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NEW GRAND CENTRAL Hotel: Rooms for one person, from $1 to $2.50 per day. Rooms for two or five persons, $1.50 to $3.50 per day. Free bath on each floor. Free bus to and from all trains. Restaurant in hotel.

MERCHANTS Hotel: European plan. Rooms for one person, $1 to $2.50 per day. Rooms for two or five persons, $1.50 to $3.50 per day. Dining room in hotel. Meals 50 cents extra. Free bus.

Hotel QU'IMBY: European plan. Rooms for one or two persons, 50 cents, 75 cents and $1 per day. Bathroom on lower floor; use of which is 25 cents extra. Free bus from all trains.

Rooms in private houses, ranging in price from 50 cents to $1.50 per day per person.

At
many

of these houses, breakfast can be secured. Meals at the dining-room of the Union Depot will be furnished conductors and their families for 50 cents each, upon presentation of proper identification. Baggage Transfer Company will deliver baggage from depot to private houses or hotels at the rate of 25 cents per piece.

All rooms at hotels or private residences will be charged from date of reservation.

All requests for accommodations should be addressed to E. B. Coman, 251 Alder Street, Portland, Ore.

1.50 per

The following arrangements for hotel accommodations at Portland in connection with Grand Division meeting have been made by the local committee at Portland:

HOTEL PORTLAND: European plan. Rooms for two persons, $2, $2.50 and $3 per day, for each guest.

Two persons in each room. First-class restaurant in hotel at moderate prices.

IMPERIAL Hotel: European plan. Rooms for one person $1 to $1.50 per day; including bath, $2 per day. Rooms for two persons, $1.50, $2 and $2.50 per day; including bath, $3 per day. Free bus.

HOTEL PERKINS: European pla n. Rooms for one person, $1 to day. Rooms for two persons, $1.50 to $3 per day. Rooms for four persons, $3 to $4 per day. Bathroom on each floor; use of which is 25 cents extra. Check restaurant in hotel. Free bus to and from all trains.

New LANGE Hotel: European plan. Rooms for two or three persons, $1.50 per day.

Rooms for four persons, $2.50

Free bath on each floor. Café in connection with hotel.

ESMOND HOTEL: European pla n. Rooms for one person, 75 cents per day; for two persons, $1.50 per day. Rooms for two persons, including bath, $2 per day. Free bus to and from all trains. Restaurant convenient.

St. CHARLES Hotel: European plan. First floor, inside rooms for one or two persons, 75 cents per day.

Outside rooms, for one or two persons, $1 to $1.50 per day. Family rooms for two or more, $1.50 per day. Second floor, inside rooms for one or two persons, 50 cents per day. Outside rooms for one or two persons, 75 cents to $1 per day. Third floor, inside rooms, one or two persons, 50 cents per day.

Outside rooms for one person, 50 to 75 cents per day. Outside rooms for two persons, $1 per day. Free bus to and from all trains, Restaurant in hotel.

HOTEL BELVEDERE: European plan. Rooms for one person, from $1 to $2.50 per day.

Rooms for two persons $1.50 to $2.50 per day. Rooms with bath, $2.50 per day. Restaurant in hotel. GILMAN HOTEL:

European plan. Rooms for one person, 50 cents, 75 cents and $1 per dav. Rooms for two persons, 75 cents, $1.25 to $1.50 per day. Restaurant across street.

HOTEL Scott: European plan. Court rooms for one person, si per day. Outside rooms for one person, $1.50 to $2.50 per day. One half of price added when two persons occupy room.

Restaurant in hotel.

per day.

assume

Experience as employers changes the train of thought of employes.

If all working men could be placed in the position of their employers for a time, the present industrial problem would

a different complexion. That they would be easier of solution is strongly indicated by a practical experiment of the kind stated. The evolution of a labor union that went into business for itself presents significant sociological results. The experiment in question was the result of labor trouble of the usual character, between Polishers' Union No. 113 and the Eastman Kodak Company, in June, 1902. The manager, Mr. Frank A. Brownell, refused to grant the union's demand. As a last resort, he suggested that the dissatisfied work

start a shop of their own. He agreed to give them his work at current prices. He also agreed to lease them his plant. The offer was accepted and a stock company formed. There were thirty-four equal stockholders. They formed the working force, and besides receiving standard

wages, shared in the profits. Two years and a half after the start the original thirty-four shares are owned by five of the original stockholders. Several of the organizers are working at day wages for the five who gradually obtained all the capital stock.

men

The present owners, instead of running a union shop, refused to treat with the local union, and conducted an open shop. When the union insisted upon enforcement of some of its rules concerning hours and other details, the new proprietors announced that they would close the shop first. The five union men, by the evolution of business and time, are now in the same relation to their employes that the Eastman Kodak Company is and was when Mr. Brownell refused the union's demands,

The once co-operative company is really no more than any partnership concern, and is in the open field of competition, animated by the same personal ambition as any private company or corporation. This experiment, while it has made nonunion men out of five of the experimenters, has doubtless more than ever convinced the other twenty-nine of the necessity and benefits of union organization. It shows also that human nature is much the same, in unions or out of unions, and that men will always look closely after their own interests.The Outlook.

were

The economy of saving time is wise, but there is an economy of spending time. In reading, especially, hurry is most wasteful. Reading is the making of thoughts, of ideas, of pictures in the brain. All young photographers know how little is to be made out of an “underexposed plate," but do they understand that there may be such a thing as an under-exposed brain? It takes time to make impressions on the mind. read too fast, either aloud or to yourself, or skim over your reading, the mind receives poor impressions or none at all. From Books and Reading in March St. Nicholas.

there were less than twenty thousand men; while the highest total given by C. K. Adams, in Johnson's “Cyclopædia of the killed, wounded, and missing on both sides at Waterloo, one of the greatest battles of all time, is 54,428 men,-not so many by seven hundred and two as last year's total of United States railroad casualties. The number of collisions and derailments during the past year was 11,291, involving $9,383,097 in damages to rolling stock and roadbeds. This gives the astounding increase of six hundred and forty-eight collisions and derailments over 1903,astounding but for the reduction of employés, in 1904, by 75,000.

I will make a statement which will be challenged, but which can not be disproved. The abnormally heavy locomotive, now the standard on American railroads, is the positive cause of a large percentage of railroad accidents, most of which are charged against other factors of equipment or service. The craze for powerful locomotives set in about 1878. Prior to that time the average locomotive weighed from twenty five to fifty tons. Our roads planned for engines of this type and weight. The rails, switches, bridges, viaducts, and other features were in conformity to the medium-weight locomotive. It was discovered that there was an economy in big freight engines, hauling a large number of cars, and thereby doing away with train men. It was also discovered that the greatest source of safety in case of the inevitable collisions was

car so solidly constructed that it would smash through weaker

To haul these heavy cars at high speed required engines of increased size. The mechanical world was surprised when the seventy-ton locomotive was announced. Then it went to eighty, then to ninety, and there was much acclaim when the hundred-ton monster was turned out of the shops. A passenger locomotive which does not weigh one hundred tons is now considered out of date. To meet the terrific impact of these monsters, the size of the rails has been slightly increased, but we still hold them down to the ties by the primitive method of spiking them down. What is the consequence? The rails spread on a curve, and sometimes on a straight piece of track, and a disastrous wreck ensues. Such accidents have increased at an alarming rate.

It is an open secret that hundreds of accidents are charged against misplaced switches when the cause should read “ripped-up switches". It seems impossible to construct interlocking switches which are safe against the well-nigh resistless impact of one hundred or more

a

If you

ones.

A report recently issued by the Interstate Commerce Commission shows that the total number of casualties to persons on railroads in the United States, during the fiscal year ending June 30, 1904, was 55,130, comprising 2,787 killed and 51,343 injured. This shows a large increase over any other year. It is a large total and, in comparison, may be said to be similar to the complete destruction of any one of such cities as Salt Lake City, Utah; San Antonio, Texas; Racine, Wisconsin; Topeka, Kansas; Waterbury, Connecticut; Wilkesbarre, Pennsylvania; os Augusta, Georgia, neither of which has anything like fifty-three thousand inhabitants. In both the American and British armies, September 19, and October 7, 11, and 12, 1777, in the series of fights and movements around Saratoga, as included by E. S. Creasy, in his “Fifteen Decisive Battles of the World,"

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more.

o'clock in the morning and continue at work fourteen or fifteen hours a day. Labor organizations have done a splendid work, and I honor them. They have been lifting up the masses of the people, who

contented

any Their ambition is aroused to be men and women, and their song is: “Eight hours for work, eight hours for sleep, and eight hours to do what we will.' I do not say whether in the present condition of labor the eight hour day is always attainable; but all these things are be judged by the effect they have on manhood and womanhood. They want some time to look away from their work out on the great world and to breathe the pure air of heaven; they want some time with their families; and, therefore, their discontent is healthy."

to

The following letter is of interest as showing the vigilance of our State Department in looking after the interests of American citizens in Mexico. Mr. T. J. Lee is an engineer and formerly a citizen of Wyoming, and his engine hit and killed a Mexican, for which he was condemned to four years imprisonment.

DEPARTMENT OF STATE

WASHINGTON, December 17, 1904. The Honorable C. D. Clark,

United States Senate. Siri I have the honor to acknowledge the receipt of your letter of the 13th instant, enclosing a numerously signed petition, addressed to you by citizens of Wyoming, asking that some action be taken through this Department looking to the release from imprisonment in Mexico of Mr. Timothy J. Lee, an American citizen.

In reply I have the honor to say that the case has been for several months the subject of correspondence between this Department and the American Embassy and consular representatives in Mexico. It does not appear that there is any further action which the Department can take in Mr. Lee's behalf at this time. An appeal has been taken to the Supreme Court of Mexico from the decision of the court at Zacatecas condemning him to four years' imprisonment, and a competent and energetic lawyer has been employed to take charge of the case. I have the honor to be, Sir, Your obedient servant,

John HAY

When the Wabash interests finally succeeded in entering Pittsburg, says John L. Cowan in the January World's Work, their achievement had cost them $35,000,000. They had spent $12,000,000 to buy a small railroad called the West Side Belt Line, with its branches and associated companies — property which included 15,000 acres of coal land, seven coal mines with an annual output of 3,000,000 tons, and thirty-six miles of railroad with valuable terminals in Pittsburg and Clairton which furnished access to nearly all the important establishments in the Pittsburg district. They had spent $23,000,000 to construct the terminal railroad, which carried the Wabash at last into the heart of the city. This line was only sixty miles long, but it cost

more than $380,000 a mile to build it.

It cost $5,000,000 for the single item of a right of way in Pittsburg, from the Monongahela River front to the site of the new terminal station. A railroad was constructed which consists of the

remarkable series of viaducts, bridges, tunnels, cuts, fills, arches, trestles and culverts ever made together by human ingenuity. There are twenty tunnels, There is a bridge for every mile, including the two largest cantilever structures in the United States, Yet there is no grade heavier than 1 per cent., nor any curve exceeding three degrees. After the feat of building such a line as this, it will be long before railroad engineers again say that anything is impossible in railroad construction.

0 Mr. Richard Barry, who was the only American correspondent with the Japanese forces before Port Arthur from the beginning of the investment, has written for the March Century his observations of the

most

In a recent able review, before his congregation of the accomplishments of organized labor, Dr. McKim, pastor of the Church of the Epiphany of Washington, D. C., said in part:

Consider what organized labor has done to improve the condition of the workingmen. Seventy or eighty years ago the condition of the laborers in the factories was far worse than the condition of the slaves of the South. I have lived in the South, and know that the material condition of the slaves was better. In 1832-33, in many of the mills in this country, the women and children had to go to work at 4:30

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first four months of the siege, during couraged by the political successes in which he was an eye-witness of the use Massachusetts and Colorado, and in the of devices which have made the ap- coming year, the campaign for federal proach to Port Arthur unique among and State legislation favorable to labor siege operations. “Had a single person will be taken up with renewed vigor. shown the qualities displayed at Port Upon the whole, the unions have sufArthur,” Mr. Barry says, “he would be fered little from their opponents' attacks. charged with having the audacity of Even where they have lost in members, genius. This audacity did not hesitate they have gained in a sober determinato make use of anything, new or old, tion to achieve their ends. Better orpossible or impossible, conventional or ganized, better financed, better disciunconventional, which might win success plined, taught by the united opposition from desperate conditions."

of associations of employers, the unions will enter the new year stronger than

ever, ready to employ more energeticLincoln Steffens writes in the Febru. ally than before the tried policies which ary McClure's of the Rhode Island Com- have enabled them to bring together in pany, the combination of public utility homogeneous groups a majority of the companies in and around Providence workers in most of the important incontrolled by Senator Aldrich and his dustries of the country. - Walter E. associates. :

Weyl, in the American Monthly Review “Aldrich, Perry & Co. were in this of Reviews for January. business to sell out, and they had to have a perpetual franchise. They got it, and the act by which they got it is

Not only is the news of the whole the 'smartest' piece of legislation that

world covered with unexampled fullness I know of anywhere. “An act to in

in the Sunday issues of The Chicago crease the revenues of the state' is the

Record-Herald, but every edition emtitle. The consent clause says that when

braces also an ceedingly choice asthe company has agreed, the act ‘shall

sortment of illustrated special articles be binding and in full force between the

ranking with the highest products of state and such assenting company, and

our best magazines. Such well-known shall not be altered or amended without

and popular writers as William E. Cur

Governor the consent of both parties.'

tis and Walter Wellman and Frank G. Garvin characterized this as

an “irre- Carpenter are regular contributors to pealable law.' It is a contract between

The Chicago Sunday Record-Herald. United States Senator Aldrich as the

There are many special articles in each state and President Nelson W. Aldrich

issue of particular interest to women, of the Street Railway Company, by

including the latest fashions, household which without the consent of his com

economy, art, music and the drama, pany his state cannot tax his company

etc. There is a beautifully illustrated or alter or take back its franchise. It

special sporting section, which not only passed, and is believed by the company

covers all the news of the sporting to be what Boss Brayton calls it, a 'per

world with a thoroughness that satis

fies to the utmost, but includes also enpetual franchise.'

tertaining departments by such sporting

experts as Tim Murnane, who writes of With the advent of the new year,

baseball matters; Malachy Hogan, noted therefore, the unions find themselves in

for his “Talks on Pugilism," and J. L. a position that may be called serious,

Hervey, who conducts the department but certainly not perilous. The unions

of "harness horses.'' The comic section a whole have survived the attacks

and other entertaining departments. and defeats of the past year with little

round out this mammoth Sunday magaor no loss of membership. In fact, it is

zine to the entire satisfaction of its. claimed, upon the basis of the per capita

readers. tax of the Federation, that the membership has largely increased. The older “Home Gymnasiums and Their Equipand more completely organized unions ment,” by Dr. Watson L. Savage, in the have more than held their own during March "Twentieth Century

Home,”? the recent depression, and even the tells how convenient exercising-rooms newer unions, with their looser organi- may be fitted up in private houses at zation, have successfully held together little trouble and small cost. despite the attacks of the employers' elaborate gymnasiums have during the associations. The attempt to obtain past few years been constructed for prifederal legislation shortening the hours vate use, containing basketball, tennis, of labor upon government contracts and and squash courts, bowling alleys, et abolishing the use of the injunction in cetera, and a number of these have been labor disputes met with defeat, but the photographed to furnish illustrations whole body of unionists has been en- for the article.

as

Some very

If there is any public wrath about these deaths every man of the public is keeping it close within himself.

War becomes mild when compared with the human havoc wrought by our railroads. After wars there come treaties when the killing ends; but the killing and maiming on our railroads goes on year after year, every year's death record usually surpassing its predecessor.

The following Division cards have been lost or stolen. If presented please take up and forward to this office: CARD NO. WRITTEN FOR

DIV. NO. 87 E. Lynch .

1 11041 I. H. Greenwell

1 12019 C. J. Burley

14 1202 .J. Cain

59 1358+ F. E. Hatfield

92 2796 Jas. Trott

101 7677 R. H. Reames

108 6257 P. J. Devitt

119 1762 H. W. Hargis.

180 12049 L. W. Mack

272 7341 Jno. Twav

282 13562 W. E. O'Connor

321 885 Geo. Withers

395 1257+ T. H. Brennan..

395 7167 L. C. Contell

399 5136 H. P. Anthony

130 5141

.J. M. Ferguson . 130

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Leroy Scott produces startling figures of comparison in railroad disasters in the January World's Work in an article

The Railroads' Death Roll.' In 1898 about five hundred soldiers were killed in Cuba and about twentyfive hundred died in hospitals. There was an outburst of public wrath over the

deaths from disease that shook the whole United States, and that will be remembered as long as the Spanish-American War. In 1903 almost ten thousand persons were killed and more than seventy-five thousand were injured, by the railroads of this country.

Now heard you e'er of such a case?

And saw you e'er a one?
And how would you account for it,

When all is said and done?
Why, I, my gentle reader, will tell you

how it came, And me, my thoughtful reader, I hope

you will not blame: A fellow told the story to me with beam

ing pride. And, oh, my saddened reader, that fel

low must have lied. - Alfred J. Waterhouse in Sunset Vaga

cine for March.

unnecessary

If the address on the wrapper of your CONDUCTOR is not correct, fill out this coupon, and send it to Editor Railway Conductor.

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WBe Sure and Give Old Address and Division Number and State.

Changes Received After the Ilth of any Month are Too Late for That Issue.

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