release position, provided, however, it enters, has a tendency to cool off or that the train line is not also reducing by leakage. Perfect Combustion. W. B. W., St. Thomas, Ont., asks: Why will a certain number of twoinch holes through sides of a fire-box, just above the fire line, make an engine steam easier, burn a brighter fire and emit less black smoke? Answer: The reason for this is because that on some engines those of small grate area especially the necessary amount of air for good combustion, if all drawn through the grates, will tear the fire over each opening in grates, and the air that comes in in this way, on account of the great velocity at which at least lower the temperature of the fire below, that at which the gases will ignite, causing the fire to look red. and causing large quantities of smoke to be emitted in consequence thereof. The reason the fire looks red is because there is not the necessary intensity of heat for good combustion, which is also the reason why an engine will not steam in such cases. The holes you speak of in the sides of the box, supply a part of the air necessary, and consequently the amount of air that comes through the grates does not tear the fire so much, and the mixing of the air that comes in through the holes, with the fire, will make more perfect combustion than if the holes were not there. The gases that The old Victoria tubular bridge is shown near the center of the new structure. The track on left is laid on false work and is used only for construction purposes. otherwise would pass through the flues, and out of the stack in smoke, will mingle with the air coming in on top of the fire and be consumed, making a nice white fire, with very little, if any, smoke from the stack. Any wellproportioned engine will steam better when that condition is present. TECHNICAL CORRESPONDENCE. I noticed in the December Scientific number of Locomotive EngineerFiring. ing, a copy of which was presented to me by our Traveling Engineer, an article on burning soft coal without making black smoke. I have talked to several of the firemen here on the subject, and find that they differ greatly in opinion. I have been experimenting some on the new system (the single shovel plan of firing), and I am of the opinion that an engine can be fired in this manner successfully without creating much smoke. I believe this system of firing will make less work for the firemen and will consume less coal than if the engine be fired in the old style. My run is twelve miles long, helping trains over the mountains, and it takes from forty-five minutes to an hour to make the distance, therefore, it can be seen that my run does not give me an opportunity to secure the best results that might be obtained with this mode of firing. Nevertheless, I burn from one-eighth to one-fourth of a ton less coal per trip than was consumed when firing the old way, and this saves, on an average, three-fourths of a ton of coal in a day of twelve hours. Besides this saving of coal for the company, it makes less work for me. I have to clean my own fires and rake out the ash-pan, and this I was in the habit of doing each trip, when convenient, for fear that I would get caught for two or three trips in succession without an opportunity to clean my fire. When using this new method of firing, I simply give my grates a single shake at the end of each trip and rake out the ash-pan once a day. I am never troubled with clinkers and seldom use the slash-bar. I have made as many as three trips without putting the slash-bar into the fire-box. When starting out I use two or three shovelfuls to the fire, until I get the fire in good condition-say, for the first mileand after that I use but one shovelful of coal to the fire. But if I find in a few miles that my fire is getting too light, I use two shovelfuls for a few fires, until the fire is in good shape again, and then commence using but one, as formerly. My fire is always bright and thin on the grates. As to black smoke, there is and will be some, but there is not that great cloud of smoke sent out that is produced by the old method of firing. I think some of the other boys on our division are trying the plan, for I notice when helping them over the mountains that there is not the volume of black smoke that I used to notice. That is right; stick to it, my lads. I know we have firemen with as much pride and skill as can be found on any road; and if firing without making black smoke can be done, they will do it, if they have to get white coal to do it with. Give us your views on this subject, boys, and let us know what you are doing. Asheville, N. C. MEMBER OF 455. I have noted lately, in differWho Shall ent publications, considerable Pump the Engine? Controversy regarding the pumping of locomotives. The article in your last number by Bro. Conger has prompted me to say a few words on that subject. Circumstances, conditions and intelligence govern largely, but one important factor seems to be overlooked. Experience has taught me that the continual use of the same injector, whether it be on the right or left side of the engine, is detrimental, in several ways, to good service. I have noticed in the removal of flues from locomotives that got their water supply almost exclusively from one side, that the mud and scale on that side, extending from two to three feet from check chamber, was so thick that water at that part of the boiler must have been almost an unknown quantity. I have heard and noted complaints of no steam, flues leaking, etc., from the enginemen of these mills before they got the kindly shelter of the hospital. These complaints and investigations led me to experiment, and from the whole I have formed these conclusions: That the pumping of an engine entirely on one side leads to the filling up with mud on that side, while the opposite side is comparatively free; that these conditions lead to the impeding of the circulation of water, and a decidedly uneven contraction and expansion of flues and heating surface generally; that the pull on flue-sheet is uneven, from which the engines leak and get to steaming badly before they have given the service that it is reasonable to expect of them. I have noticed in running engines which had been in service for a considerable time, and had their water supply from one side, that by using the injector which had figured only as an ornament, and putting water in on the clean side, it considerably improved their steaming qualities. I am firmly convinced that good service demands the pumping about equally from both sides. The unused injector is liable to become inoperative from neglect, and at a time, too, when its service might be of immense value to the company, and save the reputation of the "plug puller." In a future number of the MAGAZINE I want to say something more on this subject, and anxiously invite friendly criticism. J. W. READING. Grand Rapids, Mich. Come, boys, let us all watch together The dawn of the coming new year; Regardless of cold wintry weather, 1899. SHANDY MAGUIRE. Tonight we must be of good cheer; Who knows if we'll e'er see the morrow! We only can boast of today; But trouble we never should borrow; When here, we should drive it away. The century's rapidly going, A twelvemonth, and then 'twill be gone; Old Death with his scythe still is mowing, He knows when our life's work is done; But yet, we have this consolation: He ne'er spares a friend or a foe, Besides, he's devoid of persuasion, For when he says "come," we must go. The fellow who's loaded with riches, Who lives in a castle in state, Will shiver clear down to his breeches, Whene'er he's heard outside the gate; While we, who must labor like horses Through life, for a poor crust of bread, Don't care a red cent when we're corpses, We can't be much worse when we're dead. It's all very well for a preacher God grant there is truth in the story; Oh, faith! and oh, good Christian mother! Our keen mortal anguish can smother All victors o'er death and the tomb. With purple and vermilion dyes! I bid you the top of the morning, Negro Wages Must Go. The remarks of Grand Master Sargent on the negro question at the Norfolk and Portsmouth union meeting have been commented upon by many of the leading papers of the country, and not adversely, for it is a matter of justice and right that negroes should either demand and receive the same wages paid to white men for firing locomotives, or else get out of the way. The time has come when employers should not use the ignorant negro laborers to degrade the white laborer, and the agitation of the question will create a sentiment in the section where negro wages and negro methods prevail which will result in a change, . We object to Chinamen making cigars and doing other work at "Chinese wages," and we protest at annexing millions of Chinamen, Malays and what-not, to the United States to compete with white American workingmen, and we just as seriously object to the ex-slave labor of the South being used to keep down white labor. If a negro has not the ability to command white men's wages, he should make room for If a man that does have the ability. ply because he is black, fires an engine white fireman on the same road, simply because he is white, cannot expect more than thirty dollars per month. This is no "race war," it is an " indus trial problem" that must be solved, and the time has come to arrive at a solution. Grand Master Sargent plainly states that this is to be a campaign of education and not an affair of strikes. The question is, will the Southern people permit such conditions to exist, when it comes home to them that "negro wages" are making paupers of the white people in that section? Will they approve a system that makes it so that a Southern man who fires a locomotive does not have the same chance to earn his living in this world as white men of other sections-and all because: If the white men don't like it, negroes will be hired for lower wages than are now paid." The New York Journal's correspondent says of the Nor olk meeting: The union meeting of railroad Brotherhoods in session here today is considering the advisabilty of passing a measure prohibitive of negro or mulatto firemen and engineers, particularly upon railroads south of Mason and Dixon's line. The movement was broached last night by Grand Master Frank P. Sargent, of the Brotherhood of Locomotive Firemen, when, in his public address in convening the union, he pointed out that the elimination of the negro from the railroad service was the most important subject for discussion and official action by the body. Mr. Sargent's language was cautious, even to the verge of diplomacy. He declared that whatever action the union might take, it would be within the borderline of the law, that there will be no threats, no violence toward the negro firemen, but that the contemplated action was necessary for the survival of the fittest. Mr. Sargent's real cause for complaint, he declares, is the way the negro is undermining the wage market of the South. "Where white men were paid thirty dollars per month for firing," he said, "and have dared to ask for an increase in pay, the railroad officials have met them with a pointblank refusal and the statement: We can get negroes to do this work for twenty-five dollars per month.'' Had You Thought of It? Have you overlooked the fact that with this issue of the LOCOMOTIVE FIREMEN'S MAGAZINE, the soliciting, management and entire responsibility Mr. Sargent declared that in the interests of the advertising department of our of the white firemen of the South the union should pass resolutions forbidding negro help on the engines or tenders. In his peroration Mr. Sargent declared that if something be not done quickly louder mutterings would be heard against the blacks, and not in the Carolinas alone. Chief P. M. Arthur, of the Brotherhood of Locomotive Engineers; Grand Master P. H. Morrissey, of the Brotherhood of Railroad Trainmen; Grand Chief Walker V. Powell, of the Order of Railroad Telegraphers; Assitant Chief Wilkins, of the Order Railway Conductors, and a half dozen others spoke, too. The proposed departure will not affect the railroads of the North to any extent, as there are no negro firemen or engineers in the Northern railway service. The Richmond Dispatch thus comments on the remarks of Grand Master Sargent : The most striking thing Mr. Sargent said in what was the speech of the evening, was this: If Southern railroads are so wedded to the negro fireman that they cannot part with him, they will have to pay him white men's wages. These organizations have decided to act in concert to accomplish this end." The Grand Master of the Firemen then went book rests on the Editor and Manager? It is of this he wishes here to write. A few years ago, Mr. John Hill, the former editor of Locomotive Engineering, told our former advertising manager, Mr. Gates, that the LOCOMOTIVE FIREMEN'S MAGAZINE was one of the best advertising mediums he had ever patronized. Within the past few years, Mr. Gates has reported that the great complaint from advertisers in the LoCOMOTIVE FIREMEN'S MAGAZINE has been "no returns." peatedly stated that it is with little difficulty that he secures new advertisements on trial, but these new advertisers "key" their advertisements and watch results. They complain that the Mr. Gates has re readers of the LOCOMOTIVE FIREMEN'S MAGazine do not write to advertisers; that they do not encourage local merchants to handle their goods—in fact, it does not pay them to advertise in the Locomotive Firemen's Magazine. That this statement is untrue, can be on to declare that no threat was intended by proved by the many firms that have his declaration. The railway men, he said, contemplate no strike because of negro labor. For the next two years, however, a campaign of education would be waged, and the result, he predicted, would be the placing of an intelligent white fireman in every locomotive cab been constant advertisers for years, and have built up large businesses through advertising in the LOCOMOTIVE FIREMEN'S MAGAZINE. convince the timid he need not expect But it is difficult to business man that great returns from |