the nature of a 
pecuniary occupation license, or some- 
thing, amounting in round numbers to 
thirty-five thousand seven hundred sixty- 
nine dollars and fifty-four cents, same to 
be paid within ten days in United States 
money. 

Yes. Carramhos! 

" I want to know ! " said Mrs. Brown. 

CHAPTER XVI. 

'Neath the Ceiba-Trees. 

"'VV'HAT I want to know." demanded 
Honk in clarion tones, " is the 
alternative if we refuse to be blackmailed 
in this way by these pirates? " 

The minister of mud-holes grimaced 
and flicked his epaulets. 

" Ah, the droll — the amusing Senor 
Simpson," he said with a flash of gold- 
embossed teeth. " The alternative — yes? 
I am instruct to say only so much. Eef 
the tax be not paid in diez dias — no? 
Then will my country of the sureness be 
compel to confeescate! All shall we take 
of the propertees. The railway? Yes. 
The houses — las casas? Yes. The 
lands? The load-wharfs? Yes. The 
sheeps — " 

" Sheeps ! " snapped Mrs. Brown. 
" The man's crazy ! We have no live 
stock." 

" Ships," explained Addicks. " Don 
fose uses the plural for oratorical effect, 
seeing that we have but one ship and it 
is no great shakes. Still, my friends," in 
a less flippant tone, " there's no getting 
around the bald truth in a good part of 



his statements. It is a time-honored 
custom among these third-rate countries 
to levy tribute from whom they can. It 
is their goose with the golden egg ; I've 
been expecting it all along. 

" I hardly thought they'd put the 
screws quite so forcibly, to start on; 
thirty-six thousand is rather ambitious. 
Somebody's been doing a little apprais- 
ing. The fruit companies are always 
held up for a slice of easy money in this 
way. Unless " — he bowed to the smi- 
ling senor — "the fruit companies re- 
adjust the government!" 

Don Jose ceased to smile. 

" But the contribution — she will be 
pay ! " said he. 

" We sha'n't pay it ! " declared Mrs. 
Brown. " We do not intend to be bun- 
coed out of money right and left at the 
beck and call of these heathen! " 

" That we do not! " corroborated Mrs. 
Smith. 

" Oh, dear ! " murmured Miss Van- 
diver. Addicks stiffened instantly. 

" At least we have ten days of grace." 
he remarked. " There is no cause for 
immediate anxiety. Much may happen 
in ten days. My good friend. Don Jose, 
there is a most magnificent moonlight 
view from the esplanade. Shall we 
smoke a cigar there, while we stroll ? " 

" With a supremeness of to be happy," 
acquiesced the dignitary genially. 

The celebration adjourned soon after- 
ward. I thought it had been unduly pro- 
longed, anyway, so far as I was con- 
cerned. Early to bed (meaning 4 a.m.) 
and early to rise, make a man baggy 
under the eyes ! 

Cushing decided, under protest, to re- 
main in Santa Maria for a day or two, 
so it devolved on him to escort the ladies 
to the Imogen. I noticed that he tore 
himself away from the Los Cocos dele- 
gation only when McMuir had the special 
train well under way. 

Honk sat with his head between his 
forepaws, immersed in profound medita- 
tion for a long time after the last shout 
of revelry died away in the distance. 

" Do you know," he blurted presently, 
" I've got a clairvoyant hunch that 
there's something irregular about this 
tax business ? " 

" Impossible ! " I retorted. " Who- 
ever heard of such a thing in this 
country ? " 



120 



RAILROAD MAX'S MAGAZINE. 



" What assurance have we." he con- 
tinued. '* that this isn't a scheme between 
Addicks and the Don Josiah Passepar- 
tout to cop out a little easy money? 
Couldn't they divvy up and nobody be 
the wiser? Sure, they could. Further- 
more — " 

" Hut Addicks is head over heels in 
love with Miss Yandiver," 1 argued. 

" Maybe he is, and maybe he isn't. 
He's a sly dog, you'll admit. Maybe he 
needs the money to marry on — " 

" I won't believe he's crooked." I said 
firmly. " I won't entertain it. Wait till 
you hear the returns from the esplanade. 
Perhaps you'll change your mind." 

Honk can be rather obstinate when he 
thinks he has one of his clairvoyant 
hunches, as he calls them. He waggled 
his head pessimistically. I went to bed. 

Addicks. I'll have to confess, was 
somewhat vague in his replies to ques- 
tions on the morrow. He observed mild- 
ly that he saw no reason for anxiety or 
alarm just then. 

He said that Don Quixote had been 
altogether too high-priced to start out 
with, but that there might be a slump in 
the market later. Also, that there was 
a remote possibility, of course, that a 
company ultimately might be forced to 
come through to save their bacon. 

I had to admit that, for a diplomatic 
representative who was supposed to have 
the interests of his constituents at heart, 
he seemed unconcerned — even though his 
clients were about to be strong-armed 
out of a considerable sum of cash money. 
Honk was more suspicious than before. 

Mrs. Brown and company came on the 
scene before we had finished shaving and 
garbing ourselves properly for public 
appearance. 

" Well." said Mrs. Brown, in the 
manner of a Supreme Court handing 
down an important decision. " we have 
threshed it all out. Archie gave us the 
idea. He has such a mind for legal mat- 
ters. We have planned our course thor- 
oughly. Archie says this tax has been 
levied according to law. 

" If it isn't paid, the usual procedure 
is for the government to sell the property 
of the delinquent for the debt. Whoever 
buys it in is granted a tax-title which 
stands good in law. Archie has gone to 
the mayor or the United States consul 
or somewhere, to confirm this. 



" If it's all straight, we will allow the 
government to sell the goods and chat- 
tels of the old company, according to 
law. Then, as a new company, we shall 
bid in the property, pay the money, and 
take over the title. The original 'stock- 
holders will then be entirely out of the 
enterprise: they'll have nothing more to 
say. It is a splendid idea! Archie 
thought of it." 

" But — " interposed Addicks. 

" Now don't tell us it isn't feasible, or 
I sha'n't like you." said Miss Yandiver. 

" I was about to say," he continued 
mildly. " that the former management 
would be allowed by law to redeem the 
concession within a stated time." 

'' By paying the amount of the tax 
levied with an additional penalty, yes!" 
said Mrs. Brown. " But we'll be able to 
delay settlement for no telling how long, 
by fighting it through the courts. In the 
mean time we shall run the business and 
pocket the proceeds." 

Addicks bowed low. 

" As a mere tyro in such things." he 
murmured. " 1 beg to bend the knee in 
homage to you, ladies." 

dishing came in during these ameni- 
ties. He reported, hurriedly, that every- 
thing was propitious ; the method of pro- 
cedure was exactly as they'd counted on. 
and the coup would be easy — even sim- 
pler than looting a baby's bank. He then 
excused himself, saying that an im- 
portant option or something made it 
imperative that he should catch the 
eleven o'clock train for Los Cocos. 

Miss Yandiver. for no apparent 
reason, smiled engagingly at Addicks. 

I wonder if by any hook or crook I 
could squeeze through a love scene in 
the next ten or fifteen minutes? I've 
a hundred other things of far greater 
importance — well, here goes! 

First, the setting. A nook 'neath the 
ceiba-trees. For background, the tropic 
green of leaf and shoot mingled with the 
paler tints of feathery fronds and the 
yellow and white of bursting blossoms. 
Here and there, like a savage's head- 
dress of clustered plumes, clumps of 
coconut palms. 

For foreground, the molten mirror of 
the shimmering sea. Above, the limpid 
azure of the sky. Around, the golden 
sunshine, the tw'itter of birds, the hum- 
mings and rustlings and whisperings of 



HONK AND HORACE. 



121 



life in its myriad forms, seen and un- 
seen. Be that as it may — 

Addicks and Miss Vandiver started 
for a stroll to see a red-headed green 
paroquet's nest. Having; a moment's 
leisure, I watched them with a fatherly 
interest from the bungalow window. In 
spite of Honk's morbid suspicions. I re- 
mained loyal to Addicks. 

If he loved Fanny Vandiver, T gave 
him my hearty mental and moral sup- 
port. I boosted for him telepathically. 
Being thus in on the deal, so to speak, 1 
had a desire to see the outcome, so I got 
out Honk's binoculars and stood at the 
window, 

They strolled. He plucked for her a 
posy. They looked at each other and at 
the sighing sea. Addicks seemed to be 
talking. She pointed with gloved finger 
at something — a bird, a tree — but Ad- 
dicks continued to seem to be talking. 

She allowed him to carry the parasol. 
They were a long way along the shore 
where the thin white line of surf feath- 
ered and broke on the sands. And, 
finally, they came to a nook 'neath the 
ceiba-trees — we've already had that — the 
setting. 

So they sat on a great boulder. And 
Addicks took her hand ... he talked 
some more . . . she listened with face 
averted . . . but he seemed determined 
to say his say . . . she looked up. de- 
murely, and suddenly swayed . . . but 
she didn't fall — far ... ( Don't 
leave out the dots. Mr. Printer!) 
. . . and his arm stole . . . 
but the parasol intervened ! Bother ! 

They returned, a little late for 
luncheon, both radiantly radiant. Aunt 
Beverly - Travis pretended to chide. 
Who, pray, was Aunt Beverly-Travis to 
intrude her idle chatter upon the sublime 
somnambulism of love's young dream? 
Poof, forsooth ! 

" What do you say, now ? " I asked 
when I had recounted the incident to 
Honk. " Hardly likely that Addicks 
would double-cross his affianced wife for 
the sake of a petty graft, is it? " 

" Maybe he would and maybe he 
wouldn't," Honk grunted evasively. 
" He's a penniless adventurer, ain't he? 
Looks to me like a case of everything to 
gain and nothing to lose. He's a good 
fellow, all right. Likable and agreeable 
and all that. And so far as I'm con- 



cerned, I only hope he don't burn his 
fingers in some kind of an intrigue be- 
fore he's through. Humph ! " 

CHAPTER XVII. 
Who's Who and What's What! 

"^TONE but a foolish pool - player 

™ would essay to pocket all the balls 
at a single cue-thrust. Likewise he is a 
thoughtless merchant who allows all his 
bills to come due on the same day. 

Tragic, then, shall be the fate of the 
careless artificer in words who weaves 
half a score of promising plots helter- 
skelter, and ultimately is confronted by 
the nerve-racking task of gathering in 
the flying threads at one swoop. Wo, 
wo, indeed ! For many and merciless 
shall be the critics that camp on the 
bungler's trail ! 

In the teeth of all this, I shall yet 
continue. I am of a rash and foolhardy 
race ; a people that cares naught for 
consequences and very little for ex- 
penses ; a people that goes in lemons if 
they come out squeezed. 

So I shall grab in the loose ends of 
this narrative with one lightning swipe; 
and clip, bind, and tie the climaxes neat- 
ly in a bundle, like stogies, submitting 
them with a single twist of the wrist. 

And. as the ponies come bunched in 
the final dash down the stretch, to flit 
under the wire in solid phalanx, so shall 
the action close. If I shouldn't see you 
at the finish. I take this occasion to say 
good-by. And good luck, old pals ! 

All right, let's go ! 

Mrs. Brown and her devoted coterie 
awaited with scant patience the day set 
for the projected confiscation, sale, pur- 
chase, and reorganization of the H. T. 
P. Company's possession. 

We toilers in the bungalow office paid 
little attention to the details, being occu- 
pied with a rush of passenger and freight 
traffic on the railroad. 

We supposed it was all cut and dried. 
Addicks spent most of his waking hours 
in the company of Miss Vandiver, which 
made news scarce. 

The night before the big day, Tuttle 
returned with his flotilla. 

Day dawned on a busy scene. A bay 
full of ships, a town full of sailors. The 
clank and clatter of a dozen vessels in 



122 



RAILROAD MAN'S MAGAZINE. 



a roadstead is considerable even though 
every soul on board be ashore. On the 
streets bare-legged natives stared won- 
deringly at noisy groups of sailors. 

A bit before noon there came a heavy 
tramping on the stairs. The door open- 
ed. Mrs. Brown, Mrs. Smith, and Mrs. 
Robison entered. They seemed per- 
turbed. 

" We have just come from the what- 
you-may-call-it of the government," 
vouchsafed Mrs. Brown. " We took the 
United Stales consul with us. The sec- 
retario of the foreign affairs department 
of this one-horse country, as I think he 
called himself, and several other mulat- 
to gentlemen were present. 

" We informed them, through the 
consul, that we had come to attend the 
sale of the H. T. P. Company's property, 
according to law. They chattered among 
themselves and looked in a lot of books. 
Each appeared to be a bigger fool than 
the next one. We were informed that 
there was no tax on record against us.'* 

" But Don Josephus lives at the capi- 
tal, you know," said Honk. " It may be 
that you went to the wrong place. Per- 
haps you should telegraph — " 

" No. We went to the right place. 
They admitted that there had been such 
a tax levied, but said that it had been 
canceled. Further than that, they either 
couldn't, or wouldn't say. It is a mys- 
terious business. We've been virtually 
swindled out of the property." 

" I'll venture that Addicks — " began 
Honk. 

" Pardon me," said I, from the win- 
dow overlooking the harbor. " A long, 
low. slate-colored vessel that looks like 
a steam-yacht just warped up against the 
wharf a few minutes ago. Could it be 
anybody we're not expecting? I also 
notice Addicks and Captain Tuttle com- 
ing this way across the plaza. You ladies 
were supposed not to meet him." 

" Botheration ! " said Mrs. Brown. 
" We can't be eternally running from 
that man ! Come, girls. We will go 
into the next room and close the door. 
And remember ! " she waggled a warn- 
ing finger. " we shall be listening. Gov- 
ern yourselves accordingly ! " 

Captain Tuttle bore under his arm the 
inevitable tin box. 

Addicks appeared to be in a remark- 
able state of mental exaltation from 



some cause or other, evinced by his 
flushed face and sparkling eyes. Some- 
thing had happened that was entirely to 
his liking, doubtless. I glanced out the 
window from force of habit. 

"Aha!" I sung out. "Also kola! 
and ohel Four men approaching off the 
port bow to board us! Shall we lower 
the portcullis. Lord Belwether?" 

Honk reconnoitered. 
Stringfellow and his gang, by 
cricky ! " he exclaimed. " Now for the 
explosion ! " 

Addicks grinned in an altogether fatu- 
ous and dreamy fashion. 

" Ahem ! " coughed Tuttle. " P'raps 
I'd better withdraw for the present. I'll 
step into the next room." 

He opened the partition door, walked 
in, and— without waiting to turn around, 
backed right out again. 

If I'm any judge of physiognomical 
phenomena. I'd say that his face depicted 
horror, superstition, disgust, relief, and 
a kind of grim, saturnine satisfaction. 
By that time there was heard the tread 
of marching feet on the stairs. Escape 
was cut off. Captain Tuttle folded his 
arms over his tin box and waited. 

Stringfellow. sleek and self-possessed; 
Latham, blond and beaming; Cabell — 
Kingsland, no less well-groomed and 
gracious, entered jauntily. 

Ah, thought I. the same suave, smiling 
scoundrels who had laughed at Honk and 
me! It was our turn. 1 rubbed my 
hands in anticipation. 

" Ah, gentlemen." murmured String- 
fellow, nodding to all and blinking at us 
with his yellow cat's eyes. " How goes 
the game? Business seems rushing, from 
indications outside. Ships in the harbor 
— hurry and bustle in the town. Ad- 
dicks, you're looking well — " 

" Can't complain." said Addicks se- 
renel) - . " I s'pose you all are here as a 
result of Toomey's cable? " 

" Urn ! No — we received no cable. 
We came, in fact — but what's up ? Any- 
body making trouble? By the way, how 
about the minority people? I presume 
they're all safely tamed anil ready to eat 
out of the hand, ere this — " 

The inner room door creaked slightly 
as it swung back. In the opening the 
flushed and angry face of Mrs. Brown 
shone like a harvest moon. Stringfellow 
shrank back, with a look of horrified 



HONK AND HORACE. 



123 



surprise, instantly replaced by one of 
anxious inquiry, and — oh. half a dozen 
other mixed expressions. 1 made ready 
to laugh, but didn't, 

'"Marian!" he cried. '"You here? 
Wh-what does this mean?" 

Mrs. Bro — stringfellow came forth 
trumpeting. " W hat does it mean, is it? 
It means considerable, Jotham String- 
fellow ! We're the minority people, are 
we? Safely tamed to eat out of the 
hand, eh?" 

The other ladies came from behind 
and stood scowling defiance. 

It was Latham's and Cabell's turn to 
do some exclaiming. 

"Elinor!" from Latham. 

" Clarissa! " from Cabell. 

" You the minority stockholders — " 
stammered Stringfellow — " I — I can't 
understand. Er — ah — Cushing repre- 
sented to ns that a syndicate purchased 
the shares." 

" We were the syndicate, sir. We 
bought the stock to help Archie get start- 
ed in his broker business. He has re- 
paid us by coming down here and falling 
in love with one of these mulatto girls, 
too. the ingrate! But that has nothing 
to do with your villainous schemes to rob 
us of our money — " 

'• Tut, tut ! Marian, haven't I warned 
you many times about dabbling into 
things that you know nothing about? 
I've no doubt you led the others into it. 
Now. you — " 

"Now I what?" thundered his wife. 

You unscrupulous wretch ! Don't dare 
to criticize me! You and your thieving 
company — with your robbing and plun- 
dering of helpless women and orphans! 
Mow dare you? Oh. I shall lay hands 
on you in another minute! " 

My attention was diverted to Captain 
Tuttle. He placed his tin box unosten- 
tatiously on Honk's desk. His honest 
face was lighted by a smile of surpassing 
effulgence. Exquisite enjoyment of a 
long-deferred revenge transfigured him. 
The fact that his enemies were married 
to each other seemed to strike him all at 
once as being sufficient punishment. He 
stepped softly from the room. 

" That was Edgebert Tuttle." said 
Mrs. Stringfellow. "He is an honest 
man. I might have married him one 
day, if I had been gifted with the sense 

(The 



of a goose; but I chose a captain of 
finance instead. Humph ! " 

" Well, how much are you out, Mari- 
an? " asked Jotham P. meekly. " Maybe 
we can save something from the wreck." 

"Out? We're not out anything. 
We've made money ! Lots of it ! Thou- 
sands and thousands of dollars! Out? 
I want to know! Thanks to Mr. Simp- 
son and Mr. Addicks and Mr. — well, a 
number of others." 

" Then what's the controversy about? " 

Another interruption? Yes. It was 
our busy day at the bungalow. 

Enter Aunt Beverly-Travis accom- 
panied by — our leading juvenile. They 
were a little tardy. 

" Oh, dear! May we come in? " asked 
Miss Vaudiver prettily. 

Kingsland. beaming with recognition, 
sprang forward with marked haste. 

■' Why, who would have dreamed of 
seeing you here?" he effused. "How 
nice! Fanny Vandivcr. of all people!" 

But Aunt Beverly-Travis obtruded 
herself adroitly and received the brunt 
of the attack. 

" Oh, no. you don't, Edwin Kings- 
land ! " she laughed merrily. " You may 
flirt with me if you like, but this is — 
Mrs. Lon J. Addicks. if you please, since 
nearly two hours ago." 

"Gracious me!" said Mrs. String- 
fellow. " Married to a poor man with 
nothing but a salary! " 

" My dear Marian." interposed Jotham 
P. mildly. " There is some mistake 
somewhere. Four months ago or there- 
about we disposed of all our rights, 
title, and interest in the Honduras Trop- 
ical Products Company to Mr. Lon J. 
Addicks for cash in hand. L T nless he has 
since disposed of it, he owns the con- 
trolling interest in a million-dollar cor- 
poration, which, according to your state- 
ment, is well established and on a naviner 
basis. 

" I want to know ! " she said. " Then. 
Mr. Lon J. Addicks, you are the man 
who squelched that tax-title." 

"H-m — yes. I believe there was 
something of the kind." drawled the 
culprit. " You see, it would have been 
all right for — er — Mrs. Addicks, but 
where would I have been ? I had to pay 
it — or — er — arrange the matter to pro- 
tect myself." 
end.) 



By dvQ 




A 5 



u 5 

luvow 



wkat you 



ant to 



\ V 7E want to be as uselul as possible (o our readers, but, because of the greal popularity ol this department, we 
\y are obliged to impose certain restrictions. It is limited to the answering of questions of an informative, 
technical, or historical nature only. Letters concerning positions WILL NOT be answered. All letters 
should be signed with the full name of the writer, as an indication of his good faith. We will print only his initials. 
The editor begs that readers sending in questions will not be disappointed if the answers do not appear as early ai 
expected. Delays are often unavoidable for two reasons : the magazine is printed two months in advance of the date 
of issue, and it frequently takes weeks to secure correct answers, owing to the complexity of the questions. 



J J. D., Winnipeg, Canada. — The length of 
• the main line of the Canadian Pacific, 
.Montreal to Vancouver, is 2,900 miles: that of 
the Transsiberian is 5.261 miles, Vladivostok 
to Moscow. The train on the Transsiberian 
road runs through without change of cars, the 
time being about ten days, and the average 
speed twenty miles per hour. This is, of 
course, the longest run in the world. 

(2) Can't say exactly just where the Cana- 
dian Pacific Mallets are distributed. 

J* 

FA. P., Yonkers, New York. — Write to the 
• Secretary of the Interstate Commerce 
Commission, Washington, District of Colum- 
bia, for a copy of the ruling on railroad passes. 
We are quite sure, however, that the restric- 
tions on the issue and exchange of passes still 
remain in force. 

(2) It is not customary for the Pullman 
Company to issue passes, except quarterly or 
annually to the officers of the road over which 
they may be operating. 

J* 

TM., Jersey City. — There is no record of 
• the longest train ever operated by 
straight air: that is, none which can be ac- 
cepted as authentic. The non-automatic, or 
" straight-air " brake was invented by George 
Westinghouse in i860. 

,* 

WHAT is the difference between dry and 
wet steam ? 

(2) Which are eight fastest trains in 
the United States, and their time? 

(3) What is the speed of engine No. 303 of 
the Philadelphia and Reading Railway? — P. 
M., Hohokeiu New Jersey. 

(1) Wet, or properly saturated steam, is that 
with just enough heat to keep it from con- 



densing. Dry steam is practically saturated 
steam, but usually that which does not have 
over two per cent of entrained water. Super- 
heated steam is that which has been heated 
when not in contact with water, and hence has 
a higher temperature than saturated or dry 
steam at the same pressure. 

(2) For full list see the Lantern Department 
of the March, 1912, Railroad Man's Maga- 
zine, page 280. 

(3) It is capable of a sustained speed of at 
least 60 miles an hour with the five and six car 
trains run by that road on its New York di- 
vision. 

FP., Detroit. — Your friend was no doubt 
• correct in the statement that the " Fly- 
ing Scotchman " between London and Glasgow 
had made 90 miles an hour, as the writer 
timed it at that speed more than once, but if 
he meant to imply that the Scotchman had 
made the entire run of 400 miles between the 
two places at the average rate of 90 miles an 
hour, the statement is, of course, absurd. The 
time is practically eight hours, and therefore 
the average speed is 50 miles per hour, in- 
cluding stops, of which there arc very few, 
and only for the purpose of changing engines. 
This is a long-distance train, and it would be 
hard to improve on the average. 

LL. J.. Birmingham, Alabama. — You might 
• try the Rand McNally Company, New 
York City, for the map, but we can't say 
whether or not one is published on so com- 
prehensive a basis. 

(2) " Poor's Manual of Railroads " goes 
thoroughly into all details of the information 
which you desire. 

(3) In the article on " Combustion and 



124 



BY THE LIGHT OF THE LANTERN. 



125 



Firing." by Robert H. Rogers. Which appeared 
in the August, 191 1, issue of the Railroad 
Man's Magazine, will he found a complete 
description of the oil-burning locomotive. 

(4) The San Pedro. Los Angeles and Salt 
Lake does not appear in the official guides as 
one of the so-called 1-Iarriman group. 

(5) The Northwestern Pacific is indepen- 
dent of the two systems named. 

(6) Consult " Poor's Manual of Railroads " 
for the double-track mileage of the roads you 
mention. 

,< 

RVV. II., Everett, Washington. " Train- 
• Rules and Train-Despatching," by H. 
A. Dalby, is the book you want. It can be 
procured from the Norman \Y. Henley Com- 
pany, New York City. 

CJ. M., Charleston, South Carolina.— The 
• best way for you to obtain information 
at first hand regarding the affiliation of signal 
and towermen with labor organizations would 
be to inquire from any one of them in your 
own city. This will also give you an Oppor- 
tunity to find out the working hours. In order 
to explain this intelligently here it would be 
necessary for us to quote the entire portion of 
the hours-of-service law which applies to their 
work. 

.* 

JH., Pasadena, California. — The vastness 
• of the Pennsylvania Railroad system 
and the number of people dependent upon it, 
is indicated in a report recently issued, show- 
ing that on December 31, 191 1, it had 25,236.5 
miles of track. The number of stockholders 
on March 1 was 73,567, showing an increase of 
7,744 over last year. This does not include 
the stockholders of the various subsidiaries, 
nor does it embrace bondholders of the Penn- 
sylvania Railroad Company and its affiliated 
lines. 

The Pennsylvania has 11,503.76 miles of 
line, of which 6,329.54 miles are east of Pitts- 
burgh, and the remainder, 5,174.22. west of 
Pittsburgh. These lines run through thirteen 
States and the District of Columbia, in which 
live more than one-half of the people of the 
United States. 

The system now has 11,503.76 miles of first 
track, 3,593.03 miles of second track. 798.41 of 
third track, and 61903 miles of fourth track. 
It has also 8,722.27 miles of sidings. The in- 
crease in the trackage during 191 1 was 619.92 
miles. 

The Pennsylvania is essentially an institu- 
tion of the State of Pennsylvania, and in it 
are located 4.'34-07 of the 1 1.503.76 miles of 
line. Ohio is second in Pennsylvania mileage, 
having a total of (.032.56 miles. In Indiana 
the system has 1.65992 miles of line, while the 
remainder is divided as follows: 



Delaware, 275.34 mites; District of Colum- 
bia, 13.02 miles; Illinois, 642.43 miles; Ken- 
tucky, 4.07 miles; Maryland, 601.00 miles; 
Michigan, 439-99 miles; Missouri, 30.78 miles; 
New Jersey, 780.17 miles: New York, 822.57 
miles; Virginia, miles, and West Vir- 

ginia, 89.07 miles. 

J» 

RA. B., Moncton, New Brunswick. — There 
• arc at least 500 locomotives of the 
Mallet type scattered on probably 50 railroads, 
s.> you can readily appreciate what a large 
space would be necessary to give their various 
numbers, dimensions, etc. They are all prac- 
tically alike basically, the differences between 
being in tractive-effort, wheel-arrangement, 
use of superheated steam, etc. They all em- 
body the articulated feature; that is, the two 
groups of driving-wheels are free to curve in- 
dependently of one another. 

J* 

TM. P Jersey City. — Tradition is silent as to 
• the time when the brass and wedge was 
first used for journal bearings, but the practise 
is undoubtedly very old, probably extending 
back to the time of Ross Winans, in the forties, 
in some form or other. We have been en- 
deavoring to secure this information since the 
receipt of your letter, but so far have received 
110 replies to our various communications. 

(2) Your question does not indicate the 
road to which the K-2 engine belongs. If you 
will supply this omission, we will answer in 
the next issue. So many roads have Pacific 
type engines at present with the 4-6-2 wheel 
arrangement designated as "K" that it is im- 
possible for us to conjecture which one is 
meant. 

GB. M., West Orange, New Jersey.— The 
• editor must confess that he is puzzled 
by two of your questions, viz., " How may the 
boiler elevation of the backhead be deter- 
mined?" and "Please explain the best mode 
for throttle fastening?" In the case of the 
first we thought you might mean a description 
df the best and most accurate manner to lo- 
cate the gage-cock holes in the backhead, but 
after a long study concluded to give it up and 
let you come again. In regard to the other, 
if you mean the throttle- valve, it is considered 
the best practise to bolt it firmly to a brace 
which is riveted to the dome; this, of course, 
to resist the downward pull when the valve is 
seated, which would soon move it out of place 
at the dry-pipe joint. They are all secured in 
about the same way. If, on the other hand, 
you have reference to the throttle-lever in the 
cab, they are now universally fastened by a 
latch of some four teeth which engage the 
throttle-rack or quadrant in any desired posi- 
tion. Years ago thumbscrews were commonly 



126 RAILROAD MAN'S MAGAZINE. 



used f<">r this purpose and the throttle-quad- 
rants were not notched. 

(3 and 4) An crecting-card elevation is the 
large drawing, sometimes 3x5 feet, which is 
generally placed on a convenient board on the 
wall of the erecting-shop for the general guid- 
ance of the gang setting up the engine. Of 
course all the parts are covered by detail draw- 
ings in addition, but the large one gives a 
graphic idea of the location of the parts and 
how the machine will look when completed. 
The same applies to the erecting-card for cab- 
fittings, indicating the position of these parts in 
the cab. 

(5) The article 011 " Combustion and 
Firing," in the August, 1911, issue of the 
Railroad Max's Magazine to which you refer, 
contains the information that you want. Look 
it up again and note the drawing on page 461. 
Practically the same draft appliances are used 
as for coal. 

LI.. P., Granite Falls, Washington.— The 
• nearest master mechanic on the Chi- 
cago, Milwaukee and Pugct Sound Railway is 
probably Frank Rusch, at Tacoma. 

J* 

TH. L.. Cleveland. — Train auditors, or col- 
• lectors, as they are commonly termed 
in the East, advance from trainmen ; that is, 
they enter the passenger-service as trainmen 
and later become collectors. They cannot be- 
come passenger-conductors, however, without 
first going through the freight-service. 

(2) The leading road of the South, from 
the standpoint of mileage operated, is the At- 
lantic Coast line, with 1 1,405 miles. It is made 
up of some 14 roads, including the Louisville 
and Nashville, 4,501 miles, and the Nashville, 
Chattanooga and St. Louis, 1,230 miles. 

(3) The bursting of the air-hose resulted 
automatically in an emergency application of 
the brakes, as it disturbed what might be 
called the perfect balance of the triple-valves 
which control the admission of air to the 
brake-cylinders, allowing the air to enter the 
cylinders in far greater volume than would be 
the case in an ordinary service-stop. 

DJ. F., Providence, Rhode Island. — You 
• can apply to any master mechanic or 
road foreman of engines of the Grand Trunk 
Railroad for a position as fireman. You 
might address J. Duguid, master mechanic, 
Montreal, Quebec, to learn the prospects of 
employment at present. 

A CAR-LOAD shipment, way-billed from 
Chicago to Marshall, Minnesota, as 
agricultural implements, when at desti- 
nation was opened and found to contain wire 
nails, marked a hardware firm in St. Paul. 



On the car being forwarded to St. Paul what 
charges would the agent there collect? Agri- 
cultural implements take class " A " rate from 
Chicago to Marshall, 35 cents per cwl., and 
wire nails between the same points take class 
5th rate, 30 cents per cwt., minimum weight 
36,000 pounds. The car was billed at 24,000 
pounds, the minimum weight for shipments of 
agricultural implements. — D. O., Marshall, 
Minnesota. 

The actual weight of the nails should be 
ascertained at Marshall, and billing corrected 
to that weight (or 36,000 pounds minimum, if 
actual weight less) and rate of 30 cents to 
cover to Marshall. It is not clear whv the 
car for St. Paul is billed to Marshall'. If 
through an error at Chicago, the matter 
should be referred to the proper traffic official. 
We do not see how this would affect charges, 
Chicago to Marshall, and. of course, if re- 
billed, Marshall to St. Paul, the regular pub- 
lished tariff in effect for the actual commodity 
would be used. In this connection the follow- 
ing clause from a provision of the Interstate 
Commerce law prohibiting the misdirection of 
property to be transported may be of interest: 

Any common carrier subject to the pro- 
visions of this Act, or whenever such 
common carrier is a corporation, who, by 
means of false hilling, false classification, 
false weighing, or false report of weight, 
or by any other device or means, shall 
knowingly and wilfully assist, and shall 
willingly suffer or permit, any person or 
persons to obtain transportation for prop- 
erty at less than the regular rates then 
established and in force on the line of 
transportation of such common carrier, 
shall be deemed guilty of a misdemeanor, 
and shall, upon conviction thereof in any 
court of the United States of competent 
jurisdiction within the district in which 
such offense was committed, be subject to 
a fine not exceeding five thousand dollars, 
or imprisonment in the penitentiary for a 
term of not exceeding two years, or both, 
at the discretion of the court, for each 
offense. 

JM., Elmira. New York.— The largest en- 
• gines owned by the Eric Railroad are 
Mallet articulated compounds of the 0-8-8-0 
type, and designated by the railroad company 
as Class L-i. Their road numbers are 2600. 
2601, and 2602. They were built primarily to 
push freight-trains up the steep grade east of 
Susquehanna, Pennsylvania, to Gulf Summit, 
and for some time the three remained there, 
but now we understand that one has been 
transferred for similar service on the moun- 
tain east of Port Jervis. New York. 

(2) The Eric Railroad system includes the 
Rath and Hammondsport Railroad. 10 miles; 
Chicago and Erie Railroad. 269.56 miles: F.rie 
Railroad Company. 1 .003.70 miles: New 
Jersey and New York Railroad, 47.76 miles: 



BY THE LIGHT OF THE LANTERN. 



127 



New York, Susquehanna and Western Rail- 
road, 152 miles, and Wilkes-Barrc and Eastern 
Railroad, 92.36 miles. Total mileage of the 
system, 2,565.38 miles. 

IF a string of 65 cars was being pushed by 
one engine and pulled by another, each of 
equal power, and there was three feet 
play in the draw-heads, where would the spot 
of lost motion be? — R. B., Walton, Oregon. 

1 f the locomotives were of equal power, as 
you say, and the cars with their loading of 
equal weight, the point of slack should be 
logically about half-way the train, but so many 
things have to be taken into consideration that 
it is practically impossible to assign a definite 
location for it. It would constantly vary, due 
to the change in grade, variation in tractive- 
effort of the engines, and many other causes. 
.< 

JO. H., Long Beach, California. — In the 
• majority of various designs of screw 
reverse a form of pointer or index is em- 
ployed to indicate the varying degrees of cut- 
off. This can be done in a number of ways, 
but the writer is of the opinion that the 
standard on the Austrian State Railways is 
the best. If ten turns of the reverse-wheel are 
required to go from full-forward to full-back 
motion, each turn is indicated, and if the figure 
"' 5 " should appear in the proper place it 
would imply that the engine was " out of 
gear," as it would be in the old-style reverse- 
gear with the lever in the center of the 
quadrant. 

J* 

OH. S., Stanton, Iowa. — Supplementing 
• our reply to you in the July number 
in regard to brakemen-operators, we have 
since been advised that the former Denver 
and Rio Grande Railway, between Ogden, 
Utah, and Grand Junction, Colorado, hired 
opcrator-brakemen in passenger-service about 
thirteen years ago. They carried box-relays, 
and crossing the Utah desert, where offices 
were very few, the company had boxes on 
telegraph-poles at blind-sidings, closed with 
switch-locks and containing the despatcher's 
wire. The correspondent supplying this in- 
formation, however, is of the opinion that this 
practise has been discontinued, as increased 
business has called fur many additional offices. 

J* 

HAVE any locomotives speed-recorders so 
that the engineer can tell the number of 
miles per hour he is traveling? — A. A. 
k.. Kansas City, Missouri. 

It is practically a universal practise to have 
these on locomotives hauling fast trains in 
Europe, but there are only isolated instances 
where they have been applied here. Abroad, 
the maximum speed regulations are so strict. 



being imposed by the governments, that it is 
necessary to have a certain check or record 
for each run. The recording mechanism is 
generally located on the running-board as 
nearly above one of the engine-truck wheels 
as possible, and the roll of paper within is 
revolved by a drive from one of the engine- 
truck axles. This box is locked, and the en- 
gineer cannot obtain access to it. At the end 
Of the run the roll is removed and carefully 
filed for future reference should any com- 
plaint l>e made regarding excessive speed at 
points where it is forbidden. There is also a 
dial or recording-gage in the cab, placed con- 
veniently for the view of the engineer. The 
German railroads invariably get into trouble 
whenever a slow-down, where one should be 
made, is disregarded, and they use the device 
for their own protection, as well as for that 
of their men. In this country they are largely 
considered as an unnecessary and expensive 
adjunct to the locomotive, although quite a 
number are in use. 

,* 

EB„ Denver. — Consult back numbers of 
• " Poor's Manual " for the history of 
the branch road mentioned in your letter. We 
do not find any record of it in the last few 
issues of that publication. 

(2) The division superintendents of the 
Nashville, Chattanooga and St. Louis Rail- 
way are stationed at Tullahoma, Tennessee ; 
Paducah, Kentucky ; Atlanta, Georgia, and 
Nashville, Tennessee. Address W. L. Danley, 
General Passenger-Agent, Nashville, in regard 
to the trackage used by this company. 

ES. M., Worcester, Massachusetts. — 
• Through the kindness of two cor- 
respondents we have been furnished with 
some information concerning the Port Town- 
send Southern Railroad, which we advised 
you in the July number does not appear in the 
official guides. It appears, however, that this 
is a standard-gage road between Port Town- 
send and Quilcene, 21 miles, and about ro miles 
from Tenino to Olympia, both lines being 
Northern Pacific property. The equipment is 
said to consist of one engine, two passenger, 
and about a dozen freight-cars. One cor- 
respondent is of the opinion that at one time 
the road had its own set of officers and was 
run independently of the Northern Pacific 
main-line systems. 

v4 

Mil., Chicago. — We fail to understand 
• your question in relation to " friction 
in a locomotive boiler when fired." You 
state, referring to the old Stourbridge Lion ; 
" the steam was raised at between 40 and 50 
pounds, although there was no friction. 
Would like to know what causes this fric- 
tion?" The editor is rather inclined to the 



128 



RAILROAD MAN'S MAGAZINE. 



opinion that internal friction in the locomotive 
is what is meant. Authorities differ as to the 
average internal friction. Wellington gave 
live to eight per cent of indicated power, and 
Forsyth, ten per cent. It varies with the num- 
ber and condition of bearings, coupled wheels, 
valves, etc., as well as amount of oil used. 
The old newspaper account of the first trial 
of the Lion, which appeared in the August 
issue of the Railhoah Man's Magazine, in 
which it was stated that steam was maintained 
at so many pounds, although there was no 
friction, may probably be taken to mean that 
the engine had no train behind to detract from 
its steaming qualities. 

HP., YYayeross. Georgia. — Our reply to 
• " C. T. V." in the August Lantern 
Department relative to increasing the weight 
of an air-tank or reservoir by increasing the 
pressure of the air within it, was simply the 
result of an experiment which was performed 
with all care that the appliances at hand would 
permit. Theoretically we agree with you, and 
might have reasoned it out through the usual 
well-known formulas as you have done. It 
was thought better to refer to a practical ex- 
periment, because we did not believe that in a 
tank of the comparatively small size men- 
tioned, 50,000 cubic inches, there would be an 
appreciable gain in weight, and there was none 
so far as we could observe in the experiment 
which we mentioned. Lack of sensitiveness in 
the weighing appliances at that time may have 
a bearing on the result. This opinion is held 
by a correspondent, "J. N.," Lincoln, Nebraska, 
from whose letter we quote the following: 

" The result which you obtained in witness- 
ing the actual experiment arose from the fact 
that the weighing apparatus used was not suffi- 
ciently sensitive to record the very slight ad- 
ditional weight of the atmosphere necessarily 
forced into the tank to create a pressure of 
85 pounds. This additional weight was in- 
deed small, but it was there, and if the weigh- 
ing apparatus used had been sufficiently sensi- 
tive the additional weight would have been 
recorded and obvious. 

" I have not computed the weight of at- 
mosphere that would be involved in raising a 
tank of 50,000 cubic inches to a pressure of 
85 or 90 pounds, but it would obviously be an 
infinitesimal part of the "square inch" ex- 
tending from sea level to the highest altitude, 
but, however limited it would be. it would 
have weight in exact proportion to the volume 
used in creating the named pressure, and 
would show that weight on a weighing device 
sufficiently sensitive to record it." 

Another correspondent, " E. V. L.," New 
York City, whose kind letter is greatly ap- 
preciated, holds that if the tank were filled 
with air at atmospheric pressure and then 



heated until the required pressure was ob- 
tained the total weight would not be affected 
Continuing, he adds; "but if the pressure is 
obtained by compressing free air, then this 
would require 230.000 cubic inches of free air. 
As free air at 60 degrees at the sea level 
weighs one pound per 13.06 cubic feet, this 
is equivalent to an addition of 10.14 pounds li- 
the total weight." 

J* 

J P.. P,., Creensburg, Pennsylvania. — If you 
• will give a more accurate description of 
the rubbish which you notice being unloaded 
in the Pittsburgh district by the railroads, we 
will be very glad to reply to your question. 
It may be their own scrap, although your 
letter docs not say so, and this, of course, is 
sold for what it will bring. Slag is hauled 
by the railroads at freight rates governing 
such material. 

GMcC, New York City.— The loss of an 
• eye bars a man from any position, 
practically, in railroad service. It would sim- 
ply be a waste of time to apply for a road job 
alter meeting with that misfortune. The re- 
quirements are fully described in an article 
on railroad eye tests which appeared in the 
September number of the Raii.road Man's 
Magazine. 

S 

WG., Worcester, Massachusetts. — We 
• have been informed that work has been 
started on the bridge mentioned. Address 
Alex. C. Shand. chief engineer, Pennsylvania 
Railroad, Philadelphia, who will no doubt ad- 
vise you just what has been done. 

IG. F., New Orleans. — The Cold Blast 
• Transportation Company has 2,000 cars 
The principal officers are as follows: F. Sulz' 
berger. president; M. J. Sulzberger, vice- 
president and treasurer; N. Grabenhcimer, 
secretary: and M. S. Loeb, assistant secretary. 
Their address is New York City. Those sta- 
tioned in Chicago are E. B. Zitzinger, pur- 
chasing agent: V. D. Skipworth. manager, and 
A. F. Peterson, master car-builder. We are 
unable to answer the intimate question con- 
cerning this company. 

AC. Barton, Maryland.— Your problem 
• has appeared in various forms in the 
Railroad Man's Magazine, and it may be 
briefly answered in the statement that shots 
lired on moving trains have precisely the same 
effect as though fired on the ground. The 
two men, the rifle, and the bullet are all moving 
with the speed of the train, and there is noth- 
ing to prevent the bullet from reaching its 
mark. 



SAVING THE WORKER 



Many of the Appliances Now in Use Where 
Men Are Employed in Dangerous Trades Are 
the Inventions or Ideas of the Men Themselves. 



BY J . D . N Y 1 1 . 



. . HAVE selected the various 

XrW' mills df the United States 
;«iilc Steel Corporation as tin- basis 
^IIK^ of this article, because lliai 
=d ==^i corporation is one of the 
largest employers of labor in 
the count r\. and because ii has made a 
special effort to encourage men to sug- 
gest plans that could be used for their 
safety, and has put those plans into 
practise. 

In the United States Steel Corporation, 
however, the official organization of the 
work of safeguarding employees is com- 
paratively recent. In its present form it 
dates back to March. 1908, only, although 
prior to that date the corporation's sub- 
sidiary companies, working more or less 
independently for a long time, had taken 
steps tO prevent accidents by means of 
safely devices and instructions to work- 
ers, a casualty manager being appointed 
by each company to Supervise the work. 

After the work had been in progress 
for a year, the general solicitor of the 
corporation called a meeting of the casu- 
alty managers to consider the results of 
their work and formulate plans for the 
future. At the meeting. Judge Elbert H, 
Gary, chairman of the board of di- 
rectors, said : 

9 R R j 



" There is not any doubt that our cor- 
poration will promptly and fully approve 
every suggestion that is made for the 
betterment of the safety conditions of our 
men. provided "the recommendations 
seem to be practicable. If the only 
question involved in them seems to be 
that of dollars and cents, we will not 
hesitate to make the necessary appropri- 
ation in money to carry into effect any 
suggestion for taking care of our em- 
ployees." 

The outcome of the meeting vindicated 
Judge Gary's utterances. A committee 
of safety was appointed to inspect the 
various plants and works of the subsi- 
diary companies and to act as a clearing- 
house in obtaining information concern- 
ing the safety of the men in its employ. 

The committee of safety was instruct- 
ed to select inspectors, who were to make 
w ritten reports on the conditions of the 
different plants with reference to the 
prevention of accidents. These reports, 
after being passed on by the committee, 
were transmitted to the proper repre- 
sentatives of the companies, with a re- 
quest that returns might be made within 
a period fixed by the committee, showing 
what action had been taken on the 
reports. 



130 



RAILROAD MAN'S MAGAZINE. 



The committee got busy. It chose as 
inspectors men familiar with the ma- 
chinery and operations of the various 
companies, experienced in matters and 
conditions connected with accidents and 
competent to detect sources of danger 
and devise means of overcoming them. 

All Dangers Were Considered. 

Each building was considered sep- 
arately. Not only were the larger but 
the smaller dangers noted. Worn floors; 
carelessly piled material ; windows thai 
should be cleaned so as to give better 
light, and loose planks that invited a fall 
were among the lesser dangers noted. 

By 1910. the committee had seventy- 
eight of the largest subsidiary companies 
thoroughly inspected. It had received 
and considered no less than 5.^00 recom- 
mendations made by the inspectors. 
More than ninety-two per cent of these 
recommendations were accepted and 
complied with by the subsidiary com- 
panies. Less than eight per cent re- 
quired additional discussion. 

But the inspectors were not alone in 
the work. More than seventy-live sug- 
gestions for plans for devices and ap- 
pliances for safeguarding machinery, 
warning employees, and otherwise pre- 
venting accidents were received inde- 
pendently from the companies; Many 
of these suggestions were accompanied 
by blue-prints, photographs, estimates of 
cost, and other information. A majority 
of these devices were subsequently used. 

As has been said, the subsidiary com- 
panies acted independently so far as the 
actual form and installation of the safety 
appliances were concerned, accepting the 
advice and instruction of the safety 
committee. 

This committee is now endeavoring to 
standardize all safety devices now in use 
on machinery common to a majority of 
the plants. It is thus hoped to insure the 
use of only the most eltective devices. 

The committee of safety now consists 
of Charles McVeagh. general solicitor of 
the United States Steel Corporation, 
chairman; O. M. Cooper. American 
Bridge Company; |. L. Chisholm. Ten- 
nessee Coal. Iron ami Railroad Com- 
pany: Thomas Ewing. National Tube 
Company : L. H. Burnett, Carnegie Steel 
Company ; S. \Y. Tener. American Steel 



and Wire Company; E. II. Windom, 
Oliver Iron Mining Company ; R. f. 
Voung, Illinois Steel Company ; and C. 
L. Close, secretary. 

Mr. Close formerly represented the 

National Tube Company on tin- commit- 
tee, but has been transferred to the serv- 
ice of the corporation and attached to 
the general solicitor's office as manager 
of the bureau of safety, relief, sanitation 
and welfare. 

1 here are also safety committees in 
almost all the subsidiary companies, 
these being known as permanent com 
mittees and workmen's committees. The 
first is made up of the superintendent, 
master mechanics, and heads of depart- 
ments : the second consists of three mem- 
bers of the rank and tile. The second 
committee is allowed time once or twice 
a month, or. in some cases, once a week, 
to make a thorough inspection of the 
plant, during which the members are 
paid their usual rate of wages. 

The duty of both committees is to look 
for defects in buildings or equipment, 
unsafe practises of workmen, and any 
other condition of men or machinery 
that might cause accident. 

The make-up of the workmen's com- 
mittee is changed frequently so as to give 
a majority of the employees a chance to 
improve conditions. It is understood, 
however, that when they cease to be 
committeemen they shall not allow their 
interest in the safety movement to cease 
also. Consequently a goodly proportion 
of practical suggestions come from 
former members of the committee. 

" Suggestion Box " for Men. 

The committees also investigate seri- 
ous accidents: examine witnesses, report 
on negligence, and suggest the punish- 
ment. 

One of the unique features of the 
safety movement is the " suggestion 
box " that is placed outside the entrance 
to all the plants. Into these boxes the 
men drop written hints or plans for 
adding to the safety equipment. If any 
are found to be practical, the man ma- 
king the suggestion is paid. 

Money talks in this safety scheme just 
as it does in all business affairs. Since 
1908 over $3,000,000 has been expended 
for safety by the corporation. Since 



S.W tNG THE \\ ( )KKEK. 



131 



lyi I, $1,750,000 lias been spent. The 
results have warranted the disbursement. 
In 101 1 there were forty-three per cent 
less accidents than in 190S, and the in- 
dications are that the current year will 
produce a better shewing; 

It must be remembered .tlial the num- 
ber of employees is increasing annually. 



tion that it has not been easy to make a 
selection. There are thousands of these 
de\ ices cov ering every conceivable phase 
of danger, many of them being remark- 
able combinations of ingenuity and .sim- 
plicity. 

Indeed, some of the most effective are 
among the simplest 




A. — BOUNDHOt SE DERAILING SWITCH. UEFORE REACHING THIS SWITCH AN ENGINE MUST STOP AND 
FIREMAN MUST HOI.I1 THE SWITCH CLOSED FOR ENGINE TO PASS. WITHOUT THIS DEVICE AN 
ENGINE OR TRAIN NOT UNDER CONTROL MIGHT RUN INTO THE TURNTABLE PIT. 



so that forty-three percent really doesn't 
represent the present situation. To-day 
there are about 200.000 workmen on the 
pay-roll of the corporation' 

Apart from the safety devices for ma- 
chinery, the workers are surrounded 
w ith sanitary precautions of an elaborate 
nature. There are spacious baths; ven- 
tilating devices; "change" houses for 
the street clothing of the men during 
working hours, and in which they can 
wash lip when the day's labor is over: 
hospitals with corps of trained nurses, a 
staff of doctors, and a full equipment of 
operating, reception, and examination 
rooms and dormitories. 

So many suggestions for safety de- 
vices have been received by the corpora- 



The first thing to be put in use was a 
danger " trade-mark." This is a red 
ball. Time was when clanger points were 
protected by written warnings in several 
languages, including those of the Slavic 
nations, but it was found that many 
foreign workmen were illiterate, and the 
warnings were useless. 

Universal Danger Signal. 

The red ball was adopted as a signifi- 
cant and permanent sign of danger, anil 
it has worked admirably. .Vol only is it 
used in this country, but it has been sug- 
gested for use abroad in the hope that 
the crimson sphere may become general- 
ly recognized as a signal of warning 



132 



RAII.kt >AD MAN'S M v. \Xl.\E. 



throughout tilt- manufacturing districts 
i f both Europe and America. 

An amusing instance of tins fact was 
recently noted in Austria. An American 
purchased several boxes of matches on 
which ws the red ball, with the state- 
ment that there was no danger in pur- 
chasing that particular brand of matches ! 

Wherever it is necessary to expose a 
live wire in the sleel plants, a sign is 
hung Under the wire on which, in vivid 
red. is pictured Jove's hand holding a 
sheaf of thunderbolts. Below the hand 
is the word " Elcktrika." and beneath 
that :i skull and eross-bono. 

Xo matter how unlettered an employee 
may he. this sign is sufficiently signifi- 
cant, and its grim hint is understood. So 




TRACK TARGET FOR N 1' . HT ANI> DAV SKKVICE. 
A. — TRACK DISK PAINTED RED WITH OUTER 
RING OK WHITE. P.— CLAMP FOR SE- 
CURING TARGET TO RAIL. K. — 
PADLOCK ON LANTERN TO 
PREVENT REMOVAL 



well is its meaning understood thai on 
(•ne occasion the applicants for employ- 
ment at one of the plants carefnllv kepi 
away from an iron hand-rail in front of 
the window of the employment bureau. 

An investigation showed that one «>f 
the clerks had placed an Elcktrika " 
sign in the window above the rail to keep 
the sunshine from his desk! 

There are many lettered signs displ.iw 1 
OUtside and inside the various plants that 
play their part in the reduction of acci- 
dents. Over the .trates of certain works 
is the sign: 

SAI-'ETV ! It pays you to think before you act. 

This illuminated sign is affixed to an- 
other gate-post : 

The prevention of nccidents and injuries by 
all possible means, is a personal duty which 
EVERYONE owes not only to himself alone, 
hut also to his (ellow workmen. 

In other instances you are reminded: 

The careful workman is the efficient workman. 
Me who prevents an accident has done a guud 
day's work. 

The change is rung on the same sub- 
ject in hundreds of different ways. 

Apart from the red ball, every plant 
is supplied with enameled sleel signs on 
which, in flaring red. is inscribed a 
"danger warning" in half a dozen 
languages. A typical sign of this kind 
reads as follows: : 

DANGER ! You are warned against working 
without eye-protectors or with haltered tools. 
Get proper tools and eye-shields from foreman. 

The same sentence is repeated in the 
other languages, some foreign words for 
" danger " being " tichccpccniio." " ves- 
sel-y" " Opansno'* and " Hiebespecsens- 
ttitth," 

A sign that plays a prominent part in 
the safety scheme tops a light metal 
stand. It reads : 

Danger ! Workmen overhead ! 

It is so constructed that when not in 
use the wording of the sign drops OUl 
of sight. 

When a man enters a boiler to clean 
or repair it. he slips over the valve-wheel 



SA\ ING THE WORKER. 



L38 



a hinged metal case painted red ami 
which is locked on by a padlock O&Med 
by the man. The padlock has a metal 
lag on its red background on which is 
painted in large letlers: 

Danger ! Man inside ! 

All boilers are numbered at the front 
and rear, and the crown-salve is num- 
bered correspondingly. This prevents 
any one locking or Operating the valves. 

The railroad safety devices are many. 
There is a roundhouse derailing-swiich 
by which a locomotive must be stopped 
before it reaches the switch which the 
fireman holds closed while the engine 
passes. Without the switch, the ma- 
chine might run wild. 

Simple and Elfective Devices. 

When blasting near a railroad track is 
necessary, there is always a possibility 
that a spark from a locomotive or a 
steam-shovel mas cause a premature ex- 
plosion, so a shield has been devised 
svhich precludes all possibility of acci- 
dent. This shield entirely covers the can 

of explosive. 

Sometimes a train has to use tracks 
t hat run through mills where the clamor 
of machinery is deafening. In such 
cases the bells of the engine are locate I 
close to the rails, so that their svarning 
notes are rendered much more distinct 
l Ivan if a bell svas in its usual position on 
the top of the boiler. 

Where cars are .-tailed, accidentally or 
purposely, an ingenious track target is 
used. It has a clutch that grips the rail 
in front of a car. At its upper end is a 
disk that shows red by day and a red 
light by night. It is as easy to handle 
as it is effective. 

There are several good rubber devices 
to prevent a man from getting his foot 
jammed in the frog of a switch. 

A track '• skidder " with target attach- 
ment is also used as a temporary bump- 
ing-block. It is extremely simple so Ear 
as its details are concerned, but verv 
el'fective. 

The flat cars that transport Open- 
hearth charging-boxes from place to 
place, are equipped ss ith end boards to 
prevent the boxes or their contents from 
falling over the end of the car onto the 




BEI-I. I'LACEIl CLOSE TO TRACK SO AS TO BE 
HEARD MORE CLEARLY SVHEN TRAIN IS 
PASSING THROUGH A NOISY MILL. 



rails. In addition, the cars are titled 
with steps, grab-irons, and operating 
lesers. all intended to increase safety. 

All the switching-engines are fitted 
with steps forward . to prevent the 
dangerous practise of ssvinging upon the 
pilot when the engine is in motion. Since 
the introduction of these steps coupling 
accidents have shown a material de- 
crease. 

A car-shifter with a steel heel that 
" bites " the rail with practically no slip, 
is in general use in the yards. About 
fourteen inches from the upper end of 
the handle a steel disk is welded. In 
case the bar should slip or turn and the 
man be throsvn forward, this disk pro- 
sides a stop that prevents injurs' to his 
hands. 

There is a trestle in the Carnegie 
Works, the equipment of which is char- 



RAILR< 'AD MAN'S M VGAZINE. 



acterisric of the efforts being made to 
protect the workers. 

There is a font-walk on both sides of 
the trestle provided with a stamhr 1 
hand-rail ana toe-board. On the stand- 
pipe ladder is an expanded metal shield to 
prevent the men from touching the high- 
tension wires. 

Across the track is suspended the 
" telltale " to warn trainmen that therj i- 
no " top clearance " at the entrance of 
the hoiler-house. Metal shields stay em- 
ployees from climbing down the high- 
tension poles from the trestle foot-walk. 
< In all these poles are painted in red the 
words : 

Danger! Live Wires. 6,6011 Volts. Keep 
Off! 

There is also a white hox around the 
guy wires to prevent men from being in- 
jured at night should they come in con- 
tact with the wires. 

Must Protect Men From Themselves. 

Inside the mills are the carpenter- 
shops, hut the rip-saws are giving out a 
subdued hum instead of their usual noisy 
buzz. 

Each saw is metal-jacketed, with just 
enough open space hclow to insert the 
wood on which it is to " chew." No 
whirling menace of angry teeth! A hahy 
might safely play with the humming 
thing. 

All belt-pulleys are encased in metal 
netting, and there are automatic devices 
for shifting the belting. The days of 
arms being lopped off by the toothed disk 
have passed. 

Here is a tempering tank. The water 
it contains is still steaming from the last 
immersion of hot metal : hut a metal 
hood shuts over it. in the center of which 
is cut a narrow aperture through which 
can he thrust small articles. The whole 
hood can be turned hack so as to leave 
the entire surface of the tank available. 

This hood prevents a careless vvorke.- 
from Stepping into the hot liquid. 

No small proportion of the work of 
safety committees is to protect the men 
from themselves. Most of the safety 
devices must he automatic. If their 
operation were left to the employees, the 
results would be the reverse of satis- 
factory. This statement is made on the 



authority of men who are constant K 
engaged in safetj problems. 

' 'tie feature of the machinery shops 
that strikes a visitor is the apparent ab- 
sence of wheels and belting. In the pat- 
tern-shops of the Ensley Works not a 
wheel of all the massive machinery is 
visible, although the air filled wit], 
their roar and rumble. 

Solid metal shields are built over gears, 
pulleys, and belt-driven planers. They 

give no outward indication of the tre- 
mendous machinery they imprison. Yo.i 
may lean against or loiter among whir- 
ring wheels and spinning belts with just 
as much safely as if you were lounging 
at home. 

Enter the Carnegie Steel Company's 
works and study the steel-wheel roll- 
gears which have had the guards re- 
moved to furnish a good view of Un- 
concealed machinery. The massive -v-- 
tem of wheels and piston-rods thus re- 
vealed is appalling when one thinks of 
the accidents they might he responsible 
for. Xow the guards are put in place, 
and. lo. one could take a nap where a 
moment before he was in danger of heing 
turned to mince-meat. 

The big emery-wheels in many of the 
plants, and which usually run at 6,000 
feet rim speed, are fitted with safety 
collars. In the event of centrifugal force 
causing the bursting of the wheel — a 
not uncommon happening — the frag- 
ments are held together by the collar 
instead of scattering disaster. 

Caging the Dangerous Cogs. 

The hand-jib crane-gears from which 
the guards have heen removed, show 
an array of grim, cogged, men-manglers 
that gleam menacingly as they swiftly 
revolve. Now the guards, stout metal 
hoxes. are replaced, and there isn't even 
a visihle suggestion of the hidden 
danger. 

The small shop lathes are collections of 
bristling, projecting wheels, belts, and 
points so arranged, it would seem, to 
catch and crush the unwary. Before he- 
ing put into use they are transformed 
from potential hospital fillers to harm- 
less machines. 

The huge coupling, countersinking 
and recessing machines, ponderous 
threading machines, metal planers with 



SAVING THE WORKER. 



135 



plates covering their cellars so as to pre- 
vent injury to workers, high-speed 
"chucks," rubber mixing rolls, saw- 
guards of many designs, die-grinders, 
and other danger-dealing devices are all 
covered to save life and lessen accidents. 



unguarded. ( >ld workmen tell grizzly 
stories of victims being caught and 
chewed to death by the pinions on the 
sprockets. To-day such ghastly happen- 
ings are altogether impossible, as guards 
encase the revok ing machinery. 




GUARDS IN FUOGS TO PREVENT A MAX GUTTING HIS FOOT CAUGHT. THESE 
GUARDS, A, ARE MADE OUT OK SKELP STEEL, CUT, BENT, AND SE- 
CURELY FASTENED INTO PLACE. C- — SAFETY RAILROAD 
GATE WHERE TRACKS CROSS. ■ 



In some instances, mostly in the 
lighter machinery, the solid metal guards 
are replaced by those of metal netting. 
The reed lathes are good illustrations: 
l heir gearing and belting are enclosed in 
" cages." 

Here are the gigantic heating fur- 
naces. In front of each long rows of 
sprocket wheels and their chains turn 
ceaselessly. In other days both were 



In the mines of the corporation are I > 
be found a multiplicity of devices for 
protecting life and property. If the 
cables of the lifts or cages should break, 
safety " dogs " are immediately released. 
They fly out and engage clutches on 
either side of the cage, arresting the fall. 

When a car of ore is wheeled into the 
cage, automatic *' chocks " rise from ihi 
flooring and hold it firmly in place. As 



13G 



RAILROAD MAX'S MAGAZINE. 



the Gage begins to move, high doors at 
either end automatically close. 

Special provision is made to protect 
cranemen. A safety chamber forms part 
of each crane. It is built of steel, lined 
with asbestos, and has a concrete lloor. 
Its door swings easily and closes auto- 
matically. 

In case of trouble, the craneman can 
take refuge inside and escape lire and 
poisonous gases. The chamber is venti- 
lated by means of a pipe leading through 
ils roof. It has a small mica window and 
an arrangement by which the occupant 
may operate the crane. 

In cases in which electricity is the 
motive-power of a machine, a safety rops 
is attached to the electric switch. Pulliiig 
this rope shuts off the " juice " and stops 
the machinery. 

The locomotives used in connection 
with lifting or wrecking cranes are tilted 
with a dev ice that gives instant warning 
when the weight on the crane threatens 
to topple over both crane and engine. 

The apparatus consists of a T-s'iaped 




BEHELD TO 1'KEVENT THE H'lkK [ROM A passim; 
LOCOMOTIVK OK STEAM SHOVEL SETTING 
OFF GIANT POVVOEK WHEN TUB HOLE 
IS BEING CHARGED. 



tube, the ends of which arc closed In 
rubber stops through which pass steel 
points that are connected with an electric 
bell. At the lower part of the tube, two 
other steel points enter it : these, in turn, 
being wired with the bell. 

The tube contains mercury which 
scarcely touches the steel needle's. If the 
engine begin-, to tilt, no matter how 
slightly, the mercury follows the move- 
ment, connects with one of the points, 
closes the circuit, and sets the bell going. 
The engineer has sufficient time to avert 
the threatened danger. 

A limit-switch for electric overhead 
traveling cranes prevents " running the 
blocks.'* in which event the cable would 
break and the load spill on the work- 
men. After the switch has stopped the 
hoist, the load can be lowered without 
readjustment of the switch. 

When Handling Hoi Metal. 

An ingenious " push shifter " is used 
for tight ami loose pulley-, making it 
impossible for the belt to work from the 
one to the other and start a machine un- 
expectedly'. Many accidents were due to 
" wandering " belts prior to the introduc- 
tion of the shifter. 

W hat is known as the Ration Safely 
Device is in general use in the smelting 
works. The intention "f the device is 
lo prevent the lowering of the boom of 
a hot metal-ladle below the pouring posi- 
tion, thereby avoiding the possibility "f 
the ladle coming in contact with the 
molds either by absence of power or care- 
lessness of the operator. 

The old plan of taking by hand 
ground material from a revolving muller 
or mixing pan while the pan was in mo- 
tion, led to a number of bad accidents. 

A modern safety device for this work 
consists of a hinged gate. When not in 
use this gate rests on the outer edge of 
pan. When, however, it is necessary tO 
" trough " the wet material, the gau is 
forced inward by means of a hand-wheel 
ami screw. Forming an angle across the 
path of the material, it forces the latter 
out of the gap in the rim into the wheel- 
barrow below. 

Metal grille is used extensively in con- 
nection with bins and hoppers to prevent 
men falling into the coal and limestone 
when the bottom of a car is open. 



SAVING THE WORKER 



137 




TRACK SKIDDED WITH TARGET ATTACHMENT. THIS DEVICE GIVES THE SAME 
WARNING AS AN ORDINARY TARGET AND ACTUALLY STOI'S A 
MOVING CAR WITHIN POCK FEET, RUNNING AT A 
SPEED OF ABOUT SIX MILES AN HOUR , 



In the wire-working works, a simple 
but effective arrangement prevents in- 
jury to workmen who are accidentally 
caught on the blocks. The wire is passed 
through a hoop in the head of a safety- 
lever so that a snarl will throw the lex er 
over and stop the block. 

A safety rope is attached to the lever, 
carried above the frame, and down the 
side of the block. If a workman should 
be caught on the block, a pull on the 
rope will stop the machine. 

That useful vehicle, the wheelbarrow, 
is found in large numbers in most of the 
mills and plants. The barrowmen often 
have to enter narrow passages or pass 
other barrows. In both instances, there 
is danger of scraped knuckles and broken 
lingers. To prevent such troubles, 
rounded metal guards are slipped over 
the upper and outer parts of the handles. 

Where rods of metal, hot or otherwise, 
are being handled, large, oval-shaped 
pieces of leather are slipped over the 
palms of the bands. These are kept in 
place by a broad thong at the hack of 
the leathers, but if one of the leathers 
should happen to get caught in the gear- 
ing or belting, the instant freeing of the 



hand from the thong might be a matter 
of great difficulty. 

To obviate such .accidents, the thongs 
are attached to the leather guards by 
spiral springs strong enough to keep the 
hands in place, but able to free them if 
gi\ en a vigorous tug. 

The sides of beams and floors through 
which elevators travel, "are beveled and 
sheeted with metal to prevent a' man's 
feet from being sheared* off by the ele- 
vators. 

A safety car-wrench, invented by an 
employee of the Larain Works, is in gen- 
eral use. It is designed for the "dis- 
charging of the contents of drop-bottom 
cars, and is constructed with a hinged 
joint. 

If the shaft of the wrench starts to re- 
volve on account of the pull of the drop- 
ping door, the hinged portion flies 
around, and. without putting, releases the 
handle from the user's hands without 
giving him a jolt. The handle is offset 
so that a man's hands will not strike the 
car during the operation, while the 
hinged head is double in order that it 
may be used on winding shafts that turn 
either to the right or the left. 



138 



RAILROAD MAX'S MAGAZINE. 



This wrench will lit several sizes of 
square shafts. Its use does away with 
many accidents due to the ordinary 
wrench. 

Many grinding and finishing opera- 
tions create such showers of steel chips 
that the workmen are required 1o wear 
goggles of thick glass or mica. Since 
i his rule was enforced, many men have 
been saved from blindness. In the pos- 
session of the Central Safety Committee 
is a photograph of dozens of cracked 
or smashed goggles, each of which rep- 
resents a worker saved from an eye- 
injury. 

Another device for protecting eye- 
sight is a hurlap screen mounted on a 
portable metal stand. This screen is 
placed in front of a workman who is, 
say. chiseling off the rough edges in a 
casting. The burlap catches and re- 
tains the steel chips that shower about 
him. 

The men who work at the mill-rolls 
wear a veil of steel netting that suggests 
the chain face-armor of a Norman 
knight. This veil protects a man's face 
from Hying sparks when the steel is 
rolled. 

All step-ladders are equipped with 
hinged and corrugated hard rubber or 
metal feet so they will stand tirm on the 
smoothest surface. They are so built 
as to be square to the floor no matter at 
what angle. 

In line with this device, are the over- 
head trolleys used by window-cleaners. 
Some of the mill-rooms have glass roofs 
to let in all possible light. These win- 
dows must be kept clean. Tall ladders 
w ith buckets slung to their rungs would 
be dangerous. Small aerial railways are 
built close to the glass. < )n the railway 

THIRST TROUBLES 

AYALI.KY FALLS young man has 
made his last trip to Atchison for 
beer. Hereafter he will send for it 
by the case and have it come by express 
or freight The last lime lu- was in Atchi- 
son he had a half dozen bottles wrapped 
tip in a paper and lying on a seat in front 
of him. A young man from Nortoiiville 
was in the act of taking a drink out of a 
bottle of whisky when the Conductor came 
through the aisle, snatched the bottle from 
the young man and threw it out of the 
window. The paper on the beer package 



arc light cars for the window-cleaner and 
his cleaning necessities. 

A clever but simple safety hook for 
hoisting-cranes is in general' use. This 
hook is to prevent the rope or chain that 
is passed over a hoisting-crane from 
being brushed off or from slipping oil". 
It is in two parts, the lower being an 
ordinary hook, while the upper, working 
on a hinge, meets and fits over the nose 
of the former. 

After the chain is put in place over 
the hook, the hinged section closes over 
the nose and is locked thereon by means 
of a sliding square band that comes 
down from over the shank of the hook 
and the hinge. Unless this band is re- 
moved by hand, it is impossible to open 
the hook. 

A second detector for determining the 
condition of fly-wheel spokes ami gener- 
ator-wheel spokes is in use in all ma- 
chine-shops. It consists of two tele- 
phonic ear-pieces held in place by a 
head-spring, which connect with a hand 
telephone that terminates in a pointed 
wire. If a suspected spoke should be 
struck with a hammer at the same time 
that the wire is resting on it, the spoke, if 
cracked, will yield a dead sound thai is 
instantly recognized by the expert. 

The detector is also used for determin- 
ing the condition of those parts of a 
machine that are in motion but which 
cannot be seen. It is especially useful 
for testing steam-engine Cylinders anil 
valves. Loose bolts on a piston can als > 
be delected by this apparatus. The 
breaking of a cylinder-head or some 
other part of an engine can he prevented. 

The device ie particularly useful in 
noisy places wdiere the unaided ear can- 
not locate machinery trouble. 

OF A TRAVELER. 

hail become torn and the con. seeing the 
familiar sign, heaved the beer where the 
whisky had gone. W hen the train arrived 
in CnmmingS one <>f the young men aboard 
thought it would be all right if he had his 
head out of the window when he took his 
drink. Hut just as the train started some 
thirsty- resident of Cummings grabbed the 
bottle' and lite last of the liquor was gone. 
It is said that the smoker of the night Santa 
Fe on Saturday nights out of Atchison i< 
always loaded." but that the conductor i- 
equal to the occasion — Kansas City Journal. 



BOAT-SHAPED 
TRAIN FAILED 

AS FLIER. 



BY PETER CLAY. 



A DREAM of a thousand miles an 
hour caused one of the most dis- 
appointing failures of railroad 
history. In 1S.S7. when Frederick Up- 
hani Adams, the novelist, was a reporter 
on a Chicago newspaper, he was as- 
signed to interview a certain Mr. Mc 
Fadden, who had hinged at the lime- 
light by claiming that by the use of a 
driving-wheel sixteen feet in diameter, 
an engine could run from New York 
to Chicago in less than an hour, or ap- 
proximately at a speed of sixteen miles 
a minute. McFadden talked very con- 
vincingly to Adams, and the reporter 
was so impressed that he studied Mc- 
Fadden's theory. It seemed to Adams 
that if an enghu- with such drivers 
might run at an egregious speed, at- 
mospheric resistance would retard it 
very much. This was Adams's principal 
objection to Mcb'adden's arguments. 

Air Pressure an Obstacle. 

Three years later, while traveling on 
the Denver and Kio Grande, the matter 
of atmospheric pressure was brought 
vividly before Mr. Adams while stand- 
ing on the platform of one of the cars. 
He soon afterward plunged into sci 11 
tific study of the subject, and by 1892 
had prepared a treatise on the subject 
which was seriously received by a 
prominent Western publisher and is- 
sued in book form in that year. Adams's 
b< ok. " Atmospheric Resistance and Its 
Relation to the Speed of Railway 
Trains." was a volume of about ninety 
pages, elaborately illustrated with draw- 
ings and charts. 

In his work, he argued that pressure 
of the air was the principal obstacle to 
high speed of trains, and that it would 
be useless for inventors or mechanical 
engineers to experiment with new de- 
vices to increas.- velocity until they had 
Solved the problem of atmospheric re- 
sistance, lie proposed as a remedy his 
invention. In his introduction, he Said: 
"The front of my locomotive is 
I'" deled like the prow of a boat. From 




139 



1 10 



RAII.k< lAl ) MAM'S MAGAZINE. 



the front end the tender shades hack- to meet 
the lines nf the first car. Automatic hoods 
close tlie space between. W hen a train is 
made up it stretches away from the tender 
as if it was one car. My invention contem- 
plates a train built as nearly as possible on 
the lines of an ocean steamer."' 

Adams thought that a train of such con- 
struction would travel one hundred or one 
hundred and fifty miles an hour without 
the employment of an engine of excessive 
tractive-power or steam-pressure. Though 
less than twenty years ago, his theory en- 
gaged the serious attention of railroad men. 
and. in luoo. the Baltimore and Ohio put 
such a train into service. It proved to be 
efficient, but did not attain the predicted 
velocity and was finally abandoned. It of- 
fered no advantages over the ordinary 



equipment and cost much more. When it 
was proposed, it was received with utmost 
credulity by the public, ami Adams's disap- 
pointment at its failure was very bitter. 
\tniospheric pressure has not since been 
seriously considered in train-movement. 

Frederick Upham Adams, ** Grizzly " 
Adams as he is familiarly known, was horn 
in Boston in 1.X30. His boat-shaped train 
WaS his first and only experiment in rail- 
roading. It cost bim just $30*000 to equip 
the train and try out the idea. That was 
his fortune, and be saw it vanish in thin 
air as the train failed to make better time 
than the ordinary expresses. 

Since then Mr, Adams has written many 
successful novels. Me is shown in the ac- 
companying picture standing at the cylinder- 
head. 



IT HADN'T BEEN BUSTED. 



The Operator Sprinted Down the Track After the Train While Loquacious 
Sam Calmly Dusted Off the Order. 



BY •Til IK I) THICK." 



THIS happened at Wcwoka. Indian Ter- 
ritory, on the old Choctaw road, now 
the property of the Rock Island sys- 
tem. At the time, twelve hours was con- 
sidered a short day's work for a railroad 
operator. I held the day job while W'ils.m 
took what hay there might be on the night 
Stunt It was his custom to come to break- 
fast about 6.15 in order to talk a little shop 
with me during the morning meal, lie was 
a good operator, but careless at times. 

On the morning in question he came to 
breakfast as usual, but announced to Auntie 
Lou, the corpulent colored waitress and 
boss of the kitchen, that she'd have to show 
some speed as he had to get back to the 
depot for a train. 

Outside of her own excellent " co'11 pone." 
the most important proposition in the world 
to auntie was a railroad train. The request 
to hurry "Mr. Tclcgrafter's rations" to 
facilitate the movement of so wonderful a 
phenomenon, threw her into such a state 
of bustling activity that she nearly upset 
the adjoining table and bad an all-around 
and loud-voiced altercation with the rest of 
the colored help in the kitchen. 

We both laughed so heartily at this, that, 
perhaps, it took the kill's mind oil the situa- 
tion when he left the depot. 



We both reached the depot about 6.30. 
A lew minutes later the train showed up. 
\- the engineer whistled for the board, 
Wilson stepped to the telegraph table. 

" Thought I had an order for that fellow." 
he said, "but guess it was busied. Yes. 
it was busted, all right." and he gave the 
extra freight a clear board. While the train 
passed he stood at the window and I could 
see he was thinking hard; but he was on the 
job, and I did not consider it professional 
etiquette to butt in. 

As the caboose passed. Sam, our lengthy 
and loquacious colored porter came in to 
finish the job of dusting, which he usually 
Straggled along into three hours' work. 

There were only two pigeonhole* for 
blank order books 'and they were usually 
pretty well filled. b'.very morning Sam 
dusted each book very carefully about a 
dozen times. As it was early in the day he 
began on the books. 

Sam always told stories while he 
"worked." even if no one listened to him. 
and on this particular occasion he care- 
fully drew forth one of the books from the 
?I order rack while in the midst of a yarn. 

lie had just begun to tickle it gently with 
the feather duster when he suddenly stopped 
in his narrative and exclaimed,-: 



WHEN T I IE TRAIN BROKE IX THREE. 



141 



" Massa Wilson, hyars one of dem odah 
books wid writin' on it. 1 musta put dat 
one in hyar by mistake, "lis mawnin." 

W ilson wheeled upon him wrathfully. 

"• W ell, don't dust the writing oft' it ! Let's 
sec it." 

Glancing at it only long enough to as- 
certain that it was the order which " hadn't 
been busted." he slammed the wondering 
Sain on the side of the head with it sev- 
eral times and made for the door. 



W hen lie struck the track he hit the trail 
of that train, now a mile and a half away, 
all the while Hopping both arms up and 
down like a scared hen. in the hope that 
some of the crew woidd see the signal. 

I.awdy ! " muttered Sam. " Dat boy has 
sure gone crazy." 

The trains rubbed noses about four miles 
from W ewoka. As they backed into the 
town they found Wilson on the right-of- 
way >till reading the order. 



WHEN THE TRAIN BROKE IN THREE. 



BY CHARLES S. GIVEN. 



SOME twenty years ago Engineer StUf- 
tivant. of the Maine Central, was haul- 
ing night freight between Waterville 
and Itangor, with old engine 2§. 

Mad this old machine not been a flier, liss 
adventure Would have turned out much dif- 
ferently, From Hermon Center to Bang< r 
is about seven miles, all down grade. As 
you enter the west yard at Bangor, you 
swing round High Head Curve and < n to "the 
banks of the Pencbscot. Tliis curve is 
sharp, and high above the river, 'flu- west 
yard is about a mile long, down grade, and 
the lower half is c n a curve. 

On the inside of this curve was the freight 
yard. Cars were lined up all ng the main 
track, and a man could see only a few feet. 
Several switchers were always at work. 
Around the curve, and at the foot cf the 
grade, was the passenger station. 

Beyond the train-shed you rounded a 
curve and entered Exchange Street station, 
crossing a drawbridge just before entering. 

Between Exchange Street statu n and 
Penobscot switch, half a mile east, was the 
eastern yard. Then came the up-grade. 

This 'single track between 1'enobscot 
switch and Bangor station was then the 
most used single track in Maine. 

It was just growing light as Engineer 
Sturtivant glanced back near Herniou Cen- 
ter to see if they " were all coming." when 
to his dismay he discovered that his train 
had broken into three sections. The middle 
section was close behind with no brakeman 
aboard. 

Before Sturtivant was a steep grade. It 
was up to him to hustle anil give the runa- 
ways plenty of room. 

Opening the old 25. she responded nobly, 
and was soon rolling them better than a 
mile a minute. But the heavy middle sec- 
tion was keeping pace with him. 

The 25 was doing all she could. When 



Sturtivant beared the Bangor yards, he was 
g< ing ci nsitierably in excess of sixty miles 
an 1 1 r.r. Hound the curve they swept, with 
the engine wide rpen. The whistle was 
tied down t<> warn the switchers. 

Through the yard went Sturtivant. He 
was i:i imminent ('anger of colliding with a 
switcher: then, also, there was the danger 
of an open switch, and the added horror of 
jumping the track on that curve. 

His drivers w.re only a blur; people near 
the tracks made haste to get away. On 
round the curve out onto the street he went, 
engine still wide open, and the runaways 
en wiling him closely. 

Sturtivant realized the danger of a col- 
li>ii n with another train. He had gone 
past his terminal and hail no rights on this 
piece of track. 

Suddenly all thoughts of collision with 
am 'ther train must have gone out of his 
mind. For a- he Opened out on the straight 
track toward the drawbridge he saw that 
it was open to let a schooner pass. 

In a few seconds he would make the 
bridge. SO he quietly got down into the gang- 
way to jump clear when the old 25 should 
plunge into the stream. 

He was going a good seventy miles an 
hour, and the remaining distance was short. 

The bridge-tender was the man for the 
emergency, however. N'o sooner were the 
schooner's masts clear than he began to 
swing the draw faster than it ever went 
before. Did it get there? Just by a hair! 

There wasn't five seconds to spare. Old 
25's trucks hit the rails safely as the 
schooner's stern passed under the bridge. 

Through Exchange Street station, 
through the east yard they thundered — by 
Penobscot sw itch and onto the up-grade ! 

Up the grade they flew, until the run'a- 
ways had lost their momentum. Then Stur- 
livant safelv brought the head end to a stop. 



ROBERT FULKERSON HOFFMAN. 



ROBERT Fl'LKERSON HOFFMAN as 
a writer of special articles and fiction 
for the Railkoau Mans Magazine 
• luring the past six years has placed the rail- 
road man anil his work before the reading 
public in a light SO clear; anil with a balance 



correctness >.f it all. That is a big saving in 
small space. 

Hack nf these things lies a broad practical 
training m the dry-as-dust technical knowledge 
upon which they rest. Mr. Hoffman began lii< 
wage-earning life as a mill-boy in the rolling- 




KOIiERT FUI.KERSON" HOFFMAN, IKON WORKER, MACHINIST, ASSISTANT 
GENERAL SL - 1>ER1NTENI>ENT OF Motive FOWER, Al'THOR 
OF "MARK ENUEKUV. ENGINEER." 



of shortcoming and high-pressure attainment 
50 well adjusted to the unyielding facts that 
We venture to believe the tie which should 
exist between these men who dare and endure 
SO much and the public, which benefits so 
greatly and knows so little of the human cost, 
has been strengthened anil broadened by 
reason nf these writings. 

We have had an editor's peculiar satisfac- 
tion in seeing the color of justice, penetration, 
ami fairness, which are the dominant notes in 
Mr. Hoffman's work, reflected with unmis- 
takable sympathy in notable conferences of 

ltnth national and international importance. 

And when that is said, we have yet to add thai 
throughout his six years of treading the 
intricate technical fields of this work we have 
never once been called to defend the technical 



mills at Danville, Pennsylvania, where the 
first "T"-rail was rolled i" America, lie be- 
came, by carefully selected studies and sys- 
tematic advancement, a locomotive-building 
machinist on the L. S. & M. S.. at Elkhart. 
Indiana: mechanical engineer of the Atchison, 
Topeka and Santa Fc, where his experimental 
anil test work fixed a definite value on four- 
cylinder compounding which is still evident in 
the designing of locomotives to-day; assistant 
general superintendent of motive power of the 
St. Louis and San Francisco Ry . until that 
position was abolished. 

He is best known as the author of the 
book "Mark Eudcrhy : Engineer/ which is 
held bjl able critics to "be the finest tribute ever 
paid the railroad life, and by his railroad 
stories which have appeared in this magazine. 

I42 



The Big, Brown Buckle 



BY ROBERT FULKERSON HOFFMAN. 



The Greatest of Blind Perils Against Which 
No Expert Skill of Railroad Men Can Insure. 




ELL." challenged Hut- 
ton, " while you're talk- 
ing of chances, what's 
the worst chance a njan 
goes against in this busi- 
ness ? 

"If you engine people hail to name the 
topnotcher of 'em all. what would you 
say? Huh?" 

" I ain't engine people, exactly." vol- 
unteered Sands, the conductor. " hut 
you've sure got to say fog. if you want 
to get it right ; fog and a tired or re- 
tired * flag.' " 

" There's more people than the ' flag ' 
that don't get far from the rear end in 
a fog." countered Hutton. "But what 
about a landslide, or a chunk of rail gone 
out of the main line? What chance has 
a man got against them ? " 

" Lots of chances." declared Sunny 
Acre. " You've got to say a busted boiler 
while you're tiring, if you want my vote. 
Once in a thousand, mebbe. they'll search 
a fellow out of the corn-field and find he's 
able to 'tend the hearing that comes after. 
But what kind of a chance is that ? " 

" It's a chance to say he didn't hurn 
the crown-sheet, ain't it ? " demanded 
I lutton. with the grin that bears so many 
railroad ills. 

" Yes. it's that." agreed Sunny. " and 
for all the good it does him. he might as 
well stayed in the corn, mightn't be? 
Huh? If she's cracked open full length 
on the back, same as a batched-out locust, 
why. he burned the crown-sheet with 
low water, anyway. Never was a boiler 
known to go up any other way. by the 
record. 



" W hat do you say, Jim? " he appealed 
to Mahalie. " Ain't a working boiler the 
big chance? " 

Mahalie's fingers for a moment ceased 
their leisurely movement and his eyes 
turned with a certain anxiety toward his 
waiting engine. A little, sputtering leak 
at the throat-sheet was sending up a lazy 
wisp of steam, and Mahalie bated leaks. 
The thing had been bothering him in a 
suhconscious sort of way for several days 
while be ran. 

Repealed reports and ordinary tinker- 
ing bad failed to entirely stop the ap- 
parently insignificant leak, and now 
came Sunny Acre with his offhand dis- 
course on bursting boilers to make Ma- 
halie fully aware that he had really been 
worried over it ; worried more than be 
had realized among the many bigger 
chances, and worried more than he now 
was willing to admit. Yet. deeper, he 
stifled a sterner dread. 

So, he merely hitched himself a little 
further hack on the empty baggage-truck 
to clear his feet from the drip, drip of 
rain from the low-hanging eaves of the 
little Villa Rica station where they sat 
waiting, and bis steady fingers resumed 
their placid task of untwining a thread 
of gray from a thread of white in the 
wisp of cotton waste on bis knees. 

Ceasing this abruptly, he glanced at 
his watch, then up to the notch of the 
pass high- above the rise of the tracks. 

" "\\ ay over the mountains, yonder, 
and out beyond the Tchachapies." be said 
slowly. " there's a State where they give 
a man the choice of being hanged or be- 
ing shot, if he's deserving it. 



■43 



144 



RAILROAD MAX'S MAGAZINE. 



Now, if you fellows were choosing, 
which would you take?" 

" Aw. come off. Jim." urged Sunny. 
" Don'i side-step it that way. Play the 
game. Ain't it boilers?" 

Mahalie waved him off with a smile 
and moved Inward the engine standing 
rain-streaked and gently sputtering. 

" I')) there comes our game. Sunny." 
he said, as the mellow whistle-notes of 
the oncoming limited rolled down dis- 
tantly from the notch of the pass. 
" W e'll play it the same as usual, like as 
not." 

" Like as not." agreed Sands, picking 
up his well-worn conductor's hag. " hut 
don't any of you forget that we'll he 
chasing fast freight, and more fast 
freight will be chasing us. till we get 
onto double track beyond the Soledad 
Valley. Drizzle up here, fog down 
yonder till the sun cuts in," 

"Tell Hutton," laughed Sunny, mov- 
ing close away after Mahalie. "I Un- 
ion's your fog artist at the rear; Jim and 
me for it at the front." 

" They'll all hit torpedoes and red be- 
fore any of them get into a hind end that 
I'm Sagging." said Mutton. " Keep your 
eye on the gun ahead. Sunny, and we'll 
go through." 

" That's what they all say." tossed 
hack the fireman, as he strode confidently 
to the engine. 

The limited glided masterfully to its 
stop, disgorged its hungry throng of 
drowsy break fast -seekers, cut off its 
throbbing engine, ami laid silent and 
glistening in the rain, as though some 
deep-water marvel had lied vagrant into 
the high country and fallen suddenly be- 
headed. 

Under the rare leaden sky of the 
mountains, the roundhouse across the 
way sat sullenly anil impassively as a 
great gun-turret on that upper deck of 
the mountain strongholds, methodically, 
ceaselessly, yet silently launching its huge 
projectiles of train far out over the ser- 
ried ranks of the mountains and toward 
the western sea. 

Into the face of the mere seeming out- 
wardness of that great game which is 
played, not so much by written book or 
rule as by the unspoken rule of the in- 
stant's need : the great unceasing, deadly 
game of the railroad, with its unwritten 
and secret rule invisibly graven upon the 



swift-fleeting walls of the valley of de- 
cision wherein he who runs must quickly 
and unfailingly read ; into the face of this 
the little group of changing crew had 
tossed their mites of hardy jest against 
the changing specter of aii ever-present 
dread. 

As the best of their kind have ever 
done, as the best of their kind will ever 
do. they made their dauntless Muff 
against the unknown, and, presentlv. had 
gone their way. the way of limited and 
freight, into the fastnesses of the farther 
mountains. 

In that vast upper rifle-range lying 
broadly bi t ween the great rivers and the 
western sea, where the play of cannon- 
balls of commerce is fiercest and tin- 
battle never wanes. Mabalie's roaring 
projectile of engine and train, once swift- 
ly launched from the sullen turret of 
Villa Rica, went darting, bounding, rico- 
cheting from ridge to ridge, from peak 
to peak. 

Insensibly, it became one of many 
giant shuttles on the mountains' crowded 
single track that day. weaving their Meet- 
ing figures into the everlasting tapestry 
of the high country, patterning from it 
anew, extending, drawing closer the 
broad mantle of commerce round about a 
teeming world. 

From the sputtering leak at the throat- 
sheet of Mabalie's engine, while serves 
were tense with swift action and the pres- 
sure of battle within and battle without 
was greatest, the insistent waft of steam 
came up gustily against his face at the 
cab-window now and then. 

For the instant his close-lidded eyes 
would fall anxiously toward the under 
curve of the straining boiler, but no touch 
of his could forefend against whatever 
of pressing menace lay hidden there; no 
touch of his hand upon the engine, no 
word to the laboring Acre at the fire 
dared lessen a pressure or lessen a 
chance. 

It was not in the game. They were 
playing the game as usual. 

\s 10 that, they had their reward. Xo 
bursting roar of steel and steam ; no 
rending death and cruel after-farce of 
" putting the Brownies on the dead man " 
was theirs. 

The sputtering throat-sheet went val- 
iantly whiskingup among the lonely pifipn 
clusters of the hitherto silent mountain- 



THE BIG, BROWN BUCKLE. 



145 



sides; down across the barren gullies and 
arroyos; whirling, roaring past the jut- 
ting crags of red and green and umber of 
the crooked canon of the Soledad where 
fog lay thick and impenetrable even to 
the canon's ragged upper lip and the 
river sent up its purling voice unheard 
in the white silence shattered by the en- 
gine's sounding cannonade. 

Somewhere, hidden in the folds of 
that white veil, the specter of that great 
dread which Sands had rated dread of 
dreads lurked unavailingly. No crash 
of torpedoes, nor flash of red, nor de- 
spairing cry of defeated flagman heralded 
the plunge of death and flying debris 
which is the too frequent, haunting night- 
mare of men who follow the rail. It was 
not in the game that day. 

Out of the level bank of fog and out 
of the yawning mouth of the canon, Ma- 
halie's engine shot safely with the limited 
curling true in its wake. 

With increasing roar, as of a greater 
sureness : with the disturbing leak sim- 
mering harmlessly as a purring kettle 
warming at a domestic hearth ; with the 
fog of the canon settling safely to the 
rear upon its hidden chance, the limited 
took the big rise to Soledad flats and shot 
over the crest into the broad smile of the 
rising sun. 

In that clear height, the little block-sta- 
tion hovered at the end of double track 
stretching away like curving sword- 
blades glinting in the smiling sun. Upon 
that narrow table-land stretched miles of 
easy gathering for the limited's hungry 
schedule. At Mahalie's deep, insistent 
whistle-call the semaphore-arm held for 
a moment, extended, motionless, as 
though in huge and silent benediction. 

Then it fell swiftly and sure. The 
way was clear under that smiling sky. 

Without pause, he went speeding, 
curving out upon the big crescent. The 
track upon which he ran, the outer track 
of two, was his beyond cavil or dispute. 

No light was ever fairer ; no track 
more firm and true. Yet. his hand went 
furtively testing from throttle-latch to 
brake-valve and back to throttle-latch, 
while he scanned with eager watchful- 
ness the rushing track ahead. Within 
him was rising that ultimate fear which 
he would not give up to Sunny Acre's 
questioning; which he had never yet 
shaped into words for himself. 
10 R R 



While the limited's speed mounted 
fearlessly under his steady hand from 
forty, fifty, sixty, up to seventy-mile gait 
and more, he sat outwardly unmoved, 
making time amends for the slower pace 
out of the canon. Then, with the four- 
fold line of gleaming steel reeling under 
and past him, came the embodiment of 
his secret dread. 

Far ahead, where the blue of the sky 
met the green of the piiions on the rim 
of the seemingly endless curve, a jutting 
clot of black pressed newly on his sight. 
To his trained sight, it quickly resolved 
into a hurrying dot of freight-engine 
laboring under a pall of smoke flung low 
upon the broad face of the mountain. 

Each moment of his own breathless 
flight drove him many lengths toward the 
freight's rushing advance upon the inner 
track. Each moment in the later few 
set out more clearly to his view the long 
and even line of red-brown box cars 
curving across the table-land to meet and 
pass him at a combined speed that reck- 
oned with no obstruction. 

Swiftly, the narrowing span between 
the rushing engines was closing. Tense- 
ly, he sat quelling his one great fear, test- 
ing vital latching of levers, but lessening 
not in the least his speed. 

In the cab of the freight-engine sat 
another man as inwardly filled with 
subtle dread, as calm, as watchful, slack- 
ening none of his rushing adVance, be- 
cause slackening is not in that stage of 
the great game, and the game must be 
played by the unwritten rule. 

While yet there remained a brief span 
of the open between them. Mahalie saw 
far back along the curving line of red- 
brown cars a sudden staggering uplift 
and subsiding of their level decks. 

Briefly he saw it lift heavily, come 
plunging on and fall again in the hur- 
rying line. Unconsciously his hand flitted 
from throttle-lever to brake-valve, then 
back to throttle-lever, and moved neither 
the one nor the other. 

Speeding breathlessly, he was passing 
through the deadly valley of decision ; 
facing that sudden rising of the blind 
peril against which there is no real as- 
surance of skill, he had decided. 

I lesawthebig.brown buckle of freight- 
train, broken in two by its own " internal 
pressure," disrupted by its own quick- 
setting brakes, heaving, staggering, top- 



146 



RAILROAD MAN'S MAGAZINE. 



pling perilously along the line of his own 
hurrying way. 

He heard the pilot-beam of his engine 
strike and shear through a vagrant over- 
hanging end of debris and toss it like 
chaff back upon the toppling menace on 
the inner track. 

Me sat, firm in his quick decision to do 
nothing, while his engine sped swiftly 
past the steadier rearward end of freight 
and felt the lurching grind of splintered 
wood ripping harmlessly along the glis- 
tening steel sides of the limited where 
only paints and jealously coddled var- 
nishes were suffering by the rude impact. 

Then she steadied and sped on while 
he caught the flash of the stock-still way- 
car of the freight safely passed to his 
rear with the clutter of wreck. Only 
then, he shoved the throttle-lever close 
home and set the air of his train as 
steadily as though the run were fully 
ended. 

" All over, for this time. Sunny." he 
said, as the big engine ground steadily 
to its stop. " What can you see from 
your side? Hurry ! " 

Acre leaped from his crouching behind 
the boiler-head to a clear view rearward. 

" Caboose and the back half all right. 
I guess," said Acre, clenching the wind- 
dow-ledge. in his concentrated stare. 
" She's a holy fright about the middle. 
Buckled out over both tracks for about 
ten cars' worth, is what it looks like. 

" Say ! Ten more ticks on the watch 
would 'a' fixed us for the big day. Jim. 
D'je know that? Just about ten more 
ticks, and we'd 'a' piled that up right. 
How'd you guess us through that. Jim? " 

"Where's Sands? See anything of 
him?" queried Mahalie anxiously, as he 
wedged himself beside Acre at the win- 
dow. " Say, Sunny, run back and ask 
him whether he's got anybody for the 
hospital, to come off the freight; or any- 
thing missing along the side of us. to 
hold us here. We can't stay here for 
nothing, you know. Hurry, will vou? 
We can't both go." 

He stretched higher in his effort for 



clearer sight across the line of curvature, 
and when his eyes settled back from that 
riven mass upon the curve, to fall upon 
Sunny Acre's sturdy figure running and 
shouting lustily to hurrying Sands. Ma- 
halie allowed one sickening thrill of un- 
derstanding, of what might have been, to 
shake him for an instant to the core. 

That much of tribute he paid grudg- 
ingly to the thing which he had always 
feared to meet, and now had met. Then 
he came back solidly to the reassuring 
group that came running toward the 
engine. 

He climbed down hastily to examine 
the minor damage to his pilot parts. 
There Mutton, Sands, and Acre gathered 
hurriedly around him with eager ques- 
tion and quick reply. 

" Can you go. Jim, can you go? " de- 
manded Sands. 

"Yes. Ready?" rejoined Mahalie. 

" Nothing here for us," said Sands. 
" But that's sure one of iliem back 
yonder. How ever did you miss it, Jim? 
You couldn't do that again in a million." 

" Get aboard, you fellows," said Ma- 
halie. as he finished his search for dam- 
aged air-fixtures, " for we've sure got to 
get out of this. 

"How did I miss it?" he repeated 
over his shoulder while mounting the 
steps of the battered but unhurt gang- 
way. " Well. I didn't, quite. But I 
figured that if I couldn't miss it alto- 
gether, the next best thing might be to 
hit hard and knock off all that hung over 
in the little time we were getting by. 

" That's about all there is to my end 
of it. and I reckon one guess is about as 
good as another when you've got to go 
against the big. brown buckle. 

" Hop on, Sunny, hop on. And that's 
the answer to your Villa Rica wrangle, 
you fellows ; right back there on the track 
it lays. For me. it's that same old brown 
buckle for the big scare on this job. 

" Why don't vou give me a high-sign. 
Sands? " 

"High-ball," said Sands briefly. - Take 
them away ! " 



Experience is a very competent despatcher. When you get your 
orders understand and remember. 



Bea Berkeley's Butterfly 



BY HOLLY EDWARDS. 



One Ancient Wheeze with a Semblance of 
Truth States that a Cat Has Nine Lives. 



CHAPTER XVII. 

The Incomplete Message. 

ROUND him were all the evi- 

^^^1 deuces of a hasty de- 
parture. Closet doors 
^■jtfeL— _JL stood half open, and the 
^g^rB^ contents of bureaus and 
dressers were scattered 
about. Usually the epitome of neatness, 
Beatrice had evidently wasted no time in 
putting things to rights before starting on 
her errand of mercy to run into dangers 
of which he shuddered to think. 

A hasty search of the open desk dis- 
closed nothing, but on the table lay a torn 
telegram. Heyward seized upon it eager- 
ly. The upper half was gone, but the 
remainder contained the information 
which he sought : 

Vernet, No. , Marquette Street. 

Hurry. 

Fi.avia. 

Where was the rest of the message? 
He looked in the waste-paper basket, on 
the floor, under the couch, in every pos- 
sible and impossible spot, but could find 
no trace of it; and, meanwhile, the pre- 
cious moments were flying. It was no 
use; he must do with such information 
as he possessed. Hurriedly he closed 
and locked the door and, returning to the 
office, left the key with the clerk, with a 
word of thanks for the latter's courtesy. 

An hour later he was rushing west- 
ward, cursing the slowness of the train 
with every revolution of the flying 

Began in the June Railroad Man's Mag 



wheels. Never had the journey to the 
Windy City seemed so long. The night 
seemed interminable. Heyward tossed 
feverishly on his berth. Sleep was im- 
possible. A thousand hideous fancies 
thronged his brain. Beatrice was in 
danger, and he, the man who professed 
to put her well-being above everything 
else, had gone a-pleasuring, leaving her 
no clue to his whereaJxmts should she 
have need of him. To be sure, Bartlett 
was with her; but even Bartlett would 
prove of little assistance in an encounter 
with the arch-villain Bult and the sharp 
wits of Flavia Graham. 

At last, worn out and desperate, Hey- 
ward rose and made his way to the smo- 
king-car. It was deserted at that hour, 
but a newspaper lying on one of the 
chairs attracted his attention. He picked 
it up and unfolded it as he lighted a ciga- 
rette and ran his eye over the columns. 
Then he stopped, appalled. His cigarette 
dropped to the floor as he read in glar- 
ing head-lines: 

SOCIETY WOMAN ELOPES WITH 
PHYSICIAN ! 

The Beautiful Miss Berkeley and Dr. 
Bartlett Flee Together to Chicago. 

The type blurred before Heyward's 
eyes ; the paper sagged from his hand. 

It had come! The scandal, the hate- 
ful publicity, the yellow-journal sensa- 
tion ! Beatrice had been seen on the 
train with Bartlett, and the fertile imagi- 
nation of the reporter had done the rest. 
Her name would be blazoned in letters 
two inches high from coast to coast. She 

azine. Single copies, prior to July. 10 cents. 



H7 



148 



RAILROAD MAN'S MAGAZINE. 



would be ridiculed, laughed at. villified 
by millions of sensation-seekers and 
scandalmongers. 

And it was all his fault, he reflected, 
with a burst of self-condemnation. Why 
had he not stayed at home to protect the 
girl he loved when she most needed his 
protection ? Why had not something 
warned him that she would require his 
aid? In his misery and agony of mind, 
he cursed Flavia Graham, the cause of 
all the unhappy business ; he cursed his 
friend and chum, Tom Bartlett. for al- 
lowing such a distorted version of the 
trip to be bruited abroad ; he cursed him- 
self for his selfish absorption in his own 
petty jealousy and troubles. 

And the train sped toward its destina- 
tion, while Heyward counted the minutes 
and miles that separated him from Chi- 
cago and the girl he loved. 

The next morning a cab bore him at 
top speed from the station to the address 
given in Flavia's telegram. The number 
designated proved to be an unpretentious- 
looking house, the sign upon the door 
bearing simply the name " Dr. Vernet." 

In answer to Heyward's ring, a woman 
in the uniform of a trained nurse opened 
the door. She showed 11 ey ward into a 
pleasant little reception - room and de- 
parted in search of the doctor, returning 
shortly with the information that Dr. 
Yernet would see Mr. Haven — the name 
he had given — at once. 

Dr. Vernet was smooth-shaven, short, 
and stout. He wore dark glasses. He 
talked in a throaty manner that was not 
altogether unpleasant, and opened the in- 
terview with an apology for the condi- 
tion of his voice, due, he explained, to a 
disagreeable cold from which he was suf- 
fering. 

In response to Heyward's eager ques- 
tions, he staled that, four days previous- 
ly, a gentleman giving the name of Bart- 
lett had called in company with a lady 
who answered to the description given 
by Mr. Haven. Yes; Mrs. Graham had 
been there, but she had left the day be- 
fore Mr. Bartlett arrived. No; the doc- 
tor regretted that he had no idea where 
she had gone. She had come there for 
complete rest and treatment for nervous 
breakdown, and had improved greatly 
under his treatment, he w r as glad to say. 
He had wished her to remain until a 
complete cure was effected, but she had 



been anxious to be gone, it seemed, and 
had departed as soon as possible. 

Disheartened and discouraged, Hey- 
ward thanked the doctor for this meager 
information, and stood up to go. 

"Mr. Haven! Mr. Haven! 11a, ha!" 
Heyward started, and the doctor smiled. 

'Don't be alarmed. Mr. Haven," he 
said reassuringly. " It is only that very 
rude parrot of mine. He is very quick 
to pick things up. and probably heard 
you give your name to the maid at the 
door. See — " 

He lifted a corner of the curtain which 
hid the swinging gilt cage, in which a 
green and red parrot nodded solemnly 
on a perch. 

" Pretty poll ! " Heyward said, mov- 
ing closer to examine the bird. " A very 
line specimen, doctor." 

" Yes, and 1 am very proud of his 
accomplishments," replied the physician. 
" I am very sorry I can be of so little 
assistance to you in your quest, Mr. 
Haven," he added. 

" Thank you for what you have been 
able to give me. doctor," answered Hey- 
ward. " Good-by, potty." 1 le turned to 
go. There was a tug at his coat, a sound 
of rending cloth, and the mischievous 
parrot edged rapidly away from the bars 
of the cage, through which he had thrust 
his strong, hooked beak sufficiently far 
to grasp the edge of the pocket of Hey- 
ward's coat. 

" That wretched bird ! " exclaimed the 
doctor, ruefully examining the jagged 
little tear. " I am so sorry, Mr. Haven. 
I—" 

"Oh, it's nothing!" Haywaid inter- 
rupted him. " Nothing at all. The tail- 
or can fix it in a few minutes. If yofl 
can give me a pin. I'll patch it up until 
I can get it repaired." 

" Certainly ! " said the doctor briskly. 
" I have one here." drawing it from un- 
der the lapel of his coat. " Permit me," 
and he fastened the torn edges together 
deftly. " It will hardly be noticed. Be- 
lieve' me. Mr. Haven, I am exceedingly 
distressed. Poll shall be punished for 
such vandalism. I had thought better of 
his manners." 

" Oh. don't punish him." I Icy ward pro- 
tested. " It really doesn't matter. But 
I have already taken up too much ^ of 
vour time. Thank you again, doctor." 

He went down The steps and entered 



BEA BERKELEY'S BUTTERFLY. 



149 



the waiting cab, directing the driver to 
go to the New Auditorium. It was just 
possible, be told himself, that Beatrice 
might have been there; she always 
stopped there when she came to Chicago. 

From behind his dark glasses Dr. Ver- 
net watched the departure of the cab 
with an inscrutable smile. 

The information which Hey ward ob- 
tained at the hotel was as unsatisfactory 
as that with which Yernet had furnished 
him. Miss Berkeley had been registered 
there, but had left three days before. 
The clerk understood that it was her in- 
tention to return at once to New York ; 
he had overheard her say something 
about getting back home. And that was 
all. 

At the end of his resources, Heyward 
turned to the dining-room. He had eaten 
nothing since noon the day before ; but, 
after ordering luncheon, he finally arose 
from the table, leaving the food almost 
untouched, paid his check, and left the 
hotel. 

Four o'clock found him again in the 
train, speeding back over the same weary 
miles he had traveled such a short time 
before. 

That night he slept the sleep of ex- 
haustion. Outraged nature claimed her 
own, and for a few brief hours he found 
relief from the mental anguish which 
gripped him in his waking moments. 

If Beatrice Berkeley had in truth re- 
turned to New York, she would be at 
her hotel, or she would have sent some 
word there. Thither he took his way as 
soon as he left the train at the Grand 
Central Station next morning. 

As he sprang from the taxicab at the 
door of the Bismarck, his face lighted 
up. For there, ahead of him, just going 
into the ladies' entrance, was Beatrice 
herself ! He quickened his steps in or- 
der to overtake her; but just as the boy 
opened the door for him, the click of the 
elevator-gate and a glimpse of the ascend- 
ing car told him that he had missed it. 

It was with a happy smile, however, 
that he turned to the friendly clerk at the 
desk. 

" Will you ask Miss Berkeley if she 
will see me right away?" he asked 
eagerly. 

For an instant the clerk regarded him 
blankly. 

" Miss — I — er — she — I believe she is 



out. Mr. Heyward," he stammered, 
avoiding the young man's eyes. 

" No, she isn't ; 1 just saw her come 
in ahead of me," contradicted Heyward. 
" Ask her if 1 may come up at once, 
will you? " 

"You did? Oh, very well, then. 
Mark" — he turned to the boy at the 
switchboard — "ask Mrs. Bartlett if she 
will see Mr. Heyward." 

Mrs. Bartlett! The room seemed to 
whirl before Heyward's eyes ; he put out 
an uncertain hand and clutched the edge 
of the desk. 

"Mrs. Bartlett?" he faltered. "You 
— you are sure? There is no mistake? " 

" No — there is no mistake, Mr. Hey- 
ward. Didn't you know ? " The clerk's 
voice was very low ; he looked down at 
the desk before him and then at Hey- 
ward, his eyes full of sympathy and pity. 

" No," almost whispered the stricken 
man. " I — I had not heard." 

" Mrs. Bartlett says will Mr. Heyward 
please come up right away," droned the 
voice of the boy at the switchboard. 

To Heyward the nasal tones seemed to 
come from a long distance off. He re- 
garded the operator in a dazed sort of 
way. Then he slowly took off his hat, 
drew out his handkerchief, and wiped 
the beads of cold perspiration from his 
forehead. 

" Mrs. Bartlett says will you please 
come up right away, Mr. Heyward ? " 
repeated the boy, half turning in his chair 
and looking over his shoulder.- 

And it was then that Jimmie Heyward 
showed the stuff of which he was made. 
He shoved the handkerchief back into his 
pocket, put on his hat, and turned to the 
clerk, who stoi-d watching him with a 
half-frightened air. 

" By Jove ! " he said easily, " do you 
know, I forgot all about a man I've got 
to see ! When I caught a glimpse of Mrs. 
Bartlett, the fellow just slipped com- 
pletely out of my mind ! He'll be waiting 
for me — and I'll get into trouble if I 
don't appear." 

He turned to the boy at the switch- 
board. 

" Explain to Mrs. Bartlett that I'll have 
to postpone coming up, will you?" he 
asked pleasantly. " And beg her to ex- 
cuse me. Right." he added, " as the 
somewhat astonished youth transmitted 
the message through the telephone. 



ir,o 



RAILROAD .MAN'S MAGAZINE. 



And turning on his heel, his shoulders 
square, his head erect, his hands thrust 
deep into the pockets of his coat, he 
passed out of the door and into the busy 
street, from which, it seemed to him, all 
sunshine and gladness had fled forever. 

CHAPTER XVIII. 

One and the Same. 

" T ( >OK out. there ! " 

■ L/ There was a confused medley of 
shouts and curses, a heavy hand on his 
arm, and Heyward awoke from his black 
reverie to find himself jerked rudely to 
one side, while a huge automobile sped 
swiftly over the very spot where he had 
been standing an instant before. 

" Why don't you look where ye're goin' 
■ — philanderin' acrost Fifth Avenoo like 
it was a rose-garden?" The tall traffic 
policeman glowered indignantly as he 
stood by the curb, still clutching the arm 
of the man whom he had drawn from 
the path of death. 

" I beg your pardon — I was thinking — 
I did not notice," stammered Heyward 
apologetically. 

'• No, I shouldn't think you did ! Get 
along now, wherever ye're goin', and do 
your thinkin' somewheres besides the 
middle of the avenoo." 

The policeman gave him a good-na- 
tured shove, and Heyward mechanically 
stepped upon the sidewalk, looking about 
him in half surprise. 

He was standing at the intersection of 
his own street with the avenue. How 
had he come there? Surely, he could 
not have walked up from the Bismarck. 
Yet there was no other explanation for 
his presence ; he had certainly not taken 
a cab or car. In his preoccupation, he 
must have directed his steps toward 
home. 

W ith a shrug of his shoulders he 
turned westward, and half a moment 
later entered the Burrell, where his rooms 
were situated, touching the bell of his 
own apartment. 

The door was opened by Wilkins, his 
man, who eyed the master with covert 
disfavor. 

"Mr. Heyward. sir?" 

" Yes, Wilkins." wearily. " I'm back." 

" Yes. sir ; so I see. sir. I waited for 
you to come aboard the Mermaid, sir; 



and when you didn't return at the time 
you said, I come 'ere, thinkin" you might 
need me, sir. 

" Beg pardon, Mr. Heyward. sir, but 
what 'ave you been a doin'r your coat 
is torn, and your hand is all bloody, sir! " 

"Is it?" Heyward looked down in- 
differently. " So it is. Wilkins. Oh. 1 
remember now," he added, as his eyes 
fell upon the jagged scratch that adorned 
the back of his left hand, extending from 
the base of the index finger nearly to the 
wrist. " I tore my coat and pinned it 
together, and must have torn my hand 
on the pin." 

" Beggin' your pardon, Mr. Heyward, 
sir, it must have been an uncommon 
large pin to tear right through your glove 
that way." Wilkins was solicitously ex- 
amining the injury as he spoke. 

" My glove? Why — I — I guess I must 
have neglected to put my glove on, 
Wilkins." 

The man turned a look of dismayed 
horror on his master, but Heyward did 
not notice it. He slipped out of his coal, 
and turned it over in his hand, remov- 
ing, as he did so, the pin which held the 
torn flap of the pocket in place. 

" Yes," he continued, " out in Chi- 
cago ! " 

The cry burst from him involuntarily. 
For in his palm lay — a mounting-pin, the 
exact duplicate of the one he had seen 
impaling the butterfly in the morgue! 

He stared at it for a moment in stupe- 
faction. Yernet and his sanatorium — the 
dark glasses — the cold the doctor had 
deprecated — Flavia Graham's telegram 
— all the incidents leading up to and fol- 
lowing his trip to Chicago flashed across 
his brain with crystal clearness. 

Vernet was Bull! 

He sank into a chair. 

"Fool! Fool!" he groaned, half 
aloud. " Not to have suspected — not to 
have known! Oh. fool! " 

Wilkins stood at his side, divided be- 
tween astonishment and dignified disgust. 
Mr. Heyward had not been himself of 
late — but to-day — this extraordinary con- 
duct — was he — was he intoxicated? 

"Mr. Heyward. sir?" he ventured 
timidlv. But Hevward did not even hear 
him. and he retreated to the other side 
of the room, watching his master closely. 

Yes; there could be no shadow of 
doubt. Yernet was Bult ! And Beatrice 



BEA BERKELEY'S BUTTERFLY. 



151 



— we — Beatrice need have no fear; she 
was safe in New York — and married to 
Tom Bartlett. Beatrice was married to 
Bartlett ! 

And he. Jimmie Heyward, had been be- 
trayed by his friend — made a mock and 
a laughing-stock by the woman on whose 
sincerity, on whose integrity, he would 
have staked everything he possessed ! 
The thought was maddening. Yet — it 
was too late. 

But what of Flavia ? Where was she ? 
Undoubtedly still in Chicago, from where 
she had sent those telegrams. In Chica- 
go? Was she again in the power of Bult? 
It was more than possible — it was al- 
most certain ! 

Perhaps she had known nothing of the 
telegrams that had called Beatrice to 
Chicago — or perhaps Bult had forced her 
to send them. But what more simple 
than that he should himself sign her name 
to the message? 

Vernet had said that she was no longer 
there— but had he told the truth? Had 
he not lied? Was she not still there, in 
that house, where he could, undisturbed, 
wreak his revenge upon her? Heyward 
shuddered as he thought of the threats 
Bult had made — of the look of malignant 
hatred in his fierce black eyes. 

Whatever Flavia's faults, whatever 
crimes she might have committed, with 
all her soul she hated and feared this 
man, this lying, cheating impostor ! She 
had sent for Beatrice — Beatrice had had 
the whole of the telegram ; she must have 
known that some danger threatened her 
cousin. And yet — she had allowed Bult 
to deceive her, too ! 

Bartlett had allowed Bult to deceive 
him, even as he, Heyward. had been hood- 
winked. But Bartlett, too, had known 
the whole of the telegram; he should 
never have permitted Bult to impose upon 
him. 

But both Beatrice and Bartlett. en- 
grossed in their own plans, wrapped up 
in each other, had been only too ready to 
believe that Flavia was safe, that they 
might return home! And this they had 
done, leaving a helpless woman in the 
power of this fiend ! 

All the natural chivalry of Jimmie 
Heyward's nature rose in revolt at such 
criminal carelessness! Oh, if he had only 
known when he was there with Vernet ! 

" Wilkins ! " he called. " I must go to 



Chicago at once ! Put a couple of changes 
into my grip — and then get me a bite to 
eat. I'm off on the flier again this after- 
noon ! " 

" What," he whispered to himself as 
from the train window he watched the 
panorama of the landscape — " what if 1 
should be too late? " 

*' Too late ! " sang the swiftly revolving 
wheels. 

" Too late ! " screamed the exhaust of 
the engine. 

The daylight faded; the train seemed 
to be rushing directly into the glory of 
crimson and gold in the west. Still Hey- 
ward sat, staring out with unseeing eyes. 
The sunset miracle faded; one by one, 
the stars peeped out. 

" Do you wish your berth made up, 
sir ? " It was the voice of the porter. 

Heyward started and looked at his 
watch. It was eleven o'clock ! For a 
moment he hesitated. Then he shook his 
head. Of what use to go to bed? He 
could not sleep. 

" No," he answered, " not yet. I'll 
ring for you when I'm ready." He sank 
back in his section, and turned to the 
window again. 

How black the night was ! The tele- 
graph-poles seemed flying by in a long, 
seemingly endless procession. The stars 
looked cold and far away. 

Spectral forms hovered over him in the 
darkness ; horrid faces leered at him. An 
icy hand touched his. In his ear a hol- 
low voice shrieked out : " Too late! " 

A pool of black water yawned before 
him ; on the brink Flavia Graham strug- 
gled in the embrace of a ghastly skele- 
ton. He heard her pitiful cry for mercy 
— saw a gleam of iridescent light ! It 
was the emerald butterfly, upraised over 
her shrinking form ! 

And the face of the grinning horror 
that held the weapon was that of Bult ! 
Heyward tried to move, to rush to the 
woman's rescue; but he seemed held 
down by bands of iron. 

The upraised arm was descending; he 
heard Flavia's last despairing shriek — 
saw her close her eyes and fall back — 

With a violent effort he sat up, blink- 
ing his eyes. A flood of sunlight envel- 
oped him ; about him was the noise and 
bustle of departure. The train had come 
to a standstill in the Chicago terminal — 
and he had sat up all night ! 



152 



RAILROAD .MAN'S MAGAZINE. 



Exhausted, rather than refreshed by 
his haunted slumbers, he dragged his 
weary limbs from the seat, and, gather- 
ing together his belongings, stumbled 
down the aisle and out of the car to the 
platform. Walking slowly out to the cab- 
stands, he tried to collect his scattered 
thoughts. 

Suddenly he was galvanized into new 
life. W as it — could it be — was his over- 
wrought brain tricking him? For there, 
just entering a cab. was Beatrice her- 
self ! And he had left her in New York ! 
It was impossible, inconceivable, that she 
should be here. 

He sprang forward ; but in the moment 
of indecision the cab-door had shut with 
a bang, the vehicle swung about, and rat- 
tled down the street at a good pace, to be 
lost in the maze of traffic. 

It took Heyward a full minute to real- 
ize what had happened. How had Bea- 
trice come to be in Chicago? Where was 
Bartlett? Was it possible that he had 
made a mistake yesterday — that it was 
not Beatrice he had seen? Was it pos- 
sible that the clerk of the Bismarck had 
mixed things up — that Beatrice was not 
married to Bartlett, after all — " 

He wheeled and dashed through the 
waiting-room to the telephone-booths. 

" Get me the Bismarck Hotel, New 
York," he directed the operator excited- 
ly. " I want to talk to Mrs. Bartlett — 
no one else. Rush it, please."' He fid- 
geted around uneasily while the connec- 
tion was being made. 

" Number four booth for New York," 
announced the operator, after what 
seemed a wait of hours. " Mrs. Bartlett 
— are you there? — Here's your party, sir. 
— Go ahead ! " 

" Hello ! " Heyward said in a voice that 
he vainly tried to hold steady. 

" Hello) " came clearly back. The 
tones were unmistakably those of Bea- 
trice Berkeley — no, Beatrice Bartlett ! 

" Hello — this is Heyward, Jimmic 
Heyward ! " he called into the trans- 
mitter. " I'm in Chicago. Are you in 
New York? " It sounded banal, foolish ; 
but this was no time for conversational 
brilliancy. 

" Why, surely ! " he heard the well- 
known voice say. " Aren't you talking to 
me here? What are" you doing in Chi- 
cago? We — Tom and I — were so sur- 
prised and disappointed yesterday when 



you wouldn't come up. Why didn't v<>u : 
You know — Did you know that I had 
married Tom Bartlett? Hello !— hello !— 
why don't you answer? Hello! — Chi- 
cago! — Central, did you cut off?— Hello! 
— hello — " The click of the receiver as 
Heyward snapped it upon the hook was 
the only reply that the wires carried to 
New York. 



CHAPTER XIX. 

Vour Game Is Up! 

TJTF.YW ARI ) paid the toll mechanical- 
A ly, and walked slowly out. 1 i e 
had no definite plan of action. The bot- 
tom seemed somehow to have fallen out 
of things. Suddenly the thought of Fla- 
via flashed across his brain ; he hailed a 
cab, and directed the driver to go to the 
address on Marquette Street. Black rage 
'was seething within him. It had been 
almost impossible for his overtired brain 
to comprehend the action of Beatrice in 
marrying Bartlett ; impossible to imagine 
Bartlett as a party to such a breach of 
faith with his chum as that involved in 
this monstrous farce. While he — Hey- 
ward — had been toiling like a galley-slave 
in her cause, Beatrice Berkeley had been 
listening to the words of love of Tom 
Bartlett ; had been repeating the vows 
that separated her forever from the man 
whose one thought was for her. Perhaps 
they had even laughed at him — laughed 
at the devotion that he offered to the girl 
who had scorned it and flung it aside like 
a broken fan. And Bartlett — he had been 
ready to send Beatrice to prison and dis- 
grace on the strength of weak circum- 
stantial evidence ; and now — he had prom- 
ised to love her forever; would he keep 
that promise? Heyward thrust his head 
out of the window and shouted at the 
cabman. 

" Drive faster! " By way of answer, 
the driver whipped up the rack of bones 
by courtesy called a horse. The cab 
swung into Marquette Street. 

" Here ye are! " called the jeh.U, peer- 
ing down from his perch, as he pulled 
the cab up with a jerk in front of Dr. 
Vernet's house. 

Directing the man to wail. Heyward 
climbed the steps and rang the hell. The 
door was opened by the same nurse who 
had admitted him on -the occasion of his 



BEA BERKELEY'S BUTTERFLY. 



153 



previous visit. The doctor was in, she 
lliought ; she would call him if Mr. Haven 
would step in. She ushered Heyward 
into the little reception-room, and a mo- 
ment later the doctor entered. 

"Mr. Haven? Ah, yes; I remember. 
You were here a few days ago. How 
can I serve you this morning? 

" By telling me what you have done 
with Flavia Graham," Heyward an- 
swered crisply, rising to his feet and con- 
fronting the smaller man. 

" My dear sir, I told you the other day 
that I know nothing of Mrs. Graham 
or her present whereabouts,** he said. 
" She—" 

" Cut all that out! " commanded Hey- 
ward savagely. " I know you, Dr. Yer- 
net-Bult-Kalb ! Your game is about up. 
You've had your innings, and now it's 
my turn at the bat." 

The doctor shrugged his shoulders. 
" Are you crazy, and have you come for 
treatment?" he asked solicitously. "Or 
are you just an ordinary crank? I do 
not quite understand." 

"Don't you?" Heyward asked with 
rising anger. " Well, it won't take me 
long to explain. 1 know that Mrs. Gra- 
ham was here, and I know that you know 
where she is now. I'll give you just two 
minutes to tell me." He drew out his 
watch. 

" I do not recall denying that Mrs. 
Graham was here," replied Vernet ; " but 
1 do deny that I know where she is now. 
And I also deny your right to question 
me in this manner. You are insolent, 
sir, and I shall have you removed from 
the house." 

" I shouldn't advise vou to try it," 
Heyward remarked coolly, " unless you 
wish to land in jail. I told you the game 
was played out. If you wish me to make 
it any clearer, I don't mind telling you 
that the instant you put your foot out of 
the door you will be taken into custody 
and jailed ! " 

"Arrested? For what? T have com- 
mitted no crime! Again I demand that 
vou leave this house at once ! " 

"Very well, I'll go," Heyward said, 
turning as if to leave. " But let me tell 
you just this — Mrs. Van dcr Poel. one 
of your victims in the beauty-parlor 
swindle you worked so successfully in 
New York, has at last consented, out of 
regard for Miss Berkeley, upon whom 



all the onus of the scandal rested, to 
swear out a warrant for your arrest on 
the charge of obtaining money under 
false pretenses. There is a policeman 
waiting for you now, outside." 

The doctor paled a little. " I do not 
believe it," he said ; " and even if it were 
so, this is not New York. A New York 
warrant would have no jurisdiction here." 

" You don't suppose I was fool enough 
to think it had, do you? " demanded Hey- 
ward. " Extradition papers have been 
granted, and your liberty isn't worth a 
brass nickel. There's just one way yotl 
can save yourself from going to jail." he 
continued, pausing an instant to let Ver- 
net — or Kalb — get the full effect of the 
threat. And that is to give me full and 
definite information as to the present 
whereabouts of Flavia Graham. Refuse 
— and, well, you'll see the inside of a cell 
within an hour." 

" I tell you I don't know ! " declared 
the doctor, nervously pacing up and 
down. " This is terrible. I assure you, 
Heyward, Mrs. Graham left here several 
days ago, in company with your friend 
Bartlett and her cousin, Miss Berkeley. 
Since then I have seen or heard nothing 
of her. I haven't an idea where she is." 

"I believe you're lying!" Heyward 
informed him. " It isn't in you to tell 
the truth. Very well, if you won't tell, 
you won't. I'll see io it that you're in 
jail before dark. We'll see if that will 
open your mouth." 

" You can't send me to jail on any 
such trumped-up charge." reiterated the 
other. " There's no question of obtain- 
ing money under false pretenses. The 
treatment was all right, just as I guar- 
anteed it to be, but my patients decamped 
without waiting for the end of the course, 
and surely I cannot be held responsible 
for the results which naturally attended 
their leaving my care." 

"Of course, they were expected to re- 
main in a deserted house without food pr 
attendance," sneered Heyward. 

" Not at all," the doctor hastened to 
inform him. " Unfortunately, all my 
help went on strike. Mrs. Graham and 
I went out at once to see if we could 
secure others. During our absence you 
appeared, told the patients some cock- 
and-a-bull story, and when I returned 
the house was empty. The birds had 
flown. I discovered what a stir the affair 



* 



154 



RAILROAD MAN'S MAGAZINE. 



had caused ; and, knowing the fuitility of 
explanations where women are con- 
cerned. 1 decided to wait until the thing 
had blown over, and then seek some re- 
dress from the calumnies which had been 
heaped upon me. And now you come 
with this fresh outrage ! " 

Heyward laughed outright. " Pretty 
good, at that ! " he commended. " But 
you should have an example of your 
wonderful cure to show to the skeptical, 
like myself." 

'* W hat more do you desire than Mrs. 
Graham. Miss Berkeley — " 

" Yes, and Mrs. Van der Poel and 
Miss Schuyler!'* scoffed Ileyward. 
"Once more, where is Mrs. Graham?" 

"To the best of my knowledge and 
belief, she is somewhere in Chicago, " 
replied the doctor, sitting down in an 
easy chair and looking at Heyward with 
a tolerant air, as if he were some one 
badly afflicted, but whom it would be well 
to humor. '* Suppose you go and find 
her? " 

Across Heyward's memory flashed the 
face he had that morning seen in the 
window of the cab at the station. Why. 
of course — how stupid he had been not 
to suspect it before — that was Flavia 
herself ! 

He turned to the wailing doctor. 

" Look here. Bull." he said. '* I under- 
stand that is your name — I don't for a 
moment believe all you have said, but 
I'm going to give you a trial. I'll go out 
and see if I can locate Mrs. Graham. 
I'm afraid it will be a good deal like 
looking for the proverbial needle in a 
haystack, but I'll try it. anyhow. 

" In case I don't come across her by 
this time to-morrow, I'll come back here 
and have a heart to heart talk with you. 
In the mean time don't try to slip away, 
because the house is watched, and if you 
get into the clutches of the law it's back 
to New York for yours. Think well be- 
fore you decide to go out walking." 

He picked up his hat and turned to the 
door, but the doctor stopped him. 

" One moment. Mr. Heyward : I think, 
before you go. that it would be better 
for you to understand me a little more 
clearly." There was an earnest tone in 
the man's voice which compelled Hey- 
ward's attention. 

" In the first place, you seem to have 
the impression that I have injured Flavia 



Graham. I have done nothing of the 
sort. On the contrary, I have performed 
a great service for her, the value of which 
you will appreciate when you see her. 
As for Miss Berkeley — " 

" One moment," interrupted I leyward. 
"If I have any such impression, you 
yourself are responsible for it. I recall 
quite clearly what you said the night you 
were at my rooms — the threats you made 
against both Mrs. Graham and Miss 
Berkeley. I have no reason to suppose 
that your feelings toward either of those 
ladies have changed materially since that 
time."' 

The doctor shrugged his shoulders. 

" Quite so," he assented. " But you 
have made no allowance for the excited 
state in which I was at that time. A 
valuable — I may say priceless — discovery 
had been stolen from me. I was natural- 
ly angry — what man in my place would 
not have been? I knew that Flavia Gra- 
ham had the packet which meant untold 
wealth, fame, and success to me. 

" What would you have done in my 
place? Taken it from her, of course — 
and that is just what I did ! No matter 
what the method I used — that has noth- 
ing to do with the case. The fact re- 
mains that, once my precious packet was 
again in my possession, my thirst for re- 
venge vanished. 

" I have a somewhat ungovernable 
temper, Mr. Heyward; when wrought up 
to such a pitch of rage as I was that 
night. I am hardly responsible for what 
1 may say or do. I am used to being 
obeyed, and Flavia Graham always dis- 
obeyed me — when she dared. 

" However, that is all past and gone. 
I am quite through with my sister-in- 
law, as I presume she is through with 
me. By her somewhat unwilling assist- 
ance, I have been enabled to prove the 
value of my discovery. I have estab- 
lished this place here, and here I propose 
to remain — unless you take steps to force 
me to leave. 

" As for Miss Berkeley — she has some- 
thing which rightly belongs to me. I 
shall one day secure it— if I can. But, 
in the meantime, she, as well as all the 
rest of you, arc quite safe from me." 

Heyward laughed. 

" If not, we soon will be— if you go 
out before this time to-morrow," he ob- 
served. " And now I'm going. I don't 



BEA BERKELEY'S BUTTERFLY. 



155 



believe the half of what you've just told 
me — but it really doesn't matter. If I 
find that Mrs. Graham is safe, and is 
willing to let the matter drop, I shall be 
only too glad to wash my hands of you 
and all your works. 

" But " — and his voice grew hard — 
" if I am unable to find her, or if I learn 
that you have in any way injured her, 
it will go hard with you. Miss Berkeley 
has some one who can look out for her 
welfare — and I propose to make myself 
responsible for that of Mrs. Graham." 

He turned 'o the front door and 
opened it. On the steps he paused. 

" Remember! " he warned, and walked 
down to the cab. 

He was beginning to- feel very tired 
indeed. Days of racking mental torture, 
nights that were sleepless, or worse than 
sleepless, rendered imperative of com- 
plete rest. 

At the present time it was impossible 
for him to dismiss all perplexities from 
his mind ; but he decided that he would 
go to the New Auditorium and strive to 
get at least a few hours' sleep before 
taking up his search for the missing 
Flavia. 

As the cab rattled off down the street 
the doctor turned away from the win- 
dow, shaking his head. 

" It's a good thing I figured out he 
wasn't as easy to handle as he looks," he 
reflected. " I was wise to get those two 
women off my hands. I wonder just how 
much truth there was in that story about 
extradition papers? I hardly think those 
New York women would really consent 
to appear against me— but perhaps it will 
be just as well to take no chances." 

CHAPTER XX. 

" Jimmie, Don't You Know Me? " 

A T the door of the hotel. J leyward 
paid the exorbitant charge of the 
cabman without a murmur. He was far 
too tired to stand and haggle over the 
price. 

Engaging his room, he was about to 
enter the elevator, when he collided some- 
what forcibly with a woman who was 
just stepping out. 

" I beg your pardon." he said, mechan- 
ically lifting his hat. " I hope T didn't 
hurt you." 



"Why, Jimmie Hey ward ! What are 
you doing here? " cried the object of his 
solicitation, extending a daintily gloved 
band. 

"Laura Bryce!" exclaimed Heyvvard, 
grasping it Firmly and shaking it with 
warmth. " This is a surprise ! I might 
ask the same of you. Why so far from 
Milwaukee town? " 

" Just taking a flying trip to New York 
with Fred — Mr. Bryce — and a young 
friend of mine whom I am chaperoning. 
She has been staying for a few days 
with me, and — but you're looking wretch- 
edly. Jimmie. What have you been 
doing to yourself? " 

" I'm just tired," Heyward said. " I've 
been chasing around a good bit, and I 
suppose I do look rather done up." 

You certainly do," Mrs. Bryce de- 
clared with conviction. " But we're 
keeping the elevator waiting. Come 
along up to my rooms and sit down for 
a few minutes. I want to talk to you." 

" Oh, I say, Laura, you'll have to ex- 
cuse me." he protested. " I'm ' all in, 
down and out.' I'll see you in the 
morning." 

" Indeed, I'll do nothing of the kind." 
Mrs. Bryce answered calmly. " You're 
going up now. We're leaving early in 
the morning. Besides, there's some one 
up there who will be glad to see you. 
Come along." 

" But—" 

" Come along! I'll not take no for an 
answer." 

" Who is it? " he inquired wearily, sub- 
mitting perforce to the demands of the 
impetuous young woman. " I'm not in 
company trim, you know." 

" You'll find out soon enough." Mrs. 
Bryce answered mysteriously. " There's 
a tiresome man waiting for me, but I'll 
get rid of him as soon as I can and hurry 
right back." 

She led the way out of the car and 
opened the front door of her apartment. 

"Are you there, dearie?" she called, 
raising her voice. " Here's some one to 
see yon. The front room, Jimmie." 

She gave Hey ward's arm a friendly 
little pat and pushed him toward a door 
on the right. 

"Go in it. Jimmie — don't be afraid," 
she said, and with a smile was gone. 

Heyward went slowly into the room 
indicated. He wondered idly who it was 



156 



RAILROAD MAN'S MAGAZINE. 



that Laura Bryce wanted him to see. 
Well, it didn't much matter, only he 
w ished heartily that he had been a min- 
ute before or a minute later, and then he 
could have gone straight to his room and 
gotten some of the sleep for which he 
craved. How good it would be to sleep 
soundly once more ! 

The door behind him opened and some 
one entered ; his ear caught a little silken 
rustle, and he turned about just as the 
newcomer touched the electric button and 
flooded the room with light. 

" Flavia Graham! " he gasped. 

But what a Flavia ! Yernct had told 
the truth — for the face of the woman be- 
fore him was as delicately colored as a 
rose-petal, and without suggestion of line 
or wrinkle. 

She was in evening dress, and the soft 
wistaria folds fell about her in graceful, 
clinging lines, leaving her neck and arms 
bare. Around her throat a band of wis- 
taria velvet was held in place by the 
emerald butterfly! 

She gave a little rippling laugh. 

" Why, Jimmie, don't you know me? " 

" Of course," he answered, his eyes 
still fixed on her face. " You're Flavia 
Graham." 

''Not Flavia Graham, Jimmie; Bea- 
trice Berkeley." 

But Hey ward knew better. 

" Oh no ! " he laughed. " You see, I 
saw Beatrice in New York yesterday. 
' The beautiful Miss Berkeley ' was — I 
beg her pardon, T should have said Mrs. 
Bartlett." The laughter died from his 
lips." 

" I assure you. Jimmie. you've been 
' seeing things," as Laura would say," 
protested the young woman. " The per- 
son you saw was Flavia — " 

" She was not ! " retorted Heyward 
holly. '' I guess 1 know Beatrice when 
I see her. Besides. 1 talked to her in 
New York over the long-distance tele- 
phone this morning, and she — " 

" Did she say she was Beatrice? " 

" No; she said she was Mrs. Bartlett. ' 
grimly. " But I — pshaw ! Do you sup- 
pose I don't know her — that I could pos- 
sibly mistake her for any one else? " 

" Mrs. Van der foel thought she knew, 
too," said the girl softly. Jimmie, boy. 
you need convincing, too. Look — is the 
butterfly under the velvet — or not ? " 

She slipped the band up a trifle anil 



lifted the emerald butterfly, which lay, 
a splash of living fire, on her white 
throat. 

Heyward bent forward with dry lips. 
His breath caught sharply, and his eyes 
half closed. 

For the little butterfly mark — was 
there! 

" Beatrice ! " he cried, catching at her 
hand. " Beatrice— is it you ? Then who 
— who is the wife of Dr. Bartlett? " 

" Flavia, to be sure; I — why, Jimmie, 
take care ! " She sprang forward and 
caught his arm. 

" I'm all right." He smiled faintlv. 
" It was the heat — I'm tired out — the 
shock of seeing you — " He sank weakly 
into a chair. 

" Let me get you some wine," Miss 
Berkeley said. " That will make you — " 

" No — I don't want any wine, just sit 
down there and let me look at you — let 
me be sure that I am not dreaming again, 
and that I am not going to wake up and 
find that you are only a vision." he said 
softly. 

" But, Jimmie, how could you imagine 
that I had married Tom Bartlett ?" she 
asked reproachfully, slipping into a big 
Morris chair opposite Heyward, 

" I don't know, Beatrice. The papers 
all said you — you had — " 

" Eloped ! " she finished scornfully. 
" And you believed every word of that 
nonsense? " 

" No ; but then I saw you — saw Flavia 
at the Bismarck, and asked for you. and 
the clerk said ' Mrs. Bartlett ' and — " 

" I see ! " she laughed. " 1 le probably 
mistook Flavia for me. It was quite 
natural. She is very like me now, since 
Kalb — or Vernet — restored her complex- 
ion. I verily believe it was the only de- 
cent thing the old villain ever did, and 
his motive was probably entirely con- 
trary to the result thereof." 

" Her complexion — Kalb — I'm all at 
sea, Beatrice. You'll have to play pilot, 
if you don't mind." 

" It's a long story, Jimmie — " 

" Never mind ; T want to hear it — all. 
How you came to Chicago, and what 
happened here — everything about it. 
How Flavia came to marry Bartlett — the 
whole menu, from oysters to cafe noir." 

" But, Jimmie, you're tired — " 

" I'm not." he interrupted. " I was. 
but I forgot all about that long ago." 



BEA BERKELEY'S BUTTERFLY 



157 



Heyward looked ten years younger than 
the broken, world-weary man who had 
entered the room half an hour before. 



CHAPTER XXI. 
The Door Closes. 

"Yf/'ELL," Beatrice began, leaning 

" back and clasping her hands be- 
hind her head, '* I got a telegram from 
Flavia Tuesday of last week, in which 
she said : 1 In power of Kalb. Prisoner. 
Goes under name of Verriet, No. — Mar- 
quette Street, Chicago. Hurry. Flavia.' 

" Of course. I thought first of you. but 
no one knew where you had gone, and 
I couldn't find you. Then I telephoned 
to Dr. Bartlett. and learned that he, too, 
had received a message, and was about 
to send me word before leaving on his 
mission of rescue. I called up Miss 
Allbright. but she had a contagious case, 
and could not come. 

" I dared tell no one else, so I started 
alone, with Dr. Bartlett to look after me. 
We went at once to the address Flavia 
had mentioned in her message, and saw 
the doctor. It was Kalb beyond a doubt, 
yet very cleverly disguised. Any one 
who did not know him as well as I did 
might readily have been deceived. 

" He said Flavia had gone away. Dr. 
Bartlett told him he lied, and accused 
him of being Kalb. Of course, he de- 
nied it, but he was plainly a little discon- 
certed. Then we heard a muffled scream ; 
it was Flavia's voice. 

'• Dr. Bartlett waited for no more ; al- 
most before I knew what he was about, 
he had knocked the doctor down, and 
had tied his hands and feet with cords 
that he cut from the shades. Then he 
. rushed up-stairs, with me at his heels. 
He shouted, and Flavia called back. YVe 
found the room where she was im- 
prisoned. The door was locked, but Dr. 
Bartlett burst it in. We found her alone. 

" The poor girl's elbows were fastened 
at her sides so that, although she could 
use her hands, she could not raise her 
arms to her head. 

" Her face was covered with one of 
those hideous masks ; and when Dr. Bart- 
lett cut the cords that bound her arms, 
the first thing she did was to tear it off. 

" Jimmie, it was startling ; for a mo- 
ment I thought 1 was looking at my own 



face in the mirror. Then she began to 
cry, and begged that we take her away at 
once from that awful place. 

" While we were waiting for a cab," 
Miss Berkeley continued, " Flavia told 
us how she had come to Chicago, that 
she had been given chloroform while 
asleep in the train, and brought to the 
place where we found her. 

" Kalb told her that he was going to 
cure her wrinkles, and tied her in a chair. 
Then he put a lot of things on her face, 
and she said the pain was terrible : but, 
although she screamed, no one heard, or, 
if they did, paid no attention. 

" For two weeks he kept her there. 
Every day he would come in and make 
remarks about the ' poetic justice' of his 
curing her complexion for her after he 
had made it what it was when you saw 
her. I forgot to tell you that— Jimmie. 
that fiend was responsible for all her 
wrinkles and yellow color. 

" He put some chemicals on her skin 
while she was staying with her sister, 
his wife, just out of revenge for some- 
thing she did which he had told her not 
to do. He kept her there for two weeks. 
She tried to bribe the nurse, but the wom- 
an only laughed at her. 

" Then one day she managed to find 
the stub of a pencil, and wrote three mes- 
sages — one to you, one to Dr. Bartlett. 
and one to me. She threw two of them 
out of the window, with a piece of money 
wrapped in the paper, and an appeal to 
the finder to send it at once. 

" Just as she was going to throw out 
the one to you, .the doctor came in and 
caught her. He took the pencil and paper 
away from her, tied her in the chair 
again, and kept her without food for two 
whole days. 

" He released her only the morning we 
came. From her window she saw us as 
we came up the street, and screamed to 
let us know where to find her. 

" Well, then, Dr. Bartlett said the only 
way to take care of her properly was for 
him to marry her. He said that he had 
been sure that he loved her from the 
night she came to your rooms to ask you 
to help her escape west, and that a mar- 
riage with him would give him the right 
to look after her. She consented after a 
while, and we all went direct to Laura 
Bryce, in Milwaukee, and they were mar- 
ried there." She paused. 



158 



RAILROAD MAN'S MAGAZINE. 



" 1 wish I'd been there," lleyward 
murmured. " There would have been a 
double wedding — with your permission," 
be added as an afterthought. Beatrice 
flushed rosily. 

1 mean it." Heyward said earnest- 
ly. " I sha'n't be happy until you're 
safely married to me, dear. You know 
how I care for you — have known it this 
good while. I've come too near losing 
you several times lately to want to risk 
it again. 1 tasted the bitterness of hell 
these last few days, when I thought 
you were married to Tom. Beatrice, 
dear — will you — do you think you could 
love me just a little? Do you suppose 
that you could learn to care for me 
enough ? " 

The flush on her cheeks deepened. 

" I've cared enough for a long time. 
Jimmie," she said softly. " But before 
1 give you any definite promise, all this 
talk about Dr. Bartlett and me must be 
stopped. I can't — " 

" W hat do we care what people are 
saying? " he demanded. " Flavia is mar- 
ried to Tom — no one will know that you 
were really the one who went to Chicago 

(The 



on that train. They will think it was 
Flavia, and all the newspapers will be- 
falling over themselves making apol- 
ogies." 

" Dr. Bartlett has returned to Mrs. Van 
der Poel, Miss Schuyler, and the rest all 
the money they paid to Kalb— or what- 
ever his real name is." said Beatrice re- 
flectively. " The jacket was finally re- 
covered from the river— and he says he 
is going to tell Mrs. Van der Poel the 
whole story. I believe everything will 
be right for him and Flavia." 

" He wouldn't care whether society 
turned him out or not— so long as he has 
the woman he loves." said lleyward. 
" But that has nothing to do with us. 
Mrs. Bryce is going to chaperon you to 
New York right away, and then — " He 
rose and went to her side. 

There was a knock at the door. 
Neither heard it. Another. Still they 
remained oblivious. Then the door 
opened softly, and I. aura Bryce appeared 
on the threshold. 

For an instant she stood there ; then, 
with a quiet smile, she stole out again, 
gently closing the door behind her. 
end . ) 



OPERATING COST OF PENNSY ELECTRIC 

ENGINES. 



GEORGE GIBBS, electrical engineer of 
the Pennsylvania Railroad, recently 
gave some data concerning the first 
year's electrical operation of the Pennsyl- 
vania at the New York terminal. The main 
line from Harrison, New Jersey, to the ter- 
minal station is about nine miles long. Of 
this six and one-half mik-s are on the level, 
and the rest of the line through the tunnels 
and its approaches has some very heavy 
grades. The service is largely handled by 
electric locomotives. The tunnel is much 
drier than was anticipated, and there is 
therefore a better factor of adhesion. 

The locomotives made a total of 909,000 
miles during the year, of which 650,000 
miles was road service, while the remainder 
was for switching and transfer. The loco- 
motives averaged 26,000 miles for the year, 
and the service was entirely satisfactory. 
The cost of repairs per mile run was 5.91 
cents. This is greater than was expected 
and was largely due to the cost of mainte- 
nance of the brake shoes, to tire turning, 
and to a number of structural changes 
which it was necessary to make after the 
locomotives were placed in service. On 



the New Jersey division the cost of repairs 
to steam locomotives was 8.83 cents per 
mile, while for the Pennsylvania as a whole 
the cost was 11.91 cents per mile. The lu- 
brication of electrical locomotives cost .25 
cents per mile, or about the same as for the 
steam locomotives. The engine-house ex- 
pense for the electric locomotives amount- 
ed to .58 cents per mile, while for steam 
locomotives on the Pennsylvania it amount- 
ed to 2.58 cents pet mile. 

The important savings were, therefore, 
in the repairs and the engine-house ex- 
penses. The electric locomotives are given 
a daily inspection, and after every 2,500 
miles run are given a detail inspection, 
which requires about four hours' time. 
When the electrical operation was first 
started the locomotives were given a de- 
tail inspection after every 800 miles, but 
this has been gradually increased to 2.500. 
as the reliability of these locomotives has 
become more evident. There were only 16 
failures of electric locomotives during the 
year, and for the multiple unit trains, which 
made about 300.000 miles, there were only 
three detentions. 



AT THE TICKET WINDOW 



WHAT is the most foolish question you ever heard, Mr. Station Agent? 
Now, don't all answer and say it was. " What time does the three 
o'clock train leave? " There are many that are just as foolish, and if 
you ever heard one that can beat those published below, give it a clearance and 
send it to the magazine : 



TMAGINE the look that came into the 
J_ face of J. P. Duck, Jr., the agent at 
Carrsville, Virginia, when a woman 
appeared at the ticket-window and blithely 
asked, " May I take a sleeper without going 
to sleep?" 

Think of the problem that D. G. Williams, 
of St. Petersburg, Florida, had to solve 
when an old lady who was about to take 
her first railroad journey asked. " When 
will the railroad have its next accident?" 

Marvel at the domestic secret that was 
entrusted to William G. Yates, of Albion, 
New York, when he was summoned to the 
telephone and a sweet voice said, " Mister, 
when my husband calls for a ticket, tell him 
that the baby is asleep ! " 

And just picture that gratified feeling of 
the B. and O. agent at Lester, Ohio, when 
he received the following postal : " I left a 
large black pocketbook at the depot Tues- 
day. It had two eggs and some fancy-work 
and a piece of cheese. You can keep the 
cheese if you have found the pocketbook. 
I will call for it." 

THIS bunch was actually heard at Bur- 
rows, Indiana : " Has the last car that 
went gone yet?" "Will you please 
flag the limited? I'm looking for a friend on 
it. " Does the air-brake give plenty of 
fresh air? " 

«* 

WHEN J. C. Nale, now of Hoitville. 
California, was at Bolivar, Missouri, 
two young men came to the window 
and asked the fare to Kansas City, " Four 



dollars and twenty cents," replied Mr. Nale. 
" Well," said one of the young men. " if 
we take two, won't we get them at re- 
duced rates? " 



*HIS conversation took place at Saw- 
yer, Michigan, recently : 

Q. — Has the train gone yet? 
A. — Yes, ma'am. 
Q. — What time does it go? 
A. — 6.54 P.M. 

Q. — Will it be on time to-morrow night? 

J P. KENNEDY remembers the fol- 
, lowing in his ten years at Estancia, 

New Mexico : 
Will there be any snow-storms next 
week which will make the roads tie up their 
trains? " 

" My wife's sister and brother were figur- 
ing on leaving Jack County yesterday. 
Will they be on to-morrow's train if it is 
on time ? I would like to know, so as to 
save a sixteen-mile drive." 

" 1 f I buy a round-trip ticket do I have 
to come back to this town? " 

"If T buy an accident ticket and don't 
use it, will you give me my money back?" 

NOT long ago a daintily dressed young 
lady whose profusion of blushes in- 
dicated that she was a bride, ginger- 
ly approached the operator at a southern 
Indiana station and handed in this tele- 
gram, while Mr. Newlywcd stood in the 
background : 



i59 



160 



RAILROAD MAN'S MAGAZINE. 



"Dear Parents, Winona. Minnesota. Wc 
were married to-day. — Mae." 

She slapped down hall a dollar for the 
message and vanished with friend husband 
before the operator could learn where her 
parents lived. 

SK. ELDER. .San Benito. Texas, was 
, once asked: "If a message were to 
come in. and you were not here to re- 
ceive it. would it burn the office up.'* 

TEN miles west of Monroe. Wisconsin, 
the branch of the Illinois Central 
Railway, running from Frccport, 
Illinois, to Dodgeville, Wisconsin, crosses 
the line of the Chicago, Milwaukee and St. 
Paul Railway, running from Janesvillc, 
Wisconsin, to Mineral Point, Wisconsin, at 
a small and lonesome station named Dill. 

The Railroad Commission of Wisconsin 
recently passed a ruling compelling the 
evening passenger trains on the two roads, 
due at Dill at the same time in the eve- 
ning, to wait thirty minutes for connections, 
provided either train was late. 

A few days ago a young lady appeared 
at the ticket-window. As the agent was 
out at the time, the operator asked her 



what he could do for her. and this was their 
conversation : 

She.— Will the trains make connections at 
Dill to-night? 

Opr.— Yes, ma'am, if they are not over 
thirty minutes late. 

She.— Oh! But don't they always wail? 

Opr. — No. You see. when the Illin. i- 
Central train is late, our train has to wait 
thirty minutes for them; and when our 
train is late the Illinois Central train has to 
wait thirty minutes for us. 

She. — Well, it both trains are on time do 
they wait? 

J* 

THESE were gathered in at several sta- 
tions in Wisconsin : 

Timid Old Lady. — Mr. Agent, I 
want to go pretty close to Montreal. 
Agent. — How close? 

Timid Old Lady. — About three hundred 
miles to the south. 

Stranger. — What time docs the next train 
go east? 

Agent. — Ten o'clock. 

Stranger. — Is that the next train east? 

Time, 11.35. Question. — When does the 
next train go west? 

A. — 1 1. 41. 

Q. — Isn't there anything before that? 



WHEN LOVE IS ENGINEER. 



BY LYDIA M . DUNHAM O'NEIL. 



Written for the "Railroad Man's Magazine." 



SWEETHEART, Love is at the 
throttle, 

And the long track leads away — 
Leads into the distant future. 

Where the years are milc-stones gray. 
Many a sharp curve lies before us. 

Many a tunnel, long and drear. 
Hut we'll make the journey safely, 

cor Love is our engineer. 

All around are storms and dangers. 

True hearts stricken, fond hopes slain, 
Rut the love lights bright are shining 

On our matrimonial train. 
Safer than the gripping coupler 

Is our wedding-ring, my dear. 
For our hearts in tune are clicking, 

And Love is our engineer. 



Watch the landscape, whirling, flashing, 

In a dizzy circle spin ; 
'Tis the gaudy world of pleasure, 

Beckoning to us within. 
Draw the curtain, lest it blind us 

To the deeper pleasures near, 
Lest old Envy steal upon us, 

And we lose our engineer. 

For the way is long before us — 

There are mountains we must climb; 
Streams to cross and caution signals. 

But we'll make the run on time. 
For the wheels are clicking sharply. 

And the signal's showing clear, 
Both our hearts are true and faithful— 

And Love is our engineer. 



GUARDING UNCLE SAM'S 
PRIVATE TRAIN. 



BY FRANKLIN FISHER. 



VERY little while there ap- 
pears in the newspapers a 
short announcement that 
the President is about to 
start on a long trip through 
the country. Sometimes it 
is to attend the opening of an exposition 
or celebration, the 
launching of a 
battle-ship, the un- 
veiling of a nation- 
al monument or a 
long speechmaking 
tour. 

These announce- 
ments are always 
read with interest 
by m i 1 1 i o n S of 
newspaper readers, 
but by reason of 
their frequency 
few people realize 
what a long and 
arduous task it is 
to make the prepa- 
rations for the trips 
of a chief execu- 
tive, the great at- 
tention to detail, 
which is necessary 
to reduce the 
chances of acci- 
dents to a mini- 
mum, and the scope 
of the arrange- 
ments. 

Time was when 
but little attention 
and care were given 
to the preparation 
of a Presidential 
journey. Since the 
assassination of 

11 R R 




■jack" whkelbk, the secret-service OFFICER 

WHO IS IN CHARGE, PRACTICALLY, OF EVERY 
SPECIAL TRAIN ON WHICH THE 
PRESIDENT TRAVELS. 

rhfl.'eriifh h- llartis i-' Ewiite. U r ashingli>H. D. C. 

161 



President McKinley, the secret service 
and the President's personal staff have 
realized to a greater degree their re- 
sponsibility. 

They have perfected their system of 
taking care of him to the extent that it is 
now practically impossible for the Presi- 
dent to suffer be- 
cause of lack of 
forethought. 

The men who are 
responsible for his 
personal safely arc 
the members of the 
secret service who 
are detailed for this 
purpose. At least 
one of these men is 
always near him. 
All were picked for 
their alertness and 
physical strength, 
and it would be 
hard to find in any 
country a guard 
which is more ca- 
pable. These men 
have given years of 
study and attention 
to the details of ta- 
king care of the 
President. 

James Sloan, Jr., 
is the chief of the 
squad, and Richard 
Jarvis and Lucien 
Wheeler are the 
other two regular 
members. The 
fourth is Joseph 
Murray of the Bos- 
ton office of the 
secret service, who 



162 



RAILROAD MAN'S MAGAZINE. 




INTERIOR OK THE l"K ICS. IiEXT -S PRIVATE WAITING-ROOM, INIUN STATION. WASHINGTON. EVER SINCE 
PRESIDENT GARFIELD WAS ASSASSINATED IN THE OLD DEPOT OF THE HAt.TI.MORB AND 
POTOMAC RAILROAD, THE NATION'S I IIIKF EXECUTIVE HAS AWAITED 
HIS TRAIN DKH1.VU GUARDED DOORS. 

IVwtogr.it h lit lliirrli !~ F.mfur. Waihingta*. />. C. 



acts as substitute, when any one of the 
first three is ill Of £< r any Other reason 

is unable to attend to his duties, 

I. mien, or "Jack." Wheeler, as he is 
best known by nearlv every |> lice chief, 
railroad official, and newspaper repi rter 
in the country, is the pivot upon which 
the Presidential journeys turn. lie IS 
the man who travels ahead and makes 
the arrangements. " The Presidential 
Advance Agent ' is a name that has 
frequently been given him. and lie lives 
up to it. He is about five feet tea inches 
in height and tips the scales at aT) tut 
one hundred and seventy-five pounds 
stripped. Always in the pink of condi- 
tion and immaculately dressed, he pre- 
sents the appearance of a prosperous 
business man more than anything else. 

When the President decides to travel, 
he makes his wish known to his secre- 
tary, and between them they decide how 
long his duties will permit him to be 
absent. Then the matter of the itinerary 
is taken up. Unless it is a hurry trip, 
provision is made for speech-stops along 
the route. This matter is turned over 



to the W hite I louse office force and a 
tentative itinerary is prepared. This 
rough schedule is mack- Up from a list 
of the invitations which have been ex- 
tended t > the Presidehi by local organ- 
izations. TlieSe invitations come in to 
th? Executive Offices from all parts "f 
the country at the rate of from one to 
a hundred a day. 

Then the trav eling passenger-agent of 
the railroad on which the Presidential 
trip is to start is called into consultation, 
lie is given a copy of the tentative 
schedule. He takes up the matter with 
each of the other railroads over which 
the President is to travel, and makes ar- 
rangements with the Pullman Company 
to supply a special car. Each railroad 
submits a li>t of trains to which the 
President's special ear may be attached. 

From this information the final itin- 
erary of the trip is compiled. The tem- 
porary itinerary has to be cut when it 
is found that the proper connection can- 
not be made, for the President of ( the 
United States is a very busy man. The 
ne\t step i* the acceptance of the in- 



GUARDING UNCLE SAM'S PRIVATE TRAIN. 



1G3 



vitations where his time and route will 
permit. 

About two weeks ahead of the trip 
Jack Wheeler usually covers the ground. 
He has no special car. but travels like 
any one else. When he reaches the 
President's first stopping-place. Mr. 
\\ heeler at once confers with the chief 
of police. The two definitely outline 
the police arrangements. Then there is 
a call on the members of the various 
local committees who are to welcome the 
President. After that Mr. Wheeler 
starts at the station where the President 
will leave the train and personally goes 
over the President's entire line of march. 

He makes a map of the route with 
notes of the character of the streets and 
the people who live on them. He com- 
municates with the nearest office of the 
secret service and makes arrangements 



to have a certain number of their men 
on duty. In sucli cities as New York 
ami Chicago the police are sometimes 
asked to patrol the roofs of the houses 
along the line of march. Mr. Wheeler 
looks up the criminal records of all the 
local " suspects," and they are shadowed 
by the secret service operatives, both 
preceding and during the President's 
visit. 

Then comes the military protection. 
Congress will not allow the President of 
the United States to travel with a big 
military escort, such as other rulers have. 
The people of this country insist upon 
seeing the President. It would not 
please them to see him surrounded by a 
heavily armed detail of soldiers. A cer- 
tain number of troops, however, is some- 
times required for police duty in the 
crowds. So Wheeler, in order to have 




THE ENTRANCE TO THE PRESIDENT'S PRIVATE WAITING-ROOM SHOWN ON THE OPPOSITE PAGE. 
rhutvfi-.ifh l<y //art-is .5 J /i7i//«f. H'tishirtgtCN, I.K C. 



1G4 



RAILROAD MAN'S MAGAZINE 



the necessary military force in attend- 
ance, must recruit them from the nearest 
army post, and if that is too far away, 
and it usually is, he has to depend on 
the local militia to supply the gold braid 
for the occasion, 

Must Be Diplomatic, Too. 

Where Mr. Wheeler's diplomatic 
ability comes into play is in the arrange- 
ments for the social side of the visit. 
The President is usually the guest of 
honor at a banquet, a reception, a din- 
ner, or a luncheon. The secret-service 
man aids in the tactful sealing of the 
guests. This is always a matter where- 
great diplomacy must be used, because 
the 1 'resident's visit always arouses great 
social rivalry. There is always more 
than one woman who lays claim to Un- 
social leadership. Wheeler often ha- tin- 
job of saving who shall sit at the Presi- 
dent's right hand and who shall sit at his 
left, and so on around the table. 

The ease with which he handles thesj 
social events and the absence of friction 
is abundant testimony to his abilitv. 



Such a program has to be repeated in 
every city that the President visits. It 
is very elaborate in the event of a special 
or prolonged journey. 

Congress appropriates $25,000 yearly 
for the President's traveling expenses 
It is the equivalent of a coast-to-coast 
trip each year. During his tenure of 
Office he has covered about roO.OOO miles, 
and at the end of his four years as Presi- 
dent he will have spent Si ■ wki for 

transportation. 

There may come a day when provision 
will he made for belter Facilities for the 
President's railroad journeys. As it is. 
his car is hooked onto all kinds of trains, 
usually on rear ends where the danger 
is greatest. He must eat his meals and 

Conduct hi-, business in the link- room at 
the observation end. Every time the 
train stops there is always a Certain 
number of local notables who call on 
him. and this impromptu reception must 
be held in this same small space. 

Plans have already been drawn for a 
special train for him. and. without doubt, 
it will not be long before he has a train 
which w ill be in keeping with his private 




THE MAYFLOWER, UNITED STATES WAR-SHIP, WHICH IS CONSTANTLY AT THE DISPOSAL OP THE 

PRESIDENT AS A PRIVATE YACHT. 



PAp/#tratA h' /farrfi Hiving, ll'ttihiniit*m. D. C 



GUARDING UNCLE SAM'S PRIVATE TRAIN. 



165 




Till'. GOVERNMENT TUG PHOENIX, WHICH IS USED ONLY BY THE PRESIDENT. 
IVtotwafh by Httrris Ewitrr, ll'itstiiuntoii, D. C. 



yacht, Ins automobiles, and his private 
entrance and waiting room at the Wash- 
ington Union Station. 

The plans and specifications for this 
proposed special train call for three cars 
of steel construction, dust and draft 
proof. The first, the one nearest the 
locomotive, to have quarters for the at- 
tendants, clothes closets and a room for 
baggage. At the front of the next car 
would be a kitchen, and next to that 
would be the dining-room, which, be- 
tween meals, could be used as a confer- 
ence chamber. 

Next to this, and in the same car. 
would be the business office where the 
force of stenographers and clerks would 
do their work. This room would be 
fitted up with every facility for handling 
business that would not wait until the 
President's return. Telephones would 
be installed that could be connected at 
any station and duplicators would be 
used to make copies of the speeches to 
be given to the newspapermen. There 
would be a miniature library, composed 
of the latest Congressional directory, the 
White House lists, copies of important 
bills pending, dictionaries and reference 
books. Rack of this would be a small 
room equipped with surgical appliances 
for the physician of the party. This 



room is as necessary as any other part 
of the proposed train because of the ad- 
vantage of having everything of this 
kind at hand in case of accidents or 
sudden illness. Just behind this and at 
the end of this car would be quarters 
for members of the President's party. 

How a Train Is Arranged. 

The last car would be fitted up with 
berths at the forward end for the secre- 
taries and the secret-service men. and a 
separate compartment for the Presi- 
dent's sleeping quarters. The remainder 
of the car would be used as his office, 
and his chair would be so arranged that 
people could see him from both sides of 
the track without his even looking up 
from his work. The rear platform 
would be specially arranged to facilitate 
receptions and speechmaking. There 
would be plenty of room with an en- 
trance at one side and an exit at the 
Other, so that his ca'llers could see and 
talk to him. coming and going without 
confusion and as quickly as possible. 

The platform at the end would re- 
semble the speakers' stands at outdoor 
gatherings. With the corners rounded 
anil designed so that the proper acoustics 
would be obtained, the President could 



166 



RAILROAD MAN'S MAGAZINE. 



speak and be heard without a tremen- 
dous effort. 

This train could always be kepi in the 
I nion Station at Washington on a track 
that could be easily reached from the 
President's private waiting-room. The 
estimated cost of the train is about 
S i oo.ooo. 

The railroads west of Chicago give 
Mr. Wheeler carte blanche in the matter 
of the number of employees necessary 
when the President travels over their 
lines. There is a track-walker on every 
mile of track and a switchman at every 
switch. The switchman watches and 
waits for hours for the special car. and 
leases only after the President has 
passed safely. To facilitate the move- 
ment of the President's train, a high offi- 
cial of the road usually travels with the 
party. 

As the railroad on which the journey 
starts, makes all arrangements with ins 
■ ■tiler rOads Over which the journey takes 
the party, so does that railroad make Up 
the charges for the entire transportation. 
The other roads send in their bills and 



the charges are made up and sent to the 
White House. After the statement has 
been passed by the auditing department, 
the bill is paid at the Treasury, and the 
amount is charged against the $25,000 
appropriation. 

In Europe, when a ruler travels, his 
secretaries notify t lie railroad officials 
and traffic is- Stop;! I. lie travels in his 
luxurious private train surrounded by 
soldiers and every convenience and at- 
tention that can be placed at his disposal. 
Ouf President is never accompanied by 
pom]) and splendor, but goes about in al- 
most the same way as a private citizen. 

In New York recently, against the 
wishes of his companions, he decided to 
stroll up Fifth Avenue. He had gone 
but a few blocks when a great crowd 
collected at his heels. Many crowded in 
close and attempted to -make hands w ith 
him. His companions became alarmed 
at the increasing crowd, and finally per- 
suaded him to take refuge in the house 
of a friend until the Presidential touriiig 
car could be called to take him back to 
his hotel. 



SPIRIT OF THE RAIL. 



BY F . B . LOVETT, 



Written for the "Railroad Man's Magazine." 



T 



AIN'T the book of rules what 
dues it. 

'Tain't the president in "Chi"; 
lie don't keep the moguls movin 
Anv more than von and I. 



Tain't the boghead at the throttle. 
Nor the Ragman at the rear; 

They don't keep the wheels a rolling 
Round the mountaintops out here. 

I f the super's here "r isn't. 

Things go 'long about the same 
Hit the hall when he is absent, 

Hit it when he's hack again. 

"Tain't the fear of gettin' brownies 
If we fall down on tile job, 

Makes us all pull close together, 
Old heads with the awkward squad. 

It's the spirit, hoys, that hovers 

o'er the barren righ^of-wy ; 

While the tics are tamped and pounded. 
And the rails we swiftly lay. 



Ever in the van and onward 
It bids men to do and dare — 

It's the spirit of the rail, boys, 
And it hovers in the air. 

It travels to the towers. 

To the roundhouse on the plain. 
To the busy superintendent. 

And it whispers mighty plain. 

You must keep the wheels a rollm' 

Ami the signals shining bright, 
When they're clear, just keep on 
movin, 

But he sure the road is right. 

Keep the schedule right before yott, 
And your orders close at hand: 

Note tlic changing signal's message. 
Should you fail to understand. 

There is death and grim destruction, 
Warns this spirit of the rail ; 

And but few forget the portent 
While they ride the iron trail. 



RKADV FOR A TESTING TRIP OS THE PENNSYLVANIA. RACK MAN SHOWN IN THK PHOTOGRAPH 
PLAVS AN IMPORTANT PART IS FINUINr. OL'T WHAT THE LOCOMOTIVE CAN DO. 



ON A TESTING TRIP. 



BY *" PUFFING HILLY." 




FIAT was that contrapr 
Hon oil the front end of 

ir. lo-day ? " 

'* < )h, sonic kind Of 
test. I guess. Trying to 



find out die pressure in 
tlic cylinders, a fellow told me." 

How many times this question is asked 
on main lines throughout the country, 
and how seldom i 1 - it answered even as 
understanding!}' as in this case 

"Taking mm in' pictures from the 
front end." is a favorite reply. 

I am going t" ^i'. 6 you some idea Of 
what is going on in that little hlack box 
perched upon the bumper, and what the 
occupants who arc frequently seen to 
thrust their goggled and grimed faces 
above the edge arc doing besides review- 
ing the flying landscape. 



Probably if the man who asked the 
question had not been looking so intently 
at the " contraption on the front end " 
he would have noticed that there were, 
moreover, a number of extra men in the 
cab of No. 1 6. and that, sandwiched in 
between the engine and the regular 
make-up. was an extra car which looked 
like a cross between a baggage-car and 
a caboose. This was the make-up for a 
complete road-test. 

W hen a road purchases new power or 
converts old engines into new types, the 
operating department wants to know the 
rating, that the new machines may be 
given full tonnage on the -tart without 

any delays due to overloading or time 
spent in experimenting with gradually 

increasing loads under different condi- 
tions. 



168 



RAILROAD MAN'S MAGAZINE. 



In tlic case of passenger-engines, the 
department must know how the new 
engines compare in hauling capacity anil 
Speed with others whose characteristics 
are known, before assigning them to a 
regular run. 

These fads are ascertained must 
readily by the use of a dynamometer car, 
which by means of spring or lever scales, 
or a hydraulic cylinder, actually weighs 
the pulling force of the engine at the 
draw-bar. 

At the same time it is necessary, from 
indicator cards showing the mean effect- 
ive pressure, to measure the cylinder 
power of the engine in order that il may 
be ascertained whether the draw-bar pull 
exerted is the maximum of which the 
engine is capable, and what improve- 
ments, if any. may he made in the steam 
distrihut ion. that the draw-bar pull may 
he increased or greater economy in the 
use of steam effected. 

Many Things Must Be Noted. 

Moreover, by comparing the indicated 
horse - power with the dynamometer 
horse-power, which is derived from the 
draW-uat pull, a significant quantity 
known as engine resistance is obtained. 

This is an uncertain and variable fac- 
tor and sometimes almost justifies the 
engineer's statement that '* she isn't feel- 
ing just right to-day." 

Then, in a thorough road test, much 
other data is necessary in order to make 
a complete record of working conditions 
so that certain effects may he traced to 
their causes and certain causes to their 
effects. 

Of course, one of the most important 
items in any locomotive test is the ac- 
curate measurement of the water and 
coal used. 

Then the draft in the smoke-hox. fire- 
box, and ash-pan is measured by means 
of U-shaped glass tubes, or manometers. 
partly Riled with water. Having this 

information, it is usually possible to de- 
tect the cause of "not steaming" with- 
out resorting to methods known to the 
engineering force as " trial and error." 
or to the world at large as guess work." 

The temperature of the smoke-hox is 
also frequently required. By this meas- 
urement we can estimate the waste of 
heat from this source. The smoke-box 



gases are also sampled and afterward 
analyzed. 

It is better, therefore, to lire "single 
shovel " when you have a " coop " on the 
front end. for the testing crew is keeping 
talis on the fireman's Co. However, 
this is just what a fireman does not w ant 
to do if it is not the practise on his divi- 
sion, for what we are after is average 
road conditions, and both fireman and 
engineer had better try and forget thai 
we are on the engine. 

Then the quality or wetness of the 
steam in a saturated steam-engine is ob- 
tained by means of a calorimeter. If 
the engine has a superheater — that is. a 
real superheater, not a " steam warmer " 
— the steam is always dry: then we as- 
certain its temperature or superheat by 
means of a thermometer thrust into an 
oil-well in the steam-chest, or by an elec- 
tric pyrometer, the reading instrument 
of which is mounted in the cab like a 
steam-gage with wires leading to the 
steam-chest. 

How the Men Are Stationed. 

To obtain all this data, at least five 
men are required on the engine. There 
are usually about four in the dyna- 
mometer car. although in the case of 
Mallets, the men on the engine may he 
increased to ten or more. The men upon 
the engine itself are stationed and 
employed as shown in the table at the 
hottom of page i *)■ 

All these men should have had some 
locomotive experience — actually on the 
road — hefore being allowed to act as test 
ohservers. 

It is a mistake to think they must all 
he " technical " men. A clever appren- 
tice, a valve-setter from the roundhouse, 
or a fireman looking for information, 
might make ideal ohservers. even " in- 
dicator men." after a little practise. 
They must "feel at home" on an en- 
gine, and they must have learned from 
experience to guard against accident. 

The cab observer, particularly, should 
he a seasoned railroad man. Then he 
will know where to sit. will keep out of 
the left-hand gangway and off the foot- 
plate, thus getting along without friction 
with the crew. He will realize that he is 
there on sufferance only, and that he is 
using some of the fireman's space and 



ON A TESTING TRIP. 



169 



some of the engineer's patience; and that 
the engineer could order him to " hit the 
grit " if he thought it necessary to the 
safe operation of the train. 

With this preliminary statement of 
the purpose and equipment of the test, 
we will go forward to the little hox on 
the pilot. This is built entirely across 
the engine when it is to shelter two in- 
dicator observers anil a time-log keeper. 
Sometimes it is built only over the left 
cylinder. It is made of matched lumber 
and strongly ironed. It is necessary to 
protect the men from the wind which, 
unobstructed, would make it impossible 
to carry on the work on a high-speed 
engine. 

In this box. just ahead of the cylin- 
ders, with his back to the approaching 
landscape, sits the " indicator man 
humped over his instrument. The time 
observer usually acts as lookout to warn 
all concerned of impending danger. He 
also gives the signals for " taking cards " 
at regular intervals by displaying a black- 
board on which the number 01 the next 
card and the exact time it will be taken 
is chalked, so that it may be noted by all 
observers. 

Above each steam-chest, in very care- 
ful tests, is located an indicator sup- 
ported by its three-quarter-inch pipe con- 
nections with each end of the cylinder 
and the steam-chest. 

The steam-engine indicator — which is 
to an engineer what the stethoscope is to 
a physician, or what the microscope is 
to the bacteriologist — is really a very 
simple instrument. 



It was invented by James Watt, ami 
its principle remains the same to-day, 
although it has been so refined that it 
resembles its progenitor of Watt's time 
as the modern standard watch resembles 
grandfather's clock. 

Its use requires considerable practise, 
and its finer application a particular 
knack which cannot be acquired by some, 
although others are born with it. It is 
a somewhat delicate 'instrument and will 
not stand persuasion with a monkey- 
wrench. 

Making the Records. 

The indicator consists of a vertical 
steam-cylinder in which a piston of one- 
half square inch or one square inch area 
moves a small amount : a piston-rod with 
a lever connected to its upper end, for 
multiplying this movement; and a card- 
holder or drum revolved by the engine 
cross-head, upon the attached card of 
which the movement of the indicator- 
piston in relation to that of the engine- 
piston is recorded by a pencil. 

The cylinder is placed in communica- 
tion with first one end and then the other 
of the locomotive-cylinder by means of 
a three-way cock. 

As the steam from the engine-cylinder 
raises the indicator-piston it compresses 
a carefully calibrated spring to an 
amount corresponding with the pressure 
in the cylinder: this relative height, mul- 
tiplied several times, is marked by means 
of a pencil in the end of the multiplying 
lever on a card held by clips to the ver- 



Title 


Xo. OS 
Men 


Station 


Km pi.ovment 


Indicator observers 


i to 4 


Over cj'linders 


Taking cards 


Timekeeper 


'£ 


Front end 


Giving signals and reading revolu- 
tion counter. 


Cab observer 


i 


Cab 


.Voting position of throttle) re- 
verse - lever, steam - pressure, 
etc., when cards are taken. 


Coal and water observers 


2 


Tender 


Measuring water in tank at water- 
plugs : keeping count of sacks 
of coal used. 


Extra observers 


I to 4 


Various locations 


Reading draft manometers, pyro- 
meters, calorimeters, etc. 



170 



RAILROAD MAM'S MAGAZINE. 



tical drum, which is one and a half or 
two inches in diameter. 

This drum is revolved by means of a 
cord fastened to a finger on the ** re- 
ducing motion *' (so called because it re- 
duces the motion of the cross-head), 
making nearly a complete turn as the 
cross-head moves one way. and then re- 
versing its motion as the cross-head 
makes the return stroke. 

The combination. of the vertical move- 
ment due to steam-pressure and the hori- 
zontal movement due to the motion of 
the cross-head, traces the familiar indi- 
cator diagram. An example is given in 
this drawing: 




A is the point where steam is admitted 
to the engine-cylinder. As the cross- 
head is nearly or quite at the end of the 
stroke ami, therefore, stationary, the 
pressure mounts rapidly, making a 
straight vertical line to B. where the for- 
ward stroke begins. The pressure is 
maintained quite high until cut off, C, 
then it drops as the steam expands to D, 
where the exhaust opens. The return 
or exhaust-stroke begins at R and con- 
tinues to 1*. where compression occurs, 
and so on over again. 

I )iagrams from both ends are usually 
taken upon one card. 

The method of procedure in taking 
cards is as follows : 

At the preliminary warning, given by 
the time-log man by means of an air- 
whistle or bell, the operator " hooks up " 
the cord, starting the drum revolving, 
and opens the three-way cock to the 
•' head " end of the cylinder. 

The piston starts reciprocating with 
the fluctuations in pressure — up at ad- 
mission and down at exhaust. On re- 
ceipt of a second signal, he presses the 
pencil lightly against the paper on the 
drum by means of a small handle on the 

parallel motion " of the indicator, dur- 



ing one complete revolution of the 
engine oT" more. 

Frequency of Taking Cards. 

He then reverses the three-way cock 
to the " crank ". end. and takes this card 
as quickly as possible, probably occu- 
pying six to ten seconds for both ends. 
He then traces the steam-chest line by 
placing the three-way cock handle in 
closed position, opening a second cock 
connected with the steam-chest. 

Next the three-way cock is opened to 
the atmosphere and the atmospheric line, 
which forms the base for all measure- 
ments of pressure, is traced. 

Cards are taken at three, live, or ten- 
niinute intervals over the entire divi- 
sion. This gives almost a continuous rec- 
ord of the power the engine is exerting. 

The indicator operator is a very busy 
man at times. Cords will break, springs 
get loose, the indicator piston must be 
oiled from time to time, and frequently 
— as when there are steam leak> about 
the cylinder or a draft through the box 
— it is extremely difficult to insert the 
specially prepared paper cards under the 
clips of the drum. 

Whatever happens, he must be pre- 
pared for the next card when the sig- 
nal is sounded, as a '* lost " card means 
a serious break in the record. Mis hands 
get scalded : his neck gets burned by hot 
cinders dropping into his collar as he 
stoops; he is always either half cooked 
or frozen to death ; and when the end 
of the run is reached he can scarcely 
rise from his cramped position — but he 
wouldn't trade his job with the lookout 
in the dynamometer car. whose only duty 
is to hold down a cushioned stool, stick 
his head out the window, ami note the 
mile-posts, stations, and curves. 

The Indicator Man. 

An indicator man worthy of his hire, 
takes delight in his work and prides 
himself on the delicacy of his " touch " 
ami the cleanliness of his cards. He is 
generally fussy about the care of his 
instrument, lie wears gloves to handle 
the three-way cock, oil-can. etc.. saving 
his hands to apply and remove the cards 
from the drum. 

At his right hand rests a small, dirty. 



ON \ TESTING TRIP 



171 



and very dilapidated 
grip filled with mis- 
cellaneous j £t n k — 
wire (assorted 
gages i. cord, nails, 
screws, bolts, nuts, 
pieces of did mdv 
cators, nippers, 
w r e in- li e s. screw- 
drivers, cwiery-eloth, 
oil-can*, and many 
other things. 

I Fe can lis any or- 
dinary breakdown to 
Ins instrument or the 
locomoth c " between 
card* " without lca\ - 
bg his scat. \"o mat- 
ter how busy he is. 
he always has time to 
offer advice ami kick 
lie is the official 
" knocker " of the ex- 
pedition. 1 1 is face 
Always wears a scowl : 
but he is supremely 
happy inside. 

Wait till the hunch 
gathers in tin- "sky. 
parlor " — which is lo- 
cated on top of the 

tender tank hack of 
the coal hoard — in 
slow away a little 
stale bread spread 
w i t h oleomargarin 
and a few " sinkers." 
(.r until they line up 
at the junction lunch- 
room for a cup "i 
scalding chicory and 
a waterproof dousjh- 
mit. and you will find 
that the indicator 
man's worries have 
not interfered with 

his appetite. 

When the dyna- 
mometer car boasts a 
chef, as is sometimes 
the case when the 
test is conducted on 
some isolated di\ ision 
far from the bright 
Lights, and meals arc 
served in state, then 
the indicator man i- 
iii his glory 




172 



RAILROAD MAN'S MAGAZINE. 



Because of his more arduous duties, 
he demands the best seat and usually 
preempts a sufficient space on the 
" divan " to stretch out at full length, 
while those engaged in less active occu- 
pations — such as the coal observer who 
has only to empty one-hundred-pnund 
sacks of coal all the morning and climb 
I lie tank-ladder hftv times at every water 
stop — stand up. 

< >f course, allowance must be made 
for the fact that of all the crew he is 
possibly 'he only one who is an old hand 
at the game. The others make one test 
and drift to other occupations where 
lesling becomes out of their line of ac- 
tion- — the indicator man is the only one 
who " comes back." 

Even after he assumes the dignity 
which goes with the title " mechanical 
engineer." he may he unable to find a 
man of sufficient experience to do the 
work. 

If he is one of the old school. I im- 
agine that he does not look very far to 
find a man. He just gets out the old in- 
dicator, the familiar - perfume " of por- 
poise oil assails his nostrils, he know s 
how fresh the air will be about § a.m. 
down on the valley division on train 23. 
how it will drive into his lungs as he 
sticks his head abo\e the box, and how 
the dewdrops will sparkle on the grass 
\vhen he looks ov er the big meadow at 
\ Y lower — and he is back on the job. 

Yes. he will run the test on 23 and ^4. 
It's hard to get up at 3 a.m.. but 23 ar- 
rives in Mecropolis just in time for 
luncheon, lie will lake the boys to the 
grill back of < 'Weil's, and there will be 
lime for a game of billiards before it is 
" hack to overalls." 

\ es. he tackles the job in person anil 
some youthful aspirant for road experi- 
ence is so disappointed that he is finally 
taken along to read the calorimeter. 

Getting Away from Danger. 

The occupation of testing locomotives, 
particularly on pas;.cnger runs, is both 
hazardous and fascinating. A slight ac- 
cident unknown to those back in the 
coaches, such as picking up a " speeder." 
a cow. or even striking a pile of rock bal- 
last heaped too high, might easily prove 
disastrous to the man 011 the front end. 

Cvlinder-heads sometimes blow out 



and indicator pipes burst, and the scald- 
ing steam is deadly. Loose car doors 
are another menace to life and limb. 
Accidents are few. however, probably 
because tests are not run every day. 

I know of only one serious mishap to 
an indicator man. He lost both legs in 
a slight butting collision, lie will take 
no more cards, but he is " -till in the 
game." and more useful than ever to his 
company. 

1 am a great believer in a " lookout " 
on the front end to warn against dan- 
ger. It is often asked : "What good 
would it do to be warned?" "What 
would you do? " 

I have discovered that even on lhe 
fastest limited trains, there is time for a 
live man to cover the distance from the 
pilot-box to a position of quasi-safety by 
straddling lhe boiler back of the sand 
box before meeting up with an obstruc- 
tion. This can be done in two move- 
ments on some engines and in three on 
others; but they arc long. free, lively 
movements on any locomotive and the 
arm.-, come into play more than lhe legs. 

Figuring lhe Horse-Power. 

This " getaway glide " was once put 
inln practise on an extremely fast run 
when the writer was working without a 
lookout. Chancing to glance ahead I 
had an impression of a wagon with a 
" hay rigging " crossing the tracks in the 
middle distance. Paying no particular 
.■mention at first. I finally noticed that it 
had stopped with the rear wheels 0:1 the 
rails. Imagine my surprise when I saw 
the " hired man " calmly fumbling wilh 
the lock of a field gate which barred his 
way ! 

I le got it open and spoke to the team, 
but — 

After completing the road work of a 
test, the real labor begins. This is the 
tabulation and working Up of results 
from the data in the log-books. 

Some roads, notably the Pennsylvania, 
have a regular system with dozens of 
printed forms for this work. The in- 
formation from each lest or series <>t 
tests by this means can be readily com- 
pared with any other test which has ever 
been run on the system. 

1 'iie of the biggest jobs connected with 
this work is figuring the indicated 



WOMEN HUNT ON RIGHT-OF-WAY. 



173 



horse-power of thousands "f indicator 
cards. This work, together with the 
working up of the dynamometer record; 
will fccep t lie- ic-st force busy for a longer 
period than was occupied bj the trips 
from which the data was collected! 

Ii is often ilic practise to " lav in " tli • 
engine every other day, or to allow her 
to make a run Without the test force, and 
iii work up the data on the alternate 
days* This method is the mo. e l popular 

with all concerned, for nothing is more 
tedtQUS — accustomed as they are to out- 
door air and exercise — than for the boys 
to be cooped up for weeks poring over 
seemingly endless strings of figures. 



Mill everything comes to an end — 
even the hope that some of die trips may 
have to be run over again owing to the 
lack of important data — the final Sum- 
mar) sheet is finished, blue printed, and 
takes its place in the files of the motive* 
power department, copies being sent to 
all interested parties 

The engine i> found to have done all 

that was claimed for her by the builders : 
but opportunities are presented for 
further improvements to he embodied in 
the next order — perhaps a little larger 
fire-box. a little more cylinder clearance, 
additional evaporating surface, or a 
little less superheating surface. 






Hp 




1 







WOMEN HUNT ON RIGHT-OF-WAY. 



WHEN the pioneer railroaders "f 
Africa threaded the steel rail- of 
progress through the dense jungles, 
wild beasts" were one of the greatest perils 
thai confronted them. The animals inva- 
ded the camps and made frequent attacks 
on men working on the right-of-way. 
Though the railroads have brought civili- 
zation to many places that were once the 
lairs of the lion, big game slill exists, ami 
occasionally terrorizes the natives anil in- 



habitants of the small towns along the line. 
The accompanying illustrate n was sem to 
us by one of our readers in South Africa. 
Pi r several week.- a Ijbn ami his mate were 
seen near the outskirts of ihe town. \ 
party of men killed tin- male, hut the fe- 
male escaped. Two venturesome young 
women announced that they would stalfc 
her majesh of the jungle, and despite all 
warnings, trailed the lioness to her den, 
shot her and brought her ui on a Inn 1-car. 



RUNS BACK- 
WARD TO GO 
FORWARD. 



HERE arc very lew mod- 



A erti American locomotives 
of unusual design. After 
many years of experiment, dur- 
ing which many most extraor- 
dinary engines were proposed, 
we have adopted certain fun- 
damental types, and unless 
there is a complete revolution 
in the construction of our loco- 
motives, it is hardly possible 
that the engines of the future 
will be much different from 
those of the present. 

In Europe and other foreign 
countries, however, they still 
continue occasionally lo 1 mil '1 
an engine that emhodies very 
unusual features. < )ne of the 
latest is shown in the accom- 
panying illustration. 

It was constructed lor the 
Italian State Railways, and the 
call was placed in front that the 
engineer might have the clear- 
est possible view of the track 
ahead. It is a four-cylinder 
compound, with the cylinder- 
arranged in a peculiar manner, 
the two high-pressure cylinders 
being on one side of the center 
line and the two low-pressure 
cylinders on the other. Coal 
is carried in bunkers in the 
cab, though in this respect the 
accommodations for fuel are 
decidedly limited. Water is 
carried in the circular tank- 
tender which is litted. accord- 
ing to the Continental custom, 
with the small cab shown. The 
tender-cab is not occupied 
when running. W hen in opera- 
tion, the engine presents a very 
strange appearance, for while 
it is actually running forward, 
the action of the driving- 
wheels would be considered 
backward in this country, The 
engine seems to run backward 
to go forward. 




CUMBERLAND VALLEY'S FIRST ENGINE. 



Old Slab-Track Locomotive Could Make Sixty Miles an Hour with Only 

One Man in the Cab. 



IT was sixty years ago that Seth Wil- 
niartli, a Boston inventor, designed 
and constructed the " Kitty Did," 
which, at the time, attracted unusutl at- 
tention in railroad circles. 

The engine was the first used oil the 
Cumberland Valley Railroad. It was placed 
in regular service between Chambersbiirg 
ainl Harrisburg, Pennsylvania, a distance 
of fifty-two Utiles, where it rendered 
efficient service. It continued in active 
service for twenty-nine years. 

During the Civil War. the " Kitiv Di I " 
figured prominently in hauling Federal 
soldiers, and when Chamhersburg was 
burned this locomotive pioneer made a 
remarkable escape from the conflagration. 
It is one of the few pioneer engines still 
in existence. 

A short time after W illiam Hartley, of 
England, built a flat car. to ascertain the 
adhesion of an iron wheel on an iron rail 
being sufficient to enable a loci. mi live to 
pull any load, the "Kitty Did " made its 



appearance, and demonstrated, conclu- 
sively, the practicability of locomotive con- 
s traction. 

Paradoxical as il may seem, the "Kitty 
Dili " had a remarkable record for speed. 
This antique locomotive is accredited of 
having attained a speed of sixty miles an 
hour under favorable conditions. Its last 
run was from Carlisle to Chamhersburg, 
Pennsylvania, in [900 

The engine has two cylinders. 8}4 X 14 
inches set at the front end of the boiler on 
an incline. The pair of driving wheels are 
54 inches in circumference. The engine 
weighs in working condition 25.000 pounds; 
capacity of tank 600 gallons. She burned 
wood The "Kilty Did" cost $6,200. and 
ran on what were known as slab-track 
rails. It enjoys the distinction of having 
never figured in a wreck. 

One man did both running and firing. It 
was quite easy for the combination hogger- 
tallow pot to keep one hand on the throttle 
while he threw in wood with the other. 




K1TTV DID, 



FIRST LOCOMOTIVE IIUILT FOR THE CI' M BE R LAND VALLEY RAILROAD, DESIGNED 
BY SETH WILMARTII. 



175 



MOVING ON TRUCKS TO A NEW BERTH THE BIG STEEL II It IDG E OF THE MISSOURI PACIFIC 

THAT SPANS THE KANSAS RIVCK, 



MOVING A BRIDGE OT\ CAR-TRUCKS. 

Twelve Men Cut Loose a Railroad Bridge Spanning ihc Kansas River 

and Move It 120 Feet. 



DURING tlic past year man; remark- 
able engineering teats have been ac- 
complished in the construction <>i' the 
new UniOn depot ami terminal facilities tn 
Kansas City, Missouri. One of the most 
unusual of the many tasks thus tar accom- 
plished was the raising and removal of the 
railroad bridges of the Kansas or Kaw 
River. In one instance a dozen men raised 
a bridge five hundred and forty feet long 
and moved it twenty-seven feet "down the 
river. A few days lan-r another party of 
men moved the entire structure over one 
hundred feet toward the east bank. The 
steel work alone weighed one thousand five 
hundred tons. 

ftesides the changes necessitated by the 
plans for the new terminal, the construc- 
tion of dikes alnng the west bank of the 
Kansas River made it necessary to raise and 
lengthen half a dozen traffic bridges. 

The first structure to be moved was the 
Missouri Pacific Railway bridge, made fa- 
mous by the flood of 1903, when it was the 



only bridge that was not carried away by 
the Violent waters. The structure was saved 
by the weight of fifteen hcaw engines 
which were placed on it that it might with- 
stand the rushing river. 

Under the direction of S. M. Bate the 
Work of moving the bit; bridge was begun 
in September, lyli. when the new pu rs and 
necessary cribbing were begun, ffot until 
April of this year were the contractors 
ready to begin the actual work of moving 
the huge structure. 

On the evening of April 4. traffic across 
the structure was completely suspended, an I 
on the following morning the tracks at 
cither cud of the bridge were parted. 

The bridge had been raised and placed 
upon a large number of car-trucks, and w ith 
heavy stationary engines furnishing the 
motive-power, the big span was hanl.'d t>> 
its new site. Only a dozen men were re- 
quired to make the move. The lateral 
movement of one hundred and twenty feet 
was a comparatively simple task. 



Just One Life 



BY GEORGE VAN SCHAICK. 



Sue Was Willing to Wager Her Money, But 
Joe Was Unwilling to Risk His Future. 



HE superintendent of the 
salmon hatchery was a 
mighty interesting man J but 
Joe, thinking of the girl, 
rose and knocked the ashes 
from his pipe. 
" "Tis wonderful about all that life on 
earth," he commented. 

" Yes," said the young man in spec- 
tacles. " Codfish, for instance, will av- 
erage a million eggs, and the sea is full 
of other fish just as prolific. If a dozen 
from each spawning could reach adult 
age, the sea and its putrefying waters 
would overrun the land, where constant 
destruction is also the price of life. 

'* Think of men ! A fraction more 
than one dies for every beat of your 
pulse; something like five for every 
breath you draw. You're thirty, and 
since you were bcin three-quarters of a 
billion of men, women, and children 
have gone to make room for others." 

'• Life's an awful big thing, and also 
very little," said Joe. " Well, so-long! " 

He took the long path by the river, 
that roared in the wearing of boulders 
and grinding them to sand with crashing 
waves as cruel as the fierce jaws of mon- 
strous things beneath the sea, of which 
the superintendent had been speaking. 

While he walked on stolidly, as the 
dusk was gathering, a young man met a 
girl in the main street of the little village. 

" You promised that you. would wait 
for me ! he exclaimed excitedly. 

" Joe is a better man. for all that your 
people own the mill," she answered, 
drawing up her pretty head. " I've 
finished with waiting, and with having 
folks talking. You've been scared at 
12 RR 1 



telling your people. They'd know all 
about it if they lived here. I ain't good 
enough for them, and now I'm going to 
marry one of my own kind. He's good, 
Joe is." 

" I wish you joy with your lumber- 
jack," he sneered. 

" He's twice the man you are!" she 
cried angrily. 

Harry Brown's laugh goaded her to 
greater excitement. Some of the mill 
hands, idling in the street, strolled to- 
ward them, attracted by her bitter voice. 

" What's the matter? Havin' a family 
row already? Why don't you two wait 
till you're married?" asked a big fore- 
man in mackinaws, with the easy fa- 
miliarity of iumber camps. 

" Marry him ! " cried the girl. " I'm 
going to marry a man. I am. I'm going 
to marry Joe. I've told him so. He's 
the best man of you all, he is; best in 
the mill and best on the river — and you 
know it." 

" Sure ! the only real man as ever rode 
a log." jested the foreman. 

" He'd have no trouble beatin' you at 
it," retorted the girl contemptuously. 

" Course not," put in a bystander. 
" He could go down Dog Rapids on a 
spruce butt, a playin' of his accordeon 
with one hand and throwin' kisses with 
the other." 

The guffaws that greeted this sally ex- 
asperated the girl. 

" He could ride the rapids anyway," 
she cried. " And that's more than any 
of you would dare." 

You're a dead game sport, ain't you, 
Susie?" put in a third man. "What 
you bettin' he can ride a log down ? " 




178 



RAILROAD MAN'S MAGAZINE. 



With quivering lips, eyes flashing, 
cheeks mantled with red, the girl drew 
from her waist a roll of money and 
shook it in the man's face. 

w I got a hundred dollars here ! " she 
cried. " Joe gave it to me to buy the 
things for our house. There ain't one 
of you dares bet ! " 

Her discarded suitor promptly pulled 
a bill-fold from his pocket. 

" I've got a hundred here that says he 
can't do it ! " he exclaimed. 

The big foreman grew serious ; with 
one hand he grasped the girl's arm. 

" Hold on ! Put back that money, 
Sue. You're goin' too far. There's no 
one got a right to gamble on a man's 
life!" 

'■ It's a long time since Brown's Mills 
had any excitement." put in the young 
man raspinglv. " I'd like to treat them 
to a circus." 

" Now. you sure don't mean that. 
Harry." said the foreman. " You know 
it ain't right ! " 

" What are you butting in for?" re- 
sented young Brown. 

The big man's jaws gritted; but he 
kept still. 

" I'll stick to the bet." cried the girl, 
stamping her foot. " I'll show you the 
kind of man I'm going to marry." 

By this time a small crowd had as- 
sembled. The postmaster, who, pipe in 
hand, had strolled out of his little store, 
became an unwilling holder of the 
money. Some began to bet small sums 
on the event, while others quarreled as 
to the feasibility of riding the rapids, or 
stood by, hushed, staring, wordless, as if 
in the presence of impending tragedy. 

Quietly and with the smile that seldom 
left his honest face, Joe Moore came 
down the street and scratched his neck 
as he came near. Men stepped aside to 
make room for him. They looked at 
him in a silence that was growing 
painful. 

"Hello!" he said. "Fine evenin', 
ain't it? 'Twon't be no time to hot 
weather now. for the black flies is biting 
in the woods, daytime, and my neck is 
all mosquito bit. There ain't a mite of 
ice left in the river, and salmon are run- 
nin". Hello. Sue ! " 

For a moment be was puzzled at the 
stillness of the usually talkative crowd. 

" Anytbin' been happenin"? " he asked. 



Finally a man spoke. 

** You've gone an' lost a hundred dol- 
lars. Joe," he said. 

" Me ! I didn't have but a quarter in 
my pocket when I left, and there it is." 

Suddenly an idea came to him. 

" Did you go and Jose that money. 
Sue?" he asked. "I've a notion you 
did by the looks of you. Pshaw ! Some- 
body'll be bringin' it back, 'less you 
dropped it in the river. But don't you 
worry, Sue, for I got some more down 
to the savin'-bank at Lakeville. Guess 
it worries you more than me, but it don't 
make no real difference to speak of." 

" She's been telling us what a big man 
you are, Joe," put in Harry Brown. 
'* and insisted on betting me a hundred 
that you would ride Dog Rapids on a 
log." 

" I got the money," put in the post- 
master sheepishly. " and I wish 'twas out 
of my hands. Don't you be a fool, Joe. 
Susie, here, she got excited and a bit 
foolish for a moment. I'm glad you can 
do witlrout that money, for I guess 
you've lost it, all right." 

" Oh! Give it back to him if he's got 
cold feet," said Harry Brown. 

Joe looked at him with a surprised 
stare, as if he did not quite understand 
but was trying hard to. 

"Is that right. Sue?" he asked. 
" There ain't no kind of a catch or a 
joke to it, is there? I was always 
reckoned a bit slow when it come to 
guessin' things." 

" Take your man for a walk, Sue," 
sneered Brown. " and take your money 
back. too. I don't care for it. and an- 
other time you won't talk quite so big." 

"Joe! Joe! Show them what you 
can do," the girl burst out. " I told them 
that you were braver than any of them, 
and I know you are. If you don't try 
they'll never end laughing at us ! " 

" I reckon there's somethin' to that," 
Joe admitted. " A man's life ain't but a 
little mite of a thing, and it's tough 
feedin' to eat crow. Guess I'll risk it, 
all right. D'ye know, I've sometimes 
had a notion it could be done, leastways 
when the water wasn't quite so high. 
Sooner we try it, sooner it'll be over. A 
good time would be after noon-whistle 
to-morrow. 

" I need new calks to my boots, T'm 
thinkin". and I'll go put some in, good 



JUST ONE LIFE. 



179 



and sharp. There's plenty good straight 
butts in the boom at the mill, and I'll 
pick one out first thing in the morning. 
1 got a fine settin'-pole, smooth and not 
a knot in it. Gettin' kind of late, ain't 
it? Guess I'll say good night, folks. We 
won't go walkin', Sue, 'count of my hav- 
in' to look after them boots." 

He walked off in his strong, quiet 
gait, nodding good-humoredly to friends. 
( )nee within his little room he smoked 
his pipe peacefully while he drove new 
calks, sharp as needles, in the heavy 
soles of his river-boots. 

Life," he told himself, " from all ac- 
counts, don't amount to much. There's 
piles and piles of it that don't come to 
anythin'. seems to me." 

He critically inspected his boots to his 
entire satisfaction and a few moments 
later went to bed. 

" I understand you, Harry," said Joe 
next day, standing on the river-bank and 
looking' quietly at the turmoil beyond. 
'• Of course, 1 reckon it's plumb foolish, 
but I guess Sue's heart is set on it, and 
there's been so much talk I'd better see 
it through. I don't bear you no grudge, 
but I'll say 1 think you've been kind of 
hard on tlie girl, and took some advan- 
tage of her being that quick in temper 
an' proud." 

He was looking at Brown placidly, 
and before his steady glance the younger 
man's eyes fell. Then Joe turned away 
from him, nodding quietly to his friends 
— the teamsters, gang-sawyers, scalers, 
and the flume-tender, who had run down 
as soon as the shrill mill-whistle shrieked 
the noon-hour. 

Susie came to him, conscious of an 
undercurrent of public disapproval, 
wherefore she walked boldly, with head 
erect, in the flush of pride, her hands 
tightly clenched to check their trembling. 

" Be careful." Joe." she said. " Be very 
careful and we'll show them yet." 

The man's features slowly expanded 
into a smile, but he only nodded. 

" 'Twon't take long," was all he an- 
swered. 

Then his slow movements seemed to 
shed away from him like a discarded 
garment, and he became catlike in mo- 
tion. The long log's butt was grinding 
in the dead water on a bit of gravelly 
shore as he leaped upon it. 



A hard, slow, gradual push of the 
irun-shod pole and the spruce-trunk was 
afloat in the peaceful eddying reach be- 
low the dam. Beyond, the white waters 
frothed, swished on. and curled. 

Men watched with beating hearts; 
women looked, then hid their eyes; some 
children cried ; others were laughing. 

Joe was paddling with his pole, keenly, 
looking ahead, paying not the slightest 
heed to the crowd that edged the banks 
and was preparing to run along and fol- 
low his course. 

The log soon gathered speed and 
presently the end rose high over the 
crest of a wave. Joe was birling it as it 
began to spin beneath his feet, balancing 
himself with the pole. Then, like a horse 
taking the bit in its teeth, the log surged 
ahead faster and faster through a grue- 
some turmoil of black rocky heads show- 
ing above the sudding flood. 

" He ain't near enough inshore," cried 
a man. 

" Yes. he is. The waves are too high 
at the end of the black water ! " yelled 
another. 

" He's down ! " roared the crowd. 

The end of the log had butted a rock- 
head ; the after-coming flood uplifted 
the rear. It bucked like a wild mustang 
and Joe slipped into the caldron. 

But — in a moment, despite the force 
that tore at him, he was astride again, 
the pole still in his left hand. 

While the mob was shrieking, he took 
advantage of a bit of dead water and. 
in another second, again stood erect on 
the log. Instantaneously he was again 
in the toils, tossed and shaken, but al- 
ways speeding toward wilder billows, so 
that some of the men running along the 
river fell exhausted, and their number 
dwindled as the)' sped on paiUing. 

Another collision with a rock nearly 
threw Joe again, but he recovered his 
balance, though for a moment the log 
sank till he was waist-deep. But the 
new calks held, and once more he tore 
on toward the great ridge of white water 
passing over the ledge. 

" He can't do it ! " shouted a piler be- 
tween sobbing breaths. 

For a moment he birled as the log be- 
gan to roll. Then, with a tremendous 
sweep of his pole. Joe aimed it straight 
at the wall of roaring waters. He seemed 
to disappear in the spume. 



t 



180 RAILROAD MAN'S MAGAZINE. 



After a breathless second they saw 
him rtlshing again, still erect, a figure 
heroic. Presently the waters flowed 
more gently into the broad pool of dead 
water, and he was slowly poling toward 
the shore. 

Howling men leaped into the water, 
eager to help him ashore. Then they 
■ bore him up the bank, while he sought 
to escape their hugging. 

" Let me go, boys." he said. " T can 
walk and ain't hurt none, outside a 
scratch 1 got when I went in. Any one 
got a plug? I reckon mine washed cut 
of my pocket." 

They handed him tobacco and a knife 
and he quietly cut away a pipeful after 
.he had shaken himself like a wet dog. 
People were still coming fast, eager to 
grasp his hand. But they made room 
when Sue arrived. 

What cared she for the crowd now? 
She probably did not see it as she threw 
herself upon the man. 

" Look out, Sue, I'm soakin' wet. I 
ain't hurt none," he said, puffing at his 
pipe. " I ain't savin' as I'd like to try 
again. Just sit down on this here rock 
an' get your breath." 

Harry Brown came up. very pale. 

" Will you take my hand? " he asked. 
" I'm sorry for my share in this." 

Joe laughed. 

" What's the odds, lad? " he answered. 
" W e're all right side up now." 

The whistle was shrieking again, and 
the men started back in leisurely fashion, 
knowing that the timekeeper would be 
lenient that day. Finally the girl anil the 
man were left alone. 

Think I better go back an' shift my 
clothes." he said. *' This wind is travel- 
in' through these wet rags. I just despise 
to go through the village lookin' like 
such a scarecrow." 

But Sue was telling of her pride in 
him ; how he was greater than all others ; 
a wonderful being in her eyes as they 
walked along. In the village, Joe was 
distinctly embarrassed. Folks came out 
of the store and the blacksmith shop, and 
the cook at the boarding-house waved a 
pan at him and yelled. 

" It's all right! boys, an' 1 reckon I had 
more luck than brains," he said. " Just 
let me run up and put on dry things." 

The girl stood on the veranda. People 
looked at her curiously. 



" What are you staring at? " she asked. 
" I told you I'd show you the kind of 
man 1 was going to marry." 

After quite a long time Joe came down 
in his black suit of Sunday clothes, his 
best blue shirt, and a paper collar. In 
one hand he bore a voluminous grip- 
sack. 

Sue looked at him amazed. 
" Where you going, Joe? " she asked. 
" Guess I'm bound for Lnkcvillc." 
" What for?" 

Slowly he sat on the steps of the porch 
and fumbled at his pipe with his jack- 
knife. She sat beside him. Something 
was clutching at her breast and hurting. 

" You got no notion what a little time 
it takes one to think." he said musingly. 
" When I was travelin' right smart on 
that log I got to thinkin' real hard. A 
man ain't got but one life, and that ain't 
hardly worth anythin'. You'd just won- 
der to know the millions that's getting 
snuffed out all the time. 

" But just that one little life looms up 
kind of big when a man's scrappin' for it, 
and the only thing that can make it still 
bigger is love. I reckon. Now I mistrust 
I better go back to Lakeville because I 
got a notion that real love just naturally 
couldn't bear the idea of the other one 
gettin' hurted. 

" You didn't feel that way, Sue, so I 
take it you was mistaken, just honestly 
mistaken, and one can't afford to make 
mistakes going through them kinds of 
rapids, and — and the train's making up 
to go now, so I'll say good-hy if you 
don't mind." 

He stood up and watched her kindly 
for a moment. 

The girl's lingers contracted and her 
nails dug into the soft folds of her dress ; 
her eyes sought the man's face, but the 
mist blinded them. Then came a groping 
gesture of one hand, which Joe perhaps 
misunderstood. 

" Well, so-long." he said, ami turned 
away with his slow, sturdy step, lie 
passed into the gathering darkness while 
the girl suddenly became flaccid and 
limply fell. 

Her pretty head rested on her bent arm 
on one of the steps, and for a kindly 
minute life and love and all great and 
small things of the world that bring 
agony and happiness were blotted from 
her knowledge. 



L 



TIES THAT BIND. 

The History of the Great Railroad Orders 

of America. 



8. -ORDER OF RAILROAD TELEGRAPHERS. 



The Initiative of A. D. Thurston, a Lone Operator, 
Unites the Railroad Telegraphers into a Power- 
ful Army of Over 50,000 Workers. 

BY THADDEUS S. DAYTON. 



. ^F^ 1 -" XXIX< ' trains is !ike a gi ~ 

^mjf gantic game of chess. The 
jjJrKr board whole 

£7^«j^S^ country. The trains arc 
^^J\ the pawns. Nearly 50,000 
telegraph - operators move 
the pieces in the game. They are matched 
against one opponent — Time. The con- 
test never ends, but the men at the keys 
render the time-card dependable. With- 
out the incessant vigilance of the opera- 
tors all would be chaos. 

The players in this mighty game must 
remember innumerable moves. Once in 
a while a despatcher suffers a lapse of 
memory and places two pieces on the 
same square. Such errors are far more 
infrequent than they once were. Tele- 
graph-operators are more efficient and 
less liable to err than they were twenty 
or thirty years ago. 

There are many reasons for this, but 
most of them can be traced to the Order 
of Railroad Telegraphers. When that 



association was organized in 18S6 it 
sowed the seed from which sprang a 
great deal more than its own individual 
benefit. The public in general does not 
even faintly realize the part that this 
order has played in making railroad 
travel safer in the last quarter of a 
century. 

A. D. Thurston was the founder of the 
Order of Railroad Telegraphers. Most 
of the railroad man's organizations have 
been founded by a small group of indi- 
viduals, no single one of whom stands 
out prominently. With the telegraphers 
it was different. No one has ever denied 
the honor due to Thurston. 

It was Thurston who originated the 
idea. He called the first handful of mem- 
bers together and placed the association 
on a working basis. Through the years 
when it was struggling for existence 
Thurston guided the order with all the 
skill and tenacity of purpose that a sea 
captain shows when he stands watch. 



"Ties That Bind" began in the Raii.koau Man's Magazine for February, 1912. The following have appeared: 
Order of Railway Conductors. February: Brotherhood of Railway Trainmen, April; Maintenance-of-Way Employees, 
May Brotherhood of Locomotive Engineers. June; Brotherhood of Railway Clerks, July: Brotherhood of Locomotive 
Firemen and Engincmen, August; Railway Mail Service, September. Single copies, prior to the July number, 
ten cents. 

iSt 



1S2 



RAILROAD MAX'S MAGAZINE. 



sleepless, through days and nights of 
storm and brings his boat safely into 
port. To-day Thurston rests from his 
labors, rewarded with the profound re- 
spect of the members of the order. 

The first sixteen years of the order's 
existence were stormy and discouraging. 
It was not until 1902 that it seemed to 
be a success. It has more than doubled 
in membership since then. About ninety 
per cent of the despatchers. telegraphers, 
station-agents, interlockers. lever-men. 
and other eligibles in the United States 
and Canada belong to it. It has paid 
nearly $750,000 in death claims, and has 
in its treasury a surplus approaching 
$375,000. The average wage paid to 
operators is more than double what it 
was when the order was founded. 

A. 1). Thurston was the operator anil 
station-agent at La Porte City, Iowa, in 
1S86. He was an expert telegrapher 
and understood his railroad duties thor- 
oughly. He was paid thirty-five dollars 
a month. There were thousands like him 
in the rank and file of the railroad army. 
Thurston was more fortunate than many, 
for La Porte City was an attractive place 
in the center of a rich farming country, 
and the work was not excessive, although 
the hours were exceedingly long. 

Thurston Makes First Move. 

Thurston had worked where he had 
been almost as solitary as a sheep-herder. 
He labored on the deserts and on bleak- 
mountainsides where two passenger- 
trains a day went by between midnight 
and morning. He knew from experience 
all that there was to know about being 
agent and operator at a small station. 
The drawbacks were the small pay and 
the long hours. E\ en with strict econo- 
my, thirty-five dollars a month in a small 
town do not exceed the cost of the neces- 
saries of life. Thurston did not mind 
the responsibilities of the position, for 
he was accustomed to obey orders and to 
act quickly and effectively on his own 
judgment. 

'1 hurston had time to ponder these 
things day after day and night after night 
as he sat at his key. He talked over the 
wire with operators up and down the line. 
It is as natural for operators to talk with 
each other in this way as it is for a group 
of persons seated around a stove in a 



country store to exchange ideas and 
gossip. 

Thurston found, as he sounded the 
men here and there, that all of them felt 
that the working conditions of the craft 
were so intolerable and the wages so low 
that they should seek for a remedy. No 
one. however, seemed to have any clear 
idea of what to do. None was willing to 
take the initiative. 

It was a difficult matter in those days 
to create such an organization as seemed 
necessary. The idea was comparatively 
new and the obstacles seemed insur- 
mountable. But Thurston, with the exe- 
cutive ability and singleness of purpose 
that characterized his subsequent con- 
nection with the order, was not to be 
discouraged. He finally drew up a plan. 
Jt was complete in every detail. 1 lis idea 
was a labor organization with possibly 
the mutual benefit feature as a side issue. 

Twenty-Eight at First Meeting. 

lie explained many times to the other 
operators by wire. Most of them clicked 
back that it was too good ever to come 
true; that he had better abandon his 
dream, for it never would be realized. 
Thurston continued to urge and argue, 
and finally convinced twenty-eight oper- 
ators that he was right. The next step 
was to call a meeting. 

Cedar Rapids, Iowa, was selected as 
the meeting-point, and Sunday, June y. 
1886, was the day chosen. Cedar Rapids 
was quite a railroad center at that time, 
and most of the twenty-eight telegra- 
phers could reach it without difficulty. 
Several of them had their headquarters 
there. 

The meeting was held, and the Order 
of Railroad Telegraphers was created. 
It did not take long because the details 
had been thoroughly arranged. Even 
the official organ. The Railroad Teleg- 
rapher, had been planned, and its cost 
and prospective revenue carefully esti- 
mated. 

There were no interlocking system of 
signals, no telephones or other innova- 
tions in those days. The telegraph was 
supreme in the movement of trains. 
Therefore, when the order was founded, 
only railroad telegraph-operators were 
admitted to membership. 

There was no rush to join the new 



TIES THAT BIND. 



183 



order. For the next ten years, it seemed 
as if every member was won by per- 
sistent individual argument. Every new 
member had to be Riled with the enthusi- 
asm of the original founders so that he 
might become a magnet to attract others. 
There were no paid organizers traveling 
from place to piace. Each new member 
solicited his friends by wire. When an 
operator is convinced that he is right, 
his Morse becomes as emphatic as his 
speech. 

Popular wtih Railroads. 

If it was difficult to secure new mem- 
bers it was still harder to improve the 
working conditions and increase wages. 
The members who headed the commit- 
tees were admirably persistent. The 
railroad officials were prompt to see that 
these men were intelligent and capable 
and had a reasonable basis for the de- 
mands. The executives might differ witli 
them, but there was no discourtesy on 
either side. Thus it has come about that 
the heads of the Order of Railroad 
Telegraphers have ready access to those 
in charge of the railroads. 

During the first decade of its existence 
the order had the usual vicissitudes pe- 
culiar to such associations. There were 
victories and defeats, discouragement 
and elation, but finally system began to 
come out of chaos, and the order found 
itself. 

In 1896 it had but 5.467 members, 
only a small percentage of those who 
were eligible. It gained only eighty-one 
members in the next year. In those that 
followed, the growth was steady, but not 
especially rapid when the possible extent 
of the organization is considered. In 
1901 it had 10,339 members. The next 
year it gained nearly 9,000. the next more 
thatl 10.000. Since then the membership 
has been increasing steadily. Hard 
times and lack of employment were ob- 
stacles, but work and wages gave it a 
new impetus. The following tabulation 
of membership tells the story : 

1896 5,467 

1897 5.548 

1808 8,134 

1899 10,610 

1900 10,520 

1901 io,339 

1902 19,065 

1903 29,718 



1904 31.315 

1905 28,338 

1906 31.224 

1007 37,522 

1908 34,'93 

1909 33440 

I9IO 36,638 

191 1 40,227 (to April 30) 

It is expected that the membership 
will reach 50.000 this year. There are 
161 local divisions of the order, sixteen 
of them being in Canada, which includes 
those in Prince Edward Island and 
Nova Scotia. Some of these divisions 
are very large. Division No. 6 covers the 
Union Pacific Railroad system, its gen- 
eral chairman being located in Denver, 
and No. 7, with headquarters at Welland, 
Ontario, takes in the Canadian Pacific. 
Division No. 8 covers the New York 
Central, and is subdivided into a number 
of smaller divisions. This is also the 
case with most of the other large rail- 
ways, such as the B. and O., the C. and 
O.,' the Illinois Central, the Big Four, 
and the Delaware and Hudson. 

$2,000,000 Added to Pay-Rolls. 

The order has wage-scales and sched- 
ule agreements in force on nearly all the 
railroads in this country and in Canada. 
It is constantly adding to them. In 1910 
it completed seventy-eight successful 
schedule negotiations, which was the 
largest number during any year of its 
history. Some of these agreements were 
new and some were revisions of those 
already in existence. They represented 
an addition of more than $2,000,000 to 
the pay-rolls of the telegraphers in the 
United States and Canada. 

The order now admits eight classes of 
railroad employees to membership — 
telegraphers, train-despatchers, agents 
located at railroad-stations, line-repair- 
ers, lever-men or interlockers, tower or 
train-directors, telephone-operators, and 
staffmen. 

A mutual benefit department for the 
purpose of furnishing death benefits for 
members was regularly instituted in 
189S. Previous to that time it was op- 
tional with the local organizations, many 
of which had sick and many other bene- 
fits that seemed to make membership in 
the order desirable. 

The death benefits of the order are 
divided into three classes. The smallest 



1S4 



RAILROAD MAN'S MAGAZINE. 



amount is $300, on which the annual as- 
sessment is twenty cents a month ; the 
next is $500, which costs thirty cents 
monthly. The highest, $1,000, costs 
sixty cents a month. Tin-re are nearly 
32,000 members in the mutual benefit 
department at present. Up to August, 
191 1, $729,681.47 had been paid out for 
death claims, leaving a surplus of 
$316,688:67. 

Closely Affiliated with Other O rders. 

The benefit fund is administered by 
the insurance committee, which consists 
of the grand president, the grand secre- 
tary and treasurer, and the board of 
directors of the order. These officers are 
elected by ballot at the biennial conven- 
tions. The president is bonded for $10.- 
000 and the secretary and treasurer for 
$75,000. 

Applications for membership in the 
benefit fund must accompany all appli- 
cations for membership in the order. 
Should the application for membership 
in the benefit fund be rejected, however, 
the application for membership in the 
order is not affected. To become a mem- 
ber in the benefit fund the applicant must 
be in good health — only in doubtful cases 
are medical examinations required — and 
not less than eighteen nor more than 
sixty years of age. The total entrance 
fee, which is paid into the grand lodge, 
is $1.75. and the annual dues are $5.50. 
These are paid semiannually in advance 
through the local organizations. 

The Order of Railroad Telegraphers, 
through the Railroad Employees' Depart- 
ment of the American Federation of 
Labor, is closely affiliated with other as- 
sociations connected with the railway 
service, such as the Brotherhood of 
Blacksmiths and Helpers, Brotherhood 
of Railway Clerks. Switchmen's Union, 
Brotherhood of Maintenance - of - Way 
Employees, Association of Steam, Hot 
Water, and Power- Pipe Fitters and 
Helpers, Brotherhood of Railroad 
Freight-Handlers. Brotherhood of Boil- 
ermakers, Association of Car-Workers. 
Association of Machinists, and the 
Brotherhood of Railway Car-men. 

The general offices of the Order of 
Railroad Telegraphers are in St. Louis. 
Missouri. The grand officers are: H. 
B. Perham, president; L. W. Quick, 



secretary and treasurer: J. A. Newman, 
first vice-president ; T. M. Pierson, sec- 
ond vice-president; D. Campbell, third 
vice-president; J. J. Dcrmody. fourth 
vice-president. With the exception of 
the first and third vice-presidents, who 
are located at Chicago and Toronto, re- 
spectively, the remainder of the officers 
have their headquarters in St. Louis. 

The board of directors is more widely 
scattered. It consists of A. O. Sinks, 
chairman. Portland. Oregon: George O. 
Forges. Spring Hill Junction. Nova 
Scotia: C. E. Layman. Troutville. Vir- 
ginia; C. G. Kelso, Springfield. Missouri, 
and George E. Joslin. Centerdale, Rhode 
Island. 

Both President Perham and Secretary 
and Treasurer Quick have held their re- 
spective positions for a number of years. 
Mr. Quick, two or three years ago, was 
elected city treasurer of St. Louis. It is 
a Democratic municipality and Mr. Quick 
ran on the Republican ticket, but was so 
popular that he won by a large majority. 
He was also editor and manager of The 
Railroad Telegrapher for many years. 

Membership Is Certificate of Efficiency. 

Such things may seem trivial to the 
general reader, but they are of great im- 
portance to the order. The average 
telegrapher has not only traveled widely, 
but he has a large circle of acquaintances. 
He may never have seen many of the 
people he knows, but he has talked with 
them many times over the wire and 
knows their " Morse " just as surely as 
he would their handwriting. Therefore, 
in a big family of nearly 50.000, every 
item of news is of utmost interest. 

The ladies' auxiliary of the order held 
its first biennial and second regular ses- 
sion at Toronto, Canada, in May, 191 1. 
It is a young organization, but already 
has more than twenty lodges in different 
parts of the country, and a large number 
of members. To lend moral support to 
the order and to form social centers 
wherever there are many operators, are 
the chief objects of the organization. 

In the matter of increasing wages the 
Order of Railroad Telegraphers has been 
very successful. In 1886 the usual pay 
for an agent and operator was thirty or 
thirty-five dollars a month. Now, on 
many roads, the minimum paid to oper- 



TIES THAT BIND. 



185 



ators is fifty dollars a month, and com- 
petent men get from sixty to one hundred 
dollars a month. Through the efforts of 
the order the nine-hour law was enacted 
several years ago. On many lines, since 
then, the order has been successful in 
its negotiations to reduce the working 
day to eight hours. 

The order has set high standards of 
efficiency for those who belong to it. 
They must be capable and experienced 
men. Membership in the order is now 
regarded by nearly all the railways as 
a certificate of ability and trustworthi- 
ness. 

Must Never Make a Mistake. 

If the unforeseen never came to pass 
on a railroad it would not be necessary 
that train-despatchers and the operators, 
tnwermen, and others on the line, all of 
whom are connected by the slender wire 
that parallels the tracks, should be such 
skilled and dependable men. If no train 
ever was delayed, if there were no extra 
trains, no accidents — if everything fol- 
lowed the theory of perfect railroading — 
the telegraph-operators would be un- 
necessary. 

But emergencies arise every hour. 
Trains are delayed by many causes, and 
their schedule must be rearranged from 
moment to moment. Without the tele- 
graph, this would be impossible. That 
is why the train-despatchers and the op- 
erators are so vital to railroading. 

The public hears little of the train- 
despatcher. and knows less about him. 
He is a high type of railroad official who 
works in obscurity, but on him the safety 
of trains rests with the heaviest re- 
sponsibility. He must never make a mis- 
take. He knows that each message he 
sends must be as certain as Fate itself; 
that the change of a single letter or fig- 
ure may produce disaster. 

The dispatcher comes from the ranks 
of telegraphers. His knowledge of rail- 
road operation, both theoretical and prac- 
tical, must be as nearly perfect as is 
possible. There are great telegraph-oper- 
ators and great despatchers just as there 
are great generals or great railway presi- 
dents. It is the emergency always that 
tests. When all is well any despatcher 
can control train movements. But when 
storms demoralize the line, when there 



is a deluge of unexpected traffic, when 
there is a wreck or a derailment, then the 
sheer genius of the men at the key 
becomes apparent. 

Train-Sheet Is Despatcher's Domain. 

The despatcher is monarch of more 
than he surveys and is a ruler whose 
word is absolute. The train-sheet be- 
fore him is the map of his kingdom, and 
his subjects are the conductors, the engi- 
neers, the signal-men. and all the rest 
who are concerned in moving the trains 
and in keeping the pathway clear for 
them, lie is like the silent figure on the 
bridge of a great ship. In his mind is a 
picture-map which shows distinctly every 
mile of the line under his control, every 
siding, every cut and fill and bridge, and 
every train that is speeding over the rails. 

The train-despatcher is the lord of the 
" power," as the railroad men call the 
locomotives. One who is unfamiliar 
with such sights, passing from the 
despatcher's office to the roundhouse 
where the great engines are stabled, finds 
powerful stimulant for the imagination. 
In the despatcher's office at night all is 
brilliantly lighted, there is a continuous 
rattle of telegraph instruments, the men 
who sit at the keys are intensely ab- 
sorbed in their work. 

In the roundhouse there is neither 
brilliant illumination nor much noise. 
The great engines arrive and depart, pa- 
tient, sleepless, mighty. Some are the 
lean racers that dash with the limiteds; 
others are big and brawny freight- 
engines. They await the despatcher's 
orders, the sheets of tissue that are 
scanned so carefully because they are the 
result of every possible precaution 
against error and accident. 

The train glides out onto the line. 
Warned by wire the men in the towers 
set the signals. The first order from the 
despatcher directs the train to proceed to 
a certain point and specifies carefully 
every other train, regular or extra, that 
it will meet, and the point where they 
should meet and pass. As soon as the 
train reaches the end of its orders, others 
await it. and so it proceeds to the end of 
the journey. Not infrequently, at some 
lonely way-station, it is halted by a sig- 
nal, and the operator hands out orders 
canceling those already issued. 



186 



RAILROAD MAN'S MAGAZINE. 



The ceremony of the train-order seems 
bewildering to the outsider, but is a sort 
of human interlocking system. It places 
the responsibility unerringly on some 
individual during the run. Each man 
knows not only what his own duties are. 
but the duties of the others who are also 
concerned. If he fails to obey he knows 
that disaster is probable. Therefore, for 
his own honor, he must be alert. 

It is this interdependence that binds 
railroad telegraphers with such strong 
and intimate ties. They live in an atmos- 
phere where names and faces count for 
nothing in the making of friendships; 
where personality is insensibly communi- 
cated by the wire. They are widely sep- 
arated in a physical sense, but yet are 
brought into the closest touch and sympa- 
thy by an electric current. 

That is why the Order of Railroad 



Telegraphers is one of the most effective 
of the great organizations. No matter 
where a man is located it does not take 
long for every one on his circuit to know 
him. A man puts much of his real self 
into his telegraph-key. 

1 f he is in good spirits his Morse shows 
it. If he is dull and sluggish, the key 
betrays him. 

The railroad telegrapher is a fine type. 
Nervous, quick, accurate, mentally alert, 
it is no wonder that so many of the prizes 
of the railway service have gone to those 
who began at the key in a lonely station 
far out on the line. There are at least 
half a score of railway presidents who 
have belonged to the order, and hundreds 
of other men high in the railroad world 
still maintain their connection with the 
organization which they entered in the 
early days of their careers. 



RELICS OF JAMES WATT HOUSED. 



AX interesting presentation was made 
y~\ at Manchester, England, when Mr. 

George Tangye presented to the cor- 
poration a unique collection of relics of 
Watt, the inventor of the steam-engine; 
Boulton, the partner of Watt, and Mur- 
dock. his ablest assistant. The collection 
consisted of a large number of mounted 
and unmounted drawings and letters dating 
from 1775 from the engineers named, as 
well as from many other leading men in the 
latter part of the eighteenth century. There 
were also a variety of models, including 
Watt's engine indicator. Murdock's rotary 
engine anil pump, section of Newcomer 
engine, with several cases of drawing in- 
struments. An interesting letter of Watt's 
addressed to the Abbe de Calonne, dated 
1787, was in many ways as applicable to 
events transpiring to-day as when written, 
124 years ago. Mr. Tangye also presented 



£250 toward the proper housing of the 
relics in a suitable room of the public 
library. The lord mayor presented a suit- 
able resolution thanking Mr. Tangye for 
his generous gifts, and stated that the 
gifts were peculiarly gratifying to the citi- 
zens of Birmingham, where Boulton & 
Watt's works were located, and where the 
steam-engine first came into practical util- 
ity. It will he recalled that Mr. Tangye is 
a member of the distinguished engineering 
family whose work, especially in hydro- 
static machinery, made many advances in 
applied science. Among the earlier opera- 
tions, the launching of the Great Eastern 
was a notable work at the time. It became 
possible by a clever adaptation of the hy- 
draulic jack, the invention of Richard Dud- 
geon, a Scottish mechanic, who became an 
eminent American engineer. — Railway and 
Locomotive Engineering. 



ORIGIN OF THE WORD "ENGINE." 



THE Latin word ingcniitm. which signi- 
fies heart, mind, abilities, or genius, 
was originally applied to any me- 
chanical device or contrivance of an in- 
genious or complicated character. In the 
course of time the word became Anglicized 
into " engine," and those who operated me- 
chanical appliances were called " engi- 
neers." Numerous machines have got their 
names from a corruption or abbreviation of 
the word engine, as, lor instance, gin, jinny, 
etc., but of late years the name has been 



applied almost exclusively to prime movers. 
" Locomotive." which is now used to de- 
note locomotive engine, was first applied 
in the sense now generally used through 
George Stephenson naming one of his first 
engines " locomotion." The word was ex- 
pressive and convenient and soon came into 
popular use. Some slight deviations from 
the word were common in early days. The 
Norris Locomotive Works, when first es- 
tablished announced that they intended 
building locomotives. 



Oatke Editorial Carpet 




We Whistle for a Siding and 
Ask You to Throw the Switch. 




A WAY-BILL OF WORDS. 

A JASPER from out Arkansaw way Hew the home-coop when he reached 
the age of thirty in order to see what the rest of the world looked like. 
His means of egress was an empty freight which ultimately humped him 
into Chicago. After watching the Masonic Temple revolve on its axis and 
lamping the other wonders of that great city, friend Jasper got a lit uf the blues 
and decided to go back home. So he wandered to the big freight yards where 
the rattlers were lined up; but there were so many lie couldn't tell toward 
which point of the compass any of the trains were heading. Seeing a friend- 
ly-looking bo hard by, he asked : 

" Howdy, stranger, where can I jump a train for Arkansaw?" 
" Well, foxy," replied the rambler, " there's a stringer over there; ask him, 
and if he can't tell you, ask that hog on the iron-horse. If then you are minus 
the information, just mope over to the snakes by the snake-house. If they re- 
fuse to tell you, ask that eagle-eye on yonder Rogers mule. If you don't find 
out from him spiel over to the snipes, and if — " 

But the bo was talking to empty air. Jasper was beating it down the 
track. Suddenly a yard detective stopped him. 

" Where are you going? " he asked, showing his star. 
" I'm on my way to Arkansaw." said Jasper. 
" Are you going to run all the way? " asked the detective. 
" No," replied the innocent rube, " I'm going to catch a freight." 
The other man threw back his shoulders, heaved a deep sigh and blurted 
out: " Do you know that I'm the bull here? Get out of these yards! " 

[asper took the shortest cut to freedom. As he reached the limits of the 
yards he encountered a bunch of hoes eating a dry combination. He was in- 
vited to join the feast, but sore at heart he kept on his way. 

" I guess you don't want anything to do with us because we're a bunch of 
cats." said one of the boes with a touch of feeling. 

This was too much for Jasper. Turning, he replied: "Strangers, I'm from 
Arkansaw — and back I go, for T fear my brain is impaired. I thought I was in 
a railroad yard, hut guess I must be in a South American jungle. Before I'm 
taken for an elephant and shot, I'll just get out." 

The reason for this perfectly harmless yarn may be found in another page 
of " The Carpet." under the heading " Shall W e Flag It? " The final decision 
rests solelv with you — our readers. Does the railroad-worker use slang? Does 
it jar your cultured mind if we print railroad slang in these pages? 

If you turn to us for sympathy we can only say that slang has a place in 
our language. The gentry who make dictionaries dub it as inelegant and un- 
authorized. They claim that its use is limited to the illiterate; hut in this we 

187 



188 



RAILROAD MAN'S MAGAZINE. 



beg to differ. Words are created by a people because they are needed. One 
age will discard many of the words of the age that preceded it and put 
new words in their place. In this way many new words — some of them only 
slang — are taken bodily into the language and recorded as first-class lexicog- 
raphy. In time they become useful grammatical words. Even the worthy Bill 
Shakespeare frequently put slang in his plays in order to emphasize a point. 

So far as railroad slang is concerned, there are many words and expres- 
sions that are more elegant than otherwise. An engineer was called an " eagle- 
eye " on the presumption that his eye is as keen as that of the king of birds. 
Nothing could be more complimentary. 

The slang of the railroaders is picturesque. Its use lends an element of 
humor that would otherwise be missing; and humor creates laughter, and laugh- 
ter enlarges the heart, stirs up the vital regions of the body, expands the lungs 
and prevents disease. Beware of the man who has no sense of mirth ! 

The railroaders are not alone creators and users of slang. You will hear it 
in the army and the navy, in law and in medicine, in the bank and on the bourse. 

However, "Shall We Flag It?" That is the question? It's up to you. 

We have just taken aboard a number of big things for the next year s 
literary way-bills. We regard the list as the biggest and best bunch of articles 
and stories that this magazine has had in the six years of its existence. Only 
a few can we mention : 



The Bureau of Standards and the Railways. 
The Famous Eddy Clocks. 
Transportation on the Top of the World. 
The Railway Business Association. 
Locomotive Wheel Loads and the Mallet Type. 
How Railroad Spikes Are Made. 
Modern Railroad Apprentice Schools. 
Electric Locomotives, Their Cost and Mainte- 
nance. 

Experiences of a Chief Despatcher. 
Famous Underground Railways. 
Conditions for Railroad Men at Panama. 
Railroad Men Who Won Carnegie Medals. 
Building Operations of the Canadian Railways. 
British Railways from an American Point of 
View. 



Locomotives of Moderate Weight. 
Confessions of a Hobo. 

Stories of the Railroad Battles with Indians. 

The Lost and Found Department. 

Stories of Telegraph Operators. 

With the Traveling Engineer. 

The Engineer of Tests. 

The Boiler Maker's Dangerous Work. 

Little Fellows of the Roundhouse. 

The Engine Despatcher. 

The Origin of "Bradshaw." 

Why the States Regulate Railways. 

Old-Timer Stories. 

Tales of the Roundhouse. 

True Stories. 

Famous Train Robbers. 



These are only a few of the subjects. Last July we tried the experi- 
ment of making the Railkoad Man's Magazine a bigger, better, more valuable 
publication, and we raised the price to 15 cents a copy. Seventy-five per cent 
of the letters we receive contain the statement that the writer would gladly 
pay double the present price and buy the magazine twice a month. 

But we do not intend to increase the price again. We do intend, however, 
to improve the magazine more and more, and your critical observation of its 
contents will always be a help to that end. 



EYES FRONT ! 



WE wish ever to he cheerful when we get 
together with our big family in " The 
Carpet." We shall always endeavor to make 
optimism the key-note of our opinions, for we 
have unbounded faith in the world and in men. 



We believe in the ultimate triumph of truth, 
justice, and humanity. We are young in our 
civilization, but men and women are ringing 
truer to the specie than ever before. 

Therefore, we beseech you never to swerve 
from the belief that, no matter what may till 
the day, we are getting on. Life has its tragic 



ON THE EDITORIAL, CARPET. 



189 



elements— ilia railroad wrecks, its Titanic dis- 
asters, but out of all these things, good will 
come. 

Man's light for life, liberty, and happiness 
has always meant struggle and death. Most 
of our lessons have been horrible, but we had 
to have them that we might emerge from 
ignorance into the full clear light of intelli- 
gence. Each catastrophe prints its lesson in- 
delibly on some minds, and the idea once 
created gathers mighty force and works for 
betterment. 

No matter what befall, there is some good in 
it. The world cannot go backward ; man has 
become too intelligent and too human, l ie has 
glimpsed some of the things that may be, and 
it is the struggle to realize these things that 
creates the problems that make life worth 
living. 

ji 

JUSTICE TO PRESIDENT W. S. CARTER. 



IN the history of the Brotherhood of Loco- 
motive Firemen and Engineinen, which 
appeared in the August number, we stated that 
at the twelfth biennial convention in St. Paul, 
in June, 1910, Mr. A. \V. Hawley was elected 
grand president of the order. This was an 
error, and we wish to make this apology to 
Mr. W. S. Carter, for Mr. Carter and not Mr. 
Hawley is the chief of the brotherhood. Mr. 
Hawley is the grand secretary and treasurer. 

Mr. Carter was chosen president by the 
Columbus convention, in IQoS, and since that 
time the brotherhood has enjoyed a period of 
unsurpassed prosperity. This correction is 
made to give Mr. Carter his place as the effi- 
cient leader of a most worthy organization. 

The omission was extremely regrettable. In- 
advertently we neglected to do full justice to 
Mr. Carter's able administration of the 
brotherhood's affairs. His election four years 
ago marked the inception of a period of re- 
markable growth and success. 

In 1908 the Brotherhood of Locomotive 
Firemen and Engincmen had 66,408 members. 
On June 30, 1912, there were 82,903 members, a 
gain of 16,585. In 1909 the insurance depart- 
ment paid $758,749. not $i,no,750 as we stated. 
In 1910 the insurance department paid $913.- 
641.24; in 1911, $932,922.76. In 1912, to June 
30, this department paid $475,231.75. In 190S 
the Columbus convention paid to members 
whose claims did not come within the law, 
$124,000. In 1910 the St. Paul convention 
delegated to the board of directors the au- 
thority to pass upon such claims as did not 
come within the law, and this class of mem- 
bers received at the convention and during 
the remainder of the year 1910, $134,000; in 
1011, $19,500; in 1913, to June 30, $25,000. 

On June I, 1008, there was in the grand lodge 
treasury. $739,568.68. On June 30, 1912. the 



insurance fund amounted to $l,50^.439-57- The 
grand lodge treasury totaled $2,367,165.87, a 
gain of $1,627,597.19 in four years. 

Through the protective department, which 
has to do with labor, the firemen on nearly all 
Western railways in the United States and 
Canada have secured substantial increases in 
pay and better working conditions during the 
past four years. The firemen in the East are 
to follow the engineers with a request for in- 
1 reases in wage and better working conditions. 
A conference will take place as soon as nego- 
tiations with the engineers are concluded. 

Much of this success is due directly to the 
progressiveness and energy of Mr. Carter — 
progressiveness and energy that should be 
adequately appreciated. 

:# 

WORTH A SECOND THOUGHT. 



V/fR. E. MAURA, of Dallas, Texas, makes 
1VX a suggestion which seems to merit the 
consideration of railroad companies and rail- 
road workers. Mr. Hadra thinks that it would 
protect both the passenger and the' employee 
if the companies were to equip all trains with 
emergency cases for use in the event of acci- 
dents and consequent injuries. 

In a letter to us Mr. Hadra says that most 
of our railroad accidents occur where it is 
very difficult to secure speedy medical atten- 
tion, and this loss of time very often makes 
serious injuries of those which, if given 
prompt first aid, might not result gravely. 

The emergency case need not be so elabo- 
rately equipped that it would entail enormous 
expense. A sufficient supply of cotton, band- 
ages, washes, and lotions lor dressing wounds 
is all that is necessary. 

We gladly commend Mr. Hadra's sugges- 
tion to the attention of railroad surgeons. 

RECENT BOOKS. 

IN " Running a Modern Locomotive " and 
" Easy Steps to Locomotive Engineering," 
Frederick J. Prior offers to the younger rail- 
road men two very acceptable books. They 
are educational in their purpose and might be 
considered by railroad students as companion 
volumes. 

" Running a Locomotive " is intended to pre- 
pare the student fireman for the examinations 
which he is required to take at the completion 
of the first and second year of his service. 
The text is presented in the form of ques- 
tions and answers, and covers the subjects 
thoroughly. 

In " Easy Steps to Locomotive Engineering," 
the author has a number of interesting chap- 
ters 011 the locomotive, its construction and 
operation, fuel and combustion, steam, and 



190 



RAILROAD MAN'S MAGAZINE. 



other phases of the eagle-eye's work. The 
reader is enabled to test his knowledge of the 
book by the questions which accompany the 
various subjects. Both of these volumes take 
their places among the technical books on 
railroading. 

" Easy Steps to Locomotive Engineers." $2. 
" Running a Modern Locomotive," $1.50, by 
Frederick J. Prior, Truth Publishing Company, 
Chicago. 

IT should interest our readers to learn that 
H. Antoine D'Arcy, author of the " Face 
on the Barroom Floor," has issued a volume 
of his verse under the correct title of his 
famous poem, " The Face Upon the Floor." 
To this well-known poem, which has always 
been a favorite with our readers, he gives 
first place and states that its popularity im- 
pelled him to devote some of his time to 
riming. There are about fifty poems in the 
little volume, and though none of them are of 
the railroad, the tone of " The Face on the 
Barroom Floor " seems to ring in many of 
them. 

" The F'ace Upon the Floor and Other 
Ballads," by H. Antoine D'Arcy, Lubiu Manu- 
facturing Company, Philadelphia, 25 cents. 

SHALL WE FLAG IT? 



Editor, Railroad Man's Magazine: 
"T HAVE been a reader of your magazine for 
1 three vears and think it the best. I differ 
with T. R. E., in the August issue, in 
regard to H. A. Harris and his so-called junk 
T. R. E. must have got his experience on a 
" merry-go-round " scenic railway or in some 
other way than on a standard-gage railroad. 
There are two classes of railroad men : home 
guards or stickers and boomers or floaters. 
The second class is responsible for most all 
the slang and railroad terms which only a 
man of experience can understand. 

I for one like slang and can see no harm in 
it. and to use it in the Railroad Man's Maga- 
zine is just what every railroad man wants, 
unless he is one who sees the dark side of life 
and never the bright side — L. M-, Akron, Ohio. 

Editor. Railroad Man's Magazine: 

I HAVE just read the letter signed T. R. E., 
Long Beach California, and in my opinion 
the writer seems more like a "would-be" 
railroader than a " has-been." 1 happen to be a 
switchman's wife, and he never "runs light" 
when it comes to railroad slang. 

I think " Flagging Easy Money " one of the 
most interesting stories published in this 
magazine, and 1 suggest that we give Mr. 
Horris a " clearance card." 

I don't say railroad men talk nothing but 
slang, for when they " do " society, you can't 
tell even a switchman from anybody else; but 
when "old-timers" line up — well, you simply 



have to be a railroader to appreciate their 
talk.— Mrs. A. El Paso, Texas. 

Jt 

Editor, Railroad Man's Magazine: 

I THINK that the gentleman signing T. R. 
E., who wrote you the communication 
which you headed " Shall We Flag It?" 
has hit the nail very squarely on the head. 
For seven years I have associated with rail- 
road men in all branches of the service, and 
the only ones whom I have heard use slang 
were kids just on their first job and boomers. 

As you have printed in your pages many 
times the true statement that railroad men 
are as gentlemanly in speech and manners as 
are men employed in other vocations, why not 
put into their mouths such words as they ac- 
tually do use among themselves instead of an 
argot which tends to create a false impression 
of these men among the many non-railroad 
readers of this magazine? Why not? I am 
sure we would all appreciate it. 

And 1 think that you have already made .1 
start in the right direction. The general tone 
of the magazine has vastly improved in the 
last year or so. and if this continues, you will 
wortliily represent the vast army of railroad 
men and become as much of an institution 
among them as are their various organizations, 
—A. H. H., Oakland, California. 

TEMPORARILY SIDE-TRACKED. 



BECAUSE every car on our limited was 
crowded to its capacity this month, we 
were obliged to leave in the editorial yards of 
the brainery terminal the second instalment of 
"Famous Train Robbers" containing the life- 
story of Black Bart the " Po-8." It will be 
hitched to the November flier next to the 
engine. 

ANOTHER DOUBLE STACKER. 



Editor, Railroad Man's Magazine: 

1- NOTICED in your August number that 
you mentioned and published an illustra- 
• tion of a locomotive with a double smoke- 
stack. Taking it for granted that this was the 
only one you had ever heard of, I am taking 
the liberty of calling your attention to the fact 
that either in 1899 or 1900 the Texas Central 
Railway Company, whose shops at that time 
were at Walnut "Springs, turned out at least 
one double smoke-stack engine. I saw this 
engine in Waco, their Southern terminal. — C. 
E. R., Beaumont, Texas. 

WHERE THE TRACKS ARE NAMED. 



Editor, Railroad Man's Magazine: 

THE Chicago. Milwaukee and St. Paul 
Railway has a yard in Minneapolis 
known 'as the Upper Yard, where the 
tracks, instead of being numbered, as is cus- 
tomary, are named. 



ON THE EDITORIAL CARPET. 



191 



Following is a list of the tracks that have 
monnikers. The lead is known as the coach 
lead : 

Tank, Hole, Second Lumber, First Lumber, 
Scale, Dean's, Long's, Supply, Repair, Extra 
Side, House, Old Scale, New Boiler, Old 
Boiler, Extra Horn, Horn, Railway, Pratt's, 
Armour's, Shipping House, Old Lead. — J. T. 
D., Minneapolis, Minnesota. 

GARRICK H. HAVERLY'S FEAT. 



IN connect! -n with your interesting article 
in your September number on the Rail- 
way Mail Service, I beg to send you the 
following : 

On February 28, 1898. Garrick H. Hayerly, 
a clerk on the Q. and C, between Cincinnati 
and Chattanooga, entered the office of the 
chief examiner at Cincinnati and asked if he 
could volunteer to " stick " a few cards. Be- 
ing told that he could, he began on the State 
of Georgia by routes, then took up Indiana, 
Tennessee, and Kentucky. 

He sat at the examination cases steadily 
from 9 a.m. till 3.22 p.m., handling 10.205 cards 
with 79 errors, averaging 28 cards per minute, 
with a percentage correct of 99.22. 

This feat was the talk of the entire service 
at the time and has never been equaled since. 
Mr. Haverly is out of the service now, haying 
had to retire on account of injuries received 
in four different collisions. Whenever 1 see 
anything in regard to the R. M. S. 1 always 
think of his remarkable feat and the distress- 
ing circumstances under which he is now 
laboring. — C. W. H., Birmingham, Alabama. 

STRAIGHT NUMBER CARS. 

Editor. Railroad Man's Magazine: 
"D ECENTLY, in the east-bound yard of the 
AV Michigan Central Railroad, I saw Bos- 
ton and Maine flat car. No. 33333- It 
was loaded with car-wheels. — J. G. 11., Jack- 
son, Michigan. 

J» 

Editor, Railroad Man's Magazine: 

IT may interest your readers, and especially 
J. S., Liberty, Indiana, who writes in the 
August Railroad Man's Magazine, that 
he saw C, H. and D. box car inn pass 
through Liberty, east bound on local, May 25, 
1912, to know that I was conductor on C., H. 
and D. train running between Cincinnati and 
Lima, Ohio. 

On train second 94, June 3, 191 2, I had on 
my train out of Cincinnati Central of Georgia 
2222 loaded with lumber for Deshler, Ohio, 
routed east from Deshler via the Nickel Plate. 
At Hamilton, Ohio, I picked up M. and St. L. 
car S888 loaded with lumber for Dayton, Ohio 
— routed east from Dayton via Erie. I also 
picked up C, H. and D., 11 in loaded with 
merchandise for Lima, Ohio. 

At Kirkwood, Ohio, I took siding to meet 
a train, and as my engineer started out of 
the siding the draw-bar came out of C, H. 



and D. inn. I placed this car in the rear of 
the train, chained it to the caboose, and took 
it to Lima for repairs. 

Later I saw it on the repair-track at Lima. 
From its appearance it looked as if it had 
traveled its last miles. It was a very old car. 
— V. O. D., Cincinnati, Ohio. 

J* 

RESTING PLACE OF THE "TEXAS." 



Editor, Railroad Man's Magazine: 

IN the July number you made a mistake 
when you said that the locomotive 
" Texas " rests peacefully in San An- 
tonio, Texas. I would be glad if you would 
correct it. The " Texas is in Atlanta, 
Georgia, on the hill of the Confederate Yard, 
enclosed with a fence with some cannon used 
in the war. 

As well as I can remember, the " Texas " 
was in use until recently on a lumber track 
up on the W. and A. road, now leased to the 
N. C. and St. L. After being completely worn 
out, it was replaced by another engine, and 
alter standing on a siding for some time it 
was sent to the scrap. — H. C. C, Atlanta, 
Georgia. 

df 

THE OLDEST TICKET. 



Editor, Railroad Man's Magazine: 
T Til INK I have your old-ticket fiends 
JL beaten to a frazzle. I have a ticket 
issued by the old Eastern Railroad in 
1855. — J- G. B., Somerville, Massachusetts. 

THE POET'S CORNER. 



NEVER. 



I'VE never been a railroad man nor pulled a 
Johnson bar, 
I've never handled diamonds nor have I 
switched a car, 
I've never took a flimsy, I've never swung a 
lamp, 

" High-balled " freight or passenger, never 

been a tramp. 
Never wiped an engine or put it on the spot. 
Never rode the right side or was a tallow-pot. 
Never coupled freight-cars nor rode one in a 

ditch, 

Never pumped a hand-car, never threw a, 
switch, 

Never worked on sections, never tamped a tie, 
Never rode a passenger that worked out of a 
wye. 

Never worked on bridges, never worked a kev, 
Never handled baggage, for that's too much 
for me, 

Never dropped the red-board nor pulled one 
up on high. 

Never failed to stop and look whene'er a train 
went by. 

Never flagged a crossing nor worked the 
crossing gate, 



192 



RAILROAD MAN'S MAGAZINE. 



Never worked on platforms, never did truck 
freight 

Never worked in roundhouse, in office, or in 
yard, 

Never put a seal Oil and never marked 8 card. 
Never saw a railroad man but what I liked his 
style, 

And never have I found one without his sunny 
smile. 

I thought I'd like to know them, but did not 

know the way, 
But the Railroad Man's Magazine I chanced 

to see one day. 
I picked it up and read it through — its smiles, 

its thrills, its tears. 
And I haven't missed a copy in nearly seven 

years. 

Every month I read it through, the stories one 
and all — 

Well, I must leave you now, old pal — I've got 
the board, Hy. Ball. 

" TICKETS!" 



BY E. A. BOYBEN. 



r T*HE stars looked cold from the wintry sky 
A On the "Fast Express" as it thundered 
by 

With unchecked speed a modest station, 
Where they sometimes "flag" the '■Accom- 
modation." 
Light and warmth and comfort within 
Peeped through the frosty windows so thin ; 
Jokes and laughter, mirth and smiles. 
Kept time to the clink of the train for miles. 

Manhood's strength, and the tender and fair, 
And childhood's innocence, all were there; 
But one sad face in the corner sat. 
Half concealed by an old slouch hat; 
With an ague he shook as the door flew wide. 
And the brisk conductor came in with a stride ; 
With a pallid face and teeth firm set 
The pitiful eye the pitiless met. 

" Tickets ! " The ticketless man was dumb ; 
Laconic his summons were — simply, " Come " ; 
And the rope was pulled that checked the speed 
Of the train that thumped 'gainst the iron 
steed. 

'' Who is he? " was asked, as they hustled him 
out ; 

" Oh ! a tramp, I suppose — no doubt, no doubt." 
So they pushed him off the platform there, 
And left him to grope in the cold night air. 

Then the train rushed on with its clinkcty- 
clink 

And no one missed the sad face, I think, 
For the mirth went on and laughter was loud, 
And it seemed a happy, contented crowd. 
With the frightful speed the coaches are tossed, 
For the engineer must gain what he'd lost ; 
And the engine quivered as tho' in distress. 
She must be on time— 'tis the " Fast Express." 

And the stars look cold from the wintry sky 
On the man who crawled to that station to die; 
He is " flagging " a train on another line, 



'Tis a " through " one, they know by his look 
and sign. 

Tis the last we take for the Great and 
Sublime ; 

It is fleet as the winds, and always on lime; 
Though a fantom train, none need he ap- 
palled. 

Nor tremble, if ready when "Tickets" are 
called. 

THE ENGINE-DRIVER TO HIS ENGINE. 



BY W. .1. M. K. 



PUT forth your force, my iron horse, with 
limbs that never tire ! 
The best of oil shall feed your joints, 
and the best of coal your lire. 
So off we tear from Euston Square, to beat the 

swift south wind. 
As we rattle along the North-West rail, with 
the special train behind. 

Dash along, crash along, sixty miles an hour ! 

Right through old England lice ; 
For 1 am bound to see my love, 

Far away in the North Countrie. 

Like a train of ghosts the telegraph-posts go 

wildly trooping by. 
While one by one the milestones run and off 

behind us fly ; 
Like foaming wine it fires my blood to sec 

your lightning speed, 
Arabia's race, ne'er matched your pace, my 

gallant steam-borne steed. 

Wheel along, squeal along, sixty miles an hour ! 

Right through old England flee ! 
For I am bound to see my love. 

Far away in the North Countrie. 

My blessing on George Stephenson ! let his 

fame forever last ; 
For he was the man that found the plan to 

make you run so fast; 
His arm was strong, his head was long, he 

knew not guile nor fear; 
When 1 think of him, it makes me proud that 

1 am an engineer. 

Tear along, flare along, sixty miles an hour! 

Right through old England flee! 
For I am bound to sec my love, _ 

Far away in the North Countrie. 

Now Thames and Trent are far behind and 
evening's s'.iadcs are come; 

Before my eyes the brown hills rise that guard 
my true love's home; 

Even now she stands, my own dear lass! be- 
side the cottage door. 

And she listens for the whistle shrill, and the 
blast-pipe's rattling roar. 

Roll along, bowl along, sixty miles an hour! 

Right through old England flee! 
For I am bound to see my love. 

At home in the North Countrie. 

—Blackwood's Magazine. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 



Summer-time always on tap! 



Papas and mammas worry a lot 
more than they need, at the ap- 
proach of the raw, bleak days of 
Winter. If they would arrange 
now to have summer-time always 
on tap in their home, it would 
save much nervousness over 
threatened colds, sore throat, 
croup, diphtheria and other 
troubles that almost all come to 
their little folks from catching 
cold first — in drafty rooms or on 
cold floors. 



I 



teiCANx Ideal 

1 Radiators *-Mboilers 




will make homey-like any kind of a house or building — not too hot or cold at all — 
but just right — just as we all want it — uniform temperature all the day long, and 
night, too — flooding the house with Summer temperature at the turn of a valve. 

With an outfit of IDEAL Boiler and AMERICAN Radiators the coal-bills grow smaller; uneven heat- 
ing and repair bills disappear; ashes, soot and coal-gases are unknown in the living-rooms; housework 
and cleaning are reduced one-half; and the whole house is made a far better, happier, healthier place 
to live in and work in. The phenomenal success of IDEAL Boilers and AMERICAN Radiators is 
also largely due to the fact that they are made in sections so that even 
their largest parts can be carried through an ordinary sized doorway. 

The necessary piping and AMERICAN Radiators are set in place without tearing up 
partitions or floors, or disturbing occupants, and the IDEAL Boiler is quickly erected 
and connected up without the necessity of removing the old-fashioned heating de- 
vices until ready to start fire in the new heating outfit. For this reasor IDEAL 
Boilers and AMERICAN Radiators can be quickly installed in Winter weather 
when the old, crude heaters get badly worn or collapse. If you are weary and 
discouraged with the everlasting blacking, repairing, (ire-coaxing, sctttle-heaving, 
etc., discard the old-fashioned heating and begin at once the safe, sanitary, reliable 
way of heating by IDEAL Boilers and AMERICAN Radiators. Write us to-day 
for booklet 'FREE': "ideal Heating." 




A No. 2-22-W IDEAL Boiler and 
450 sq. It, Ol 38-in. AMERICAN 
Radiators, costing owner $220. 
were used to heat this cottage. 
At this price tbc goods can be 
bought ol any reputable, compe- 
tent Fitter. This did not include 
cost ol labor, pipe, valves, 
Ireight, etc., which are extra 
and vary according to climatic 
and other conditions. 



Write us also for catalogue of ARCO WAND Vacuum 
Cleaner, that sets in cellar and is connected by iron 
suction pipes to rooms above. It is the first genuinely 
practical machine put on the market, and will last 
as long as the building. 



Showrooms in all 
large cities 



fl MERICAN T foDIATOfi C OMPANY 



Write Department J 
816-822 S. Michigan 
Avenue, Chicago 



/« answering this advertisement it is desirable that uou mention Haii.iioad Man's Magazine. 



RAILROAD MAN'S MAGAZINE — ADVERTISING SECTION 




YOURS FOR 3 CENTS A DAY 




Good for One Dollar 



Here is an offer which means a dollar to you, 
if you simply write at once. 

Simply send lis the coupon for the splendid Fall 
Issue of our Home Lovers' Bargain Book. 

The book is entirely free. It is a mammoth book, 
picturing 4,528of our latest bargains in everything 
lor the home. 

Many of the pictures are in actual colors — all 
are big and clear. They show all the new ideas in 



Furniture 
Stoves 
Carpets 
Rugs 

Draperies 
Lamps 



Silverware 
China ware 
Kitchen Cabinets 
Sewing Machines 
Washing Machines 
Baby Cabs, etc. 



Here are thousands of such things, in every 
style, shown in a single book. 

We want you to see it before you do any fall 
buying, so we make this remarkable offer: 

Write for the book before October 1, and we 

will send with it a Dollar Certificate. 

It will be good as the cash for $1 as part of the 
first payment on any order for $20 or over. 

It will be good for 50 cents as part of the first 
payment on any $10 to $19.99 order. 

We will pay this much toward anything you 
buy, just to get a prompt reply. 

But this offer is only for immediate inquiries. 
It will never be made again. 



AH the Best Things in Life 
Yours for 3 Cents a Day 



Long-Time Credit 



We sell all these things on a new kind ot credit— on 
open charge account. 

There Is no interest, no security, no red tape or pub- 
licity. We trust home lovers, poor or rich, (or any- 
thing they need. 

We send things on 30 days' trial. You may keep them 
a month before deciding to buy. Anything not wanted 
may be returned, and we pay i reign t both ways. 

What you keep can be paid for a little each month. 

at the rate of a tew 
cents per day. The 
average customer 
takes a year to pa v. 

We ha've furnished 
in this way over a 
million homes. 



SPIEGEL. MAY, STERN CO. 
1 164 W. 35th Street, Chicago 

Mafl me without charge your 

I I Fall Bargain Book. 

| | Fall Stove Catalog. 

I | Pall Jewelry Book. 

Also the Dollar Certificate. 



S.'rert 




Slatt. 



§ 



Maq^terng 

1164 W. 35th Street, Chicago 



Main- ot those homes had very small incomes. But 
i hey have beautiful things, just because we let them 
pay in this easy way. 

"You are welcome to the same arrangement. 

Save Up to 
50 Per Cent 

Our prices rim from 30 to 50 per cent below store 
prices. This is proved by actual comparison, made in 20 
cities. We save this for you by buying up bargain lots. 
Weget the overstocks. We buy when makers must have 
cash. 

We buv more Furnishings than a thousand retail 
stores combined. And we sell direct. We sell on credit 
exactly as low as for cash. Thus we guarantee to save 
von up to 50 percent, under any other house in America. 
"Where the saving doesn't "suit you, goods can be 
returned. 

Send This Coupon 
Before October 1 

To get the Dollar Certificate 
VOO must mail this coupon before 
October L Send it today. 

This mammoth Home Lovers' 
Bargain Book will then be mailed 
free to you, with its 4,528 pictures. 
Also the Dollar Certificate. You 
will be astonished at the prices 
quoted on pretty things you want. 



In antwerlna Ihtt adverlifement it it desirable thai yon mention Kailboad Man's Magazine. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 




the national 
joy smoke 



Pipeology 

Here 's a popular pipe— a corncob 
filled with a wooden stem and a 
bone mouth bit. It 'sjust a little 
niftier than the ordinary corncob, 
but costs no more. It imparts the 
same satisfaction to the smoker. 







Tender 
tongues 

catch the hobnob habit 
with Prince Alberttobacco 
on the first fire-up, just 
as little ducks go to water, 
natural like! 

It's this way : Prince Albert 
won't sting tongues, 
because the sting's 
cut out by the pat- 
ented process that 
has revolutionized 
pipe tobacco. 

With P. A. jammed in the bowl, 
you and every other man can 
smoke a pipe all you want and 
your tongue won 'teven tingle! 

Just you figure out the joy of 
getting real fun out of a jimmy 
pipe and forget that old idea 
that pipe tobacco can't be free 
from the bite. It sure can, be- 
cause P. A. knocked thatgalley- 
west two years ago. Its the 
one pipe tobacco that you can 
bet a house and lot on today, 
next week, next year! 

Oh, stop a-wishing about it! 

Go to it! 

And listen, P. A. makes the 
best cigarette you ever rolled. 
L_Fresh, sweet, delicious — as 
y^bully good as in a pipe! And 
that's trotting some! 

Buy Prince Albert everywhere 
— St. Paul, New York, Tampa, 
Winnipeg, Seattle, Five Cor- 
ners, Kankakee — it 's just the 
same glorious smoke. In Sc 
toppy red bags; 10c tidy red 
tins; handsome pound and 
half-pound humidors. 

R. J. REYNOLDS TOBACCO CO. 
Winston-Salem, N. C. 



in antterrtno U'U adverlUcincnt it is desirable that you mention Railroad Man's Magazine. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 



Yo 
Ca 





AGENTS 




THAT MEANS ONLY THREE SALES DAILY 

Here's the Cleaner You've 
Been Waiting for- Best, 
Simplest, Easiest Seller 
The Only Successful Hand Power Machine 

The demand for Vacuum Cleaners is already here— it's onlv a question of who meets it 
est. The " KEENY *' solves the problem of price, simplicity, light weight, perfect efficiency. 
The only moderate priced, one-person, hand power machine that does the work quickly, 
easily, thoroughly, getting even better results by actual tests than the higher priced power 
cleaners. So simple thai a ten year old girl can operate it ; nothing to get out of order, no 
wires to attach, no cumbersome hose to drag around ; no power bills to pay ; always ready' for 
instant use ; nothing else can compare with it. 

100 Per Cent Profit On Every Sale 

Every home needs a FEENY Vacuum Cleaner. Everv woman wains one when she sees it 
work. No experience necessary— just step in anywhere and demonstrate. Explain the 
new and original principle of utilizing air by hand power— show how the powerful 
suction is produced by free, easy motion of the right arm, while holding cylinder 
stationary with left baud — no stooping — no straining of muscles — no drudgery or 
hard work. Sales follow quick and easy ! And, remember, you make a profit of 
lOOjt. One sale a day nets you $7.50 ; two sales $15.00 ; three sales $22.50 per day— 
where can you equal this? Challenge competition — you can be;it them all— the 
" FEENY " sweeps away all opposition — you can control the cleaner busine - - 
of your territory. 

D D F °' ir tirt Itnry arentn are polninc money becanae every family want* the V»*n:\ 

■ *» *J\tW * One agent**. tAtal eODimtMloni lor March, April ami Mar amounted to IT. 1 ): - II 
another anbl 19 Fet-nya in one, "lay : another. *J5 Feenya In H% day* ; •uotbe r eoMfi la on* day ; 
another 33 lu t daya. Wonderful records or results sent on requeat. 

Exclusive Territory To Live Agents 

W> hare openlnee tor A cent a, Sal<-*men, Manager*, intake orders for the Wonderful S-<v 
PEEN'Y Vacuum Cleaner. Any »iuUliloiia peraou tan MTU from t-*5 to $131 * week representing Da. Special In* 
diicenienta to live Amenta, who are willing to -lev.it* full time to the Imalne-a. Unnanal opportunity tor ih — * 
cleairlng to ealatdtah highly prnlttable hiancbei end a; ■ ilol Snh-aicenta. Hit* ia ti rdy an ItQlHliaJ chance 1 a pig, 
sure easy money maker for Intelligent worker". If you want exclusive. teriUury, let us kuow promptly, aa ■pplfc a- 
lion* are comhifi lu by every inatl. Ji'ritr tori ay for particular*, 

THE FEENY MANUFACTURING COMPANY. Dept. 22, Muncie. Indiana. 



Do Not Putter 
With a Corn 



Don't pare it, for paring often causes infection. 

And it merely takes oil the 
top layer. 

Don't use petty, unscien- 
tific treatments. Such things 
liring only brief relief, and 
the corn goes on forever. 

The modern way is Blue- 
jay. It is used today on a 
million corns a mouth. 




It stops the pain instantly. Then a won- 
derful wax — the B & 1$ wax — gently under- 
mines the corn. 

Within 43 hours the corn lifts out, without 
any pain or soreness. 

This invention f^vos a way to end the corn 
forever — a tiapb, scientific way. Go now and 
get it. It i.; fully to have corns. 



A in the picture la the soft I! & B wax. It loosens the corn. 
B protects the corn, stopping the pain nt once. 
C wraps around the toe. It is narrowed to be comfortable. 
D is rubber adhesive to fasten the plaster on. 

Blue=jay Corn Plasters 

Sold by Druggists — 15c and 25c per package 

Sample Mailed Free. Also Blue-jay Bunion Plasters. 

Bauer & Black, Chicago and New York, Makers of Surgical Dressings, etc 



In anawi rinu any advertisement on this page it Is desirable that you mention Railiioad Man's Mauazinb. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 



We Will Sell To You. 



ON CREDIT 



Easy Term s 
OneYear 
To Pay 



Send for Our Free Big Catalog Today 

Investigate this great money-saving and easy month- 
ly payment plan. 

Loarn how you can havo a homo of luxury and comfort 
Immediately, for which you can pay just a little at a time, 09 
you earn tho money during a whole year or over. 

You do not need tonkimp and save up ten, twenty-five, fifty 
or a couple of hundred dollars before you buy. 

You are not nuked to aive a note, chattel mortgage or any 
other security. Wo sendno collectors— chance no interest, 
there in no publicity— no rod tape or delay of any kind. 

You take no rUk. If you are not absolutely [■;■■.-■■! after 
thirty days*, simply *end the shipment back to up and your 
money will be refunded. Including all freight ch urges, etc.— 
bo you cannot lose a single penny. 

You may order any Item in this special announcement, 
nnd the same way from the catalogue by simply sending tirst 
small payment. Our new, liberal, confidential credit plan is 
i uft. the same kind of credit your grocer or meat man might 
allow you, only we give you a year or over to pay — a little at a 
time as you find It convenient. 

Our multi-million dollar resources (all our own capital — 
we do not do business on borrowed money,) give us such tre- 
mendous buying and trusting power that wo can offer you terms 
no ordinary concern would even dare think of. In fact, we 
have listed practically every item in this wonderful catalogue 
ai price* far below what your local dealer could even buy them for. 





Price 
Only $9.75 

3-Piece Mission Library Set 

This Is a sot of tho highest trade In every particular— and of aiaulsitely beautiful 

aeaurn. Strongly mado of solid oak. fini-ln-d Early Kns-tiah or Fumed. A real roln- 
siontienfKn with rich earvimr on front of aeotand top back panel. Hob heavy peat- 
end wide arma; hroatl comfortable aenla contain "Monarch" In destructible lUrl 
aprinif conntructmn and are covered with*'lrap^rial"Spanltili lenlher.ljhrnry table 
naa top, eiso aixZA inches, broad bookshelf, stout less and end maifoxiue rack*. 

Prlcat of Sat Complete, only $9.75 
Terms: $1.00 down and 60c a month 



30 Days' Free Examination-One Year to Pay 




Through 57 years of dealing with the public, we have 
provj-d what we believed. at the beginning — that no matter where a 
family may live, or how email their income might be. they are just 
as honest and wo can juet as eafelytruat them forborne furnishings 
a* wo can trust the people of greater means who have charge ac- 
counts with ua in our 22 great retail stores in the big cities. Jtirt 
write for our new catalogue and wo will open an account for you. eo 
that you can order anything you want— and all you want to furnish 
your home— and you will be given a whole year or over to pav. Re- 
member, there are over a million families— rich and poor— who buy 
allofthetrhomenirniahing8fromuHonthiBBreat.ea8y-paymentplan. 

« .vw5^ e have prepared this Great New Catalogue, representing 
..IWJ modern designs in articles of furniture and home furnishing*, 
and wo will nend this now book showing illustrations in natural colors, 
with complete descriptions, by mail, postpaid in a plain package, if 
you will winiply send us your namo and address on a postal card right 
now bo that you can secure a copy beforo the edition is exhausted. 



Great Stove Bargains. 

We sav with positive knowledge that you cannot find 
anywhere else In tin- world, bI«vc values equal to those wo offer In our 
new catalogue. And we ulao offer the moat extensive lino ever listed. 
For, in tin- production of no other line of ifoodn do we enjoy greater ad- 
vantages than In the manufacture nf move*. V. e iruarantee tn you a 
positive savin* of from 15 to 60 per cent on any otovo you srlcc.t. Wo 
anticipate the UCCMrt move aeason in the history of our business, arid 
you should not think of buying a atovo before Dtudyuuj the wonderful 
Uno wo abow in our new free cataJoxue. 

No. O-8042 No. O- 8B12S No. 0-8C203 



Write Today 



This famous "Re- 
lent" H.ater is li-tted 
at a remarkable l>ar- 
jrnin. It ia an inter. .ie> 
heat radiator, econom- 
ical in the consumption 
of fuel. Built of cold 
rolled at eel. heavy Or- 
namental cn»t Iron, and 
full nickel trimmed. 

Mink- in two sizes. 

Prtce. 13-in. firepot 
en/y$ .% ,75, f,0c 
doim and &0c p*r mo. 

Price, ts-in. firepot 
onlu Term* 7&C 

rfonn and GOe per mo. 



•'Prlxe"Flluo Steel 
"Reirent" Kaneo — 
with a reputation of 
over 50.000 now in 
use— absolutely guar- 
anteed. Haa 18x13 
In. oven. Heautifully 
nickel trimmed. Ilu-n 
cloaet.l-artferirepol. 

Price, untfuntt hot 
vatrr r.«"i-nr.pn(y 
» 1:1.75. Term*. *3 
oWa.al.25 per ma. 

Price, until reser- 
voir a* nhovm, only 
«33.7ft.7m*:*3.W> 
(.'■...■;;. 11.76 per mo. 



HARTMAN 



~° Take advantage 
of this great saving 
in money and th e 
convenience of our 
liberal, easy-payment 
credit plan. For le you 
can investigate and 
fully satisfy yourself. 
Send just your name 
and address on a postal 
card and we will mail 
you this big book of 
7.000 bargains, The 
book will be sent in a 
plain package, and all 
charges prepaid. 

It Is Free, Send 
Today. 

FURNITURE & CARPET CO. 

3922 Wentworth Ave., Chicago, III. 



Our famous "Re- 
nt" Hot Illnst BtOVfl 
_ a powerful, quirk 
beater, made of hand- 
somely de-turned hcnvy 
caut iron and cold r->\U-d 
steel. Has mica Imht 
door, in beautifully 
nickeled. Has hot blast 
tube and draft features 
— n wonderful fuel aav- 
er. Fully trusrunteud in 
every particular. 13 
In. Fire pot. 
Price only 90.8ft. 
Terms. $1.0C rfoicn, 
and 7&c per mo. 




In answering this advertisement it is desirable that yon mention B lTLt O UP Man's Macjazink. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 



The 

New 

Edison! 




freei 



fThis Wonderful New 

Style Edison shipped 

Yes, you may have this wonderful new outfit 
or your choice of many others shipped absolutely 
and positively free as per offer below. 

Mr. Edison Says: 

"I Want to See a Phonograph in Every American Home" 

For the phonograph is Mr. Edison's pet and hobby, and 
he knows of what immense value it is to have this won- 
derful entertainer in the home, with its variety of enter 
tit hi meats for young and old who gather in the evening. 

The Edison Offer jtefe&S3£ 

phonograph and your choice of all the Amberol 
records on an absolutely free loan — no obligations, no 
deposit* no guarantee nor C. O. D. to lis whatever. We 
want you to have all the waltzes, two-steps, vaude- 
villes, minstrels, grand operas, also the sacred music, etc., 
by the world's greatest artists. Entertain vour family and your friends. 
Tlieu — when you ate through with the outfit — send it back tu as. 

f\ Y% We are tremendously proud 

\ Jill* IXf^rl^OTI 1 lllis n c w instrument. 

town We know everybody will so-y that nothing like it has 

ever been heard— so wonderful, so grand, so beautiful, such a king 
of entertainers— so we aresure that at least some one— if not you, 
thensomebody elae. will want to buy one of these new style Edi- 
sons {especially as they are t-eing offered Htrta at the most astounding 
rock-bottom price— and an e,isy terms as low as $2.00 a month. 
Perhaps you vonrself will beglnd to keep the outfit. But even if 
nobody buys we'll be glad anyway that we sent you the new Edison 
on the free loan — for that is our way of advertising quickly 
won dorr n l Runriority- 



L Get the New Edison Catalog 

^ vv» win unit vouonr bsnilMtne now BdUou 



FREE COUPON \ 



imnk Mini full mrtlcniftrS oi our wonderful 

(MM loan niter »l«tolilt«ly five and pre) ■>• >. 
Wilt* htiUy— <ln nut .!,■!»>. Q«t the fiec 
book nini Irani ill suonl x i ■ i*» wond»r- 

Edison Phonograph a ,iit ' ,r,nl on * pr ' ** n,i >; oiir 

a r ^ Slid nil<lr»»» On « DOittl W « 

UlStriDUterS «k lelt-r, or Ju.t lli» pon will 

▼ .in "iiiiuui iuj letter — liul 
F. K. Babson.Vice Prei. & Mier. e^ vrHU now. 



1107 EdUon Block. Chicago. III. \ 



Edison Phonograph 
Distributers 

a Addi*M F. K. BABSON 



GetttttitMH : Without any nhli- ~a 
g.iiwms on me. please st-nd mc " 
your great Edison Citahtgs, and _ 

also lull particulars of your wonder- ^ .Y.. , , - 

ful Free Offer on my choice □! n new % nmr'Sic. u V 
style Edison Phonograph. % Wi „ .,.;„ ,;,,„... ,,, 

A P<ttl St. Snu Bran* 
rUco ; Csnsdlsn 
^ Qfllce, a" l*o r- 

My Name a . , ■ Av.-. 

My Address 765 




A DAY 

And Your Suit 

YOU can easily make 
l>ig money with our 
new co-operative plan, showing our wool 
samples and snappy fashions to your 
friends. It's new. They'll buy on sight, for 
you save them from §4 to $8, give Ihem the 
latest striking city fashions and the finest 
tailoring in the world. 

Your Own Suit for Nothing 

by making enough on the first two or three 
orders to pay for it. Why not dress swell, 
get your clothes at a confidential, inside 
fieure and easily make from $5 to $10 a day 1 
iVo money or experience needed. Agent's 
complete outfit sent FREE— <*> rich woolen 
samples— perfect measuring system— full in- 
structions— even-thing necessary to start you 1 
in a big paying business. All clothes made 
to measure. Remember 

We Pay Express Charges 
and take all the risk. Everything sent sub- 
ject to examination and approval before pay- 
ment is made. Clothes must fit and satisiy 
or your money back. Send tio money— we 
furnish everything FWEE. Just mail a post- 
al today and the dollars will soon be flowing 
your way. We appoint only one agent in a 
town, so write quick and be the lucky man to 
get in on the big money. 

RELIABLE TAILORING COMPANY 
965 W. Jackson Blvd., Chicago, III. 





IGNORANCE of the laws 
of self and sex will not 
excuse infraction of Nature's 
decree. The knowledge vi- 
tal to 

A Happy 
Marriage 

has been collected from the expert- 
ence of the ages, in 

Sexology 

(Illustrated) 

By William H. Walling, A. M., M. D. 

It contains in one volume : 

Knowledge a Voting Man Should Have. 

Knowledge a Young Husband Should Have. 

Knowledge a Father Should Have. 

Knowledge a Father Should Impart to His Son. 

Medical Knowledge a Husband Should Have- 
Knowledge a Young Woman Should Have. 
Knowledge a Young Wife Should Have. 
Knowledge a Mother Should Have. 
Knowledge a Mother Should Imparl to Her Daughter. 
Medical Knowledge a Wife Should Have. 
"Sexology" is endorsed and is in the libraries oj the 
heads of our government and the most eminent physicians, 
preachers, professors and lawyers throughout (he country. 

All in one volume, illustrated, $2. poitpaid. 

Write for M Other People's Opinions " and Table of Contents. 

Puritan Pub. Co., 762 Perry Bldg., Phila., Pa. 



In onswninu any •utvrrtiscmvttt on this page it i$ de$irabtc that you mention Railroad Man's Magazini. 



RAILROAD MAN'S -MAGAZINE— ADVERTISING SECTION. 



Diamonds -Etches on Credit 



- YOU - 

DIAMOND 
OB A WATCH 



Send for These Two Books— They Are 
Absolutely FREE! 



Write for our handsome free catalog. 
It contains over two thousand (2,000) 
beautiful illustrations of diamonds, watches, solid gold jewelry, silver- 
ware and novelties at bargain prices. Select any article desired, have 
it nent to your own home or express office — all charges prepaid. If it is entirely 
satisfactory, send one-fifth the purchase price and keep it; balance in einht equal 
monthly amounts. We are offering great bargains in ladies' and men's watches. 
! Our Blue Book, which tells "How Easy You Can Wear a Diamond or Watch 
by the Loft is System," answers every question that a person could ask about 
our liberal credit plan or concerning the purchase of diamonds, watches and 
jewelry on credit. Jt is beautifully embossed in bluo and gold and is worth 
its weight in gold to-anyone interested in oar line. 

Both of these books will be sent to you absolutely free upon request. 

wrU tod y LOFTIS BROS. & CO. 

THE OLD RELIABLE, ORIGINAL Diamond and Watch Credit Homo 
Dept. K |«9 XOO to 108 N. State Street, CHICACO, IU- 

Bruch Store.: PitUburgh, Fa., ud St. Louj., Me. 



m 




3 CUSTOM SHIRTS FOR $5.00 

I make stilrt* that lit you, became I make your aliirta from your meanure- 
roeiita mil - uai - to uke litem back II they do uot •allnfy you. 

I send you 1 OO Mnmples to select from 
I send you measurement Manic with rules. I aeud yon the tin la tied ulilite 
expre-i prepaid. No ready-made tttlrU In my shop, but la i title (or quick 
delivery of the blRlieat trade of cm torn work. Write for my sample*. 
iHijlier priced fabrics, too.) Fall samples now ready. No axeats. 
CLAREXCK K. HKAD i Mauler of Shirt craft) 
Knllrond Street, Ithaca, V V. 




Let Us Start 

You In Business 

o mora net-d <o trudge along on 
a salary 1 We will start you 
in a business of yonr own, 
give you a chance to make 
more money than you ever 
thought of making before. 
And make it easily and 
quickly, too. We want good, 
energetic representatives 
all over the country to 
show our line of beautiful 
samples, and will pay you 
big money. We will give 
you exclusive territory. 
Write today. 

This Handsome 
Suit FREE 

And we will frfve you a hand- 
some suit, to your special order, 
I made of the finest cloth, absolutely free. The most 
handsome up-to-date, nobby suit made. People will 
see rour suit, and von will have no trouble at nil tak- 
ing orders. Don't fail to send a post card or letter today 
calling for our complete lino of samples and all acces- 
sories for taking orders and start right in business NOW. 

EARN $30 TO S50 A WEEK 

Ton can earn from $30 to MO a week, easily and quickly. 
No trouble at all In taking orders by showing our nifty line 
of samples and snappy, latest styles. Or keep yonr present 

| position and earn $60 to *75 a month on the side. 
T|/ ■. t J_,_ Don't delay. Write for full par- 
Wrjfe 1 Oaay (tciilM* of our free suit offer, and 

l.free outfit for start I in: right In to make big money 
today-NOW. 

THE FIDELITY TAILORS 
6S1 So. Fifth Ave. Dept. 44 Chicago 





Learn a Paying Profession 

that admires you a %< * 
teen year* we have i 



Ml Inr 



ami ponlil(»i lor life. For «eveu- 
tauslit 



PHOTOGRAPHY 

Photo-Engraving ud Three-Color Work 
Our graduate., earn WSO t*» »50 n meek. We 
niHlRt Hi phi to secure then** poattloua. Learn liow 
you can become ■iicceaeful. Terms eaay — living luexpeualva. 
Write for catalogue — NOW I 

II I.IYOIH GOIAKQS OK PHOTO«ltAPIIl 
78-1 Wnbasb Avenue. KIT! nglui m, Illinois 



Ci 




BestWATCH on Earth 
httON CREDIT 

For the first time in history the great, genome ILLINOIS 
I Watch is now sold by mail on credit exclusively by u^. This 
I ib the sreatest public triumph of the ago — it will revolutionize 
I the Watch business. For over 40 years the ILLINOIS 
| Watch has been acknowledged the standard Watch worn 

K America's great men and women. No man or woman 
Duld now be without a famous ILLINOIS* 

| Iron-Clad Guarantee^— ^ Take 

Port for part — in accuracy, wear, 
; finish, beauty, material and work- 
manship, the ILLINOIS is super- 
I lor lo any other Watch at any 

price. * Both the makers and wc 

stand back of this Watch with 

guarantee that absolutely pro- 
| tects you. ' We are one of the 

largest Watch Distributors 

in trie world. For over 35 

years we have sold all 

kinds of Watches, and 

honestly tell you that 

the ILLINOIS is the 

best at any price. 

NO MONEY DOWN 

The famous ILLI- 
iNOIS^costs you less 
I than inferior makes. 
I Nowhere else can you 
I buy a genuine ILLI~ 
\NOIS on credit. No 
I dealer can undersell us 
I even for cash. Sent on 
I approval — you take no 
| risk— pay a s you please. 
Handsome Book FREE 

Our tree, beautiful, pro fit-sharing book, describing the 
I ILLINOIS Watch, easy credit terms, and reproducing many 
I hiind some styles, awaits you. Send name ana address today. 

I FREDDRO WATCH CO., Dept. 304, St. Louis, Mo. 

Successor* to The American Watch Co., of St. Louis. 




In vnatcering any advertisement on ihit page it U desirable that you mention Railroad Man's Magazine. 



RAILROAD MAN'S MAGAZINE — ADVERTISING SECTION. 





DIAMONDS ON CREDIT 

20% DOWN— 10% PER MONTH 

Why wait for your Diamond until you have saved the price? 
Pay for it by the Lyon Method. Lyon's Diamonds are guar- 
anteed perfect blue-white. A written guarantee accompanies each 
Diamond. All goods sent prepaid for inspection. 10% discount for 
cash. Send now for catalogue No. 97- E»tabli»hed 1843 

J. M. LYON & CO, 71-73NassauSt.,N.Y. 




£157 
KJ25 




PROFIT 

IN ONE DAY 

That is what Elson, of N. Dakota 
writes. Bryant of Colorado, 
made $16 in 6 hours. Sturgill, 
of Utah, writes : "I made $1200 
in 4 months. " 

One Minute Pott Cards- 
One Minute Profits 

Hundreds of letters and 
reporls tell the records 
of quick, big, easy prof- 
its making photo post 
cards the new way with 
the 

"MANDEL" 
POSTCARD 
MACHINE 

A new boainera with mi unlimited field for monsjsmaktbff, rite chance 
for any man, yonon or old, with small mpiui Niui ahsolittki.y NO 

KXFKIUKSCK to own a business thai will earn $2000 to S5000 a fear* 
New discovery. A wonderful, scientific process. 

Photos Direct on Pott Cards— No Plates No Films 

The "Mnndel " Pont Csrd Machine taken, finishes ami delivers 8 original 
photo post cards a minute RIUHT ON THK SCOT at a profit o( 500 |*r 
cent. Mak"n two nice* of pool rani* ami alio photo button*. This Is not 
a tintype machine. Photo poft card* popular everywhere. In the 
country, on the -■:■■<■:-, at picnics, rarnlvais, fairs — the out mluute post 
card man In In blf dfioand and innkea hie money. 

First sale* Trom post card* shipped with outfit practically return* all 
money Invented. Complete and ■tipple Instructions enable you to begin 
work Immediately. 

Write today for complete INFORMATION PREE. Addre-s either offlc*. 

THE CHICAGO FERROTYPE COMPANY 



384 Perrotype Rldff. 
Chicago, lit. 



Dept. BM Public Bank Building 
New V..rk, N. Y. 



Advertising 




Ask any nl the Urge advertisine agencies, like 
Lord and 1 nomas, 'I lie Frank Presbrey Agency, or 
ihe J. J. Getsinger Company^ regarding the demand 1 ! 
tor expert advertisement writers, and they'll tell 1 
you that the demand for really Al men exceeds the' 
supply. If you have the advertising instinct you can 
qualify at home for a good position as advertising T 
man. Good advertising positions are open everywhere. > 
Write to the I. C. S. today and learn of the way by which 1 
you can qualify. The L C. S. Course covers everything 
from type to managing a campaign. Finding out hnn 
the I. C. S. can help you costs nothing, and 
under no obligation. Write uou — i-igli* 



places you 
now. 



INTERNATIONAL CORRESPONDENCE SCHOOLS 
Box 1003 A Scranton, Pa. 



Book 
FREE. 




Stuff Beautiful 

Rjrdc Learn by mail Co 

stuff and mounl 
all kind.-* of blrdB, animals, fiflh and 
amo beads; meiko mgn. tan skins, 
"ount your own specimens and 
aake money preserving tor others, 
en. women and boys learn easily 
I quickly. Success gueranteod or 
tuition, write today for our won* 
erfui FREE book "How to Learn to 
Mount Birds and Animals. N.W.School of 
Taxidermy, uqj Elwood Bid*.. Omaha. Neb. 



Learn Typewriting m 



Every husino^r- man find woman should bp a type 
ing expert. You can learn 10 master a typewriter 

home through I. C. S. help. Course covers every bran 

of typewriter work— from ke> board to public office and 
law work. This is the last word ou typewriting, and i* the 
way bv which you can most qutekly and f-urely become 
proficient. For free descriptive booklet, write toduy. 
luteruatlonul Correspondence Schools 
llox iiMW T S. rant. .11. l»n. 





GenuineHrfectCutI\| A U AN [W^ffli. 
F.ne Solitaire VilWlXJlWj TO Jig® 



Worlds Lowe st Price and Safest Plan 

$66 to S97.50 per carat: for Genuine Perfect Cut Bril- 
liantDiumonds of great perfection and beauty. We guar- 
antee to buy back every diamond for Cash. We legally 
guarantee, in writing, carat weight, quality and value. All 

flK. solid gold mounting at actual manufacturing cost. An) ai.y 
mond sent for your Inflpeotiou rare nearestexpre*. nyeut or bank, 
at our expense. Nodeposlt required. >o obligation to buy. 
Full particulars of our wonderful low prices, plan and guaran- 
tees in tho new complete ^^^^ 



S-I0I. 
5-102. 
5-10.1. 
S-104. 
S-I05 
.S'-IOH. 
5-107, 



$•108. 9-*e dia. $87.60; Com j>( . *71 ,25 
5-109, Ic. din. X'.'J.f>U; Cumjil. |1<JI .2fi 
-S-110, l-8c.di». S8.25; Complete X10.M 
5-U1. l-4c. dls. t 17.60: Compl. $22,60 
.^112. l-2c. dia. *46: Complete «47.2f. 



Twol-ic.dla. fSS: Comp/.l-lfl.OO 
1-L'c. dia. Comptots S60.&0 

3-4c dia. S67.&0; Complete J74.&0 

Two l-2c dia- *90; Compl. $03.00 „_ 

1-Bc. dla.JS.25; Complete 112.00 $-lU« S-4e. dia. |fi7.C0; Compl. *72.&0 

l-4c. dia. 117.60: Compl. $21.26 S-U4, lc. dia. *97.&0; Complete $99.25 
l-2cdia. J4&; Complete >JK.76 1 5-1 IS. 1 l-2c.dUi.sT 40.26; CompI.tlM .21 



Basch Diamond Book FREE! ;S^7l'"-.^.^o~d"/, 



watch es.s-old. platinum snd idlyer jewelry. oie.Y 
or inl«'lllL".-ntly without (tie valuable informnllo 
you. If you »*nrl name NOWI Writ* today! Te 



, [fall 

cannot buy a diamond anfrly 
this bin book. A copy foi 
it ihlo od for reminder. 



L. BASCH & CO. Eg8SK M *?5E% ! . 



S. Stat. St. 



In amtccring any advtrtitemcnt on Ihii page U it dcrirablc thai i/ou mention Raii.koad Man's Magazini 



RAILROAD MAX'S MAGAZINE— ADVERTISING SECTION. 



Tooth Brush 

Cleans the teeth 
Cleans all the teeth 
Cleans them thoroughly 

"A clean tooth never decays" 

The Pro-phy-Iac-tic Tooth 
Brush gets around every 
tooth — httwecnallthe teeth, 
both back and front alike — ■ 
thoroughly cleansing; every 
crevice. Its curved handle 
gives direct access to every 
part of the mouth — the long 
end tufts reach every tooth 
in the head. 

Every Pro-phy-lae-tie ' s f 
guaranteed — if defective we 
replace it. Each is sterilized 
in an individual yellow box, wl 
protects against handling. R 
or flexible handle. 

Oar interfiling booklet 1 Do yoo Clean 
Bruin Your Teeth " ii youri for the aik' 
fend for it. 

FLORENCE MFG. CO. 
S7 Pine Street. Florence, Mau. 



Bolo maJura itt Pr"-ph T .t*yiTa Tnolh, llair. Wliiuj 
mi lUn 1 Urualiaj. 




wThis Diamond 




Not a cent down. Positively 

free delivery to you of your choice. 
Select any diamond from our great special offering. Our entire new 
importation offered at rock* hot torn men-hunt prices. Snve dealer's 
profit. Write for particulars of this sensational special sale. 

Amazingly Low Prices 2?JK*J 

unusual opportunity to nil who appreciate the value of a splendid 
diamond investment. Don't wait until prices advance. Write for 
our big:, special, illustrated, rock-hottom price list. Get our price 
guarantee. This is better than money in the bank to you. This 
is our greatest offer. Send for it today. 

No Money Down J;=rS 

what n marvelous dinmond value we offer. See the diamond fir^t. 
Take it in your hands nnd examine it carefully; see it* beauty for 
yourself. We stand back of the quality, and we stand back of the 
price value with our unlimited price guarantee. 

Easy Payments 

Take your time to pay. Get the diamond 

first. Have it, keep it and wear it before you pay for it. Your 
choice sent free for you to examine it without a cent down. Our 
new easy payment terms and extremely liberal credit will "OJPnM 
you. This is our amazingly liberal easy payment oiler, bend lol it. 

Va«-w Qnorial To a " wh ° wi " write 

Very jpctlal promptly we will send our 

valuable booklet on '"Hf.wto Judge a Diamond." Get 
this book nnd learn how to tell the grade quality and 
value of a diamond. Post yourself on diamonds with tins wonder- 
•ful little book. Be your own dinmond expert. Write promptly 
and we will send you a copy of this book positively free nnd post- 
paid, with all particulars of thiB great limited offer. Write today. 

Olsen & Ebann Dept. 5152 Chicago 



Thin model, 
19 jewels. 
Adjusted to 
the second. 




25-year 
guaranteed 
gold strata 
case. 




Here Is the Exquisite Ribbon Monogram Design— You 
may have your own initial handsomely engraved by hand on the 
superb gold strata case — guaranteed for 25 year*. Your 
choice of scores of other handsoiiie designs. 

Startling 
Watch Offer 

The Great Burlington Special at the Rock-Bottom Price 

The world's masterpiece of watch manu- 
facture now sold direct to the consumer at the 
same price that even the wholesale jeweler must 

pay. The superb Burlington Special — "adjusted to tem- 
perature, isochronisin and all positions— 19 jewels, fitted 
at the factory into the superb gold strata case— now sold 
direct to you at the rock-bottom anti-trust price. 

The Fight Is On! 

We will not be bound by any system of price-boosting 
contracts with dealers. We will not submit to any "high 
profit" selling- scheme. We wilt not be dictated to by 
ANY system". No matter what It costs, we are determined 
to push pur independent line even if we should hove to light a 
combination of nil the watch manufacturers of the country. 

And so we are making this offer — the most sweeping, astound- 
"ng offer ever mode on n high-grade watch. The famous Bur- 



- — — - — ■ — — — — - ' r> - . * — - ' « ^ » " « a I * 4^l»IV"J *J Y4 . — . 

lington direct nnd at tho same pries wholesale jewelers & 
must pay. And in order to make the proposition doubly 
easy for tho public we will allow thia rock-bottom price, if £ 
desired, on terms of $2.50 a month. <y 



Get the Burlington W atch Co .'s ♦♦ ^ 

Free Watch Book Wf~ 



Rend our startling exposure of the amaz- 
ing conditions which exist in tho watch J? 
tradetoday. Read about the anti-trust ^ 



fight. Rend about our great SI .000 JT iO^Prf 
Challenge. Learn how you can judge «r ^ * ^>.«j£* 
watch values. Send your name and ^ ^ '•^ > '-^' & 

BURLINGTON 



WATCH CO. 

Dept 1 107 
19th Street 
and 



Marshall JF G° \^.o V 



Blvd. 
Chicago 



III. 



/ 
/. 



/ 



j.0 o° 



Iii anewiring any advertisement on thia vayc it it desirable that you mention Railboad Man's Magazino. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 



□ 




FOR the outdoor worker and every man 
who likes a warm, protecting winter 
underwear, there is none so satisfactory as 

Fleece-Lined Underwear 

Its luxuricnis fleece lining wards off colds and 
promotes good health. Half the money spent 
for underwear would be saved if everybody 
bought Lambsdown. For it is one of the most 
durable underwears ever invented — two seasons' 
wear to a garment. 

FOR MEN AND BOYS 
At your dealer's in Separate and Union Garments, 
50c, 75c, up. Lambsdoivn is one of the Bodyguard 
Underwear*. Look for the Bodygard Shield. It is 
your safeguard. Write for Bodygard Book No. 5. 

UTICA KNITTING COMPANY 
Utica New York 

Makers of Itodygartt I 'mirr:crars . "wliiditig 
I'ellastic, T'orolayr, Springttx and Ccltex. 




Signal Detachable-Collar 

^ Flannel Shirt for 
Dress Wear 

THE latest thing — and it's mighty com- 
fortable and sensible too, — is the Signal Detachable- 
Collar Flannel Shirt. Wear it with the soft flannel 
collar or a stiff white one — you're well dressed for any occa- 
sion. Signal Flannel Shirts come in the snappiest patterns 
— in every color — with classy, double French cuffs and useful 
flap pockets. Besides, they are made for long wear. 

Cut Coat Style— for your comfort 

Open all the way down. Slip on or off as easy as your glove. The 
only thing for warm, solid comfort and real style lor fall and winter wear. 

Ask Your Dealer 

to show you the new Signal Flannels. They're up to the high standard of the 
famous Signal Work-Shirts and Overalls — and sell at $1.50 and $2.00. You can't 
beat the price or equal the shirt. 

Be sure to ask your dealer to show you also, Signal Flannels with the attached 
"lay-down" and military collars. They're great for work — out-doors and in-doors 
— come in all colors and several weights at $1.00 to $3.00. Look for the Signal 
Trade Mark. 

The Hilker-Wiechers Mfg. Company 

1252 Mound Avenue RACINE, WIS. 




UNION M AO E 




Trade Mark 

The Mark of 

-QUALITY" 



In aniwcrino any uilvtrllienu nt on UCl paoe II U licgirable that you minHnn IUimiuad Mak'b Mau*zinb. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 




fl, QUEENQUALITf 



Sixty Sat- 
isfying Cig- 
arettes or 
Twenty Plenti- 
ful Pipefuls for a 
nickel! 



Queen quality 

~ TOBACCO * 



There's a Queen in every port for the 
sailor lad who rolls his own cigarettes! 
She's in the Blue Bag — a fascinating 
lass — and she's true blue. 

Queen Quality's the one best bet for 
every smoker who wants his the hand- 
"made way. It's granulated— cut specially 
for rolling cigarettes and it is sweet, 
tasty and fragrant. 

Economical, too! Every five-cent 
Blue Bag rolls you sixty satisfying cigar- 
ettes — just the way you want 'em — or 
turns you out twenty plentiful pipefuls. 

Stop off at the next tobacco shop and 
get acquainted with the Queen. She'll 
be your "steady" after that. 

Save the labels of 
The Blue Bag! 

For the fronts of 25 Queen Quality 
Bags we'll give you FREE a handsome 
Silk Art Kerchief of varied colors and/ 
designs, beautiful for making bed / 
spreads, pillow covers, kimonos, 
etc. (Offer expires June 30, 1913) <° ..„„„„ 

F R Penn Tobacco Company Quality" 
The American Tobacco Department 
Company. Succeuori ✓ Drawer S 

y JeraeyCity, N.J. 

FREE— A full-sized bag of , . Please send tree ot all 

Queen Quality— FREE charge to me. a lull 



sited sample Blue Bag 
of Queen Quality Tobacco. 
(Offer expires Dec. 31. 1912) 



N.v 



Let us give you a full- 
sized sample bag of /< N 
Queen Quality Tobac- 
co. Fill in the cou- / 
pon at corner of 
this page and op 
mail it to us /O Street 
TO DAY ! 

^ O City 

"Please Introduce me to the Queen 



.State. 



I've |*ot you. 
Beaten, Dad' 




Missed! 



ONE poor shot and the game is lost I Such close, 
exciting situations are one reason for the intense 
fascination of Billiards and Pool- -these fine, lively, home 
games which inspire the keenest sort of friendly rivalry. 

You can play Billiards and Pool now without fre- 
quenting a public poolroom. You can have in your home a 

BURROWES 

Billiard and Pool Table 

and play while you are paying for it. 

No special room is needed. The Burrowes Table 
can be set on your dining-room or library table, ot 
mounted on its own legs or compactly folding stand. 
Only a moment is required to set it up, or to take it 
down and set it out of the way. Sizes range up to 
4|ix9feet (standard). Complete playing equipment 
of balls, cues, etc., free with each Table. 

Burrowes Tables are used (or home practice by some 
of the foremost professionals. Every Table of whatever 
size is scientifically accurate in proportions, to the smallest 
detail, and adapted to the most expert play. The most 
delicate shots, calling for skill of the highest type, can 
be executed with the utmost precision. 

$122 DOWN 

Prices are $15, $25, $35, $45, $55, $65, $75, etc., on 
terms of $ I or more down and a small amount each month. 

FREE TRIAL-NO RED TAPE. On receipt of first install- 
tnent we will ship Table. Play on it one week. If unsatisfactory 
reium it, and on its receipt we will refund your deposit. This 
ensures you a free trial. Write today for catalog illustrating and 
descnbing the Tables, giving prices, terms of payment, and all 
olher information. 

The E. T. Burrowes Co. 

171 Spring Street Portland, Me. 



In amwrrlng any advertisement on thit page II U detirable that you mention Uiii.no.iD Man's Magazine. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 



Write for 
Free 
Catalog 




and We Ship You This 
Superb Rocker! 



Iflr 

W^m MM Yes, only 50c and we 

ship you this magnificent 

Roclcer. Only SOc down and then 50c per month— $3.95 
in all for this handsome piece of furniture. Positively 
the greatest bargain ever offered here or at any other 
place. Write for free catalog and bargain list today. 
We defy any house in America to equal our stupendous 
offers. You can see for yourself what an elegant rocker 
this is. It is made in American Quarter-sawed oak fin- 
ish. Has high back, cleverly ruffled with rosettes. 
Handsomely upholstered. Profusely carved back and 
front posts. Upholstering throughout in best grade of 
Boston leather. Padded seat wiih ruffled and rosette 
edge. Shipped from factory. No. A 1291. This rocker 
is only one of the special bargains we are now giving. 
Send for this bargain list today. 

Easy Payments 

The great house of Straus and Schram, With a 
proud quarter century record, endorsed by the 

greatest bank, will trust you and allow you to buy any 

article on easiest monthly payments. If you want any- 
thing in rockers, chairs, bedsteads, carpets, runs, cur- 
tains, washing machines, crockery, silverware, baby 
carriage*-. Ro-carta. Men's, Wonien'H and Children'*! Apparel, 
sCovet*. ran sreri, or any other nrtiolo of housefurnic>liiii&>, 
don't fail lo got our sensational terms. 

Special Bargain 
List and Catalogs 

Don't wait a minute before sending for our great 
bargain catalog and special monthly bargain list. 
— — - -\ Bargains which are positively as- 

CDCC nnilDnu \ t"unding:bnrgainswhichsiraply 
rilCC uUUrUn * cannot be met liy our competitors 

\ because of our stupendous buviug 

STRAUS & SCHRAM 'Inc. I nnd manufacturing facilities. 

0£rr.9l0735THSi..CHiC4C0,lu> WRITE TODAY, DON'T WAIT 



FREE 



Gt>ii(.«iii*n: IMenae amd me free. 



SBnd thi* free coupon, a pot 
letter — but wend right 



tal 

Take 



BH |..r r i.ld your Me l*T«Ili Hate- * MlVMUK* ot thr-e VptQltl nfler* 

msrki i w nh X 



llll 

X. s 



»Ji ataln 



While Ihry last. Tills month 

% only, 80 burry. Jul you 

n. * mmr and addren* on postal o: 

General House I |Stovo»& » iHt-r and W< will mall, fre* 
Furnishings (Ranges » IU j] pott paid, 0D1 

and i 1 ' ."•in Mat. 



[ Furnishing 

□Ladles' 
Clothlna; 



I | Range 

I IMen'a 
I (Clothing 



alalofi 



My mm* la. 



M- addrrM Iff ...» 

It you would like loha%* ItW rorVrr ehlpned i 
Stod only Mi centi. 



. STRAUS AND 
\ SCHRAM (Inc. 
\ 

\ 



Dept. 9 1 07 



35th St. 
* CHICACO 



White 4 
Valley 
GEMS 

Substitutes 
for Diamonds 




Send for FREE Catalog! 

showing wonderful White Valley 
Gems in Rinus (Ladies' or Gentle- 
men s). Scarf Pins, Studs, 
Brooches. Necklaces, Cuff 
Buttons, Lockets, Earrings — 100 
different articles and styles. 

>'ot kIuj, not i -M.. not any kind ol 
Imitation, but lionullful. Hpleii- 
dld sreniB. wiiiio - ., , 
chemically produced.) 

1 ■ k like DuMt diamond*. Will 
■cratch file, and cat bUkp. Stand 
acid teal. Famous aoclety women 
rub»tltute White Valley !l>mn for real 
diamonds — or wear Ihe two toother 

confidently. 

14 K. BOlId gold mounting*. 
25-year Guaranty Certificate with each 
Kem. King measure vent with catalog. 
Will aeod any article In book C. O. D.— 
expreaa prepaid — aubjact to examina- 
tion— or by reentered mall on receipt 
Of price. Money refunded If Dot satis- 
factory. 

WHITE VALLEY GEM CO. 
5M Saki BIdj. IodUnipolii, lud. 



I \ ► . 



4' 



A Marvelous 
Synthetic Gem 
- Not Imitation 

—the ereatPFt triumph of the electric fur- 
nace. Will cut glass— stauds tiling, lire and 
acid tests like a diamond— guaranteed to con- 
tain no glass. Kemoh (jems have no paste, foil 
or backing— theirbrilliancy is guaranteed forever. 
One-thirtieth the cost of a diamond. These re- 
markable gems are set only in 14 Karat Solid 
Gold Mountings. 

Sent On Approval Anywhere In U. S. 
— your money cheerfully refunded it not per- 
fectly satisfactory. Write for our 4-color 
De Luxe Jewel Book -yours for 
the asking. Address 
Kemoh Jewelry Co., 
(ill) Washington Avc.SLLouls 



In anncrring onj/ aivcrtiicmi.nl on this page it U desirable that wit maitlou 11aii.ik.aii -Man's MiOikXIHS. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SECTION. 




cop«hk.mt. t»ia, Twe no»*t t»iloh» 



— to get in the King-Row of "Royal-Tailored Men" 

Here it is again — this everlasting clothes ques- 
tion — nudging you once more with the need 

for a new suit or overcoat. <JHow are you going to answer the call 
this Fall? (1) By the Grab-Bag system of slipping into the first con- 
venient store, and slipping out again in a pot-luck-chosen, take-it-as-it- 

is-garment. OR — (2) By the Royal Tail- For, note you this remarkable fact — Real 



ored-to-order System of having 
every detail of your suit or 
overcoat built exactly as you 
dictate it— of having fit, fabric 
and fashion moulded to your 
idea and identity. It means 
Uncertainty versus Certain- 
ty. And the price, in either 
case, is about the same. 



Tailored - to - order 
clothes, by the Royal 
System, cost no more 
than the slipped-frotn- 
the-shelf kind. $20, $25, 
$30, $35 gives you, thru 
Royal Service, the 
world's best made - to- 
order workmanship. 



Iff 



THE ROYAL TAILORS 

Chicago /"^c^x- Resident New York 

"$! a Day Forfeit for Each Day's Delay When a Garment Order Isn't Finished On Timo" 



In aniwering this aitverliiemtnt it is desirable th<it l/on mention. Railboad Man's Macazink. 



RAILROAD MAN'S MAGAZINE— ADVERTISING SEC 1 ION. 




The horizon of vision, the circle 
which bounds our sight, has not 
changed. 

It is best observed at sea. Though 
the ships of today are larger than the 
ships of fifty years ago, you cannot 
see them until they come up over the 
edge of the world, fifteen or twenty 
miles away. 

A generation ago the horizon of 
speech was very limited. When your 
grandfather was a young man, his 
voice could be heard on a still day for 
perhaps a mile. Even though he used 
a speaking trumpet, he could not be 
heard nearly so far as he could be seen. 

Today all this has been changed. 
The telephone has vastly extended 
the horizon of speech. 



Talking two thousand miles is an 
everyday occurrence, while in order 
to see this distance, you would need 
to mount your telescope on a platform 
approximately 560 miles high. 

As a man is followed by his shadow, 
so is he followed by the horizon of 
telephone communication. When he 
travels across the continent his tele- 
phone horizon travels with him, and 
wherever he may be he is always at 
the center of a great circle of telephone 
neighbors. 

What is true of one man is true of 
the whole public. In order to provide 
a telephone horizon for each member 
of the nation, the Bell System has 
been established. 



American Telephone and Telegraph Company 

And Associated Companies 

Every Bell Telephone is the Center of the System. 



In antwtrlno thli advertisement it is desirable that you mention Raii.hoau Man's Mauazine. 



RAILROAD MAN'S MAG A 7. IN E- ADVERTISING SECTION. 



Is the Money 
Always There ? 




I. 



You can't afford 
to overlook this 
opportunity to 
increase your 
salary and better 
your position. 
Mark and mail 
the coupon NOW. 



Your special training — or lack of it — 
hits you right in the money pocket. If 
you're not earning enough to more 
than make both ends meet, or if the 
work you're doing is uncongenial, now 
is the time to right these conditions 
by acquiring the special training that 
will make you successful and happy. 

Select from the attached coupon the 
particular occupation you like best, mark 
the coupon as directed and mail it today. 
That's all you have to do to learn how the 
International Correspondence Schools can 
train you at home and in your spare time — 
no matter where you are, what you do, or 
what your age. If you can only read 
and write, the way is open. 







« • ■ mm mm bbhb — — • j- — 






i 

i 


[IVTKKXATIOXAIi COUItESrOMlKNCE SCHOOLS 
Hot I008, Soriinton. I*n. 


i 
■ 


1 
1 
1 


Please explain, without, further obligation on my 
part how I can qualify for the position, trade or 
profession before which I have marked X. 




1 

i 

1 

• 

1 
i 
I 
■ 


General Foreman 

It. K Mi-.p Forcuutn 
U. It. Traveling Eng. 
K. K. Truv's Fireman 
hofomutl vc Kniflnecr 
Alr-llruUe 1 ii- 1 rurt or 
Alr-ISrul.c 1 impoelor 
Air-ltraUe Rcpnlrmnn 
M' l huPiii itl Kiitf Inecr 

Mechanical (».-„(■-,.,„,. 
R.R. Const motion Ens* 

('I » II Engineer 
Banking 


Electrical Kiiirln«er 
Machine It. -i u iM r 
Electrician 
Mlniuic Engineer 
Mine t oremaa 

Foreman UachluUt 

Onenalat 

Aaayer 

a rchlteci 

Hook keeper 

NU-nutfruplicr 
Ailverliiiiitf Man 
Automobile Kunnlni 
Concrete 4'niint met Ion 




1 








• 
i 








l 








i 

■ 

i 

















in antieerint '*'« advertisement it Uietirttble that pan mention Kiiutout man's Huunln, 



RAILROAD MAN'S MAGAZINE— ADVERTISING SIXTH IN. 




"1 



'Here's what keeps us well and happy!" 

\X7HEN the Campbell kids say this they are also speaking 
*™ for a great multitude of other healthy happy young- 
sters everywhere, whose energy and good spirits are 
promoted by 

TOMATO 

OUP 

So tempting, so nourishing, so easy to prepare and so 
handy to serve, this wholesome soup invigorates the appe- 
tite and the digestion; and does a large part in the regular 
building-up of strong bodies and cheerful minds. 
It is equally satisfying to young and old. The happy 
Campbell Kid Family includes all ages of peo- 
ple who know what is good. Are you one of 
them? If not, you'd better join today. 





21 kinds 10c a can 



Caroline Culler 

Is all in a tluttcr 

With Campbell Soup visions 

Too joyful to utter. 



Asparaeus 

Beef 

Bouillon 

Celery 

Chicken 

Chicken Gumbo (Okra) 
Clam Bouillon 



Clam Chowder 
Consomme 
Julienne 
Mock Turtle 
Mulligatawny 
Mutton Broth 
Ui Tail 



Pea 

Pepper Pot 

l'rintanicr 

Tomato 

Toniato-Okra 

Vegetable 

Vermicclli-Tomalo 



Look for the red-and-white label 



In annwrriita Init (Hft'frlfMmeiif i( It deiirable tliat you mention Riiunun Mix's Mauizink. 



The Importance of Training 

Here is a man who was in line for a better job, but, like the great majority, had not been training 
himself to "till the shoes'* of the man above him; he always thought that if the time ever came lie could 
just bluff it through — special training wasn't necessary. There's where he made his mistake, and there's 
where you will make jw/r mistake if you are not a trained man. The boss had only to ask a few questions 
to find that the man did not know anything about the other fellow's work; that he had been wasting his 
time instead of improving it — that he was just one of the fellows who get into a rut and stick because he 
didn't have sense enough to plan for the future. 

The time to plan is right now; the opportunity will come when you are ready 



Don't think, as this man did, that it Is simply a matter of absorbing knowledge ami as I matter of course promotion will follow. Don't 
argue with yourself "There's no opportunity here — no incentive to do better work — I have gone as high as 1 can in this firm — 1 know as much 
at the boss and don't see why I can't get the money.*' 

If the opportunity fur advancement is not right ahead of you with your own firm, then it it with another. There is always an opportunity 
— always a chance for a better job. for better pay — yes. iust the )ob you have often wished you bad — but mere wishing will never gel you 
anywhere; you muit get the training. 

The American School of Correspondence was founded to help just such men 
aa you. It is one of flic I u :■ i educational institutions in the world. If you 
will write and tell us what foa want to be. how much of an education you already 
have, and how much tine each day you are willing to devote to bettering your 
condition, we will send you. absolutely free of charge, our complete bulletin 
describing sixty-live courses of study. We will tell you how you can pay for the 
course you want by the week or by the month. We will do everything we can 
Co get you started right. 

If anyone offered you S500 for two hours overtime every day for a year, 
you WOUtd jump at the chance, wouldn't you/ Two hours study every day for 
the next year or two will mean more than $500 — it may mean $1,000; that 
depends entirely upon yourself. 

The American School does not employ agents or collectors to bother you in 
your borne or at your work. It brings a complete college course to you in your 
own bone* and all work is carried on privately and quietly, strictly by corre- 
spondence. 

Won't you check, fill in, and mail the coupon' 

AMERICAN SCHOOL OF CORRESPONDENCE 

CHICAGO, U. S. A. 



Opportunity Coupon 



American School of Correspondence, Chicago, U. S. A. 



Pleiisc send me your Bulletin and ad 


ise me how I can qunlifv 


for the po&ition market] **X. M 


K. It. tfau'Mf HM2. 




. ..Lawyer 




...Hrr In*. Kntfinrrr 






Building Contractor 








t'ivll Kncincrr 


...Stenographer 


i:ifftrir«i Bavlnecr 


. .Aftruiintnnl 


Klee. I,lpht A PWt>r8upt. 






..OriTd Pulilie Aea*nt 






Nl*am Kmrlnrrr 


. .Iln-incvi Mnnnircr 


RMlamitM'a BnrlaMr 


■ .CollSCa Pri'jiurnlnry 



NAMB 



ADIiRBSS, 




To-night! 







THE SMOOTHEST TOBACCO 

—and as you sit ihere under 
thelamp just let this thought sink 

in : Your choice ol tobacco — perhops 
more lhan anything else — may add 
keen edge toyourevening's enjoyment. 

Smoolhneif! That's the tiling. 
It's smoothness that makes us forget 
the tubtirco to revel in the goodness of 
the smoke itself. A vast and increas- 
ing army of men now choose Velvet. 

Perhaps you, too. will find that 
you like it better than the tobacco 
you've been liking best. Your dealer 
sells Velvet. 

Full till 3-eHHet Tins. Ilk. 
Convtititnt t-vuHct Rags, sc. 



NIK NttTNSF.T PRESS, NEW T1HIK.