British and American sheetings, 260 thousand dollars; Japanese sheetings, 350 thousand dollars; Japanese piece goods and Japanese yarn for use in manufacturing cotton cloths, 800 thousand dollars. Korea, like China, is now drawing considerable quantities of cotton yarn from Japan, and considerable supplies of cotton manufactures. Great progress is being made by Japan in the manufacture of cotton, and in addition to supplying cotton cloths to China and Korea in large quantities it is now supplying the cotton yarns which are used in household manufacture as well as in certain of the cotton mills which exist, and are proving quite successful. merce. The foreign commerce is carried on through the treaty ports of Chemulpo, Fusan, Wonsan, Chinampo, Mokpo, Kunsan, Masampo, and Song Chin. Chemulpo, which is located on the western coast of Korea, about midway from its southernmost point to the northern boundary, has by far the largest comIts imports in 1902 were reported at $1,250,000 out of a total of $1,920,000. The exports of Chemulpo, however, are very much less than those of other ports, being $45,000 in 1902 out of a total of $1,830,000. Its pre-eminence over the other treaty ports as a point of importation is due largely to the fact that it is of itself a considerable city with a comparatively large foreign population and is in direct railway communication with the capital of Korea, Seoul, which is only 35 miles distant. The total value of the imports and exports of Korea, from 1884 to 1902 is as follows: Years. 000; American kerosene, $385,000; Japanese sheetings, $360,000; Japanese piece goods, cotton, $325,000; British and American sheetings, $285,000; grass cloth, $285,000; railway plant and material, $230,000; bags and ropes for packing, $150,000; mining supplies, $230,000; clothing and haberdashery, $100,000; provisions, $95,000; matches, $90,000; saké samshu, $75,000; sugar, $74,000; machinery, $70,000; cotton wadding, $60,000. The Terminal Problem and the The one pressing problem standing out conspicuously above all others in the railway world today is the organization and conduct of the terminal, both passenger and freight. Boston, New York, Philadelphia, Baltimore, Washington, Chicago, St. Louis, in fact practically every city in the United States of any industrial or commercial importance, is face to face with the problem how better to handle the passenger and freight traffic which is pouring in and out of them over the railway arteries of trade. Each and all of them are awakening to the fact that passenger stations and freight yards and terminals, which ten years ago were believed to be adequate for a much longer period of development, are all at once found to be lacking in facilities properly to care for the demands that the past few years have put upon them. It needs only a glance at any of the cities mentioned to be impressed with the situation. Railway officials naturally have been the first to comprehend the Exports. conditions and in the cities referred to $475,000 they have begun to grapple with them. 455,000 Millions upon millions of dollars-a sum 520,000 almost equal to the enormous amounts 935,000 685,000 recently spent on roadbed reconstruction 975,000 and additional lines-have been provided 2,975,000 for by the roads for extensive terminal 2,805,000 facilities in all these cities. This refers 1,830,000 particularly to the passenger terminals, 1,580,000 1,725,000 with which improvements the general traveling public is more or less familiar because they are brought in almost daily contact with this phase of the situation. With the efforts of the railways to provide increased yard and terminal room for freight, however, the general public has but little knowledge. Imports. 1,980,000 2,560,000 4,530,000 2,880,000 2,498,000 4,715,000 4,319,000 4,230,000 The principal imports in 1902, stated in United States currency, are as follows: Shirtings, gray and white, $860,000; silk piece goods, $480,000; cotton yarn, $490, The sums now being spent by the railways on increased freight facilities at terminal points foot up into the tens of millions. So extensive are the plans now being carried into effect in all the large cities that it is difficult for the mind to grasp them. They mean vast yards with miles upon miles of tracks for delivery, for storage, for interchange; with connections for large industries necessitating, in cases, the complete removal of large plants to more advantageous geographical conditions; they mean the destruction of blocks of buildings and the closing of streets, carrying in their train the condemnation of private property. All this naturally brings the railway close to the citizen as well as to the government of our cities. With the old yards and terminals in nearly every case confined on all sides by private land devoted to other purposes the natural expansion of these railway facilities is greatly hampered and in cases prevented entirely. Wherever it is possible the railways must go to the private citizen, to the city government and maybe to the courts in order to be able to provide the facilities which the growing commercial and industrial expansion of the city so greatly needs. It is in this connection that the public owes itself a duty to give every possible encouragement to the railways in supplying these facilities; it is here that the municipal councils or assemblies owe a duty to their constituents to lend a helping hand to the railways in working out the problem. This point is so well presented by Mr. S. D. Webster, general claim agent of the St. Louis Terminal Association, in a paper recently read before the St. Louis Railway Club, that we refer the reader to the abstract of his paper appearing in our Review of Events this week. When it is borne in mind that much of the present cost of transportation of freight is now due to the lack of proper terminal facilities it will readily be seen how important it is for shippers generally to aid the railways in providing a more efficient terminal service, which means enlarged facilities. The service which the railway furnishes between stations is a simple one; that required of it inside of a terminal is exceedingly complex. Forty cars, for illustration, move between terminals as one train, with only the conductor and his assistants in charge. But these same forty cars, when they arrive at the terminal, become, for all practical purposes, forty trains, and each train has to go to a designated point, either on a delivery track for unloading, to a siding for unloading, or to a hold track for final or amended instructions. All this requires room, and as the number of cars in a train, as well as the number of trains, increase, it is natural that the facilities for handling them should increase. It is this, along with other factors, that presents the pressing terminal problem now confronting the railways. Its proper solution depends much upon the co-operation of the citizen and the municipal assemblies.-Railway World. He wasn't nothin' but jest a dog, An' not much of a dog at that; His hair grew 'round in foolish spots 'Bout the shade of an ol' door-mat; An' then he was kinder shy on earsOne had been chewed most up, An' his eyes-well, folks used t' laugh An' say when they saw the pup, "Why, he ain't nothin' but jest plain dog." Never could teach him no fancy tricks, But somehow, wherever I happened t' be, An' together we sort of stuck, Then she came I s'pose this story 'Cause, of course, she got my attention, I used t' dream of her at night He jest kep' on a-bein' my friend. But she was a woman, you know, An' he wasn't nothin' but jest plain dog. -John Edward Hazzard, in Life. Contention of the B. of L. E. The Brotherhood of Locomotive Engineers will, during the month of May, assemble in one of the most important conventions in its history. Since its last convention it has passed through a trying and unusual experience, viz., that of losing two Grand Chiefs within a period of thirteen or fourteen days. Grand Chief P. M. Arthur, who had guided the destinies of that great order since February 25, 1874, was suddenly summoned from the busy scenes of his active life while engaged in the actual service of his Brotherhood. His obsequies were hardly more than concluded when his successor, Grand Chief A. B. Youngson, passed to the great beyond. But the work of the B. of L. E. has progressed under the guidance of its present Grand Chief as though these sad events had never occurred, and would so continue but for the unexpected difficulty which, as the Magazine goes to press, seems to require a change from the original plan for holding its convention at Los Angeles, Cali. This difficulty arises from the fact that a great international conference of the Methodist Church will meet in Los Angeles during the period set for the convention of the B. of L. E. The Methodists' committee of arrangements have engaged practically all the hotel accommodations for their conference, which promises to be one of the largest ever held in the history of the Methodist Church. Further than this, it appears that certain railroads running into Los Angeles have declined to give the B. of L. E. delegates any better transportation rate than fifty dollars ($50.00) per man, something unheard of in the history of conventions of railway labor organizations. In addition to all this, Grand Chief Stone has been enjoined, at the instigation (it is said) of one of his subordinate Chiefs, from announcing any other city as the place for holding the convention. While the Magazine regrets very much to see our great sister organization thus embarrassed, it sincerely hopes that wherever the convention meets, the gavel of Grand Chief Stone will sound to call to order a thoroughly representative body, the deliberations and harmony of which shall have in no sense been impaired by the unfortunate incidents with which it has had to contend. Of all the vitally important questions that will come before this convention of the B. of L. E., there is probably none of greater moment than the proposition to repeal article 3, page 23, of its constitution. This is the article which prohibits B. of L. F. men retaining their membership in the Brotherhood of Locomotive Firemen after they have become members of the Brotherhood of Locomotive Engineers. The Magazine is in receipt of letters from members of the B. of L. E., who, in compliance with the provisions of that article, have been compelled to withdraw sorely against their will, from the B. of L. F., being eagerly desirous of holding their membership in both orders. These men now constitute a very influential element in the B. of L. E., who, smarting under this coercive policy, which they denounce in the most vigorous and unmeasured terms as "narrow and illiberal," etc., propose to exert every possible effort with a view to its abolition. No argument is needed to establish the fact that their success will prove beneficial to the B. of L. E., as it must by this time be plainly evident to all concerned that thousands of B. of L. F. engineers would also be members of the B. of L. E. if permitted to hold membership in both orders, but who, when confronted with the necessity of choosing between the two, prefer to remain true to their "first love." The identity with the occupation of engineer which membership in the B. of L. E. gives a man has heretofore been the chief motive for B. of L. F. men joining the B. of L. E., but it can be truthfully stated that the Brotherhood of Locomotive Firemen has now become almost as effective a factor in imparting that identity, and will ere long, as her engineer membership increases, have attained to the full standard of the B. of L. E. in this particular. It is safe, therefore, to say that the promoted membership of the B. of L. F. has, under existing conditions, everything to gain and nothing to lose by remaining B. of L. F. men exclusively, as must be clear to all who intelligently compare the respective advantages of the two orders. The hope is expressed by many of the most prominent members of the B. of L. E. that the administration of Grand Chief Stone will operate successfully toward the abolition of this unfraternal, and as they term it, "narrow, illiberal policy." Whether this is accomplished or not, now or hereafter, the engineer membership of the B. of L. F. can be perfectly satisfied on one point, and that is, the B. of L. F., in addition to the other substantial advantages it insures them, has also by its action in the Chattanooga convention made ample provisions for the protection of their industrial interests. A Model Report. The success and prosperity of a subordinate lodge depends as much, if not more, upon maintaining its accounts and financial affairs generally up to the proper standard of accuracy and clearness as upon the performance of any other duty devolving upon its officers. In nearly every case when a lodge becomes delinquent its condition is directly attributable to carelessness on the part of some of the officers charged with the duty of looking after its books and finances. It generally happens that the Grand Lodge officer sent to investigate the affairs of a delinquent lodge finds the books and accounts in such a condition that it is next to impossible to conduct any investigation at all. The membership in such cases is not blameless, as their own best interests demand that they should know the condition of their lodge treasury and insist upon their officers making regular reports as required by the constitution. As an example of a clear, concise and thoroughly explanatory financial report we publish the following, which has been submitted to his lodge by Bro. W. L. Blessing, Treasurer of Lodge 602, and approved by the Trustees. This report is gotten out in the form of a booklet, with blue pasteboard covers, which permits of its general distribution amongst the entire membership and of its being carried in the vest pocket. The submission of a report of this kind is a pleasure to both officers and members: SHAWNEE, OKLA., March 31, 1904. To the Officers and Members of Shawnee Lodge No. 602, Brotherhood Locomotive Firemen: SIRS AND BROTHERS-I herewith present to you a report of stewardship of your finances covering a period from April 1, 1903, to March 31, 1904, or since I have been your Treasurer: Receipts. Balance on hand April 1, 1903. Grand dues received for the year Quarterly dues received for the year Application fees. Disbursements. Grand Lodge for Grand dues for the year... Grand Lodge for Beneficiary Paid to Joint Protective Board and local Chairman... Miscellaneous Total receipts. Disbursements Balance on hand....... $95 80 120 00 1,479 25 26 00 112 00 238 00 1 25 $2,072 30 $156 00 940 25 128 00 17 05 96 00 106 35 384 15 17 30 $1,845 10 2,072 30 1,845 10 $227 20 The balance on hand you will find deposited in the First National Bank, of Shawnee, to my credit. Miscellaneous account includes items such as stamps, bond premium, expense for drafts and aid for the Ladies Society. There is due the lodge for quarterly dues from the members for the year $32. For Joint Board assessments 3 and 5, $15. REMARKS. labor, are not loyal to their principles. It is imputed against them that while they will preach to their fellow-workers about patronizing the union label, they will slip around a dark corner after the close of their meetings and purchase a nonunion suit of overalls because it comes a little cheaper than the unionmade article. In refutation of the above statement, let it be said that the readers of the Lo members of the Brotherhood of Locomotive Firemen, are union men in every sense of the word. Let it be said of them that they are as loyal to the principles of unionism and to their own declarations of those principles as any union men on earth. The great number of advertisements of union-made overalls, gloves, etc., that are constantly being published in the Locomotive Firemen's Magazine is first-class evidence that our members insist on patronizing the union factory, and that they are not to be classed with those who contribute to the maintenance of the sweat-shop and its vile methods. In this report we have endeavored to show you where every cent of your funds have been derived from and what they have been expended for, and in this connection we wish to mention a few facts of interest to the lodge. Your lodge has been organized two years and one day, and taking into consideration the vast amount of money you have donated to charity in the last year, not to speak of comotive Firemen's Magazine who are the amount in the previous year, you have a very creditable cash balance on hand, and we believe with the hearty co-operation of one and all of you a much better showing can be accomplished next year. We believe you owe this co-operation to the Brotherhood when you take into consideration the vast amount of good the Brotherhood has done locomotive enginemen, both socially, morally and financially. Another matter we wish to speak of is the lack of interest some of you have shown in the attendance of the meetings of the lodge. There is no better place you can find to spend a few hours once a week than in a lodge room of the Brotherhood of Locomotive FireWe recommend in conjunction with your Board of Trustees you have your lodge room fitted up so you may be able to give a candidate the initiatory ceremony according to ritual. The time is now growing near when you will be called upon to elect officers for the ensuing year, and each and every one of you should take interest in this election and see that those are elected who will look after the interest and welfare of the lodge. men. Let us, one and all, insist on having nothing but union-label goods. If all the working men of the country would simultaneously demand the union label in those lines of manufactured goods where the label can be had, it would have the effect of converting every sweat-shop in the country to the principles of unionism and make genuine "union-lovers" of their proprietors within three months. In this connection let it be known that the Magazine practices what it preaches, as no sweat-shop firm could purchase space in its advertising columns at any price. The nonunion shop can not exist without the constant patronage of working people, and if the union working people would suddenly desert them, they would not have a leg left to stand upon. Sparks. Bro. Chas. F. Mead, of Lodge 513, Nashua, N. H., writes that his lodge expects to give a concert and ball April 15th, which is expected to be a great success. Dr. C. K. Ewing's Medical Institute is a new comer in the advertising pages of the Magazine. Dr. Ewing has a modern equipped institution for the treatment of chronic diseases by electricity, and solicits the consideration of readers of the Magazine who may be so unfortunate as to not enjoy perfect health. |