. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . Western, London & North-Western, North-Eastern, and others. Inaddition to these cars running on theordinary railways the companies arebringing into use very extensively roadmotor cars as feeders to their railways. MORE POWER, FEWER MEN. The Amalgamated Society of RailwayServants, who met at Sheffield early inOctober, had nothing cheerful to say the higher powered locomotivesnow coming into general use, nor can November, 1905. RAILWAY AND LOCOMOTIVE ENGINEERING 519 DIXONS GRAPHITEAI
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . Western, London & North-Western, North-Eastern, and others. Inaddition to these cars running on theordinary railways the companies arebringing into use very extensively roadmotor cars as feeders to their railways. MORE POWER, FEWER MEN. The Amalgamated Society of RailwayServants, who met at Sheffield early inOctober, had nothing cheerful to say the higher powered locomotivesnow coming into general use, nor can November, 1905. RAILWAY AND LOCOMOTIVE ENGINEERING 519 DIXONS GRAPHITEAIR BRAKE -AND- TRIPLE VALVE GREASE Positi1>eh preventsall undesired quickaction of the brakesel?en in the coldest<winter zveatherl No practical railroad manneeds to be told more than engineer knows the dif-ficulty of handling a trainwhen the triples are cloggedand stiff. Every master mechanicknows the damage and repairsas a result of undesired quickaction of brakes. From the engineman up tothe superintendent of motivepower, the need of better airbrake lubricants is WRITE FOR NEW BOOKLET 69-1 and FREE TESTSAMPLE JOSEPH DIXON CRUCIBLE CITY, N. J. ihcy view with indifference the seriousencroachments of electricity as a motivepower. Complaint was made that recentchanges had the effect not only of in-creasing trainmens individual responsi-bility from longer trains, electric light-ing, steam heating and other improve-ments but had retarded promotion, re-duced the staffs, and assisted to swellthe ranks of the unemployed. In 1904British companies handled 34 millionsof tons more freight than in 1901 and re-ceived 2/^ millions pounds sterling forthe work, but they had paid £71,000 lesswages in 1904 than three years earlier, afact in itself which speaks volumes. Theremedy suggested for this state of thingswas an eight hours day for all railwayservants, and the establishment of anorganization to embrace all employeesof the railway companies. Such an
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