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.

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 Rooms for two or five persons, $1.50 to $3.50 per day. Dining room in hotel. Meals 50 cents extra. Free bus.

HOTEL PERKINS: European plan. Rooms for one person, $1 to 1.50 per 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 per day. Free bath on each floor. Café in connection with hotel.

ESMOND HOTEL: European plan. 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 Outside per day. 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.

cents

HOTEL QUIMBY: 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, úpon presentation of identification. proper 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.

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Experience as employers changes the If all train of thought of employes. workingmen could be placed in the position of their employers for a time, the present industrial problem would assume a different complexion. they would be easier of solution is strongly indicated by a practical experiment of the kind stated. evolution of a labor union that went into business for itself presents significant The experiment in sociological results. 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 workmen start a shop of their own. 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.

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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 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.

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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; or 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,"

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.

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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 a car so solidly constructed that it would smash through weaker

ones.

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.

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

tons of metal hurled forward at a speed of seventy miles an hour. The tracks and switches are too weak for the locomotives. There is no doubt in the world about it. There is not a railroad man in the country who does not know that this statement is absolutely true. -Frederick Upham Adams in Success Magazine.

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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.

SIR: 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.

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

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 are not contented any more. 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 to 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."

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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 most 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.

first four months of the siege, during which he was an eye-witness of the use of devices which have made the approach to Port Arthur unique among siege operations. "Had a single person shown the qualities displayed at Port Arthur," Mr. Barry says, "he would be charged with having the audacity of genius. This audacity did not hesitate to make use of anything, new or old, possible or impossible, conventional or unconventional, which might win success from desperate conditions.

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Lincoln Steffens writes in the February McClure's of the Rhode Island Company, the combination of public utility companies in and around Providence controlled by Senator Aldrich and his associates. :

"Aldrich, Perry & Co. were in this business to sell out, and they had to have a perpetual franchise. They got it, and the act by which they got it is the 'smartest' piece of legislation that I know of anywhere. 'An act to increase the revenues of the state' is the title. The consent clause says that when the company has agreed, the act shall be binding and in full force between the state and such assenting company, and shall not be altered or amended without the consent of both parties.' Governor Garvin characterized this as an 'irrepealable law.'

It is a contract between United States Senator Aldrich as the state and President Nelson W. Aldrich of the Street Railway Company, by which without the consent of his company his state cannot tax his company or alter or take back its franchise. passed, and is believed by the company to be what Boss Brayton calls it, a 'perpetual franchise.'

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With the advent of the new year, therefore, the unions find themselves in a position that may be called serious, but certainly not perilous. The unions as a whole have survived the attacks and defeats of the past year with little or no loss of membership. In fact, it is claimed, upon the basis of the per capita tax of the Federation, that the membership has largely increased. The older and more completely organized unions have more than held their own during the recent depression, and even the newer unions, with their looser organization, have successfully held together despite the attacks of the employers' associations. The attempt to obtain federal legislation shortening the hours of labor upon government contracts and abolishing the use of the injunction in labor disputes met with defeat, but the whole body of unionists has been en

couraged by the political successes in Massachusetts and Colorado, and in the coming year, the campaign for federal and State legislation favorable to labor will be taken up with renewed vigor.

Upon the whole, the unions have suffered little from their opponents' attacks. Even where they have lost in members, they have gained in a sober determination to achieve their ends. Better organized, better financed, better disciplined, taught by the united opposition of associations of employers, the unions will enter the new year stronger than ever, ready to employ more energetically than before the tried policies which have enabled them to bring together in homogeneous groups a majority of the workers in most of the important industries of the country.-Walter E. Weyl, in the American Monthly Review of Reviews for January.

Not only is the news of the whole world covered with unexampled fullness in the Sunday issues of The Chicago Record-Herald, but every edition embraces also an exceedingly choice assortment of illustrated special articles ranking with the highest products of our best magazines. Such well-known and popular writers as William E. Curtis and Walter Wellman and Frank G. Carpenter are regular contributors to The Chicago Sunday Record-Herald. There are many special articles in each issue of particular interest to women, including the latest fashions, household economy, art, music and the drama, There is a beautifully illustrated special sporting section, which not only covers all the news of the sporting world with a thoroughness that satisfies to the utmost, but includes also entertaining departments by such sporting experts as Tim Murnane, who writes of baseball matters; Malachy Hogan, noted for his "Talks on Pugilism," and J. L. Hervey, who conducts the department of "harness horses." The comic section and other entertaining departments. round out this mammoth Sunday magazine to the entire satisfaction of its readers.

etc.

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'Home Gymnasiums and Their Equipment," by Dr. Watson L. Savage, in the March Twentieth Century Home," tells how convenient exercising-rooms may be fitted up in private houses at little trouble and small cost. Some very elaborate gymnasiums have during the past few years been constructed for private use, containing basketball, tennis. and squash courts, bowling alleys, et cetera, and a number of these have been photographed to furnish illustrations. for the article.

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

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 rushed conductor passed him by As on the street-car sped. He called that rushed conductor back, And this is what he said: "Please, Mr. Conductor, I know that you're in haste;

Please, Mr. Conductor, your time I would not waste,

But conscience bid me call you back and your mistake repair,

So please, Mr. Conductor, I want to pay my fare."

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 beaming pride,

And, oh, my saddened reader, that fellow must have lied.

-Alfred J. Waterhouse in Sunset Magazine for March.