ference of about 40 per cent, and it should be also considered that our increase was for part of the engineers only. About one third of us have not received a single penny increase in over four years. But the Bethlehem Steel Company is not the only corporation that has granted wage advances. U. S. Steel and hundreds of other concerns have done likewise. In fact all large employers in America have done something for their employees to help meet the high cost of living except the American Railroads.

"Watchful waiting" is getting us nothing and it is time there was something doing in regard to this wage question. We cannot buy groceries or clothing a cent cheaper than the other fellow, and we are certainly giving as much, if not more, in the way of earning power through intelligent service as the other fellow. Money, and nothing else, talks now.

Because we receive as high a pay check for working sixteen hours a day as the other man does working ten hours a day is not a reason why we should be satisfied; quite the reverse. We are entitled to an advance in pay proportionate to the increase in the cost of living, which is at the present time approximately 60 per cent higher than it was five years ago. The railway train and switching service employees are entitled to at least a 40 per cent flat increase, and steps should immediately be taken to secure it. We may have to fight for it, but if so, let us fight. The writer doesn't believe in waiting "until the war is over" before making a move, or dilly-dallying two or three years to reach an agreement.

If an agreement between the coal operators and 6,000,000 miners was reached in thirty days, it should not take us very long to reach an agreement with the General Managers' Association with as a plain case as we have at the present time.

I believe that if this matter were taken up by the local Divisions of the various organizations interested, substantial results could be obtained in record time. Get busy, Brothers.

Fraternally yours,

FAIR PLAY.

Bro. K. E. Holden, Div. 82

SIOUX CITY IOWA, Sept. 19, 1917. EDITOR JOURNAL: I am enclosing you for the Engineers' JOURNAL a photo of Bro. K. E. Holden, member of Div. 82, who was retired on pension by the C., St. P. M. & O. Railway Co., May 1, 1917, after 45 years and 8 months of continuous service.

Brother Holden was born in the County of Valden, Norway, in 1849, came to the United States in 1869 and commenced work for the St. Paul & Sioux City Ry.,

Bro. K. E. Holden, Div. 82

in April, 1871; commenced firing in October, 1875, and was promoted to engineer May 25, 1880. Since then has run on engine continuously for the Omaha Ry., never having had a serious accident.

On account of his health he was pensioned by the company. He says if he does not try to do much he feels pretty well, but his hard working days are over.

Brother Holden has ever been a very faithful, hard working engineer. He was always proud of his engine, and was always able to find something to do on her whenever the opportunity presented itself.

It is the wish of all of Brother Holden's

friends on the road, and I might say, truly, they are his friends, that he will still live many years to enjoy his well earned rest and pension. Yours frat., SEC.-TREAS., Div. 82.

Bro. Joseph Cadden, Retired

ELLIS, KAN., Sept. 18, 1917. EDITOR JOURNAL: Bro. Joseph Cadden was recently notified that he had been placed on the Pension List of the Union Pacific Railroad Company.

"Joe," as he is familiarly called here

Bro. Joseph P. Cadden, Div. 141 abouts has not been working regularly for several months. Some good people up in the northwest, where "Joe" came to a long time ago, are under the impression that when the first locomotive was built he stood first out, and knowing that, "Joe" has all stuck-up for his rights as well as for the rights of others, he must have been the first engineer.

However, "Joe" says that's a mistake. He says further that he was born at Binghamton, N. Y., March 10, 1851, and did his first railroading as a brakeman on the Lehigh Valley Railroad on September 6, 1871, going firing about two months later, and was promoted to engineer in

1875. He commenced running on the Union Pacific, on the main line between Kansas City and Wamego, in 1880, being transferred to the Solomon Branch in 1881. In his 37 years of service with that company Brother Cadden never missed a pay day, nor was he ever suspended or censured in that time and no passenger was ever killed on a train he hauled.

Brother Cadden was Chief of the Fire Department here for 16 years. He organized the Kansas State Volunteer Firemen's Association, and was twice elected as its President. He has also served as President of the Board of Education, besides holding several other positions of honor and trust. For years he has organized and conducted all the principal parades here, and there is no man more at home in a crowd than "Joe."

There are many people hereabouts who wish Brother Cadden all possible health and comfort in his retirement, for his friends are legion. Fraternally yours, THOS. CHAPMAN, S.-T. Div. 141.

Bro. Philip Michaud, Div. 176, and Wife

BARABOO, Wis., Sept. 21, 1917.

EDITOR JOURNAL: Bro. Philip Michaud was born in Kamowska, Province of Quebec, Canada, April 11, 1847, and when about three years old came with his parents to a French settlement in Iroquois County, Illinois. He began his railroad career at Aurora, Ill., as a switchman for the C., B. & Q. Railroad Co. in 1863, but soon afterward was given a a job as fireman for the same company out of Aurora.

In January, 1865, he enlisted in Company B, 156th Regiment, Illinois Volunteer Infantry, serving his country faithfully until the close of the war, and was mustered out in Sept., 1865. By that time Company K, 89th Regiment, known as the R. R. Regiment of Aurora, had already returned and taken all of the available jobs, so Brother Michaud was compelled to look elsewhere for a railroad job, and finally secured work as a brakeman and switchman at Clinton, Iowa, where he remained until October, 1867. He then returned to Aurora where his good old friend, Mr. C. F. Jerett, master mechanic, put him back to work as fire

man with an engineer who was familiarly known as "Uncle" Henry Reynolds on engine 59, between Aurora and Chicago.

On June 12, 1871, Brother Michaud was promoted to engineer and sent to Chicago to run a switch engine, and was running there at the time of the disastrous fire of Oct. 9, 1871, a sight he will never forget. The next spring he was sent to Aurora, Ill., and put in road service where he remained until the fall of 1873, when he came to Baraboo, Wis., and accepted a

taken an active part in the Order, having held the office of Chief and First Engineer, and is at the present time Secretary of Insurance and Pension.

There are many who have a warm spot in their hearts for this Brother on account of his thoughtfulness and assistance to others in times of sorrow and need.

On Nov. 20, 1866, Brother Michaud was joined in wedlock to a life partner, who is a charter member of Sunbeam Div. 39, Auxiliary to the B. of L. E.

position as engineer for the C. & N. W. R, R. Co., and worked continuously here until he reached the age limit of seventy years and was pensioned by the C. & N. W. R. R. Co.

At the time of his retirement Brother Michaud was the second oldest engineer, in point of service, on the Madison division. He was in passenger service for the past thirty-five years. He joined Div. 23, B. of L. E., at Aurora, Ill., in 1873, and was transferred to Baraboo, Div. 176, January 7, 1877, and has always

On Nov. 20, 1916, this esteemed couple were assisted in celebrating their golden wedding by a wide circle of friends and relatives, who extended to them their best wishes for many more years in which to enjoy the fruits of a well spent life.

HENRY H. TINKHAM, Div. 176.

W. J. Stanfield, Div. 473, and Wife

CLARKSVILLE, TENN., Oct. 1, 1917. EDITOR JOURNAL: On Dec. 25, 1846, I was born on a farm in McMinn County,

East Tennessee. I lived there until I was sixteen years old, when I decided I would go to work on the E. T. V. & G. R. R. I was a "wood passer" on an old hook motion Dickie Norris engine.

The Civil War was going on, and after I had been on this road for about a year, I concluded the soldiers had just as good a job as I had, so I joined the U. S. Army and stayed with them until I was mustered out in 1865.

Then I came back to the E. T. V. & G. and fired until 1868, when I was promoted

Bro. W. J. Stanfield, Div. 473, and Wife

to running an engine, and ran an engine eighteen months. The Alabama Southern was building a new road, so I left the E. T. V. & G. and went to this road on account of getting better wages. The road was completed in 1870 and the first through train was run from Chattanooga, Tenn., to Meridian, Miss. I had the pleasure of pulling it from Tuscaloosa, Ala., to Meridian.

I also ran the first engine through the country where Birmingham is now. I was hauling iron and ties to the track layers.

In this same year, 1870, the first Division of the B. of L. E. lodge was orga

nized in Chattanooga, and I was one of the charter members.

In 1871 I came to Nashville, Tenn., to work on the N. C., as I had so much better health here. I brought my "withdrawal" card from the B. of L. E. and joined Div. 33 at Nashville, and stayed in it until it went down. Then Div. 129 was organized and I joined that about 1887, and after Div. 473 was organized on the Henderson, I withdrew from Div. 129 and joined it.

In 1872 I quit the N. C. and came to the Henderson Division on the L. N., as H. M. Smith, master mechanic, was a particular friend of mine, and I have been here ever since. I have pulled every run on this road. My last six years in service was spent in pulling the Hopkinsville accommodation, which I regret very much to say that I had to give it up on account of my health breaking down.

During my 49 years of railroad service I was always careful and did my work the very best I knew how. I never had anyone hurt on my train (not even in the old link and pin couple days), neither have I had to go to a court house for a lawsuit. I was always faithful to the company and looked out for their interest, for which I think they have shown their appreciation by retiring me on a pension.

Forty-five years ago this month I was married to Miss Ellen Seaton. We have raised a large family, four girls and five boys. Three of the boys are members of the B. of L. E. My wife gets younger and better looking every day she lives. This year she has been very patriotic. She has canned 300 jars of fruit, made 50 gallons of preserves and 26 gallons of kraut. I am most thankful to the company for making it possible for me to stay at home with her and enjoy the good things she has put up. Fraternally,

W. J. STANFIELD, Div. 473.

Bro. Thomas Cavanaugh Receives
Honorary Badge

ST. PAUL, MINN., Aug. 14, 1917. EDITOR JOURNAL: Having recently received an Honorary Membership Badge from the Grand Lodge, B. of L. E., and having retired from active service, and

pensioned by the Great Northern Railway, I will give a brief sketch of my career, hoping it will refresh the memory of some who are still in the land of the living, and with whom I worked nearly fifty years ago.

I started wiping an engine at Sauk Rapids, Minn., which was the Western terminal of the old St. Paul and Pacific, in April, 1868; was promoted to fireman in March, 1870; fired three years (green water elmwood at that, once in a while you might get a tank of dry basswood). Was promoted to engineer in April, 1873, and ran an engine continually until 1909, when on account of failing health I was appointed to a position in the Dale Street Shops, St. Paul, and worked there until March, of the present year.

When looking back through the mist of years I can recall the genial smiling faces of some of the old Boys who have long since passed to their reward. There was Webster Gardner, who ran the first engine on the St. Paul and Pacific (No. 1), John Charles, George Hammer, Billy Ferguson, Charley Yeagher, George Chrysler, Pat Dorsey, Al. Smith and H. E. Emerson (father of our present General Manager), John F. Maher (Honest John), Mike Cleary, Jimmy Curran and George W. Tyler. About all that are left of the old school are Bill Alexander and George N. Bailey, both in business on the Pacific Coast, Billy Noyes, in business in St. Paul, and myself.

These were the days before the advent of lubricators, or injectors, automatic couplers or electric headlights, and an engineer had to do his own packing of pistons and valve stems and pumps, take care of his headlight and cab fixtures and he received one day's pay for running over one division, no matter if it took him eight hours, or twenty-four to do it.

I joined the B. of L. E., Div. 150, in May, 1875, also the B. of L. E. insurance, and shall keep both until I register in for the last time.

The official family of the old St. Paul & Pacific, when I started working for them, was George L. Becker, president, F. E. Delano, superintendent, J. B. Rice, assistant superintendent, J. C. Munro, master mechanic, and H. V. Dugan, train dispatcher. This was the beginning of what is today one of the greatest railroad systems in the country and the envy and admiration of operating officials