Published by The Norman W. Henley Publishing Co., 132 Nassau street, New York City. Price $1.50. The title of the book explains its purpose. The contents are as follows: Defective valves; Accidents to valve motion; Accidents to cylinders, steam chests, and pistons; Accidents to guides, cross-heads, and rods; Accidents to running gear; Truck and frame accidents; Boiler troubles; Defective throttle and steam connections; Defective draft appliances; Pump and injector troubles; Accidents to cab fixtures; Tender accidents; Compound locomotive accidents; Miscellaneous accidents; Tools and appliances for making engine repairs; Air brake troubles; Aid to the injured. Although classified by subjects the book is written in form of catechism, which not only supplies desired information but supplies it in a

house equipment. Chart I shows the high speed and signal equipment on passenger engine, tender, and passenger car. Chart II shows standard equipment for freight engine, tender, and car. The charts are a valuable adjunct to the catechism, and are always sold with the book at no extra charge.

The Daughter of a Magnate.-By Frank H. Spearman. Published by Charles Scribner's Sons, 153-157 Fifth avenue, New York City. Price $1.50. A railway story written by a popular author of railway stories. The book is illustrated with attractive half-tones. While no opportunity is had for editorial review, the following publisher's notice sets forth its character: "The romance of that greatest of American interests, the railway, has never been depicted with the expertness, sympathy, and sympathetic elaborateness

port.

Immigration Into Canada.—Canada has all the elements required, save convenient coal measures, for the building up of a great and prosperous country. She has abundant water power and transportation. She has in the east splendid railroad facilities, and soon will have throughout the west and northwest railroads sufficient for the needs of the country. What she lacks is population, and this she is endeavoring in a strenuous way to secure, and with the opening up of the Northwest Territories and new Ontario it would seem that a great tide of immigration must be attracted. Even now the immigration into the Dominion is greater than at any time since the first settlement of the country.

The following figures indicate the number and nationality of declared settlers since 1898:

Convenient Cabs.-The location of cab appurtenances for the convenience of the engineer affects locomotive performance to a greater extent than is usually appreciated in the drafting room. The location of the position of a cab fixture upon a blue-print where apparent space advises and where it seemingly will be in view from the engineer's seat, when arranged upon the boiler, does not always result favorably or conveniently for road conditions.

During the recent meeting of the Traveling Engineers' Association some very apt and pointed remarks were made relative to this subject. As a practical solution of the difficulty, the policy was suggested of detailing a representative of the road having new locomotives built, to visit the building shop, to inspect the location of cab fixtures while being placed. By first putting in the engineer's seat, the inspector can locate himself where the engineer will sit while running and from this point he can judge absolutely as to the proper location of each appliance.

An, observation of this practical suggestion will often add to the comfort of

A Graphic Account of the Berlin-Zossen Record Run.-The attainment of the speed of 130 miles an hour on the high-speed electric road from Berlin to Zossen, which has been duly chronicled in these columns, has probably caused many of our readers to wonder just how the men in the cab felt when they saw poles and trees flying past. It happens that Dr. Reichel, one of the engineers who was in the car at the time it made its historical run, published in a Berlin weekly a very good ac

miles an hour. When Lichtenrade is reached, about half a mile further on, the car is rushing on at 941⁄2 miles an hour. Each second the speed increases. Just before the station of Mahlow appears, a curve of 6,560 feet radius looms up. The speed is now 109 miles an hour. We seem to be leaping toward the curve. No bend can be seen; the track apparently ends abruptly. We know there is a curve, and yet we are anxious; we brace ourselves for a shock. Just as we reach the curve

count of the experience of those who conducted the experiments. We translate the more striking portions:

"All preparations have been made; a brake test has been carried out; the engineers have climbed into the car; and the military posts along the road have been informed that the car is soon to start. The motorman turns the controller very slowly through a few degrees. Fourteen thousand volts shoot from the lines to the motors. With a whir the car starts on its memorable journey from Marienfelde at twenty-five minutes after nine o'clock. The overhead wires are swaying in a strong wind. As the car travels on, the strength of the electrical current fed to each of the four motors is gradually increased to 350 amperes. In other words, 2,300 kilowatts, or 2,600 mechanical horse power, are being expended. A mile and a quarter has been covered. The speed indicator shows a velocity of seventy-five

the track seems to bend into a gentle arc into which the car runs easily.

"The curve is passed. About a mile ahead of us a safety signal can be seen. We climb a grade of 26 feet to the mileslight, to be sure, and yet to ascend it at full speed we must expend 300 horse power more. The train is flying on faster and faster. We rush through Mahlow (4 miles from Marienfelde) at a speed of 115 miles an hour. No vibration or shock is felt. It seems as if the car itself were not moving-as if buildings, poles, trees, were flickering past. Only the humming of the wheels assures us that it is we who are moving. The voltmeter shows that the current collectors are doing their work smoothly. No fear of increasing the speed need be felt. The last resistances of the controller are gradually cut out under the load of 2,300 kilowatts. The finger of the speed indicator slips along to a mark which shows that the car

is making 121 miles an hour. At every crossing a loud ringing note can be heard, caused by the wheels.

"Fragments of ballast as large as walnuts are sucked up into the air and fall back as the train rushes on. At first the speed is bewildering, almost stupefying. We in the cab are much nearer the track than is the engineer of a steam locomotive. On that account it seems at first as if the car is literally devouring the road by the mile. Gradually we become accustomed to the new sensation. The feeling of safety and comfort which overcomes the first shock of amazement gives rise to the desire to travel still faster. After the 120 mile an hour mark has been passed, the excitement in the car becomes intense. Not a word is spoken. Only the click of the wheels over the rails is heard. Every eye that is not fastened on the speed indicator is glued on the track. Suddenly, at a distance of about half a mile, we see two men unconcernedly standing in the middle of the road calmly awaiting the car. The motorman jumps for the whistle string. As the danger signal shrieks, the two men on the track turn about with a frightened look, and then flee for their lives. No power on earth can stop this 93-ton car within a mile.

"We whizz past the town of Dahlwitz. Dust, sand, and large pebbles leap up behind us.

We just catch a glimpse of people on the station throwing up their hats in joy. Suddenly a smashing blow is heard against the window of the cab, as if a man brought his fist heavily down upon a table. It was a bird, overtaken in its flight and killed. The speed indicator finger climbs up past the 124-mile mark. Rangsdorf is only 14 miles away (8.6 miles from Marienfelde). It is soon time to shut off the current. Unless the 4,000horsepower engine at the power station at Oberspree does not help us, we shall not reach the speed for which we are all hoping. The engineers at the power house have not forgotten us. The finger of the speed indicator, as we near Rangsdorf, moves just a little further. And so we cover the last mile which we still have before cutting off power, at top notch speed, using up 1,400 kilowatts, or 1,600 horse power. A quarter of a mile before reaching the curve near Rangsdorf, we shut off the current and apply the full power of the brakes. The speed of the car drops to 102 miles. rounded in a noble swing. released, and the car glides

The curve is

The brake is along under

its own momentum without any current whatever until Zossen is reached. In eight minutes we have leaped from Marienfelde to Zossen. We crowd around the telegraph instruments, which have recorded a speed never before attained in the annals of railroading. The telegrapher can hardly attend to his instruments, so many heads are pressing about him. Finally he succeeds in reaching the record -130.4 miles an hour. Everyone smiles; hands are shaken, congratulations exchanged. An officer rushes off to the telegraph station to announce to His Majesty the Kaiser the feat which German engineers have succeeded in performing.

"The front end of the car is covered with flies, bees, and small insects, crushed as if by a thumb against the iron and glass."-Scientific American.

Total Abstinence on Northern Pacific.-It is reported that the Northern Pacific road will follow the example previously set by a number of the leading railroads of the country, and after January 1st the em'ployes of that system will be required to abstain from the use of intoxicants, whether on or off duty. On the date mentioned closer and stricter supervision of the conduct of the men employed by the Northern Pacific and its branches than has heretofore obtained will be inaugurated, and it is understood that taking a drink of liquor will be considered sufficient provocation for immediate discharge from the service. One of the officials of the operating department is quoted as authority for the statement that after January 1st this rule will be enforced rigidly, as the officials of the company had decided that by so doing the service would be greatly improved. Some of the larger systems of both the East and West have adopted similar rules for their trainmen, engineers and conductors during the past two years, and several roads have included all their employes. Great improvement in efficiency is believed to have resulted, and it is on these grounds that the Northern Pacific will adopt the new rule.-Railway and Engineering Review.

Promotion From the Ranks.- Most people are not satisfied with their situation in life, and if it were not so there would be little or no progress or improvement in any direction. Dissatisfaction with what we are and what we have is the incentive to do better things. Therefore dissatis

faction in this sense is a good thing.

If

a man is satisfied to perform the same service for twenty years, in the same way and with no improvement in position or compensation he is not fit even for that position and must eventually move backward. Those who are responsible for the work of many men may take this dissat

This situation is not only unbusinesslike, but it is positively dangerous to the advancement of those who are responsible for it. How can an organization of discouraged subordinates accomplish good work? It is impossible to do "good railroading" under any such conditions. Those who are making the fatal mistake of neglecting the principle of promotion from the ranks should give this matter a thought and rectify it before it is too late.-American Engineer and Railroad Journal.

isfaction for granted and neglect it. They are the men who are unable to retain the service of good men. They deserve to lose every good man. On the other hand, they may take advantage of it to promote and encourage every man who is dissatisfied enough to improve his work and prepare for greater responsibilities.

Herein is the success of men like Carnegie, and herein lies the failure of many large concerns to secure and keep the right sort of men. Railroads can be mentioned on which this principle has not taken a strong growth. In such cases important positions are always filled with "new blood." The old blood understands this policy to mean that hope of advancement and promotion is cut off from all who can not bring stronger influence to bear upon their own interests, and few are able to do this.

"Bearing" American Railway Securities.The placing of American railroad bonds in London privately which is reported this week carries us back ten years at least. In the years immediately succeeding the Baring crisis, huge blocks of American railroad bonds were pawned in London "on terms," and peddled out on British investors as opportunity offered. Is history repeating itself? Messrs. Baring have arranged, and practically placed in London, an issue of £1,500,000 in 5 per cent. sterling notes of two years' duration on behalf of the Great Northern Railway of the United States. The issue is described as being secured by the deposit of the £1,500,000 of sterling notes themselves and of £2,000,000 in the first mortgage 4 per cent. sterling bonds of the St. Paul, Minneapolis and Manitoba Railway. Things must be very bad, indeed, at the other side when a 5 per cent. loan secured up to the hilt can not be placed in New York. And yet people keep asking whether American rails are worth buying now.-Herapath's Railway Journal (London, Eng.).

Humorous. - A traveler mustered up courage to ask when his train was due. "Nine fifteen," said the agent.

He waited a half hour and then went back to the window.

"Train ain't here yet, and it's 9:30." "What are you going to do about it?" asked the ticket man.

"You've got it marked 'on time' on the board."

"Bet you $1 I ain't."

"Then I'd like to know what 'O. T.' stands for."

"Only trying.' It's a mixed train, and they're trying like Sam Hill to get over a grade fifty miles from here with twenty cars of stock. But don't you worry; they'll get here some time today. They'll