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strained to have sounded praises in his behalf.

the stock of tickets on hand, will find the general ticket offices of almost all roads are carrying thousands of dollars worth of Permit me, sir, to step aboard the train unnecessary tickets-tickets that will never at the wayside station where you abanbe sold, and should never have been doned it, and continue on the journey to printed; and if he can secure a true record its terminus. I will not attempt to elabohe will discover that thousand of dollars rate your description of the late General worth of the same kind of tickets have Ticket Agents' Convention, or indulge in been destroyed during the past few years. any criticisms upon the resolutions they Visiting hotels, restaurants, depots, and adopted, but will step aboard at that point other places where people congregate, he in the journey where you declared that will find gorgeous designs, bordered with "Managers and General Superintendents elaborate frames, setting forth the names have for years been earnest in their efforts and special advantages of rival lines; and to put a stop to the abuse of the pass syshe claims, with very strong corroborative tem, yet it is a well-known fact that evidence, that many thousands of dollars General Ticket Agents are continually have been wasted in this and other unnec-passing men and women on coupon tickets essary advertisements which have not se- marked 'Special.' cured a single passenger; and he concludes with the solemn warning that, unless these officials, in convention assembled, change their tactics, and adopt more rational and less expensive practices, they, "like the Brotherhood of Locomotive Engineers, will become an incubus and excrescence that must be got rid of."

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Managers have, earnestly, sought relief from this incubus. In their impotency they have appealed to legislatures to regulate the matter, and protect them from the pernicious effects of the system, by prohibiting the issue of free passes. Many of these managers were sincere and earnest in their intentions, but they soon discovered that some of their number had cunningly devised a means of nullifying statutory enactments by issuing special tickets that could be sold at a nominal sum to favorites, and honest managers were compelled to resort to the same expedients, or others

This correspondent is entitled to the thanks of the community for thus relieving his mind of the thoughts with which he was pregnant. The thought, as well as its parentage, seem to be legitimate, and it is quite apparent that the thought was brought forth by one who had been a some-more satisfactory, to compete against the time railway official; and he visits the sin of the father upon his child by marking it with his natural hatred of the Brotherhood by coupling the sin he so loudly laments with his pre-conceived opinions of the aims and status of the Brotherhood.

My dear sir, the public will read and commend your truthful reflections upon the demoralizing system adopted by the officials you mention for squandering the money of innocent investors; but you at once destroy the moral effect of your expose by your attempt to "let them down easy" upon the shoulders of the Brotherhood. I confess a weakness for any person who has the ability and the manhood to issue his protest against the many flagrant follies of railway officials, and had not the Age correspondent indulged in the special fling referred to, I should have been con

influence that had been surreptitiously used against them.

Custom has made laws that are regarded as binding upon all classes, and there seems to be no way to avoid the issue except to unite and overthrow the entire system. To do this would require an immense amount stamina in the composition of the managers, but the system once abolished the managers would be relieved of one of the greatest annoyances that beset themearnings would be sensibly increased, while the rate per mile for passage tickets could be so much reduced that the general public would appreciate the change and the managers would have abundant cause for rejoicing. Do the managers of American railways really and earnestly desire to abolish the system, or even curtail the amplitude of its proportions? Have they

ever evinced any disposition to do so? Cer- in this country, the greater number being tainly they have. I can prove it.

held by those who do not contribute anything to the material prosperity of our railways. Add to this a still greater number of monthly and special passes, and you will have produced an astonishing record; and to such a scope has this system been extended, that it is fairly estimated that not less than twenty-five per cent. of passengers who occupy sleeping and drawing room cars are possessors of these passes; and when it is remembered that the companies over whose lines these cars pass, do not share in the rates of the special cars, the system stands revealed in all its damaging and unwholesome character.

A few years ago the system embraced the granting of passes to employes as often as requested, over the lines they served, and the granting to employes letters certifying to the standing and employment of the persons named therein, and assuring officers and conductors that any favors shown "bearer" would be cheerfully, even gratefully reciprocated by the official whose signature was attached. These let ters, stereotyped in their requests and promised rewards, have been expunged from the system, and woe to the luckless conductor who recognizes one of them, and passes to employes "good for one trip Managers claim that these passes are isonly" are hard to obtain, and upon some sued for a legitimate purpose, that it is a roads granted only when the bearer is cheap and advantageous way of promoting traveling upon "company's business." and increasing the material interests of That the discretionary privilege formerly owners, and when called upon to pay damgranted to under-officers and conductors ages as the result of accident, while in was, in many instances greatly abused, can-transit, to some person holding a free pass, cannot be denied, and there is not any good reason why this discretionary privilege these letters and employe's passes-should not be withdrawn, and I only mention it to establish the fact, that in every effort that the officers have made to abridge privileges or abrogate existing regulations, they only withdraw such privileges and abolish such rules as affect the operative and laboring classes.

The pass system has been revised and its ramifications curtailed, so far as they relate to operatives only, and the curtailment thus effected has been equalized by extending the system to embrace those who have no possible connection with, or interest in, a railway. Thus do officers attest their earnestness. The pass system was adopted for no good or legitimate purpose. Before its adoption none but those directly connected with a railway were recognized as entitled to a pass; members of Congress, legislators, judges of courts, editors, merchants and manufacturers alike were required to pay for their right of transportation, and even stockholders, the owners of the roads, were only permitted a free pass at stated times during the year. Stealthily the practice of granting free passes has increased until it is estimated that not less than fifty thousand annual passes are issued

What

the courts hold that said pass was evidence
that the passenger was directly or indirectly
employed in the interests of the manager,
hence a consideration and consequent lia-
bility. What consideration does a member
of Congress offer for the pay he has thus
received? Possibly none.
Then the pass
must have been given as a retainer.
service does a member of the Assembly
render to entitle him to a pass? Possibly
another case of retainer. In whose interest
is it to be supposed the learned judge is sit-
ting, when a cause is before him involving
a portion of the material substance of the
railway over which he has just passed in
one of their luxuriantly caparisoned cars?

These passes are given for a consideration, or they are not. Which is it, Mr. Manager? If for services rendered, what is the character of said service? If not for service rendered, by what authority did you acquire the right to issue the pass? Can you point to any law that grants you any authority? Is it not simply a product of a system forced upon you by custom? And when you reflect that you have added your quota to the gross number of passes issued to those in whom you have no interest in common, those who have no interest in you or the properties you represent, do you not feel a sense of humiliation and

shame creeping over you when you have refused to pass one of your operatives who has been faithful in the trust you reposed in him?

successful assault upon this ancient and well fortified citadel. Will not managers, gathering wisdom from an experience that has well nigh cost the sacrifice of the properties they represent, unite, and with the dawn of the coming year adopt such measures and enforce such regulations as will, at "one fell swoop," sweep away the whole code of demoralizing and disastrous systems and customs that create special privileges-unequal and paralyzing discriminations in favor of favorites and local interests. Men occupying the humbler stations in life, having had the benefits of our blessed free school system-have not only acquired the habit of reading, but of reasoning, and jealous of their rights under a free government

having a full knowledge of their power in the elective franchise, cannot, nor will not be contented with their condition, when they daily encounter such unequal and unjust discriminations against them.

OCCASIONAL.

HISTORY OF AN OLD ENGINEER. MESSRS. EDITORS: Eli Yoder is one of the oldest living engineers of this day. A native born Pennsylvanian, at one time a wagon freighter from Pittsburgh to Philadelphia before the day of railroads-he at

Let it be understood that I am not entering a plea for the extension of the system, or urging a return to the olden-time discretionary privileges accorded train-men. I am endeavoring to adduce evidence to support my convictions that the entire system should be swept away, and the power to create privileged classes abrogated. At first thought, this would be regarded by railroad men as entirely too sweeping, and a hardship; and while I contend, lustily, that managers have no right to curtail the scope of the system in its relations to the labor class, and continue its prodigal and unfair use among those not so engaged, I am fully convinced that the interest of all classes would be better subserved by the wiping out of the system in its entirety. Operative railway men have suffered a loss, directly and indirectly, of hundreds of thousands of dollars by its use. The fact that a pass could be obtained has prevented thousands of laboring railway men from accumulating a snug competence. By its use they have acquired roving, discontented dispositions and prodigal habits. Men and their families have become so accustomed to migratory habits that it would be retime was owner of three six-horse garded as little less than absolute tyranny teams and wagons. But the railroad came to compel them to stay at home or pay along and broke up his business, so he their fare when they traveled; yet an expe- joined hands with them and became an enrience of thirty years, with the most abund-gineer. In the year 1839 he ran an engine ant opportunities for observation, coupled with a desire to investigate the condition of my companions in the labor army, has convinced me that the time and money expended in traveling with a free pass in his possession, has cost the operative railway man his competence and his independence; and I am also convinced by the same opportunities for observation, that in every attempt that managers have manifested to adopt measures to enforce economy in expenditures, limit or abrogate former indulgences, they have invariably selected the working class as the first party to be attacked; and it will require a manager of commanding influence and strategic ability to collect his forces and lead them to a

one

on the old Portage Road from Hollidaysburg to Plain No. 10; the State of Pennsylvania owning the road at that time. In 1841 he ran an engine named Lafayette, the first outside connected engine built by the Norris Locomotive Works, on this same road. He next ran the Constitution, which he ran for ten years. She was rebuilt once in that time. The officers at that time were, David Watson, Wm. Champbell, Captain West, Thomas Powers, Colonel Piper and John Ross. He went from the old State Road to the Columbia Railroad; a man named Baker was Superintendent. From here he went to Norris' Locomotive Works, and took out engines, many of which he took over the Catawissa Road, managed at

that time by Col. McKissock, now of St. years at the same post, and his wages are Louis railroad fame. less than $125 per day, now; yet he lives well and works contentedly, and always

Here is your example, engineers. While he has no right to exact or even expect any more wages from the Company, as they pay him for all he can do, but all engineers should take example in their now young days, become banded to the B. of L. E. and the Insurance Association; when you get old you cannot expect railroad companies to care for you, as they too become old, and can hardly care for themselves, and your children might prove un

From Norris' Locomotive Works he went to the Baltimore & Ohio a short time un-pays his insurance money monthly; for I der Mr. Hays, as Superintendent. From must tell you the old man is one of the boys, there he went to the Western Division of and his grey hairs are seen regularly at the great Pennsylvania Central Railroad; his Lodge. he was on this road during the lamentable cholera year in Pittsburgh. At this time he was sorely tried; having but few engineers, and they dying almost daily, compelled him to run almost night and day. Here he showed the moral courage of engineers; standing at his post day and night, while in Pittsburgh they were hauling the dead night and day in countless numbers to the graveyards, with only pond-water to drink, and death almost staring him in the face, yet he stood at his post until symp-grateful, and only care for themselves. toms of the cholera compelled him to return to his family at Hollidaysburgh, leaving his son who had been firing for him all the time, to run his engine, willing to make a sacritice of him rather than discommode the Company. After a long spell of sickness at home, he ran on the new Portage Road, across the Alleghany Mountains. Here, he ran engines Niagara, Montgomery, Kentucky, Ben. Franklin, Bedford, David Porter, James Clark, and the Hercules. He upset on this engine one time, coming down the mountain backwards with a heavy freight-train pushing him along. There had been a heavy storm during the day, and he ran into a landslide, turning his engine over, containing twentyone young ladies and gentlemen, among whom were some of his own children. He could have saved himself at this time, but he could not leave his post and see those young people upset; so he stayed with her until she turned over with him, burying him in the sand. These young people all lived in Hollidaysburgh, and had been up the mountain on a berry party; no doubt many of them remember the old engineer, as many of them were hurt and two among the number were killed. The old man was burned badly and his ribs all broken on one side, which compelled him to give up running an engine. Since that time he has been working in Altoona shops. He is now seventy-one years old, has worked fifteen

If Eli Yoder could live these seventy-one years over again, no doubt he would live them differently, although for the last ten years he has been a strict church member and lived a good moral life; and when he comes to lay down to die, his mind will rest easy for his wife and orphan boy (he has raised two families, one of his daughters leaving on orphan babe, which his noble heart and willing hands have nourished for ten years) will at least have enough to keep starvation from their homes. And yet how easily he has done this; being a member of the Insurance Association, and only paying out his money a little every month, yet what an amount the few dollars amount to now. I hope every engineer when he reads these lines, will make up his mind that he needs just so much insurance, and while you band together to elevate yourselves as men, band together to place your families above the cold charities of the world, when you are running on the level of time, to that bourne whence no traveler returns. Be just; be proud as men; be honest as workers. Be kind to each other, and when your Lodge meets, be there. Learn to work your brain as well as your engines. Just as soon as you get that brain power to work, so soon you will find out what you are living for, and that you are God's creatures; then, and not till then, will you attain the station you ought to fill. YOUR TRUE FRIEND.

The Bournal.

CLEVELAND, JUNE, 1878.

OUR INSURANCE.

We are frequently asked why we do not pay the claims of the insured more promptly. The By-Laws of the Association require the members to pay to their Division Secretaries within thirty days from date of notice, and the Division Secretaries to forward to the General Secretary within ten days thereafter, and he to the claimants within twenty days after receiving any part thereof.

Now, the reason we do not pay the claims within the prescribed time is owing to the tardiness of some of the Division Secretaries in sending in their reports. When questioned in regard to the delay, they attribute it to the indifference of the members, and I have no doubt in many instances it is true. We have had some experience in that direction, and know how difficult it is to collect money from some members. You would imagine, from the expressions made by some, that they were conferring a personal favor upon the Secretary in paying their assessments, which is all wrong, and only tends to discourage good, reliable Brothers from acting in that capacity.

and it is the only way to insure promptness. Notices of Assessments Nos. 354-5-6 were issued Jan. 31st, and, notwithstanding we kept the account open until April 24theighty-two days from date of notice-we were compelled to close it with two Divisions to hear from, after having written to the Secretaries, urging them to report, without eliciting any reply from them as to what they intended to do. We have no desire to forfeit any member unjustly, but it is of the utmost importance that we should have the reports in by the time specified in our By-Laws. Then we shall be able to pay the claimants according to agreement.

As Bishop

It is gratifying to know, despite all the croakings of the fickle-minded, the dishonesty, treachery and perfidy of some of our hitherto zealous members, and the assaults of our avowed enemies, that we were enabled to show a gain of twelve over the previous report--small, to be sure, nevertheless an increase. Simpson, of the M. E. Church, remarked, when addressing the officers of a Church that had passed through some severe trials, and were badly involved: "Brethren, I see no reason for discouragement. So long as you are able to pay current expenses and reduce the debt on your church a little each year, although it be but a trifle, you have cause to be thankful, and by perse

with us-if we can add a few each month, our membership will soon be restored to its former status.

Brother Fred. Ongley, of Bloomington Division, No. 19, has added ten to his membership; Brother S. J. Prentiss, of Trenton (Mo.) Division, No. 91, nine; and Brother S. H. Reed, of Cream City Division, No. 66, eight, within the past year, which is an evidence of what can be accomplished by manly, persistent effort.

There may be instances where it is im-vering the debt will soon be cancelled;" so possible to collect and forward to the Grand Office within the prescribed time, as some of the roads are behind two and three months in paying. In such cases good judgment would dictate an extension of time, and we have always exercised leniency when a plausible reason has been assigned for delay in payments. It would greatly facilitate the business of the office, and remove all cause for complaint, if each one would arrange his business so as to pay the assessments as they become due. It seems to us that sixty days ought to be sufficient time for any Brother to pay three or five dollars, as the case may be. If you were insured in any other insurance company, and failed to pay the premium on your policy when due, you know the result,

It certainly has been demonstrated, beyond a possibility of doubt, that there can be no better, safer, or cheaper insurance than ours, and why there are not more of the Brothers that avail themselves of the advantages offered by it is a mystery we cannot solve. Even in the most prosperous

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