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JUl 1 7 



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United States Jtatlroad 

U/alkej' 1). Siines, Director -QeneraL of Jiatf roads 




JUL 10 1919 




Jlotice to deader 

"y "Wfien you finish reading tfiit naga- T" 
J itne place aJ<t stamp on. tUs notice V 
II kand fame to am postal employe ami \\ 
\UmJIbe placed M fa hands 'of our L 
soldiav or sailers ' 



>rsat the front 

A. S. Burfesan, ' 



Coal Kintng, the dominant industry 
of Benton III 



iiriiiiii 





JULY 1919 




"Woodland Farms" 

SCOTCH SHORT HORNS 

Young stock for sale 
at all times sold 
under a guaranty. 

ROBT. R. WARD & SONS 

BENTON, ILL. 




Benton Milling Co. 

Makers of 

Perfection Flour Corn Meal 
Mill Feeds of all kinds 

Benton, 111. 



M. G. MANN 

Manager 



The Citizens Building and Loan Assn, 

OF BENTON, ILL. 

Will assist you to "Own Your Own Home/ 9 



Please mention this magazine when writing to advertisers. 



^> fc> . U 

IL 

.V S 



Contents 



D. W. Thrower Frontispiece 

United States Railroad Administration 11 

Ben ton, 111 25 

Hospital Department 33 

Freight Traffic Department 37 

Transportation Department 41 

Engineering Department 47 

Mechanical Department 51 

Appointments and Promotions... 55 

Passenger Department 59 

Law Department 68 

Claims Department 70 

Purchasing and Supply Department 75 

What the Purchasing Department Thinks of Mr. A. C. Mann.... 77 

The Fire Hazard in Connection with "Smoking" 79 

Roll of Honor 79 

Contributions from Employes 80 

Meritorious Service 81 

Division News .. g3 



Riblished monthly by the Illinois Central Ii.Ii.iii the interest 
of the railroad and its ^4000 Employes 

Advertising Kates on Application 

Office 1201 Michigan, Av. Telephone Wahash 2200 

Chicago Local ^ 

per Mpy $ 1 ^ p r 



566923 




D. W. THROWER. 

Mr. D. W. Thrower was born in Henderson, North Carolina. 

Graduated from Davis Military College, North Carolina, 1895, C. E. Course. 

1895-1900 Engaged in municipal work, locating and constructing macadam 
roads in North Carolina, and preliminary and location surveys in North 
and South Carolina for Seaboard R. R. 

March 12, 1900 Entered service of T. & M. V. R. R. as track apprentice 
at Vicksburg. 

April, 1900, Nov., 1901, rodman, Anding, Miss. 

Nov., 1901, Feb., 1903, Asst. Engineer, Louisiana, Memphis & Chicago Divi- 
sions. 

Feb., 1903, Nov., 1904, Div. Engineer, Louisville and Chicago Divisions. 

Nov., 1904, Feb., 1905, Asst. Engineer, Chief Engineer's Office Party. 

Feb., 1905, May, 1905, Supervisor, Cherokee Division. 

May, 1905, Aug., 1913, Roadmaster, Omaha, Memphis and Chicago Divisions. 

Aug., 1913, Nov., 1913, Asst. Engineer Maintenance of Way, Chicago. 

Nov., 1913, July, 1916, District Engineer, Y. & M. V. R. R., Memphis. 

July, 1916, Aug., 1918, Asst. Valuation Engineer. 

Aug., 1918, present, Valuation Engineer. 



Vol. 8 



Magazine 

JULY, 1919 



No. 1 



UNITED STATES RAILROAD ADMINISTRATION 

WASHINGTON INFORMATION 
Director General Hines Urges Economy 



In a letter which he has sent to all 
officers and employes of railroads under 
federal control, Walker D. Hines, 
Director General of Railroads, points 
out the absolute necessity for the prac- 
tice of economy all along the line in 
order that operating expenses may be 
reduced and improved wages and work- 
ing conditions maintained. 

"The increased payroll cost," says the 
Director General in his letter, "due to 
improved wages and working condi- 
tions, and the increased cost of material 
and supplies, are now resulting, in con- 
nection with the falling off in business, 
in the United States Railroad Adminis- 
tration incurring heavy deficits in rail- 
road operations. 

Efficiency and Economy Should Be 
Watchword 

"I ask every officer and every em- 
ploye to redouble his efforts to do effi- 
cient work, to economize in the use of 
railroad materials, fuel and other sup- 
plies, and to use great care not to in- 
jure equipment, tools, office furniture or 
property being transported by the rail- 
road and for which payment must be 
made if injury occurs, and further than 
this, to try to encourage others to do 
the same. 



Government Has to Bear the Loss 

"Please remember," the Director 
General continued, "that if you should 
fail in any of these respects to do what 
you reasonably could and ought to do 
you would impose unnecessary cost 
upon the government. This is true be- 
cause it is the government which has 
to bear the loss if there is one or which 
will receive the profit if any is earned. 

Don't Wait, But Begin Now 

"Do not wait for the other fellow to 
begin this improvement but begin your- 
self. Do not decline to help because 
some other fellow is not helping; turn 
in and help, and keep on setting the 
other fellow a good example. 

Keep Down the Cost of Living 
"You are interested in the great 
movement for the improvement of the 
condition of the individual worker. 
You can aid in that great movement, 
through efficiency and saving in re- 
ducing the cost of railroad operation, 
because thereby you help to keep down 
transportation rates, and thereby you 
help to keep down the cost of living. 
An increase in rates will give occasion 
for an increase in prices of what the pub- 
lic consumes and that will mean a new 



11 



12 



ILLINOIS CENTRAL MAGAZINE 



cycle of increasing still further the cost 
of living. It is to the interest of every 
man, woman and child in this country 
that this shall be avoided as far as pos- 
sible. 

Rights of Railway Employes 
Recognized 

"The Government, during Federal 
operation of the Railroads, as a result 
of its nation-wide control, has been able 
to do much to promote justice to rail- 
road employes through making proper 
increases in their wages and proper im- 
provement in their working conditions. 
In the nature of things the result can- 
not be equally satisfactory to all involv- 
ing 2,000,000 employes, because it is 
not possible in this vast undertaking ro 
satisfy equally every one or even every 
class of those employes. If any em- 
ploye feels he has ground for such dis- 
satisfaction, he ought to remember the 
remarkable strides that have been taken 
by the government in the last twelve 
months in the recognition of the just 
rights of railroad employes and com- 
pare the situation today with what it 
was in December, 1917. before Federal 
control began. 

Employes Should Justify Wage 
Increase 

"It has been a source of satisfaction 
to me to aid in this great work. Will 
you not, in turn, do justice to the gov- 
ernment and help sustain my work as 
Director General, and also justify what 
has been done for you, by doing all that 
you can reasonably do to save the gov- 
ernment money and to increase the effi- 
ciency of your work? I sincerely want 
your assistance in demonstrating that 
the railroads may be operated success- 
fully even though the wages of its em- 
ployes have been materially increased." 

Director General Talks to Ticket 
Agents 

In an address before the annual meet- 
ing of the American Association of 
Railroad Ticket Agents held at Chicago 
the first part of June, the Director Gen- 
eral called attention to the fact that 
there is no class of employes on the rail- 



roads which has a more important re- 
lationship to the great object of public 
service than the ticket agents. 

Their Influence on Public 

"I believe that public service towards 
the Railroads," he declared, "is more 
influenced by the relationship which you 
establish with the public with which you 
deal than by any other thing. Of course, 
the purpose of the railroads is to ren- 
der a public service, and you are the 
representatives of the railroads who 
come in more direct contact than any- 
body else with the great mass of the 
American people, for whom that serv- 
ice is rendered, and to a large extent 
the people who come to you to be served 
are people who are not versed- in the 
ways of travel and who are greatly im- 
pressed by courteous and helpful treat- 
ment." 

Reduced Rates for Meetings and 
Conventions 

The recent order authorizing a rate 
of one and one-third fare for the round- 
trip for meetings or conventions of re- 
ligious, fraternal, educational, charita- 
ble and military organizations became 
effective June 10. It was found neces- 
sary to print and distribute several mil- 
lion certificates to 50,000 or more ticket 
offices, to correspond with the officers of 
the various organizations for the pur- 
pose of establishing regulations under 
which the plan will be operated, and, as 
a result the order had to be delayed. It 
was likewise necessary to file tariffs 
with the Interstate Commerce Commis- 
sion and give instructions to ticket 
agents. 

Regional Director Smith Resigns 
Announcement has been made of the 
resignation of A. H. Smith, Regional 
Director of the Eastern Region, effec- 
tive June 1, 1919. Mr. A. T. Hardin, 
Assistant Regional Director, was ap- 
pointed to succeed Mr. Smith. Mr. 
Smith returns to his former position as 
President of the New York Central 
Lines, which he relinquished on Decem- 
ber 28, 1917, in order to assume charge 
of the operation of a portion of the 
railroads in the Eastern District. 



ILLINOIS CENTRAL MAGAZINE 



13 



This Ticket Agents Always Smiles 

The Railroad Administration has re- 
ceived an extract of a letter written by 
a Philadelphia lady which refers to a 
young woman employed as a ticket seller 
in the Broad Street Station, Philadel- 
phia. The example set by this ticket 
agent is well worthy of emulation by 
other railway employes. 

"The other is a blue-eyed girl," the 
extract reads, "safely behind bars, who, 
in the afternoon in the third window, 
sells tickets to Devon. She greets one 
with a smile, is delighted to give you a 
ticket and hands you your change in 
such a way that really it has an added 
value. And when you leave you think 
of how soon you can take another jour- 
ney, so she may give you another ticket, 
with her smile and cheerful 'Surely I 
will.' She is so refreshing and so quick 
and efficient that it is the greatest pleas- 
ure to speak to her. I only wish I knew 
her name." 

Adequate Transportation Facilities for 
Troops From Overseas 

In order to provide every possible ac- 
commodation for the return movement 
of American troops from overseas, 
which is now at its height, Director 
General Hines, after correspondence on 
the subject with Newton D. Baker, Sec- 
retary of War, has issued orders that 
railroad equipment for excursion and 
recreation purposes shall be limited to 
an absolute minimum so as not to inter- 
fere with the prompt and proper 1 dis- 
patch of troops as soon as they reach 
this country. 

"The splendid co-operation received 
from the railroads," Secretary Baker 
says in a letter to Mr. Hines, "both in 
the prompt dispatch of the troops over- 
seas and to date, in handling the return 
movement, is greatly appreciated by the 
War Department and the magnitude of 
this undertaking is the admiration of 
all. I feel, therefore, that I would be 
negligent if I did not ask that the mat- 
ter of limiting to an absolute minimum 
the use of railroad equipment for recre- 
ation purposes in order that the men of 
our overseas forces may in no way be 
delayed in reaching their homes." 



Director General Promises 
Cooperation 

In replying to the Secretary of War's 
request, Director General Hines said: 

"You may be assured that every pro- 
vision will be made for providing the 
necessary equipment for the movement 
of American troops and that the co- 
operation received from the railroads in 
connection with the overseas and return 
movements which you are good enough 
to mention in your letter, will be con- 
tinued." 

Notice to Public 

As a result of this correspondence, the 
Director General has arranged for the 
posting in all railroad station waiting 
rooms and other railroad property, a no- 
tice calling attention to the fact that 
passenger equipment must be provided 
at the Atlantic ports for the transporta- 
tion of several hundred thousand sol- 
diers during the last week of June and 
the first week of July, and that it is the 
paramount duty of the Railroad Ad- 
ministration to provide adequate facili- 
ties for, the safe, prompt and comforta- 
ble return of these men to their homes. 

"Every effort will be made," says the 
notice, "to perform this duty with the 
minimum of inconvenience to those who 
travel for business or pleasure, but until 
the troops have been moved coaches and 
sleeping cars will be crowded and tem- 
porary _ discomfort will result. The 
Railroad Administration confidently re- 
lies upon your co-operation in carrying 
out this necessary program." 

About Female Employes 

Miss Pauline Goldmark, Manager, 
Women's Service Section of the United 
States Railroad Administration, re- 
cently returned from an inspection tour 
to the Pacific Coast. 

The purpose of the trip was two- 
fold, to observe the actual conditions 
of women's work, and to confer with 
the women officials employed by the 
roads to look after their health and com- 
fort provisions. 

The Federal Managers very kindly 
made arrangements for Miss Goldmark 
to visit the places where women are 



14 



ILLINOIS CENTRAL MAGAZINE 



employed. On the Southern Pacific 
Lines she traveled in company with 
Mrs. G. A. Reilly, Supervisor of Wom- 
en's Welfare, beginning with the Gen- 
eral "Offices at San Francisco, where 
1,100 women are employed in one build- 
ing. The tour of inspection took in the 
West Oakland Yards where 50 women 
are employed to clean coaches and 
where the Commissary Department runs 
a finely equipped laundry and linen 
room employing 63 women, and includ- 
ing also the Los Angeles offices and 
Sacramento shops. At the latter, 
women have to their great satisfaction 
been retained in a variety of novel oc- 
cupations, namely, as pattern makers, 
helpers in the car shop, as drill press 
operators in the machine shops and 
molders in the foundry. 

Women Workers Make Good Showing 

On the Southern Pacific Lines North 
of Ashland and on the Ore. -Wash. R. R. 
& Nav. Co, Miss Avis Lobdell, Head of 
the Bureau of Women's Activities of 
these lines, accompanied Miss Goldmark 
to Portland, Tacoma and Seattle. At 
the Albina Shops, Portland, women 
workers are making an especially good 
showing. It was especially interesting 
to the visitors to watch the woman oper- 
ator of the transfer table. She answers 
the signals promptly and performs her 
work in an altogether business-like way, 
manipulating the motor of the transfer 
table exactly as a motorman runs a 
street car and bringing them to rest 
under perfect control. She takes great 
pride in her work and was particularly 
pleased that during a recent visit to the 
shops the Director General commented 
on a woman's holding this position. 



All Comforts Provided 

The policy of both these Railroads is 
to make ample provision for its women 
employes in the matter of rest and 
dressing rooms, and to provide attrac- 
tive lunch rooms with tables and chairs 
where hot coffee and tea can be secured. 
The women are encouraged to leave the 
offices and work rooms and spend their 
luncheon hour in a restful environment. 
It is believed by the management that 
the women have responded well to the 
attentions given their needs. The ex- 
penditure involved is believed to be well 
repaid also in the added efficiency of the 
workers. 

Faithful Service to be Rewarded 

Miss Goldmark was very favorably 
impressed with the attitude of the West- 
ern Railroads towards its women work- 
ers and the possibility of advancement 
which is offered them. She expressed 
the hope, in speaking to the women em- 
ployes that they would exert every ef- 
fort to make good in their various posi- 
tions. The war 'time emergency has 
passed, and in future women will be 
retained only in those positions in which 
their accomplishment is equal to the 
man's. She explained that every class 
of worker is being encouraged to give 
full measure of work as a recognition 
of the greatly improved conditions as to 
wages and hours and consideration of 
complaints in the Railroad service. She 
reminded the women that in no other 
industry has the principle been so fully 
established that women should receive 
the same pay as men in the same class 
of work., and that for this reason women 
should, above all, show their apprecia- 
tion by their accomplishments. 



How R. R. Men of America Rescued Our Allies 



i 



N an address in New York last 
month, W. G. McAdoo, former 
director-general of railroads, gave an 
extremely interesting illustration of the 
patriotic service rendered by the rail- 
roads in wartime. 

Making public information which had 



hitherto remained undisclosed, Mr. Mc- 
Adoo told how, by holding up the great 
flow of traffifc through the eastern and 
northwestern territories, trainloads of 
foodstuffs streamed to the seaboard, re- 
sulting in decided aid in the war upon 
the Hun: 



ILLINOIS CENTRAL MAGAZINE 



15 



Now that the war is practically ended, 
because peace is almost in sight and an 
effective armistice is in force, there is 
no reason why some facts should not 
now be given out which it would have 
been manifestly unwise to make public 
during the period of actual hostilities. 
I should like to give you a little inside 
story of the way in which the United 
States Railroad Administration saved 
the Allies in a desperate emergency and 
made certain the ultimate defeat of Ger- 
many. 

In February, 1918, the situation was 
extremely black for the Allies. I was 
invited by the ambassadors of Great 
Britain, France and Italy to attend a 
meeting to consider an important mes- 
sage which had been sent by the prime 
ministers of those three great powers. 
Being unable to attend myself, I sent 
Mr. Gray, director of the Division of 
Operations, and Mr. Chambers, director 
of the Division of Traffic, to represent 
me. There were present representa- 
tives of Great Britain, France and 
Italy. Food Administrator Hoover, Fuel 
Administrator Garfield and Mr. Hurley, 
chairman of the Shipping Board. The 
following statement was read at that 
meeting : 

"Having met today at Versailles, the 
prime ministers of France, Great Britain 
and Italy have decided collectively to 
send the following message to the presi- 
dent of the United States and to request 
the ambassador of France to present it 
on behalf of the three countries: 

" 'The Interallied Wheat Committee 
reports that : 

" 'First. The bread cereals sent from 
North America were in December 500,- 
000 tons below the amount fixed by the 
Paris conference in November last. In 
January they have been more than 400,- 
000 tons below the adopted program. 

"'Second. This deficit of 900,000 
tons has been caused by the congestion 
of railroads and the lack of cars and 
coal, all of which has been made worse 
by the exceptionally severe winter. 
These deficits, added to the previous 
ones, will result in a condition especially 
serious throughout the allied states of 



Europe in the forthcoming months of 
March, April and May. Such a condi- 
tion can be improved only by the send- 
ing of a considerable amount from 
America in February, March and April. 
' Third. The Wheat Committee 
knows and appreciates the efforts of Mr. 
Hoover and of the Food Administration 
in view of helping the Allies at this 
critical juncture. The committee is 
aware that Mr. Hoover realizes the 
gravity of the situation and agrees with 
it as to the wants of the Allies. 

" 'On the other hand, it begs to point 
out that the sending of an average of 
one million necessitates no less efforts 
on the part of the railroads and the 
Fuel Administration than on that of the 
Food Administration, therefore the com- 
mittee expresses the hope that instruc- 
tions may be issued for absolute priority 
to be granted in the United States to 
those products until the crisis be passed.' 

"It has been decided thereupon that 
this should be submitted to the president 
of the United States and that he should 
be informed that, in the opinion of the 
three prime ministers, the need of cere- 
als in Europe cannot be exaggerated. 
They express the hope that the presi- 
dent will be so good as to give the 
necessary instructions. Measures have 
been taken for supplying the necessary 
tonnage. 

"The interested countries have been 
able to take these measures only by re- 
ducing their importations of ammuni- 
tion in a degree justified solely by the 
critical character of the food situation. 

."In the opinion of the prime minis- 
ters the dearth of wheat, with the effect 
it may produce on the morale of the 
population and the important part such 
a dearth played in the Russian collapse 
is well known is at the present time 
the greatest danger threatening the al- 
lied nations of Europe." 

Grave as this message was, the situ- 
ation as presented orally by the repre- 
sentatives was much worse. Mr. Gray 
reported to me that the rations of the 
Italian army had already been reduced 
twice and the rations of the French 
army once; that unless food supplies 



16 



ILLINOIS CENTRAL MAGAZINE 



were rushed to Europe immediately and 
in adequate quantities, starvation would 
certainly overtake the civil populations 
of the Allies ; that the armies could not 
be adequately supported and that de- 
feat would inevitably result. All stated 
that if adequate transportation could be 
supplied immediately, sufficient ocean- 
going tonnage would be made available 
to rush food to the Allies and thus save 
the day. 

You will observe that the dispatch 
stated that 500,000 tons less than the 
amount promised for the month of De- 
cember had been delivered in that 
month. 

There was but one way to get the 
necessary food supplies to the seaboard, 
and that was to do one of the most dras- 
tic things ever done in the history of 
American railroading: send empty cars 
from the East to the West with all pos- 
sible speed and regardless of cost, and 
bring them back as swiftly as possible 
loaded with the necessary food supplies. 

The greatest heresy in railroad man- 
agement is to haul a car empty when it 
can be loaded. But if empty cars had 
been held in the East long enough to 
take the loads that were offered, they 
would have been delayed in the East as 
well as at destination. 

I issued immediately to Mr. Aishton, 
the regional director at Chicago, the fol- 
lowing order: 

"On account of the vital necessity of 
gathering and forwarding immediately 
all available grain and grain products for 
our armies abroad and the Allies, you 
will for the present give preference and 
priority in the furnishing of box cars for 
grain and grain products from the states 
of Illinois, Wisconsin, Minnesota, North 
and South Dakota, Montana. Nebraska, 
Kansas, Missouri and Oklahoma, with 
the exception of less than carload mer- 
chandise, print paper and paper pulp. 
The regional director, eastern railroads, 
has been instructed to rush empty box 
cars to western lines in preference. 
Please secure the co-operation of grain 
dealers, farmers and interested com- 
munities to facilitate the accumulation 
and prompt loading of all kinds of grain 
and have traffic representatives and sta- 



tion agents instructed to aid in this 
work." 

A copy of this order was furnished to 
Regional Director Smith in New York 
with directions to move promptly all 
empty box cars suitable for grain load- 
ing from the Eastern to the Western re- 
gion. 

Regional Director Smith had with un- 
usual skill and ability kept the great New 
York Central artery open in spite of 
blizzards and other serious obstacles. 
He attacked the problem with energy, 
and a continuous stream of empty box 
cars began to flow to Chicago, where 
they were taken by Regional Director 
Aishton and rushed into each grain-pro- 
ducing center, loaded with all possible 
dispatch and rushed back to the Atlantic 
seaports, with such effect that within 
thirty days the emergency had been met 
and the crisis was over. 

I cannot pay too great a tribute to Carl 
R. Gray, director of operations at Wash- 
ington; A. H. Smith, regional director 
at New York ; R. H. Aishton, regional 
director at Chicago, and to the officers 
serving under them and to the army of 
railroad men and women throughout the 
eastern and northwestern territory, who, 
with a Datriotism, courage'and devotion 
unparalleled, stood by their posts 
throughout the storms and blizzards of 
that frightful winter, suffering from ex- 
posure and overwork but never com- 
plaining 1 , and going forward with a hero- 
ism which matched that of our gallant 
men in the trenches, and which, joined 
with theirs, brought victory to American 
arms and glory to the American flag. 

This great feat was so quietlv per- 
formed that the American people did not 
know that practically the entire com- 
merce of the eastern and northwestern 
territories, with the exception of food 
and fuel and less than carload merchan- 
dise, print paper and paper pulp, had 
been arre^ed for a period of more than 
a fortnight. It mav be said to enduring 
credit of the American people that the 
inconveniences of that time were borne 
with a fortitude, courage and patriotism 
which is at once the credit and the glory 
of our democracy. 

Oh March 15, 1918, one month and 



ILLINOIS CENTRAL MAGAZINE 



17 



one week after the meeting of February 
8, I had the pleasure of addressing a let- 
ter to the representatives of Great 
Britain, France and Italy, informing 
them that loaded cars of food had ac- 
cumulated to such an extent at the lead- 
ing Atlantic seaports it would be neces- 



sary seriously to consider an embargo 
against the food movement unless imme- 
diate relief in the way of ships could be 
afforded so that the cars could be un- 
loaded and put back into the essential 
commerce of the country where they 
were desperately needed. 



The Resignation of Regional Director A. H. Smith 



May 30, 1919. 

Walker D. Hines, Director General 
of Railroads, today announced that Mr. 
A. H. Smith, Regional Director of the 
Eastern Region, had tendered his res- 
ignation, to resume his connection with 
the New York Central Railroad Com- 
pany, and that his resignation had been 
accepted, effective June 1, 1919. An- 
nouncement was also made that the Di- 
rector General had appointed Mr. A. T. 
Hardin, now Assistant Regional Di- 
rector of the Eastern Region, as Re- 
gional Director to succeed Mr. Smith. 

The following correspondence be- 
tween the Director General and Mr. 
Smith was made public: 

"New York City, May 27, 1919. 
Dear Mr. Hines: 

On the 28th of December, 1917, I was 
called upon by the Government to take 
charge of the operation of a portion of 
the railroads in the Eastern District of 
the United States. We were at war, the 
emergency was great, and the conditions 
were serious. I felt it my duty to re- 
spond. Now that the emergency has 
past and a formal declaration of peace 
appears to be probable in the no>dis- 
tant future, I feel that I should be re- 
lieved and resume my former position 
with the New York Central lines. I 
therefore confirm my telephone conver- 
sation with you today and formally ten- 
der my resignation as Regional Director 
of the Eastern Region, to take effect at 
any time between now and June 30, as 
will best suit your convenience. 

I want you to know that if I can at 
any time be of service to you in the fu- 
ture, I shall be very glad to respond. 



Assuring you of my high esteem, I 
remain, Very truly yours, 

"May 30, 1919. A. H. Smith." 



My Dear Mr. Smith: 

I have your letter of the 27th inst, 
tendering your resignation as Regional 
Director of the Eastern Region. The 
reasons you have urged upon me, both 
in your letter and in conversation, impel 
me to accept the resignation, and I 
hereby do so, effective June 1, 1919. 

In doing this I wish to express to you 
the profound appreciation of myself 
and of my associates in the Railroad 
Administration for the patriotic, self- 
sacrificing and able service you have at 
all times rendered. 

It is gratifying to have your assurance 
of continued co-operation and I shall 
have occasion to call upon you accord- 
ingly from time to time. 

With sincere regards, I am, 

Cordially yours, Walker D. Hines. 
A. H. Smith. Esq., 

Regional Director. 

Grand Central Terminal, 
New York City." 



Mr. Hardin, the new Regional Di- 
rector, prior to Federal Control, was 
Vice President of the New York Cen- 
tral and since Mr. Smith became Re- 
gional Director of the Eastern Region, 
Mr. Hardin has been Assistant Regional 
Director. Mr. Hardin is a native of 
South Carolina and is a graduate of 
South Carolina University. He began 
his railroad career as a telegraph op- 
erator on the Southern Railroad and has 
been with the New York Central for 
twenty years. 



18 



ILLINOIS CENTRAL MAGAZINE 



Handling of Grain Crops 



May 29, 1919. 

Several days ago the Railroad Ad- 
ministration advised the interested ship- 
ping public of the plans in contempla- 
tion for the handling of the anticipated 
large grain crops, and stated that it was 
expected that the permit system would 
be re-inaugurated with the opening of 
the new wheat season. 

Experience last year demonstrated 
that the permit system of handling traf- 
fic was by far the most efficient, and 
indeed the only way of protecting the 
shipping public from the car shortages 
and transportation failures which arose 
when the Eastern terminals were 
clogged with traffic. Embargoes with- 
out the permit feature have proved 
highly unsatisfactory, disrupting not 
only operating conditions of the rail- 
roads, but also the trade arrangements 
of shippers. 

The results of the operation of the 
permit system at the ports had proven 
so beneficial to all interests that the plan 
was adopted last year as a means to 
control shipments to the interior grain 
markets as quickly as it developed that 
some control of movement was neces- 
sary in order to keep the railroads in 
a position to do business continuously. 
Considering the immense territory and 
the importance and volume of the com- 
modity involved, the results were satis- 
factory to all interests. 

An embargo temporarily stops all 
traffic, or all traffic in certain commodi- 
ties. It is wave-like in its operation. It 
lacks flexibility. The permit system as 
applied to grain movement contemplates 
a regular flow of grain to each market, 
to the maximum ability of the con- 
signees' facilities at the terminal to un- 
load. It also regulates the current 



movement according to the ability of 
the railroad to handle. It contemplates 
a more equitable distribution of equip- 
ment with consequently greater benefit 
to all shippers. It avoids congestion at 
terminals and in transit, and it conse- 
quently results in a freer and heavier 
movement of grain from the farms be- 
cause it is restricted only by the avail- 
able unloading facilities at the markets. 

The permit system will be applied this 
year the same as last year. A Grain 
Control Committee will be selected to 
operate at each primary or terminal 
market. Each committee will be com- 
posed of three members, two represent- 
ing the operating and traffic departments 
respectively of the Railroad Adminis- 
tration, and the third the transportation 
division of the United States Grain 
Corporation. A shipper desiring to ship 
to any particular market will apply, 
through railroad agent at point of origin, 
to the Grain Control Committee at such 
market, for the necessary permit, which 
will be promptly issued if conditions ad- 
mit of the prompt delivery to and ac- 
ceptance by consignee at destination. A 
copy of the permit when issued will also 
be transmitted by the Grain Control 
Committee to the proper transportation 
officer of the railroad via which the 
shipment is to be made so that neces- 
sary action may be taken with respect 
to the furnishing of equipment. 

It will be readily appreciated that not 
only will producers and shippers of 
grain be benefitted by this regulation in 
transportation, but the entire shipping 
public will benefit in that the channels 
of commerce will be kept free of con- 
gestion, car detention largely eliminated, 
and the maximum use of all equipment 
more highly developed. 



Interesting Figures Showing Banking Service 



The state of North Dakota has one 
bank for every 948 population, and leads 
all other states in the number of banks 
per capita, while the Philippine Islands 



have one bank to 1,000,000 persons, and 
are at the bottom of the list. 

These figures were recently compiled 
by the Omaha Bank of Commerce, and 



ILLINOIS CENTRAL MAGAZINE 



19 



appear in the New York Annalist. In 
the entire country there is one bank for 
every 4,032 persons. The Missouri Val- 
ley leads in a striking way. South Da- 
kota comes second with one bank for 
each 1,1 74 persons; Nebraska, one bank 
for each 1,208 persons; Iowa, one bank 
for every 1,210 persons; Kansas, one 
bank for 1,548 persons; Missouri, one 
bank for 2,276 persons: The great states 
of the East are mostly down toward the 
end of the list, showing density of popu- 
lation rather than scarcity of banking 
facilities New York is forty-ninth with 
one bank to each 10,465 persons : Penn- 
sylvania forty-second with one bank to 
each 6,029 persons ; Illinois twenty-eighth 
with one bank to 4,225 persons ; Mass- 
achusetts forty-seventh with one bank 
to 8,546 persons. Porto Rico has thir- 
teen banks for 95,769 persons, and Ha- 
waii nineteen banks, one to each 12,105 
persons. Omitting Alaska, American 
territory has 28,880 banks for a popu- 
lation of 116,437,000. These figures sug- 
gest an interesting comparison with last 
year's sales of Thrift and War Savings 
Stamps. 

The number of banks per capita is a 



rough measure of thrift service. A thrift 
institution, measured in terms of busi- 
ness, is successful according to its dis- 
tribution of thrift facilities. It is not 
claimed that banks are patronized by 
everybody in a community, even the 948 
persons for each bank in North Dakota. 
Not all banks are thrift institutions, be- 
cause many conduct only a commercial 
business. The Thrift and War Savings 
Stamp became the most widely distri- 
buted savings facility as soon as it was 
introduced. 

Last year the Government sold more 
than $1,000,000,000 worth of them, 
which was an equivalent of $10 per cap- 
ita. So, while the average bank in the 
United States was endeavoring to serve 
all its potential 4,032 patrons, those 4,032 
patrons bought during 1918, $40,320 
worth of Thrift and War Savings 
Stamps. In a state like New York, with 
10,465 people to each bank, the potential 
following of each bank purchased more 
than $100,000 worth of these small gov- 
ernment securities, which would be a 
tidy bit of first year's business for even 
a city bank. 



Passenger Trains, Southern Region, Set a Record 
for Making Schedule 



New high records for on-time passen- 
ger train service in the Southern Region 
were set in May by the railroads under 
government control. Reports made pub- 
lic today by the United States Railroad 
Administration show that of nearly 
fifty thousand trains operated during 
the month by the, twentyeight roads, 
95.3 per cent maintained their schedules. 
This topped the April record of 94.3, 
which was believed to represent a 
hitherto unequaled performance. 

Such service was made possible by 
enthusiastic individual effort and team 
work among the railroad men, stimu- 
lated by competition among the different 
roads. For months special attention 
has been given to the passenger train 



performance, with the purpose of mak- 
ing it generally as nearly 100 per cent 
perfect as possible. Through the Re- 
gional Director's office, each line has 
kept informed of what the others were 
doing, and a spirited race for supremacy 
has resulted. 

For seventeen larger roads, operating 
47,403 trains, the May on time record 
was 95.4 per cent, compared with 94.6 
in April. The eleven smaller roads 
maintained an average of 95.3 compared 
with 94.3 in April. Only one of the 
larger lines fell below 91 per cent. One 
of the smaller group, the Macon, Dub- 
lin & Savannah, accomplished the ex- 
traordinary feat of sending every one 
of its 124 trains through on schedule. 



SAVINGS DIVISION, V. S. TREASURY DEPARTMENT. 



S&ve First; 
Spend Afterward 






Note the 

(June, 191 


Profits 

), Price) 


N..fW.S.S. CoslYu Vila. mU.'< ! Tr Priit 


1 84.17 ' 


85.OO > 80.83 


2 8.34 


10.00 1.68 


3 1 12. 8! 


1.5. OO 2.10 


4 16.68 


20.00 3.32 


5 20.85 


23.00 , 4.15 


6 25.02 


30.00 i 4.98 


7 29. 19 


33. Ou 5.81 


8 i 33.36 


40.00 6.64 


9 37.53 


45.00 | 7.47 


41.70 


50.00 1 8.30 


1 43.87 


53.00 | 9.13 


2 50.04 


60.00 : 9.96 


3 54.21 


6.5.00 | 0.79 


4 38.38 


70.00 ! 1.62 


5 G2.55 


75.00 | 2.45 


6 66.72 1 


80.00 | 3.28 


7 70.89 


85.00 1 4.11 


8 75.08 i 


9O.OO | 4.94 


9 79.23 1 


95.00 | 5.77 


20 S3. 10 ' 1 


00.00 1 6.60 


Buy W.S.S. Now. Hold them till 1924 






The man who looks at the bottom of 
his purse for his savings usually 
finds no money there. 

Trivial expenditures, the small 
change that he spent without think- 
ing, have eaten up the dollars that 
he meant to save. 

He could have saved the first dollar 
that he took out of his purse and 
never missed it in his spending. 

This is the Thrifty way of living, and 
the man who does it consistently is 
achieving Comfort and Prosperity. 

It means the loss of none of his 
accustomed pleasures, the sacrifice 
of no necessities. 

The small but steady savings are as 
amazing in their total as they are 
easy to lay aside. 



Buy Wdr Savings Stamps 

(They Earn More Than 4% Interest] 



ILLINOIS CENTRAL MAGAZINE ' 



21 



Wiser Than She Seemed 



"You can't tell a thing by appear- 
ances!" exclaimed the head of the de- 
partment, joining his assistant in the 
hall on the way to luncheon. "I've just 
had the shock of my life!" 

"How? Well, you know that but- 
terfly secretary of mine, don't you? An 
efficient worker, but so stylishly dressed 
and carefully 'groomed,' always, that 
one wouldn't suspect her of a serious 
idea outside of the day's duties. I've al- 
ways thought of her, somehow, as the 
petted baby of her family, probably 
glorified by her family for being a 
'brave working girl instead of resting 
easily on pap's income. Well! That 
pretty bit of feminine thistledown just 
took away my breath." 

"How did she do it," queried the lis- 
tener. "Get down to brass tacks and 
the point." 

"Why, we were going over some 
papers to be filed, and out of the drawer 
where she'd been keeping them for my 
O. K. came a clipping about investments 
for salaried workers. 

" 'Going to invest your financial re- 
serves." I asked her jokingly. 

' 'Yes,' she answered, quite seriously, 
though with a bit of a smile. 

"Come to find out, buddy, that dan- 
delion-puff of a girl is saving with a 
systematic steadiness, that put me to 
shame, I can tell you. She'd been 
working ten years for all her infantile 
appearance, and she's saved something 
every single payday since she began. 



She owns stocks and bonds good 
stocks, at that and she's a shark on 
governmental investments. Has Lib- 
erty bonds of every issue, puts any- 
thing left over at the end of the week 
into Thrift Stamps, and buys War Sav- 
ings Stamps as regularly as she cashes 
her weekly check. 

' 'I keep just a little money in the 
bank,' she told me, when I pressed for 
further information, 'but I've learned 
that it's too easy to get it out to be safe 
for anyone who loves pretty things as 
much as I do. And I must save, be- 
cause I'm quite alone in the world and 
there'd be nobody to take care of me if 
I got ill or anything. (Mind you! And 
I'd visualized her as being cared for 
to the limit.) War Savings Stamps 
make a splendid investment for salaried 
workers, and if I really had to realize 
on them I could do so at exact face 
value. So all I can get of them for 
me.' 

"It caused me to think, buddy, that 
little girl's life attitude and philosophy. 
Her talk was so sane and interesting 
and clever. And of course her War 
Savings Stamps ideas are just what 
they should be, though I'd never thought 
much about the matter until she 
broached it. Now, I'm thinking of 
buying a War Savings Stamp for each 
of the kids before I go home." 

"What do you know about that?" 
grinned the assistant. "I do the same 
every Saturday night." 



Buy War Savings Stamps 



Save First; Buy W. S. S. Spend 
Afterwards. 

BUY W. S. S. 

Wouldn't you pay a quarter to buy 
your child a virtue? Buy a Thrift 
Stamp today and start him in the ways 
of intelligent economy. 

BUY W. S. S. 

Don't let careless expenditure make 
a sieve of your purse. Buy wisely and 
increase your money holdings by in- 
vesting in W. S. S. 



-BUY W. S. S.- 



There are two kinds of dollars one 
that is never worth more than a hun- 
dred cents, and one that grows in value. 
When you put your money in War Sav- 
ings Stamps you change your hundred- 
cent dollars into the kind that grow. 
BUY W. S. S. 

Give the graduate a good start in life 
with War Savings Stamps. 

-BUY W. S. S. 

"Waste is worse than loss. The time 



22 



ILLINOIS CENTRAL MAGAZINE 



is coming when every person who lays 
claim to ability will keep the question 
of waste before him constantly." 
(Thomas Edison.) Edison buys War 
Savings Stamps. 

-BUY W. S. S. 
Save first ; then invest 
For this, War Savings Stamps are 
best. 

-BUY W. S. S. 
Money means work. Don't labor for 
trivialities. Save your labor and buy 
Stamps. 

BUY W. S. S. 

Do you want to work for nothing? 
Then don't throw away the results of 
your work on trifling expenditures. 
War Savings Stamps are a solid, grow- 
ing return. 

-BUY W. S. S. 
Money must work to succeed. Put 
yours to work in War Savings Stamps. 

-BUY W. S. S. 
Don't save for a "rainy day." Save, 
and there will be no "rainy days." Buy 
W. S. S. 

BUY W. S. S. 

Think in interest your own inter- 
est save and invest. War Savings 
Stamps pay 4 per cent interest, com- 
pounded quarterly. 

BUY W. S. S. 

Saving is not a dull duty. It is a 
ticket to the land of prosperitv. Buy 
W. S. S. 

BUY W. S. S. 

The person who doesn't save goes 
without worth-while things today, and 
will go without them tomorrow. The 
person who saveis has 1 ^everything Jhe 
needs today, and will have still more 
tomorrow. Buy W. S. S. 

BUY W. S. S. 

Loose quarters may become lost quar- 
ters. Thrift Stamps tighten your hold 
on them. 

BUY W. S. S. 

It is not what you make, 
It is not what you spend, 
It is what you save 
That counts in the end. 

BUY W. S. S. 

Make your money "work or fight." 
If it is not fighting for you in the in- 



dustrial field, put it to work in War 
Savings Stamps. 

-BUY W. S. S. 
Thrift Stamps are caterpillars. When 
they have grown to sixteen in number, 
a few cents metamorphoses them in a 
big blue butterfly of a War Savings 
Stamp. 

-BUY W. S. S. 

Where do you live? The best place 
is Easy Street. You get there through 
Safety Lane. Take the War Savings 
Stamps Road. 

-BUY W. S. S. 
There is not much use in starting on 
the right road unless you keep on mov- 
ing. Save regularly and get ahead with 
your War Savings Stamp fund. 

-BUY W. S. S. 
Don't wait to get that large sum for- 
investment. Put all the little bits in 
Thrift Stamps and War Savings 
Stamps and you will soon have a large 
sum invested. 

-BUY W. S. S. 
The savage lives within his income. 
Are you doing any better? Buy W. 
S S 

-BUY W. S. S. 
If you can't save the first dollar, you 
can't save the last. Invest every pay 
day in W. S. S. 

-BUY W. S. S. 
Thrift is progress. Keep on climb- 
ing with W. S. S. 

-BUY W. S. S. 
It is to your best interest to put your 
Liberty Bond interest in W. S. S. 

-BUY W. S. S. 
It is much more fun to watch your 
money grow than to watch it go. "Buy 
W. S. S. 

-BUY W. S. S. 
To make your future rosy, use W. 
S. S. paint. 

BUY W. S. S. 

Every time you buy a W. S. S. you 
drive another rivet into your ship of 
prosperity. 

BUY W. S. S. 

War Savings Stamps represent the 
ability to save intelligently and invest 
wisely. 



23 



-BUY W. S. S.- 



-BUY W. S. S.- 



War Savings Stamps sp,read happi- 
ness to millions get your share. 

BUY W. S. S. 

"Economy is too late at the bottom of 
the ; purse." Seneca. S<kvte first with 
W. S. S. 

-BUY W. S. S. 
Thrift is the yeast that swells" pen- 
nies to dollars. W. S. S. will prove it. 

-BUY W. S. S. 

Get the thrift habit and get out of 
debt. Thrift Stamps and W. S. S. are 
first aids. 

BUY W. S. S. 

Cashing in W. S. S. now is like dig- 
ging up. crops before they are ripe. 



Someone is saving what you spend 
foolishly. Who is depositing your dol- 
lars? Invest them in' W. S. S. and 
save them yourself. 

-BUY W. S. S. 

"By saving nickels and dimes a 
thrifty person lays the foundation of 
a fortune." James A. Garfield. Re- 
member, 16 Thrift Stamps, plus a few 
cents, are exchangeable for a W. S. S. 

-BUY W. S. S. 
Disraeli said : "The greatest secret 
of success in life is to be ready when 
your opportunity comes." Prepare with 
W. S. S. 



EFFICIENT SERVICE 
ALWAYS 




Benton, Illinois 



DENTON, the county seat of Frank- 
lin county, is peculiarly fortunate in 
that it embodies both the elements of the 
old, staid municipality, and also the 
push, vim and vigor of the so-called 
"boom towns." It is one of the oldest 
localities in the state and for many years 
jogged along in a slow, easy gait, satis- 
fied to live only for the benefit of "me 
and my wefe, and my son John and his 
wife." The spirit of the town changed, 
however, when Joseph Leiter arrived 
eighteen years ago and closed in this 
city all arrangements for the opening 
of his coal mines at Zeigler. Two years 
later mines began to be sunk at Benton, 
and the city was awakened from its Rip 
Van Winklian slumber and began to 
take on new life. The growth of the 
city, since that time has been steady and 
sure, so steady and sure that its in- 
habitants feel that what has been done 
is of the solid, substantial and enduring 
kind. That Benton is destined to be the 
largest and most important city in 
Southern Illinois is conceded by every- 
one who has any insight into what the 
future actually has in store .for this 
community. The city now has a popu- 
lation of 12,000 people and houses can- 
not be erected fast enough' to accommo- 
date people who desire to locate here. 

The Coal Industry 
While one of the youngest industries 
of Benton and Franklin county, it has 
now become the most important. The 
city has five of the 22 coal mines of the 
county, with prospects of two more. 
The first one was the Benton Coal Co., 
then in order, the Hart-Williams Coal 
Co., W. P. Rend Coal Co., Middle Fork 
Coal Co., and Franklin County Coal Co. 
The two first named are now owned 
and operated by the C. W. & F. 'Coal 
Co., one of the largest coal producers in 
the county. However, the mine with 
the most glowing possibilities for its 
owners and the city of Benton is the 
Middle Fork Mine, sunk five years ago 
by local capital, and purchased two years 



ago by the U. S. Fuel Co. (the fuel end 
of the U. S. Steel Co.). Since ac- 
quiring the mine more than a million 
dollars has been spent in its improve- 
ment and in the building of additional 
equipment. The first and most impor- 
tant work of the new company was the 
construction of an immense reservoir. 
The water covers 200 acres and tribu- 
tory to this reservoir has an area of 
2,500 acres. Water is pumped from 
this reservoir into the washery plant at 
the rate of 600 gallons a minute. The 
reservoir holds 500 million gallons of 
water and can be increased to 800 mil- 
lion by adding 5 feet to the top of the 
concrete dam. This washery is another 
of the noted achievements of the new 
company. It is built in the main along 
entirely new plans and is said to be 
the largest washer plant in the world. 
The raw coal storage bin has a capacity 
of 4,000 tons and the main washer build- 
ing contains 41,280 square feet of floor 
space. All of these buildings are en- 
tirely of fire proof construction, erected 
of reinforced concrete and covered with 
sheet steel. The record day's run, with 
the new plant less than four months in 
operation, was 46 railroad cars, contain- 
ing 2,300 tons. Other extensive im- 
provements are contemplated, so why 
should not Benton expect to profit large- 
ly by an industry of such magnitude? 
The company has just completed sixty 
modern up-to-date residences within the 
city limits of Benton to assist in hous- 
ing its superintendents and men. 

Railroads 

Benton is served by three of the big 
railroad systems of the county, the Ill- 
inois Central, the Chicago and Eastern 
Illinois and the Iron Mountain, while 
the C. B. & Q. comes within a few 
miles of the city limits on the west. 
To the Illinois Central, however, be- 
longs the distinction of serving the city's 
interests first. It was formerly the old 
St. Louis and Eldorado, built in the 
early 60's by Hill and Nye. It is the 



25 



26 



bone and sinew of the city and has ad- 
mirably kept pace with the city's growth 
and improvement, having just completed 
one of the largest and most handsome 
freight houses on the system. Just a 
few- years ago a beautiful passenger 
station was completed, which anticipated 



The First Christian Church, with Rev. 
Samuel Ellwood Fisher, as pastor, has 
just completed a most beautiful and 
modern church edifice at a cost of $65,- 
000, and the Methodist Episcopal, with 
Dr. L. S. McKown as pastor, and the 
First Baptist, with Rev. Joseph L. 




the growth of Benton by several years, 
but it was soon necessary to enlarge 
and remodel it, which] was promptly 
and perfectly done. 

Churches 

If, as is generally believed, the 
churches speak volumes for a commun- 
ity, then Benton is fortunate indeed. 



Meads as pastor, have plans for 
churches that will rival the Christian 
church for beauty of architecture and 
convenience for service. Work on these 
two churches will start not long after 
this article has gone to press. The Catho- 
lic church is a large substantial struc- 
ture, but is a frame building. There 



ILLINOIS CENTRAL MAGAZINE 



27 



are several other churches of smaller 
denominations. 

Schools 

If Benton can boast of one thing over 
another it is of its school buildings. 
Necessarily, they are all practically new, 
having been constructed within the last 
fourteen years. They consist of the Lin- 
coln, the Douglas, the Webster and the 
Township High. All are beautiful brick 
structures. The rapid increase of popu- 
lation keeps the buildings crowded to 
the limit. Within a year it will be nee- 



Central Ry. Next in order comes the 
First National and then the Mercantile 
Bank and Trust Co. All have a solid, 
firm business foundation, the two first 
named having resources of over 
$1,000,000, as shown from their last 
statement. The Benton State, with Robt. 
R. Ward, its present head, has plans 
ready for a beautiful two story building 
of white marble and granite to be erected 
upon the site of its present structure. 
The First National is completing a build- 
ing that is the pride of the community. 




essary to build another graded school, 
and the Township High School Board 
is now having plans drawn to more 
than double the size of the present build- 
ing which will accommodate about 400 
students. It will then be the largest, 
most handsome and best equipped high 
school plant in Southern Illinois. 

Banks 

Of the three banks, the Benton State 
has the distinction of being the oldest 
in the county. It was established by the 
late W. R. "Ward and Capt. C. Moore, 
both early stockholders of the Illinois 



It is a six-story, modern, fire-proof build- 
ing, 70x90 feet. The city of Benton 
being located in the geographical center 
of the county, every city and village in 
the county can be seen from its roof. 
It is possibly the tallest building in 
Southern Illinois. 

Public Health 

Time was when Benton was con- 
sidered an unhealthful community, 
nearly all of the older citizens vying 
with each other in relating their ex- 
periences with typhoid fever, but now 
it is a rare occasion indeed to even hear 



28 



ILLINOIS CENTRAL MAGAZINE 





Business District 




m^ ._ 



of an attack, and whether it is luck, or 
the excellent sanitary conditions, epi- 
demics have dealt kindly with the city, 
the death rate in the recent scourge of 
"flu" being lower than the average com- 
munity of this size. 

Wholesale Houses 

The A. D. Jackson Saddlery Co. is 
the oldest wholesale manufacturer in 
Benton, if not in Southern Illinois. It 
was established in 1855, by A. D. Jack- 
son, who came down the Ohio river to 
Shawnutown from Pennsylvania and 
then "overland" to Benton. It has al- 
ways been in the hands of the family, 
the president now being Chas. A. Jack- 
son. The Stamper-Meyer Wholesale 
Grocery Co. was established eight years 
ago. It has branches in West Frankfort 
Johnston City and Christopher. The 
president and local manager is F. H. 
Stamper. 

Hospital 

Benton has no hospital, but a move- 
ment has been under way for several 



months to erect a community hospital, 
which is to serve as a Memorial to the 
soldiers who gave up their lives in the 
present world war just closed. It would 
have already been under way, but those 
having the matter in hand feel that they 
will not be satisfied with anything less 
than the best and by waiting a short 
time several interests can be brought to 
bear to make the plant more complete. 
A circle drawn around Benton extend- 
ing 35 miles in every direction would 
include practically every coal mine in 
central Southern Illinois, which makes 
the city an ideal location for a hospital. 

Mine Rescue Station 

For the same reason that Benton is 
an ideal location for a hospital carried 
the state to locate one of the three State 
Mine Rescue Stations in Benton eight 
years ago. The other two are located at 
Springfield and La Salle. It is sup- 
plied with a regularly equipped emer- 
gency passenger car which can be at- 
tached to an engine and run out to a 



ILLINOIS CENTRAL MAGAZINE 



29 



mine disaster on short notice. The Sta- 
tion is fitted with all kinds of mine dis- 
aster fighting equipment and a team of 
men is kept trained to the point of per- 
fection. A section of the building is 
built to represent entries of a mine with 
coal "falls," coal cars, tracks, etc., and 
is so arranged that it can be filled with 
sulphur gas in which the men must go 
through their acts of "rescuing" the 
unfortunate "dummy" man. 

Fraternities 

As in most communities the Masonic 
Lodge is the oldest, but in 'Benton it 
also happens to be one of the old ones 
of the state No. 64. This lodge has 
produced two Grand Masters Judge D. 
M. Browning and Judge M. C. Craw- 
ford, both deceased. It also boasts of 
being the "lodge home" of Gen. John A. 
Logan. The outgrowth of this lodge is 
also W. R. Ward Chapter, 223 Royal 
Arch Masons, the White Shrine and 
Eastern Star. The Masons have a 
beautiful business lot on East Main 
street upon which the' erection of a 



three-story Masonic Temple is in con- 
templation. Possibly the most active 
lodge is the Knights of Pythias, with a 
membership of 175. They have beauti- 
ful well equipped club rooms which adds 
greatly to the social side of their organi- 
zation. The Elks have a strong or- 
ganization, as well as the several 
branches of Odd Fellowship. The most 
active among the fraternal organizations 
is the Court of Honor. 

Flour Mill 

Among the industries any community 
most needs is a flouring mill. This is 
nicely taken care of by the Benton Peer- 
less Mills, with a capacity of 150 bar- 
rels. It is a fine three-story brick, erected 
upon the Illinois Central right of way, 
and is the means of bringing many farm- 
ers to the city. The flour is sold ex- 
tensively over Southern Illinois. 

Library 

A few years ago the city voted to 
levy the annual Library Tax for the pur- 




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ILLINOIS CENTRAL MAGAZINE 



pose of building a public library. Re- 
cently a very desirable lot has been do- 
nated by the city, the abandoned "stub" 
of a street and doubtless before many 
months there will be erected thereon a 
modern library. 

Recreation and Amusement 

Four years ago the crying need of a 
County Fair was felt, and while our 
Fair is a County Organization, neverthe- 
less it has much to do with social life of 
Benton. It was conceived of, organized, 
built and the first fair held within three 
months, and ever since has been growing 
stronger and more popular. Besides the 



Col. J. Lindsay Oliver. Major Harry 
Brown reached the rank of Major. The 
city had also many captains and lieu- 
tenants. But those who remained at 
home did not shirk. In every call the 
city went "over the top." 

Clubs 

The Benton Woman's Club is made 
up of the amalgamation of several clubs 
which formerly worked individually but 
now serve as departments of the parent 
organization. Mrs. Frederick H. Wykes 
is the president. It is a very valuable 
asset to the community, the various de- 
partments reaching into all the activities 




~Ra.ce. Txackj 
~Qen.ton. 111... 



regular fall gathering a big Fourth of 
July race meet is always held. It is 
equipped with pretty modern and con- 
venient building and has the fastest track 
in all Egypt, and while some of the older 
Southern Illinois Fairs are withering 
away the Franklin County Fair grows 
stronger with each succeeding season. 

Our Patriotism 

Our city ranked with the best in fur- 
nishing soldiers for the world war, both 
for the draft and as to volunteers. The 
achievement of our men is the pride and 
admiration of the state. Two Lieuten- 
ant-Colonels were awarded to Benton 
Lieut.-Col. Oscar C. Smith and Lieut. - 



of the city. It has just been signally 
honored by having one of its past-presi- 
dents, Mrs. William H. Hart, elevated 
to the Presidency of the State Federation 
of Woman's Clubs. The Self Culture 
Class is an independent organization and 
its object is as its name implies. Its 
president is Mrs. W. F. Spiller. 

City Organization 

Benton is under the Commission Form 
of Government and has as its Mayor, 
F. L. Skinner. The four commissioners 
are W. F. Burkett, Barney Cosgrove, W. 
L. Payne and R. E. Adams. They have 
just been elected for a term of four 
years. 



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ILLINOIS CENTRAL MAGAZINE 



Business Organization 

A splendid organization of business 
men is doing everything possible to build 
up the business interests. Our stores 
are continually being improved, modern- 
ized and made attractive. As a trading 
point the city is fast taking its place in 
the front rank, which is due to a large 
exent to the fact that our business men 
are beginning to see the value of clean, 
judicious and, honest advertising, and 
the necessity of understanding that the 
"other fellow" has the same right to 
expect and receive his share of patron- 
age. 

In Conclusion 

No doubt the reader of this article has 
already become aware of the fact that 
Benton is a city of many possibilities. 
The writer has wondered if some would 
not think he is drawing too strongly up- 



on the "prospective" rather than the 
"actuality." But, it must be remembered 
that while Benton is an old town it is 
new in the industrial activities, and it 
takes time to build a throbbing, pulsing 
city where a few years ago the business 
man didn't have time to leave a game 
of checkers to wait upon a customer. 
Benton has only four miles of paved 
streets, whereas, a city of our age should 
be virtually covered. But, and here 
comes some more "prosepective," more is 
now being constructed, and there is much 
more to follow. Until two years ago 
the city had to "mud it," but we now 
have one of the best systems of con- 
crete walks in the state. There are many 
openings in Benton for lines of business 
not now touched upon, but at present 
business houses as well as residences are 
at a premium. 






It is not me Science of curing Disease so much, as trie prevention of it 

tfiat produces tne greatest ^pod to Humanity. One of tne most important 

duties of a Health Department should be tne educational service 

A * A A teaching people now to live A A A A 

Health 



They were examining the old Doctor 
before a committee of learned men, and 
had asked him to describe the operation 
for appendicitis. Now the old chap had 
forgotten many of the technicalities of 
medical nomenclature, so he answered, 
"Cut through the Latin names and re- 
move the appendix" they passed him. 

So, in talking over the matter of 
Health, Sanitation, Cleanliness or any 
other name by which you may choose 
to call it, let us "cut through the Latin 
names" and talk plain language, so that 
there may be no misunderstanding, no 
feeling that the other fellow is trying to 
"put something over" and in that way 
pave the way towards a reciprocal feel- 
ing of good fellowship. 

In order to get started right and on 
a common basis it will be necessary to 
define Health that is, it should be de- 
fined, but the definition would be so 
ample, the thought contained so great 
that it will be better to tell what Health 
is not. a negative definition, which will 
be to this effect. Health is the opposite 
of sickness, is freedom from disease, 
getting away from sick conditions by the 
cultivation of healthy habits to the 
laudable end that we may successfully 
fight off any illness which may have the 
hardihood to attack us. 

Think what health means to us all 
why, its possession is worth more than 
money, for with it one can make enough 
money to supply ordinary wants, while 
the mere possession of money alone, 
without health, gives the ability to buy 
some things, but not that one which is 



most desired, Health. It means ability 
to work three hundred and sixty-five 
days in the year, it means that you can 
meet your friends and co-workers with 
a smiling face and a hearty clasp of the 
hand, it means enough pep to earn that 
time-and-a-half whenever the oppor- 
tunity presents, it means that you can 
meet any man and, looking him square 
in the face, tell him to go to sleep like 
you do, eight hours every night, to arise 
in the morning and eat moderately, 
drink enough water to keep up a full 
head of steam without popping and 
but why keep on, it means everything 
that's good and nothing that's bad. 

You will say right away, "Yes, that's 
all very fine for those who have good 
health, but for us who have not it 
only makes us regret." Right there is 
where we get together and start to reach 
out for Health and keep on reaching 
until we get a strangle hold and climb 
aboard, but you have to know how and 
there is where the march of progress is 
going to help you out, for today the 
movement in the direction of Preventa- 
tive Medicine is going strong and bids 
fair to outdistance all competitors be- 
fore manv years. 

The Chinese, one of the oldest and 
wisest of nations, pay their Doctors to 
keep them well, and when a man falls 
sick, his Doctor's pay stops right there 
until the man is well again ; we Amer- 
icans of today are headed in the same 
direction for we are tending more and 
more toWards the prevention of dis- 
ease than towards its cure. 



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34 



ILLINOIS CENTRAL MAGAZINE 



Just as some of you can climb up on 
the right hand side and make a 
''Mikado" behave, or with perfect ease 
take off one-sixty-fourth of an inch of 
the best steel on a lathe, so the present 
day tendencies are developing men who 
know "how" to direct great health cam- 
paigns, how to teach you to keep well, 
how to go along life's pathway hand in 
hand with Health and it is just that 
thing which we are striving to do when 
we tell you to do this little thing and 
not to do that little thing. 

It is the sum of the little things which 
makes the great total, and so observance 
of all these little Health rules makes 
the great total Health. 

Let us start at the bottom and add 
up and see what kind of picture we can 
draw in figures first we start with the 
individual, who is instructed to observe 
certain health rules, he in turn imparts 
his knowledge to his family. These 
families in turn form the community or 
small town, which is presided and 
taught by a health officer, who, in turn, 
is member of a health board. This 
health board pays allegiance to a State 
Health board, which are under the con- 
trol of a National Health board and 
what are all these trained minds doing 
for your good and mine we'll tell you, 
they are all patiently teaching, instruct- 
ing and aiding the people of their re- 
spective communities to guard and pro- 
tect their Health. 

To many of you the little request that 
you will stop some habit of many years 
seems foolish, but let rs illustrate how 
wrong can result from failure to ob- 
serve the smallest ruling. Let 'us take, 
for instance, spitting. The sign says 
"do not spit on the floor" and with 
prompt forget fulness, you do so. The 
spit dries out and turns into dust, fly- 
ing through the air in the form of fine 
particles. This dust contains, unknown 
to you, the germs of some disease, which 
in turn is inhaled by some chap whose 
resistance to that particular disease is 
low he contracts the disease and be- 
comes an invalid and largely through 
your failure to observe that little ruling 
"do not spit on the floor." 



This is only one instance, many more 
might be cited look back on our re- 
cent "flu" epidemic and think how you 
laughed when they told you not to cough 
or sneeze without covering your mouth 
or nose with a handkerchief yet the 
other fellow sneezed in your face and 
you got the "flu" from it and felt 
righteously indignant that people should 
so neglect any little health observance. 

When the authorities ask you to be 
careful in some seemingly little thing, 
rest assured that it is for the best in- 
terests of the community in which you 
are living and don't KICK. 

Maybe you will meet with some health 
officer who will tell you the "why" of 
some of these orders the government, 
state and even private corporations have 
such men in their employ and they are 
only too glad to meet with people who 
want to know the "why" of some of the 
regulations. 

Health is the greatest asset of the 
man who works, whether he be a brain 
or brawn worker ; with this asset we are 
able to ply our trade, calling or profes- 
sion day after day with pleasurable 
promptitude ; without it we are a drag 
to ourselves and our fellows, so it pays 
to cultivate the art of "being "healthy." 

It is one thing to teach and another 
to learn ; to do the latter the mind must 
first be convinced that it wants what it 
is being taught and that the result of 
the teaching will be for its betterment; 
that is just what the health officer is 
doing today he is teaching the art of 
health, with all the whys and where- 
fores he is explaining why it is best 
to do certain things certain ways and 
showing what results will follow it is 
educated common sense along certain 
hard and fast lines and should meet 
with the earnest co-operation of every 
thinking man. 

Millions of workers in these United 
States lose time each year from lay- 
offs due to sickness, which sickness 
could in the majority of cases be pre- 
vented by due attention to the laws of 
health ; think what this means in terms 
of money why, statisticians have es- 
timated the amount lost every year to 



ILLINOIS CENTRAL MAGAZINE 



35 



be more than a billion dollars, and this 
estimate does not take into considera- 
tion the loss by the worker who is pay- 
ing the penalty of infringing on some 
health law. 

Floyd Parsons says that in an investi- 
gation in New York City the fact was 
established that there was more pov- 
erty caused by sickness than sickness 
by poverty yes, read it over again and 
remember that it does not cost much to 
keep clean and healthy, but it costs con- 
siderable to regain these qualities once 
they are lost. 

To accomplish all these good things 
will take some time, but the sooner we 
start the sooner we shall arrive at our 
destination, so why not start now. 

Another thing, if you think you can 
leave it all to the authorities you are 
tremendously and woefully mistaken 
the old idea of "letting George do it" is 
much a thing of the past Better re- 
member that if you want a thing done, 
do it yourself and in that way contrib- 
ute your effort to the general welfare. 

A certain boss wanted to keep his 
shop yards cleaned up, but despite his 
best efforts and the hiring of two strong 
men, the place looked worse than ever 
at the end of two weeks. So he sat 
himself down and gave the matter seri- 
ous thought. Then he caused to be 
placed at convenient spots around the 
yard cans for the reception of rubbish, 
then he called his men together and 
spoke as follows : "Men, I want each 
and every one of you to help me keep 
this yard clean, it is a disgrace and an 
eye-sore the way it is now and I'm 
going to get you to help me." 

Three weeks later one of the officials, 
at the end of a visit to the shops, said 
"Fred, I never saw such a clean yard 
in my life how do you keep it so." 
"Mr. Blank," the boss replied, "I don't 
do it we do it, the men and myself." 

This all spells co-operation, pood 
team work, combined individual effort 
or whatever vou have a mind to call it, 
for after all, it is not the word or phrase 
that counts, it is the idea contained 
we can all keep clean and healthy if we 
will work together for a common end, 



so the next time you are asked by the 
boss to do some little thing in the line 
of health, do it and don't ask questions 
until you see the health officer, who will 
give you all the details as to why and 
wherefore. 

Did you ever sit alongside some old 
engineer and notice him suddenly cock 
his head to one side and listen. If you 
have, you have probably seen him shut 
off at the first opportunity and begin to 
"shoot trouble." He does not wait 
until something serious happens, but, at 
the first sound of anything wrong, 
climbs down and fixes it. 

Now let us sit, in imagination, beside 
some physical engineer, in other words, 
a man who is not feeling just right 
what does he do. Nine times out of 
ten, he'll say, "it's all right, I'll feel bet- 
ter tomorrow," and let the trouble fer- 
ment until he is sick and needs help. 
Is the mechanical engine any more en- 
titled to instant care and attention than 
this human engine of ours and yet we 
deliberately drift along from day to day, 
always promising ourselves that we cer- 
tainly will do' something for it tomor- 
row. 

Suppose we take the example of the 
man with the slight toothache he 
makes up his mind to get it cared for 
the "next day," but the next day he is 
called "for an extra west" and can't at- 
tend to the matter. Then his face 
swells up as big as an orange and he 
has to lay off. His wife, poor woman, 
makes him promise that he will see the 
dentist and he promises to get rid of 
annoyance. Three weeks after, we see 
him climbing on the operating table and 
having a piece of his jaw cut away and 
all because of neglect to do as he should 
have done when the trouble started. 

"An ounce of prevention is worth a 
pound of cure" and right here is where 
we score for the preventative methods 
of today in medicine and public health, 
for if Mr. Man had cleaned and 
scrubbed his teeth during his younger 
days, he would never have had his trou- 
ble. 

So today we are teaching prevention, 
and the art of keeping well by paying 



36 



ILLINOIS CENTRAL MAGAZINE 



due and timely attention to the little de- 
tails ; we are already preventing small- 
pox, diphtheria, malaria, typhus and ty- 
phoid and one of the greatest aids we 
have is that time honored and oldest of 
remedies, cleanliness. 

We want your help in carrying on the 
campaign, YOU YOU are the one we 
want never mind whether the other 
fellow is going into it, it is YOU we 
want now, we'll attend to him later on. 



Right now is the time to make up 
your mind to help by your individual 
effort. Right now is the time to make 
the start, and rest assured that the re- 
sults will be certain and that the world 
will be made cleaner and better and 
healthier for YOU and especially for 
those children, who are soon to take 
your place in the work. In helping 
yourself you are helping them and can 
have no vain regrets for your decision. 





.. 



The Traffic Service Agent 

By W. B. Ryan, Assistant General Freight Agent 



"He serves best who serves most." 
This, the Rotary Club slogan, could 
well be adopted by the Traffic Service 
Agent, and made his own, for in these 
words is briefly implied that which the 
Administration so earnestly desires ac- 
complished through this branch of the 
service. 

Comparatively few of our patrons 
have in their employ men trained in 
railroad traffic work, the great majority 
in the past having relied upon the 
freight and passenger solicitor for aid. 

With the discontinuance of off-line 
agencies and the passing of the Travel- 
ing Freight and Passenger Agent pat- 
rons felt the lack of personal contact 
with railroad representatives, some of 
them being visited but rarely or not at 
all. The result was that specific in- 
quiries for freight and passenger rates 
and other information were made to 
various District Committees, Regional 
Directors, and even to headquarters at 
Washington ; complaints were also han- 
dled in this matter all of which could 
have been directed through the proper 
channel, or handled and settled on the 
spot by the railroad traveling repre- 
sentatives. 

To fill this need, Traffic Service 
Agents were appointed, the forces being 
assigned so as to permit regular and 
systematic visits to shippers, to keep 
in touch with the problems and require- 
ments of the individual patron, to so- 



licit the confidence of the public, to 
take an interest in the commercial wel- 
fare of the shipper and the comfort of 
the passenger. Among his many and 
varied duties are the following: 

The prompt quotation of freight rates 
requested by shippers, passengers and 
agents. 

Informing shippers, as they may be 
interested, as far as practicable, of im- 
portant changes in rates, classifications, 
and tariff rules and. regulations. Also 
keeping shippers posted as to regula- 
tions of the various Government De- 
partments as may concern the partial-- 
lar kinds of business of the shippers. 

Watching the interests of new indus- 
tries, or new shippers, so as to develop 
their necessities with a view of having 
such promptly supplied. 

Handling claims for shippers within 
the customary regulations. 

Examining damaged freight at re- 
quest of the owners (or agents) for the 
purpose of determining the cause and 
extent of the damage, and for the 
prompt disposition of resultant claim. 

Tracing delayed local freight and giv- 
ing passing reports of local freight, and 
where avoidable causes are ascertained, 
making suggestions to proper officer of 
the carrier, and also to shippers and 
consignees, (where proper to do so), as 
will te/id to improve transportation con- 
ditions. 



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ILLINOIS CENTRAL MAGAZINE 



Assisting in securing cars for loading. 

Determining the shippers' prospective 
needs for cars and posting the trans- 
portation department accordingly. 

Keeping informed as to probable 
dates of large movements of freight re- 
quiring special attention in the way of 
providing equipment or other facilities 
therefor. 

Supplying shippers with information 
with respect to embargoes and aiding 
them in finding open routes that may 
be available from time to time. 

Keeping informed of freight ready 
to be forwarded into embargoed sec- 
tions in order that shippers may be no- 
tified as soon as an open route can be 
found. 

Keeping posted as to (where com- 
modities are produced or where they 
can be produced and thus bringing 
buyer and seller together. 

Furnishing information and advising 
shippers of terminal deliveries and rout- 
ing to facilitate prompt transportation 
and quick delivery at destination. 

Furnishing local agents with needed 
information with respect to through 
rates and the routing of traffic ; instruct- 
ing the smaller local agents in the 
proper application of tariffs, use and in- 
terpretation of classifications, rules and 
regulations provided for their guidance, 
and otherwise instructing them in all 
details of their duties. 

Checking tariff cases to see that they 
contain all the tariffs needed or which 
are required by law to be posted at the 
station, and taking measures to fill 
shortages. 

Checking records of agents covering 
over and short freight, and assisting 
them in disposing of overs and in lo- 
cating shortages. 

Checking the agents' claim records 
for the purpose of determining if all 
claims are promptly and properly han- 
dled in accordance with general instruc- 
tions and authority given them for set- 
tlement. 

Checking up freight warehouses for 
undelivered freight with view of assist- 
ing in disposition thereof. 

Otherwise assisting agents whenever 
the latters' work seems deficient and 



where it seems that they do not properly 
understand same. 

Urging shippers to the prompt load- 
ing of cars and the securing of maxi- 
mum loading. 

Aiding the Freight Claim Agent in 
securing settlement of undercharge 
claims. 

Encouraging shippers to make sug- 
gestions and receiving their complaints 
about other than traffic matters and im- 
mediately placing the data before the 
proper official. 

In proper seasons, urging shippers 
and receivers of freight at all points 
to lay in , stocks, with view of avoiding 
an undue rush and congestion at other 
periods of the year, thus minimizing the 
pressure on transportation facilities. 

In their rounds, noting instances of 
poor service not within the Traffic De- 
partment's jurisdiction and posting the 
proper local official in charge. 

Watching crop conditions and other 
large movements with view of posting 
superior officers as to prospective re- 
sulting tonnage in time to make pro- 
vision therefor. 

Studying possibilities of service and 
where the scope of authority admits, 
taking action; otherwise making recom- 
mendation to superior officers. 

Instructing agents and baggagemen as 
to the proper application of passenger 
and baggage tariff rules kn<| regula- 
tions, and otherwise instructing agents 
and baggagemen in the details of their 
duties coming under the jurisdiction of 
the Traffic Department. 

At fixed intervals, checking tariff 
cases of agents with view of having 
them include all tariffs applying from 
that station required by law to be 
posted. 

Supervising the arrangement of 
tariffs by the agents so that informa- 
tion may be promptly and accurately 
furnished. 

Assisting in procuring special or extra 
cars when needed. 

Keeping the Transportation Depart- 
ment posted about probable require- 
ments for extra cars. 

Keeping close watch of special car 
movements from point to point, and 






Iomes, JBenton, 111 




40 



ILLINOIS CENTRAL MAGAZINE 



giving prompt advice of future move- 
ments. 

Watching carefully the loading of 
regular line equipment so that when 
necessary extra equipment may be pro- 
vided for. 

Keeping informed as to dates of 
probable large movements of passengers 
requiring extra cars. 

Watching carefully to see that pat- 
rons are given prompt and courteous 
treatment by station, train and Pullman 
employes. 

Investigating reports of unsatisfac- 
tory service, and initiating investiga- 
tions of train and station service and 
facilities where such may appear in- 
adequate, bringing such information to 
the attention of superior officers. 

Inspection and reports of service 
given the public by employes and news 
companies operating restaurants in 
depots and supplying service on trains. 

Constant inspection of Pullman and 
other passenger equipment, with re- 
ports of deficiencies to. 'superior offi- 
cers. 

Constant inspection of the condition 
of waiting rooms and toilets, both for 
white and colored people, and reporting 
deficiencies to superior officers. 

Keeping hotels and other public 
places posted as to schedules, sleeping 
and parlor car service, arrival and de- 
parture of trains, equipment, etc. 

Keeping in close touch with the daily 
requirements made on passenger trains 
with view of seeing that there is suffi- 
cient equipment provided ; conferring 
with and actively co-operating with 
Division Superintendents and depot Su- 
perintendents to the end that adequate 
accommodations may be supplied. 

Assisting the Transportation Depart- 
ment in the latter's requirement that 
ticket and baggage offices at local sta- 
tions are open a reasonable time before 
the departure of trains. 

Inspection and reports on parcel 
rheck rooms and other public facilities 
in pud about railroad stations or oper- 
ated on railroad property. 

Checking bulletin boards in waiting- 
rooms to see that the public notices of 



train passings are properly posted. 

Aiding Agents and baggagemen in 
keeping their records, disposing of un- 
claimed baggage, stowage of baggage 
in the most economical way for han- 
dling and delivery, and testing baggage 
room scales with view of determining 
their accuracy. 

Checking local agents' ticket stocks 
and assisting them in keeping the 
proper stock on hand. 

Studying the possibilities of the serv- 
ice in every phase, and making recom- 
mendations to superior officers. 

Aiding patrons requiring authorized 
special service of any character, to ob- 
tain that service. 

Through the hearty co-operation of 
all branches of the service the work of 
the Traffic Service Agents has been a 
great success. Our patrons daily ex- 
press themselves as pleased with the 
service and officers have been in closer 
touch with the situation and with hap- 
penings throughout the territory through 
the Service Agents. 

It is humanly impossible to operate a 
large transportation system without 
complaint or trouble arising, but the 
Traffic Service Agent ;by keeping! in 
such close touch with the public that 
their first thought is to go to him with 
their troubles is remedying many griev- 
ances. He is concentrating many com- 
plaints of the same character, analyzing 
them and presenting them, together with 
his knowledge of conditions, to proper 
officer to handle to a conclusion with 
the least amount of lost motion. 

The guiding thought of these gentle- 
men of the road, as expressed by one 
of them, is that portion of Regional 
Director Winchell's instructions in re- 
gard to this important work, reading: 

"It is not the intention that any com- 
munity shall be left without proper 
source of information and advice as to 
matters connected with the passenger or 
freight service to the end that there may 
be confidence on the part of the public, 
that their commercial needs are to be 
adequately met, and to foster the im- 
proved relations between the railroads 
and the public." 




TRANSPORTATION 
DEPARTMENT 




'The Sugar Cane Crop" 

By F. R. Mays, Superintendent New Orleans Division 



A LONG the New Orleans Division 
*^ in Louisiana is planted annually 
approximately forty thousand acres of 
sugar cane, and it occurred to me that 
a brief outline of the growth, manufac- 
ture of the sugar, etc. as well as the 
handling from the Railroad standpoint 
would be of interest. 

The cane is planted usually in Janu- 
ary, February and March, and at this 
time has reached a height of approxi- 
mately four feet. Cultivation consumes 
considerable of the time from March to 
July, after which the forces get imple- 
ments, equipment, etc., in readiness for 
the harvesting season which usually 
lasts from October 15th, to January 1st. 
After the first year's planting, we have 
what is known as "first year stubbins," 
second year "second year stubbins," 
third year "third year stubbins." By 
this I mean that the planting for one 
year with the proper cultivation makes 
planting unnecessary for three succes- 
sive years, after which we have an "off 
year," during which corn, hay or peas 
is planted to buiM up the land; then 
follows four additional years of cane 
growing. 

When the cane is properly matured 
it has reached the height of approxi- 
mately nine feet. It is stripped of its 
foliage by hand, the stalks cut off close 
to the ground by use of ~large double 
edged knives, thrown into piles and 
loaded into wagons by use of small 
cranes, then hauled to the Railroad for 
transporting to the mill or refinery. 

In order to accommodate this busi- 
ness it is necessary to anticipate the car 



requirements of each Refinery, accumu- 
late the equipment, assign crews, and 
make many minor arrangements in 
order to quickly transport the cane. In 
former years, it was necessary to assign 
five hundred and fifty cars to this serv- 
ice, together with four entire crews ; 
however, by frequent conferences with 
the cane growers and Refinery people, 
as well as by promptly moving the 
equipment both loaded and empty, we 
have been able to reduce the number of 
cars assigned to this service from the 
above mentioned number to two hun- 
dred and twenty-five, as well as to re- 
duce the number of crews assigned to 
this work from four to two. 

The cane is loaded from the wagons 
to the cars which have been previously 
assigned the Refinery for which the cane 
is destined. The assignment of the 
cars between the various Refineries is 
accomplished by having them boarded 
before being placed in that service. 

For the purpose of outlining the 
method of handling the cane from the 
time it is loaded into the cars until it 
becomes "No. 1 Standard granulated," 
I will give a summary of the process 
followed by the Leon Godchaux Com- 
pany, which is one of the largest and 
most progressive concerns engaged in 
this business. Their plant was recently 
rebuilt throughout on account of a fire. 

The Refinery of the Godchaux Com- 
pany is located at Reserve, La., thirty- 
four miles north of New Orleans, and 
in addition to the business that we 
handle for them, they have a Railroad 
system of their own which covers their 



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ILLINOIS CENTRAL MAGAZINE 



plantation composed of several thousand 
acres in the vicinity of Reserve. 

Their present method of unloading 
the cars requires that fourteen chains 
be laid in the bottom of each car with 
the ends overhanging each side of the 
car a short distance. Upon reaching 
Reserve the cars are switched to the 
rear of the plant, the ends of the chains 
are fastened to rods protruding from a 
conveyor which operates at right angles 
to the side of the cars on an incline to a 
height of about ten feet, where the cane 
is dumped onto a conveyor running 1 
parallel with track on which the cars 
are standing and which leads directly 
into the mill. 

It might be well to add that the God- 
chaux people will, before the next Sea- 
son, install a more modern system of 
unloading which will considerably ex- 
pedite the handling, and, in addition to 
this, will eliminate the racking of cars 
assigned to them, which is done by 
placing three one by twelve boards on 
each sitfe and both ends of the cars, 
properly reinforced with two by four 
material. 

The conveyor leading into the mill 
feeds the cane into an extremely large 
crusher, after which it passes through 
three sets of rollers. The juice flows 
from the crusher and rollers into a tank 
immediately under them to which is 
added a certain amount of water for 
saturation purposes. As a guide for 
the amount of saturation given the juice 
an elaborate and expensive mechanical 
device known as a "Venturi-meter" is 
used. 

From this tank or vat the juice passes 
into automatic weighing tanks, while 
the fiber or crushed cane, which is com- 
monly called "be-gasse," passes onto a 
conveyor which carries it to the power 
plant where it is used as fuel, and for 
which it is highly valued. As an illus- 
tration of this will say that during the 
grinding season it is necessary to use 
only two hundred barrels of fuel oil for 
a twenty-four hour run, whereas after 
the grinding season which lasts from 
seventy-five to ninety days, the opera- 



tion of the plant consumes five hundred 
and fifty barrels of fuel oil. 

From the scale tanks the juice passes 
to the lime station where it undergoes 
a purifying process, then to the heaters 
where the boiling of the juice begins, 
thence to the settling tanks where the 
impurities are removed. After which it 
is passed through the "bag filter" which 
removes the remaining impurities. The 
sediment or impurities thus removed is 
used for fertilizing the land. 

From the filter it is transferred to 
what is known as the "effects" where it 
receives a further chemical treatment. 
Next it is moved to the "filling tanks" 
from which the juice, which has now 
been thoroughly cleansed, goes to the 
"vacuum pans" where the cooking or 
boiling takes place. There are four of 
these pans arranged in line; each of 
them is equipped with a valve, and at 
frequent intervals the man in charge 
takes from this valve several drops of 
the cooking juice which he examines 
under a magnifying glass, and when the 
juice has reached the proper stage of 
what could be termed "granulation," it 
is dropped to the next floor into the 
"mixer" which has revolving paddles in 
it. From there it is conveyed to the 
"Centrifugal" which is a "hamper" 
shaped receptacle on the outer edges of 
which are copper wires that separate 
the juice from the granules. These 
centrifugals revolve at a very high rate 
of speed and while the cooked juice is 
in them it is treated with bluing water 
for the purpose of bleaching. 

The grains pass from the centrifugals 
to what is called a "screw," being a 
worm conveyor, and the juice separated 
from the sugar passes again through a 
double cooking process, and for the sec- 
ond time through the separating ma- 
chine. In this wav all of the sugar is 
removed from it. It then becomes what 
is known as, "black strap," or very poor 
grade of molasses, and is conveyed to 
tanks front which it is transferred to 
Railroad tanks and sold to manufac- 
turers of sweet feed for cattle. 

By means of the screw the sugar is 
moved to the top or fourth floor where 



ILLINOIS CENTRAL MAGAZINE 



43 



it passes into the granulator, cylindrical 
in shape about eight feet in diameter 
and twenty feet long. A screened end 
of this granulator is equipped with 
heater pipes which dries the sugar out, 
and a large bar is so arranged on top 
of it that in revolving the bar rises and 
falls on the top of the granulator, the 
vibration jarring the damp sugar from 
the sides preventing it from caking. 

On the third floor immediately under 
this granulator is another similarly ar- 
ranged in which the sugar goes through 
a further drying process, thence to the 
second floor where the third granulator, 
also a separator and the final machine, 
which turns out the finished product. 
The separator in this machine removes 
all of the hard substances, large lumps, 
etc., and passes the sugar into a chute to 
the first floor. This chute is subdivided 
before reaching the ground floor so as 
to convey the sugar over two automatic 
scales. On one the sugar is turned into 
barrels each containing from three hun- 
dred and fifty to three hundred and 
sixty pounds. On the other twenty-five 
and one hundred pound bags are filled. 

There are several wooden racks cov- 
ered with sheet iron which set up oflf 
the floor about twelve inches, and on 
these the barrels and sacks are stacked. 
Two ton automatic electric trucks are 
run under these racks lifting them, from 
the floor and transporting them to the 
center of the cars into which the sugar 
is loaded for shipment to various parts 
of the country. 

Again the Railroad plays its part by 
having a sufficient number of "A" cars, 
those in first-class physical condition 
placed for this loading. The walls and 
floors are carefully papered, and the 
sugar neatly stacked. After the doors 
are closed, the edges are covered with 
tar paper for the proper protection of 
the lading. 

In addition to the grinding and refin- 
ing of Louisiana cane the Godchaux 



Company receives a large quantity of 
"Cuban Raws" or unrefined sugar, 
which goes through several cooking and 
clarifying processes, and is converted 
into sugar, the grade of which is not 
ordinarily as high as that made from 
Louisiana cane. 

During the grinding season this one 
factory or refinery grinds twenty-one 
hundred tons of cane each twenty-four 
hours. They give employment to be- 
tween four and five hundred men and 
operate the year round with the excep- 
tion of short periods during which they 
close down for repairs or improvements. 
In order to care for their loading it is 
necessary to furnish ten to twelve cars 
per day. 

Five to eight tons of cane is used in 
the planting of an acre once in four 
years as previously described. One 
hundred and forty to one hundred and 
fifty pounds of sugar is manufactured 
from each ton of cane. The average 
yield of cane per acre runs from twenty- 
five to thirty tons, but the season just 
finished was an exceptionally good one 
and the yield ran from thirty to forty 
tons to the acre. 

In addition to the Godchaux Refinery 
there are nine others, the two principal 
ones being located at Belle Helene and 
Dolsen. 

In the season just closed we handled 
three thousand eight hundred and 
eighty-one cars of cane, which is six to 
eight hundred cars in excess of our rec- 
ord for former years. 

The alluvial soil of Louisiana con- 
taining deposits of mud, sand and 
gravel, together with the warm climate 
makes it ideal for the growth of sugar 
cane, and although not on a large scale 
its planting has been extended several 
miles into southern Mississippi. There 
are practically no insects that attack the 
cane crop, and owing to the rainfall suf- 
ficient moisture is secured for its growth 
without the necessity of irrigation. 



Necessity for Economy and Suggestions 
for Securing it 

By V. V. Boatner, Superintendent Memphis Division 



U*ARLY in 1916 business conditions 
throughout the country took on 
such activity that the volume of ton- 
nage offered the railroads for move- 
ment reached new altitudes. It taxed 
all of the lines to their capacity, and 
some beyond. 

Upon the entry of this country into 
the world conflict, in April, 1917, the 
railroads, already carrying an unpre- 
cedented traffic, were called upon to 
perform much additional service and 
carry greater burdens. Not only was 
the traffic movement materially in- 
creased, but the nature of the service 
was much changed. Demand for the 
movement of all commodities was 
great, necessitating preferred orders to 
expedite the movement of certain char- 
acter of materials necessary for mil- 
itary operations. The mobilization of 
troops at the 1 various cantonments and 
thence to ports required much of the 
transportation facilities; the whole 
taking on a movement of such gigantic 
proportions that it was necessary to 
restrict the movement of many com- 
modities. As a natural corollary, to 
produce service so essential for military 
operations and the public welfare the 
cost was not considered, or at best was 
a secondary consideration. It became 
necessary to make large increases in all 
of the wage schedule ; the cost of ma- 
terials and supplies were doubled, and 
in many cases trebled. In addition to 
the advance in wages many conces- 
sions were made in the hours of service 
performed by the different employes, 
punitive overtime after a certain stipu- 
lated period being awarded to many 
classes and crafts. 

So long as the heavy volume of busi- 
ness was available for movement, at an 
increased rate, which had become nec- 
essary, the railroads were able, in most 
instances, to make ends meet. 

After the conclusion of hostilities 



and return to peace conditions the ton- 
nage offered began to materially de- 
cline, and since the first of January has 
continued steadily to show a decrease, 
until the volume moving at this time 
is only about 60 per cent of what was 
moving throughout the country at the 
same period one year ago. Few of the 
railroads are making the standard re- 
turn. Where this return is not made, 
it becomes necessary, of course, for the 
government to compensate the rail- 
roads from other sources, which, it is 
estimated, will amount to several hun- 
dred millions of dollars during the cur- 
rent fiscal year. 

With such conditions prevailing it 
necessarily follows that curtailment in 
expenditures, where practicable, is not 
only demanded, but is the wisest 
course to pursue. Many avenues of 
economy are open incident to the ex- 
travagant practices the railroads had 
fallen into on account of conditions 
referred to above, and it now becomes 
necessary to eliminate these practices 
of an uneconomical nature, as far as is 
consistent with reasonable service to 
the public. 

Analyzing some of the features 
where such economy can be effected 
we find that much can be done in train 
operation. Starting from the initial 
terminal, with operating conditions so 
much more favorable, the item of in- 
itial terminal detention should hardly 
be an expense worthy of consideration 
under the circumstances now existing. 
The same applies to final terminal de- 
tention expense. Few terminals are 
handling a sufficient volume of busi- 
ness, are so crowded, and have inex- 
perienced employes to the extent that 
they will be prevented from eliminating 
this item of expense, if the proper me- 
thods are applied. 

The greatest load practicable should 
be carried by each train moving over 



44 



ILLINOIS CENTRAL MAGAZINE 



45 



the operating district. By close co- 
operation on the part of the dispatching 
and yard organizations and effective 
and careful supervision by the imme- 
diate operating officer much can be 
done in the way of train loads over 
what has existed. This is particularly 
true where fluctuations in traffic arise, 
making it necessary for power to be 
transferred from one terminal to an- 
other in order to protect loading and 
avoid serious delay. 

By individualizing on certain classes 
of service much road overtime can be 
eliminated. The question of train 
movement, in all of its phases, is one 
offering the most opportunity for 
economy, and is worthy of the atten- 
tion of the entire organization. The 
moving of equipment so that the least 
amount of empty mileage will result, 
and obtaining the proper service out of 
the cars that are moving, is a subject 
worthy of the attention of the entire 
dispatching, road, and yard organiza- 
tions, closely co-ordinated under the 
direction of the trainmaster. 

Terminal and yard operations by re- 
arrangement of the work, combining 
service, the elimination of Sunday 
work, and running trains into yards or 



terminals at a time when they can best 
be handled with minimum yard engine 
service, offers a considerable field for 
economy, by close supervision and 
study. 

An item of no little importance, in- 
cident to new conditions that have 
arisen, is that of station service, em- 
ployes in which are on an overtime 
basis after certain hours, and unless a 
definite plan is followed, in organizing 
practically every station, and working 
it out to where the service can be made 
satisfactorily, without at the same 
time exacting long hours, much ex- 
pense will result. The same will apply 
to other departments, where under the 
old regime a longer work day ob- 
tained. 

It is not expected, of course, that as 
much service will be rendered in eight 
hours as in ten or eleven hours, but it 
has been found, in many instances, 
upon investigation, that employes 
heretofore working ten and eleven 
hours, could perform the same func- 
tion to which they were assigned by 
working only eight hours. This is 
particularly true of pumpers, round- 
house men, car cleaners, and employes 
whose work is of similar character, 




46 



ILLINOIS CENTRAL MAGAZINE 



who heretofore consumed all day or 
all night performing a certain service. 

These features, properly analyzed 
and co-ordinated, will result in much 
economy, and if not followed out will 
result in an expense that is not justifi- 
able. 

It is not the intention to reduce the 
number of employes, where it is pos- 
sible to avoid it. It is the intention, 
however, to eliminate unnecessary long 
hours and duplication of service, thus 
precluding punitive overtime, and oth- 
er expensive features entering into the 
operation of larger stations, mechanical 
plants, and places where many em- 
ployes are involved. 

Motor cars have been furnished to 
track men, and it should be possible 
for the gangs to be on their work with- 
in a few minutes after reporting for 
duty, devoting practically the entire 
eight hours to effective work. 

On account of the shorter day it is 
reasonable to conclude that a fair 
amount of additional efficiency can be 
expected from these employes, or, in 
other words, the same number of man 
hours would not be required to per- 



form the same service that was neces- 
sary in the longer day. This would 
also obtain throughout the mechanical 
department, as well as where clerical 
force is involved. 

Road supervisors should calculate 
and compare the number of man hours 
used and results obtained. So should 
each agent, mechanical foreman and 
others supervising men on an hourly 
basis. Intelligently pursuing this 
course to a conclusion economy in op- 
eration could be effected that would be 
far-reaching. 

Another item in which many em- 
ployes can assist in economizing is 
that of use of materials. One seldom 
walks far along the track, particularly 
in yards, without encountering spikes, 
nuts, and bolts, corroding in the 
weather, and in many cases an entire 
loss. The same will apply in connec- 
tion with materials used by almost 
every class of employe. Considering 
the cost of such articles today it is of 
more importance than ever before, 
that in the handling of materials of 
every character, greatest care and 
judgment possible should be had in 
their use. 




BNG-INEEPINj 




DEPARTMENT 



Extension of Nonconnah Yard 

By E. O. Hebert, Resident Engineer. 



XT ONCONNAH Yard is located 
* about six miles south of the pas- 
senger station in Memphis and on the 
south side of Nonconnah Creek from 
which it received its name. It lies be- 
tween the Illinois Central Railroad and 
the Yazoo & Mississippi Valley Rail- 
road and has a total length of nearly 
three miles. This location for freight 
terminal outside of Memphis was de- 
cided on in 1903 in order to relieve the 
crowded condition of the freight yards 
in the city. The work of construction 
was commenced in 1903 and completed 
in 1904, and put in operation in 1904. 
Since that time several extensions to the 
yard have been made as the increase in 
traffic demanded. 

One of the principal extensions was 
constructed in 1913 when the Illinois 
Central began to route its through 
freight trains over the low grade freight 
line of the Yazoo & Mississippi Valley 
Railroad via Jackson, Gwin and Lam- 
bert. This rerouting of the freight 
trains with its resultant additional traf- 
fic made the extension necessary. 

In the year 1917 another large in- 
crease in the volume of freight traffic 
caused by war conditions made it neces- 
sary to make further extensions to this 
yard and the following plans for its ex- 
tension were decided upon : 

Extension of "B" Yard 

Six additional tracks having a ca- 
pacity of about 100 cars each and a 
total leneth of 4.9 miles were to be 
added. The grading for these tracks 
required 144.000 cubic yards of mate- 
rial. The Horn Lake subway was to 



be extended to carry six additional 
tracks and the culverts under the pres- 
ent yard to be extended with concrete 



Extension of "C" and "D" Yards 

Twelve tracks in the "C" yard and 
nine tracks in the "D" yard were to be 
extended toward the west about one 
thousand feet each. As the location of 
the north bound main line of the Y. & 
M. V. prevented this extension it be- 
came necessary to change the main line 
to allow for the extension of the yard. 
The total mileage of the new tracks in 
yards "C" and "D" approximated 8.3 
miles. Grading required, 228,567 cubic 
yards. It was also necessary to con- 
struct 640 feet of standard ballast deck 
trestle and to lay 558 lineal feet of con- 
crete pipe for extension of culverts. 
The additional right of way required 
for the yard extension and the change 
in the main line of the Y. & M. V. con- 
tains 25.5 acres. 85 Ib. rail, with No. 8 
Conley frogs, was used in all ladder 
and lead tracks. The maximum grade 
on the lead is .8 per cent and this is 
compensated for curvature. 

Construction 

The contract for the grading was 
awarded to M. J. Roach & Company of 
Memphis on June 6, 1918, and work was 
commenced both in the "B" Yard and 
the "C" and "D" yard extensions on 
June 18, 1918. Grading in the "B" 
yard was completed November 1, 1918, 
and in the "C" and "D" yard in May 
of this year. The material was taken 
from a borrow pit located on the Mai- 
lory property near East Junction and 



47 



48 



ILLINOIS CENTRAL MAGAZINE 



r 

EH o 






fil 



fill 



C.C-J5 to 

5 C ~ <n .E 

Sfl> 
S-5 5 ea 



J ^ e2 

j o 3 

ij *J ^ 

J3 - a> 



t| 



H *-" _,j ^' 

So o ti ^ , K 

Q H- C<1 *^ 



from another borrow pit on the right 
of way of the north bound main line of 
the Y. & M. V. Railroad near Ensley 
Station. It was loaded with steam shovel 
and hauled on six and twelve yard 
dump cars. The material was hauled 
over main line tracks and necessitated 
the use of a pilot furnished by the trans- 
portation department of the Railroad 
Company. This position was very sat- 
isfactorily filled by Jack Carter, who 
has been employed in the Nonconnah 
yard ever since it was first constructed. 

The track laying in the "B" yard ex- 
tension was commenced in September, 
1918, and completed in January, 1919, 
excepting that portion located over the 
Horn Lake Subway, the extension of 
which was delayed by reason of the 
failure of the Railroad Company and 
the County Commissioners to agree 
upon the type of subway to be con- 
structed. The grading on the "C" and 
"D" yard was not completed until May 
of this year owing to the great diffi- 
culty that the contractor had in secur- 
ing sufficient labor due to the demand 
for labor by the large ammunition 
plants and other war industries. 

The progress of the work and the de- 
tails of construction are illustrated by 
accompanying photographs. 



EFFICIENT SERVICE 
ALWAYS 





1. The work shown in this photograph is grading for lead to Nonconnah Yard, in con- 
nection with extension of yard. 

Steam shovel shown, is in a 28 ft. cut cut to be for two tracks 14 ft. centers. 

Material taken from cut used to make the fill on the line to the north. Short fill shown 
in picture made with number 2 wheel scrapers from cut just below fill in picture. Fill will 
be finished with material from the steam shovel. Culvert shown is 48-inch concrete pipe. 

Track shown is permanent track laid by contractor, railroad company furnishing the 
track material. 

2. Contractor's equipment. 

3. Grading with wheel scrapers for body trucks of C and D yard extension. 

4. Back water from the Mississippi River. Elevation of yard is above all high water 
records. 

5. Slope in cut on inbound lead to C and D yard. 

6. Steam shovel and crew. 



WHAT HAPPENS To A HEATING PLANT WHEN 
LEFT To TAKE CARE OF ITSELF. 



ALL. FIXED 
up Now W/TH 
SOME SWELL 
LITTLB HEATIN 
PLANT 





END OF HEATING SEASON. 




BEGINNING OF NEXT SEASON 



WHAT 
Do You KNOW 
ASOUT THAT! 

I <3o>ESS THIS 

PLANT -SHOULD 
HAVE HAD Sowe 
ATTENTIO 




STARTING 



To LOOK OUT FOR. 




DIRT GRIT NEGLECT BREAK LEAK 



Dirt in Coal 

By L. J. Joffray, General Fuel Inspector, Illinois Central Railroad 



ash content in coal varies widely 
in different localities and frequently 
there is considerable variation in the 
same locality under different conditions 
of mining and preparation. The normal 
amount of ash may be considered as that 
found in the face sample of the seam 
proper; the excess ash is that which 
is added to the coal from the roof or 
bottom in the process of mining and 
which is not eliminated before the coal 
leaves the mine. 

Lump coal made over an inch and a 
quarter (1^4 inch) screen usually shows 
the normal per cent of ash, while the 
inch and a quarter (1^4 inch) screenings 
in most cases show one and one-half 
times the percentage of ash contained 
in the lump. This is due to various 
causes, namely, where mining machines 
are used they occasionally drive the cut- 
ting bar into the fireclay bottom, either 
by failure to properly set the machine, 
which is gross neglect on the part of 
the machine operator, or by cutting bar 
striking an uneven area of bottom clay 
under the coal seam, which is unavoid- 
able. 

Another factor enters here. The bot- 
tom bench of a coal seam frequently 
contains a greater proportion of ash 
than the upper benches, and undercutting 
in this bottom bench is one cause of in- 
creased ash in the screenings. These 
undercuttings from a 6-foot seam 
amount to about 7 per cent. Where the 
coal seam lays under a shale covering 
or roof, it frequently occurs that a por- 
tion of this cover comes down and mixes 



in with the coal, as a result of heavy 
blasting and scaling off due to air strik- 
ing it. This shaley substance easily 
slacks and finds its way into the screen- 
ings. 

The ash content in screenings can be 
reduced nearly to that of the screened 
lump by the use of a jig gravity washer, 
with an ample water supply and a con- 
venient place to deposit the refuse. How- 
ever the washing of screenings has been 
considered too expensive while the price 
of all coal was low, but since prices 
have gone 60 per cent and more higher 
and will probably remain so, it may be 
well, and at the same time profitable, to 
eliminate the excess ash by washing in 
the vicinity of the mines, thereby saving 
the use of cars for and the long haul on 
inert material to points where coal is 
finally consumed, the cost of which 
would be about six mills per ton mile. 

The following table showing ash and 
B. T. U. content of coal from a bitu- 
minous mine in the central west district 
illustrates how the ash content of screen- 
ings can be reduced by washing: 
Co al from One Mine in Central West 
Dry or Unwashed Asih B. t. u. 

Screenings 22.61% 8,895 

Washed Screenings.. 14.05% 10,085 

Lump 12.39% 10,499 

The excess ash in mine run and pre- 
pared sizes, made over an inch and a 
quarter screen, consists chiefly of blue 
band, sulphur band, sulphur boulders, 
or lenses from the vein; and from the 
roof, slate, shale and rock which fre- 
quently comes down with, the coal as 

51 



52 



ILLINOIS CENTRAL MAGAZINE 



a result of improper blasting or lack of 
proper timber to support the roof. This 
foreign matter can easily be removed 
by hand by the miner at the working 
face when loading into mine cars, or 
by having men or boys working on pick- 
ing tables or belts while the coal is pass- 
ing to the railroad car. 

The performance of this work can be 
looked after by a regularly assigned fuel 
inspector. He often .finds the minei 
manager or superintendent letting his 
miners become lax in cleaning coal at 
the face and using too much powder 
for blasting, or the dock boss and slate 
pickers on the tipple becoming dilatory 
in their work, the result being increased 
ash. A protest to the proper mine offi- 
cial by the inspector usually brings about 
a correction; again in other cases rejec- 
tion of the coal will bring about results. 

We are using a system of close in- 
spection with suggestions to the mine 
superintendents on the ground ; while 
the coal is being loaded. As a result of 
this effort the impurities removable by 
hand picking and based on actual car- 
load tests have been reduced from an 
average of 2.763 per cent in the year 
1911 to an average of 1.535 per cent in 
the year 1917, or a net reduction of 1.198 
per cent which applied to a consumption 
of 4,000,000 tons of coal used annually 
represents 47,920 tons less ash, requir- 
ing the use of 958 fifty-ton cars to move 
same. The transportation cost of mov- 
ing this excess ash an average distance 
of 266 miles, based on an "out of 
pocket" cost of five miles per net ton 
mile, equals $63,733.60 per annum. This, 
however, is but the lesser saving. 

Taking the established estimate of 
increase in efficiency due to reduction in 
ash of 1^2 per cent for each reduction 
of 1 per cent, the saving from this 
source, i. e., increased evaporative effi- 
ciency, with coal at a delivered price 
of $3.68 per ton equals $264,518.40, or 
a total saving of $328,252.00 per annum. 
What the measure of the economies 
following from reduced engine failures 
and reduction in enginehouse expense 



amount to are difficult to computation. 

The total bituminous coal mined in 
the United States last year in round 
numbers approximates 585,883,000 tons, 
of which the railroads of this country 
consumed about 30 per cent, or 175,- 
764,900 tons, and assuming that if 1.198 
per cent of the excess dirt or ash had 
been removed at the mines, it would have 
reflected a saving of 42,193 cars, and 
the consequent expensive burden en- 
tailed by transporting and handling this 
"fuel parasite" through the regular chan- 
nels to the refuse piles at some terminal 
points. 

The Bureau of Mines has received 
repeated cases of complaint from coal 
consumers generally during the past year 
wherein the ash content in coal that nor- 
mally runs 6 to 8 per cent has increased 
to 12 and as high as 18 per cent; now, 
if we assume 5 per cent to be a fair 
average of the increase in ash, it would 
mean 585,883 carloads of burden to be 
handled ^pn the entire output for last 
year. 

The higher per cent of impurities, es- 
pecially sulphur in the form of iron 
pyrites, in coals running high in volatile 
matter, is a dangerous element in stor- 
ing mine run or screenings, as these 
coals often ignite spontaneously when 
sufficient moisture is available to cause 
oxidation of the sulphur. This causes 
a rise of temperature sufficient to ignite 
the smaller particles of coal, which when 
properly mixed will start the whole 
pile burning. However, I have never ex- 
perienced this same effect where screened 
lump coal, free of all slack, was stored. 

Elements of Ash 

The effective combustion of coal 
depends largely on the nature and per 
cent of impurities it contains, especially 
so if the ash has a tendency to clinker, 
which is dependent on the percentage 
of silica, iron and lime in their composi- 
tion. The following tables give analyses 
of coal and ash used in ten burning 
tests from ten different mines in Illinois 
and Indiana: 



ILLINOIS CENTRAL MAGAZINE 



53 



TABLE No. 1 



Test 
Number 

1 

2 

3 

4 

5 

6 

7 

8 

9 
10 



Moisture 
per cent 

3.37 

6.02 

4.61 

2.92 

4.99 

3.41 

5.13 

2.86 

8.49 

4.68 



TABLE No. 2 



Test 

Number 
1 


Sulphur 
(S) 
per cent 
.64 


2 


1.30 


3 


1.19 


4 


2.96 


5 


4.43 


6 


4.02 


7 


4.52 


8 


4.58 


9 


1.47 


10 


4.50 



Fusing 
Tern. u 



239 



Volatile 
Matter 
per cent 
31.31 
30.00 
31.35 
33.10 
39.22 
37.12 
37.70 
36.04 
34.87 
38.59 



Silica 

Oxide 

(SiO.) 

per cent 

59.0 

55.2 

56.1 

45.4 

49.1 

35.1 

43.3 

44.8 

45.8 

27.1 



3227 



ANALYSES 


OF COALS 


Fixed 
Carbon 
per cent 
55.19 


Ash 
per cent 
9.63 


53.50 


10.30 


54.05 


10.00 


51.25 


12.73 


43.99 


11.80 


45.62 


13.85 


44.31 


12.80 


43.14 


17.96 


48.16 


8.48 


44.24 


12.49 



Sulphur 

per cent 

.64 

1.30 

1.19 

2.96 

4.43 

4.02 

4.52 

4.58 

1.47 

4.50 



B. T. U. 


Clinker? 


12,325 


No 


12,136 


No 


12,368 


No 


12,389 


Yes 


11,768 


Slightly 


11,842 


Yes 


11,693 


Yes 


11,124 


Yes 


12,251 


No 


11,921 


Yes 



ANALYSES OF ASH 



Iron 


Aluminum 


Oxide 


Oxide 


(FeaOg) 


(AU-Og) 


per cent 


per cent 


3.1 


31.0 


8.3 


26.6 


8.1 


27.2 


25.3 


16.9 


32.2 


13.5 


22.4 


10.2 


24.1 


9.0 


20.3 


18.6 


20.2 


28.3 


52.3 


14.1 



2840 



Table No. 1 gives the usual proximate 
analysis of the coals. Table No. 2 gives 
analyses of the ash. By referring to 
the column showing the clinkering and 
non-clinkering coals and then making a 
review of the ash table, we observe that 
the coals with non-clinkering ash are 
low in both sulphur and lime. In burn- 
'mg they did not clinker in a dazzling 
white fire of an approximate temperature 
of 2,900 degrees F., while the ash in 
the clinkering coals fused at a fire-box 
temperature of approximately 2,200 
degrees F., which indicates clearly that 
when the sulphur and lime content exist 
in high proportion to the silica, iron and 
aluminum oxides, such is the direct 
cause of the ash fusing at the lower 
temperature. 

The bottom line of table No. 2 shows 
the fusing point of the sulphur and the 
different oxides. From this it will be 
seen that by taking each element sepa- 
rately the fusing point is at a higher 
temperature than is usually obtained in 
the furnace of a boiler. However, by 



3416 



Calcium 

Oxide 

(Lime) 

(CaO) 

per cent 

5.6 

7.3 

5.4 

11.6 

4.5 

30.8 

19.9 

16.4 

5.4 

4.4 



3452 



Magnesium 




Oxide 




(MgO) 


Color of 


per cent 


Ash 


1.3 


White 


1.3 


White 


.9 


Light Gray 


.8 


Reddish Gray 


1.4 


Reddish Gray 


1.5 


Reddish Gray 


1.2 


Reddish Gray 


1.5 


Reddish Gray 


0.0 


White 


1.2 


Dark Gray 



3882 



combining these elements in proper pro- 
portion with the sulphur, fusion at a 
much lower temperature will take place. 
The conditions of these ten experi- 
ments as to draught, etc., was identical 
in each case. However, I have since 
observed that either one of the coals 
containing the clinkering ash will give 
better results both as to combustion and 
reduction of slag in the ash by increas- 
ing the draught, which increases the 
flow of air through the fire bed and has 
a tendency to keep the temperature of 
the fire below the fusing point of the 
ash. Hence it is always good policy to 
assign the clinkering coals to a lower 
class of service, as switch engine, local 
freight, and other light runs. However, 
when considering the possibility of burn- 
ing the low grade clinkering coals to 
profitable advantage, such should not be 
construed so as to minimize the responsi- 
bility of those who are assigned the duty 
of eliminating all impurities possible 
when the coal is being prepared at the 
mines. 



Fitting Up Driving Boxes, Shoes and Wedges to 
Prevent Broken Flanges 

By S. R. Mauldin, Master Mechanic, Water Valley, Miss. 



f\N the first thought this subject may 
^^^ seem a very simple matter and 
easy of execution to the average me- 
chanic, but if any mechanic, who is 
thoroughly familiar with the construc- 
tion of a locomotive, particularly in 
the fitting up of the various parts, as- 
sembling and erecting, will take the 
time to carefully examine the shoes 
and wedges on locomotives which are 
being turned out of the repair shops 
after receiving general or thorough re- 
pairs, he will find in many cases where 
shoes and wedges are not square one 
with the other, which causes an un- 
equal strain when driving boxes are 
forced against them laterally. 

Again not enough attention is given 
to the fitting of the shoe and wedge to 
the pedestal to positively know that 
each have a good bearing on face of 
pedestal and also that flanges do not 
bind on sides of pedestal and not too 
large but just a neat slip fit. 

Main frames should be carefully 
measured and checked over when a 
locomotive is receiving heavy repairs 
to know that they are parallel and 
square in relation one to the other, and 
that the cross braces, particularly the 
lower ones, are neatly fit and securely 
bolted. Assuming that the locomotive 
has been in service for some years and 
the pedestals have become worn on the 
sides (more on outside as a rule) care 
must be used in fitting the shoes and 
wedges to them; also in truing up 
pedestal faces to have them true with 
sides of main frames, using 1 square 
against straight edge which reaches 
across both shoe and wedge pedestals. 
Never permit the practice of squaring 
a pedestal face by squaring from side 
of one pedestal only. Of course, if 
shop is important enough to have a 
machine for this purpose the operation 
is simple, but, care should be used to 



know that the tool will cut square with 
outside face of main frame. 

After shoes and wedges have been 
machined all but the faces and have 
been placed in position on the frames 
and clamped, before proceeding to lay 
them off for the machining of the faces 
it will be good practice to try a three- 
foot straight edge against the outside 
of them, for there will possibly be some 
that are not true and can be remedied 
before laying off. 

After being machined on the faces 
they should be again placed in position 
on the frames and securely clamped 
the wedge about one inch from ped- 
estal binder, then gauge to know if 
faces are square and correct space be- 
tween them for driving box. 

If in this case new driving boxes are 
being applied and they have been ac- 
curately machined, the lateral bearing 
of the boxes will be the same on all 
shoe and wedge flanges, but if second 
hand driving boxes are to be used at- 
tention should be given the outside 
flanges, truing up if necessary. It is 
the practice in some shops to only 
true up the driving boxes when shoe 
and wedge face fit when machining old 
or second hand boxes. 

The flanges on many shoes and 
wedges are cracked when putting them 
in place after locomotive has been 
wheeled for the reason that pedestal at 
bottom does not wear on sides and 
shoe or wedge has been fit to upper 
portion only. It is good practice in 
fitting them up to enter on pedestal at 
bottom and slide up. 

There has been a tendency the last 
few years to increase the thickness of 
shoe and wedge flanges, which in a 
measure has prevented the breakage of 
flanges ; also material other than cast 
iron has been used to make them, but 
unless proper attention is given to fit- 



54 



ILLINOIS CENTRAL MAGAZINE 



55 



ting them up the reduction in broken 
flanges will not be reduced to what it 
should be. 

Some years ago it was the practice 
in a locomotive repair shop, after fit- 
ting up and machining shoes and 
wedges to put the driving boxes in 
position and put the binders in place 
in order to determine positively that 
the box flanges bore evenly against 
shoe and wedge flanges and faces ; also 
to see if wedge when adjusted had 
proper clearance from binder. Now this 
practice is not advocated in its en- 
tirety, but if one locomotive in a shop 
(when broken flanges were frequently 
the case) was fitted up in this manner 
and employes who. were handling this 
kind of repairs would carefully note 
the advantage to be gained, that they 
would profit by the knowledge gained. 

Another point that must not be 
passed up too lightly by the repair men 
is that when renewing a shoe or wedge 
on light or running repairs care should 
be used to be sure that the new one 
measures up accurately with one re- 
moved, unless allowing for liners in old 
one, and then be sure as to correct 
taper. 

It is generally understood by all 
good mechanics that shoes and wedges 
must be accurately layed off as to rod 
lengths, etc., but believe the practice 
referred to in this article has been lost 
sight of to a great extent. A visit to 
some of the locomotive repair shops 



where a large force is worked and a 
large number of locomotives are turned 
out each month will be convincing 
when you note the difficulty experi- 
enced in getting shoes and wedges in 
place ; also after the locomotive is rest- 
ing on spring rigging and all pedestal 
binders in place that the driving boxes 
do not fit up against shoe and wedge 
flanges squarely and have an even 
bearing, this last condition being re- 
sponsible for broken shoe and wedge 
flanges and may be hot bearings. 

When setting driving boxes on bor- 
ing mill to bore journal fit care is exer- 
cised to know that the bore is true with 
hub face of the box. But if box flanges 
do not fit up squarely and evenly 
against shoe and wedge flanges you 
have a condition very similar to a box 
being bored out not true with hub face. 

This subject is not a new one by any 
means, but is one that may suffer tor 
lack of proper attention, particularly 
in these days when we have been short 
of good mechanics and have entrusted 
this important work to less skilled 
employes. 

A good shoe and wedge mechanic is 
essential in any shop which makes gen- 
eral repairs to locomotives, if the loco- 
motive is to remain in service and not 
have to be constantly renewing shoes 
and wedges on account of broken 
flanges. 

Nothing new just a reminder. 



Appointments and Promotions 



Effective June 1, 1919, Mr. E. N. 
Vane is appointed Train Master of the 
Indiana Division, with headquarters at 
Mattoon, Illinois, vice Mr. P. E. Odell, 
resigned. 

Effective April 21, 1919, Mr. Charles 



E. Feirich is appointed District Attor- 
ney, with headquarters at Carbondale, 
Illinois, for the. district lately in charge 
of Judge W. W. Barr, now deceased. 
The local attorneys in that district will 
report to him. 



ILLINOIS CENTRAL MAGAZINE 57 



Safety First 



. C. M. ANDERSON, Regional Supervisor 
of Safety, Southern Region, United States 
Railroad Administration, accompanied by the 
Chairman, General Safety Committee, made an 
extended trip over Illinois Central and Yazoo and 
Mississippi Valley Railroads during May, attend- 
ing the divisional Safety meetings, New Orleans 
Terminal, Louisiana, Mississippi, Tennessee, Ken- 
tucky and St. Louis Divisions, and the New Or- 
leans and Vicksburg Divisions on Y. & M. V., also 
several local committees. 

Inspected yards, shops and facilities in general, 
speaking to employes of shops assembled at Hara- 
han, Government Yard, McComb, Vicksburg and 
Paducah, giving out valuable hints on Safety and 
to Division meetings as to duties of committeemen 
to the cause, explaining that the United States 
Railroad Administration was squarely behind the 
movement, and so much interested that they ex- 
pected results that never had been obtained be- 
fore. Mr. Anderson is so convincing in his argu- 
ments saying "there is no middle ground; em- 
ployes are either for Safety or against Safety." 

The trip consumed two weeks, and the gentle- 
man paid the Division Superintendents several 
compliments on cleanliness and general good ap- 
pearances of their Divisions and their manner of 
conducting meetings, also to the large percentage 
of passenger trains on time. 



From "Harry, Hop the Train" 

NEVER cross the tracks by night or by day, 
Without stopping to listen and look each 
way. 

Never walk along the railroad ties 

You can't always trust your ears and eyes. 

Never hop a freight, for nothing quite heals 
The wound received under grinding wheels. 

Never, on a hot or sunny day, 

Sit beneath box cars to rest or play. 

Never crawl under a car of freight 

When the crossing's blocked play safe and wait. 

Never board, or alight from, a train that is moving, 
Accidents, daily, its dangers are proving. 

Never play games 'round the tracks at the sta- 
tion 
There are much safer places to seek recreation. 



><f^> 

'COURTESY^ 

AND 

EFFICIENT SERVICE. 

ZSfc^-g 



Passenger D 



Little Talks with the Ramble 



Notes of Interest 
io the Service 




The Rival Brook 



'Tp HE Rambler and Tyro were of 
* markedly different mental char- 
acteristics and temperaments, and yet 
they had some little traits in common. 
The Rambler, for instance, until within 
about a year ago, had led an active busi- 
ness life, jumping from one place to an- 
other at all hours of the day and night, 
and dealing with a wide range of human 
nature and business propositions; the 
latter while tending all to the same end 
varying widely in detail and method of 
accomplishment. Since that class of ac- 
tivities had ceased with him however, a 
reaction had seemed to set in, and while 
at times restless, as a general thing 
when not engaged in business problems 
he most enjoyed being quiet and more 
or less by himself. This last was par- 
ticularly unexpected among those of his 
acquaintance who knew him well, for 
having been constantly dealing with dif- 
ferent people and all phases of human 
nature, he had thereby become a past 
master in the art of "mixing." Hence, 
they thought, it would be supposed that 
from very inertia he would continue his 



restless activities among men in some 
form or other. But, as has been said, 
he seemed to seek quiet, remarking 
when questioned in the matter that as 
"everything helped" he expected a lit- 
tle surcease from his former habit 
might serve as a sort of a rest cure for 
him, and put him in good trim for a 
renewal of his active life should it ever 
be thrust upon him again. 

Tyro, on the other hand, by virtue of 
his profession was a man who had al- 
ways been tied down rather closely to 
his desk; at least since the days when 
his repertorial activities had ceased and 
he had achieved editorial responsibili- 
ties. He was, however, by no means 
a recluse, and was far from being nar- 
row as to what was passing in the great 
outside world. He was quite the con- 
trary as to this last, for by proxy he was 
in touch with all phases of human ac- 
tivities, and in a sense was more of a 
mixer in broad human affairs than the 
Rambler ever was with individuals. 
However, being in his professional ac- 
tivity more or less closely confined from 



59 



60 



ILLINOIS CENTRAL MAGAZINE 



a physical point of view, his habit was 
just the reverse of the Rambler's pres- 
ent mood, as he seized every opportun- 
ity to get out into and touch elbows with 
the world. 

Such were the opposite inclinations of 
these two men when, during the recent 
hot spell, they each of them followed 
their bent on a close, sultry evening in- 
dependently of the other until fate, cir- 
cumstance or some other attribute 
brought them together towards the close 
of the day. 

The fact with Tyro was that his fam- 
ily being away from home, as the time 
came for him to end his daily labor in- 
stead of the usual pleasant anticipatory 
thought of home greetings his mind re- 
belled against returning to an empty 
house and to the probable extreme heat 
of a sultry night in the suburbs. In 
contrast, visions of the sparkling waters 
of the great lake and thoughts of cool 
breezes from off its broad surface came 
to mind. So after a hasty lunch he 
went to one of the beaches, where, 
seated on a bench, he watched the 
throne of bathers and enjoyed the cool- 
ing effect of fitful breezes from off the 
lake. He marveled as he sat there, at 
the double line of automobiles parked 
on each side of the driveway overlook- 
ing the bathing beach, and was amused 
by the human activity that was dis- 
played all about him. But he was not 
one that could linger for any length of 
time over any one picture or group of 
pictures of restless humanity. In other 
words, he was incapable, much to his 
own regret, of such utter relaxation of 
mind and body as would enable him to 
take a long and regular "loaf" doing 
nothing. Incidentally, however, it may 
be stated that his mind was so trained 
to observance that in the relatively short 
time he was on the beach he probably 
saw more of what was going on there 
than the average loiterer would have 
seen in the course of many times the 
hour that Tyro gave to his little resting 
and cooling spell. 

It naturally followed that being sat- 
isfied for the time being with the latter 
phases of his relaxation, his mind 



turned to the Rambler whose apartment 
he knew was not very far away, and 
that shortly afterwards he was ringing 
the Rambler's door bell. 

In contrast to Tyro's mood the Ram- 
bler, after the day's heat and perplexi- 
ties of the office, had elected to remain 
quietly at home where Tyro found him 
comfortably stretched out in an easy 
chair on his screened-in porch and plac- 
idly smoking his pipe. 

"Well, well," said Tyro on being 
heartily greeted, "I don't know but what 
you are right after all. On the shady 
side of the house and a bit of a breeze 
straining through the meshes of these 
screens, you look pretty comfortable. 
When you consider the exertion of go- 
ing to and from the beach, and particu- 
larly the reaction as you penetrate the 
city's hot atmosphere again after leaving 
it, I am not sure but what you are more 
comfortable in the end than I am going 
to be. Wish I had thought of you first. 
However, perhaps I have seen and 
learned more of what is going on on a 
hot night in a city, than you have." "I 
doubt it," was the response as the Ram- 
bler pointed down at the boulevard be- 
low and called attention to the stream 
of automobiles passing up and down, 
and to the kaleidoscopic picture made by 
the pedestrians sauntering on the side- 
walk and the groups of family parties 
sitting on the porches of the opposite 
houses. "I don't know," he repeated, 
"I have more or less of a moving pic- 
ture show right here. Possibly the sub- 
jects are not as picturesque, artistic or 
interesting as those you have seen in 
their bathing suits on the beach, but the 
scenes move fast enough for me; in fact 
a bit too fast, perhaps. Too much ac- 
tivity around and about one sometimes 
is wearisome, as it creates an uncon- 
scious inertia in one's mind, and one 
is threatened with becoming atuned to 
its cadence. Nevertheless, wishing to 
be quiet and take a good relaxation, I 
shut out all that activity that is going 
on down there below by you'll never 
guess !" he exclaimed abruptly. "By 
nothing more nor less than working up 
some statistics. Fine stunt for a hot 



ILLINOIS CENTRAL MAGAZINE 



61 



night, you may think, particularly when 
as a rule I am not interested in dry fig- 
ures. In this case, however, I went Into 
them out of pure curiosity. I was in- 
terested in doing so, I presume, through 
the human perversity of being inter- 
ested in what I knew to be an entirely 
unessential matter. That is, the statis- 
tics I have been working out are en- 
tirely unessential in serving any prac- 
tical or good purpose except my own 
idle curiosity. I will tell you about 
them," he concluded; "but first let me 
get you comfortable, for I cannot con- 
ceive that what I have worked out here 
will hold your interest for more than a 
few minutes. So, if you will lie down 
in that swinging couch maybe you will 
get relief from my statistical debauch 
by falling off into a doze. Just the 
same," he added, "the story that weaves 
in and out through my dry figures may 
have a human touch to it that will ap- 
peal to you. In fact, it is not every 
newspaper editor that I would tell the 
story to at all. They are too apt to per- 
vert salient features to serve their own 
ends. But I think I will trust you in 
this last respect. The story is not of a 
sufficiently comprehensive nature to at- 
tract your broad mind from an editorial 
point of view. Nevertheless," he added 
with a little smile, "I doubt if I would 
trust Slim with it. He, in the exuber- 
ance of his youth and cupidity for a 
story, might attempt to make more of 
it than it deserves. This therefore is 
'under the rose' as far as you and Slim 
are concerned." 

Tyro accepted the Rambler's invita- 
tion to stretch out on the couch, but said 
smilingly that his curiosity had been so 
aroused that he knew slumber would 
elude him. "Much," he added, "to my 
regret, for good story-tellers are born 
you know, and statistics, being proverbi- 
ally dry, might become inflammable on 
this hot night. There are possibilities 
you see therefore," he dryly joked the 
Rambler, "that sleep on this occasion 
would perhaps prove a blessing. Alas, 
that I should be denied it in case you 
prove to be a lame story teller and the 
statistics become ignited." 



The Rambler smiled at Tyro's mood, 
and after discarding his pipe for a cigar 
picked up from a little stand table by 
his side a file of office papers. He re- 
marked as he did so that he had brought 
them home for the express purpose of 
analyzing by figures the waste energy 
that they represented. 

"I will call the story," he began, 
" The Rival Brook' because at one time 
it threatened to vie with Tennyson's 
brook, which you will remember went 
on forever. Its dramatis personse are a 
Miss Smith (so named that Slim would 
not know which Miss Smith to hunt up 
should you take a notion to send him 
out to interview her), a Pullman con- 
ductor, a Pullman porter, two officials 
of the road one representing passenger 
service and the other train operation, 
a consolidated ticket office agent and a 
union station ticket agent. The scene 
is laid at one of our important term- 
inals and on one of our through trains. 
The story in brief is that an upper berth 
in a Pullman car was sold twice through 
clerical error, Miss Smith being the vic- 
tim of the duplication. As will be 
seen, however, she was properly taken 
care of and in the end came out better 
than she had reason to expect, as she 
was finally given a lower berth. While 
not complaining of the accommodations 
eventually obtained, and at one time 
seeming to understand and appreciate 
the sacrifices made to set matters right 
with her, she nevertheless elected to 
make quite a fuss in the way of corre- 
spondence at what she insisted was a 
case of 'injustice' and 'rotten graft.' We 
first heard from her through a letter 
that she wrote setting forth her story, 
which letter was written in longhand 
and consisted of 7 pages of note size 
paper containing 781 words. This was 
supplemented the following day by a 
second letter of 371 words, also in long- 
hand, in which she stated that in her 
original letter she had left out 'one of 
the important parts of the report.' 

"In brief, her report was that she 
boarded the train at our terminal on the 
Sunday evening of March 2nd, having 
purchased her berth and passage ticket 



62 



ILLINOIS CENTRAL MAGAZINE 



on the Saturday evening previous, or 
March 1st, and that on presenting her 
sleeping car ticket, which called for 
Upper 11, Car 6, she was promptly 
placed in the appropriate section. But 
soon after, the car porter came and 
asked to see her berth ticket, and on its 
being shown advised her that she had 
the wrong berth. He took her ticket 
away with him and shortly returned 
with another ticket for an upper berth 
in Car 40, saying that he would move 
her into that car. On her insisting that 
she keep the seat that she had pur- 
chased the day before she was referred 
to the Pullman conductor. On her ap- 
pealing to the latter as he stood on the 
platform checking 1 his passengers on, 
he told her that the berth had been sold 
twice and that the diagram showed her 
berth belonged to a gentleman who with 
his wife had been given it. On his 
being asked why the gentleman was not 
moved instead of herself the answer 
was to the effect that the husband would 
then be. in one car and his wife in an- 
other. A little later she was reassigned 
to Upper Berth 2 in the same car of 
her original ticket, the upper in Car 40 
having been given her as a temporary 
makeshift until the conductor was in 
position to know what he had at his 
disposal in the way of space. She 
moved to the seat below upper berth 
No. 2 and later accepted the offer of 
the lower berth in the same section, it 
having been surrendered to her as a 
matter of courtesy by Jack, more of 
whom will appear later. But," con- 
tinued the Rambler as he ran through 
the 9 pages of Miss Smith's original let- 
ter and its supplement, "the really in- 
teresting part of this phase of the mat- 
ter is the rambling comments she makes 
on matters in general. She complains 
of 'injustice done.' She tells of con- 
versing with the porter and telling him 
how she feels about the 'graft' that had 
been worked 'to get my berth away 
from me.' She chides him for having 
tried to 'blame the trick' on the ticket 
agent who. the day before had sold her 
her original berth, and who in her mind 
'did not sell the same berth to both 



parties.' She also explained to the por- 
ter that 'Uncle Sam' did not want the 
patrons of the railroads treated as she 
had been and that she would report the 
case. It was in this connection that 
Bob undertook to pacify her and that 
Jack got into the game, and when they 
were both told that she didn't like to 
see them try to blame their 'dirty work' 
on the ticket agent who sold her the 
berth; they having each agreed that 
agents do sometimes make the mistake 
of selling the same berth to two differ- 
ent passengers. She objects to the 
Government allowing railroad officials 
to shield such an employe. In her sup- 
plement she mentions that Bob and Jack 
also told her that it was not the fault 
of the porter whom she grudgingly ex- 
onerates later by saying that she 
thought he was a tool in the hands of 
a higher employe. She still evidently 
has her suspicions of the porter, how- 
ever, for she says 'how did the porter 
know that upper berth No. 2 would not 
be sold before we got to - , or 

had not been sold without seeing the 
ticket agent again?' But her windup is 
a climax. She accuses Bob and Jack 
as having 'fixed up' the original scheme 
of getting her berth away from her to 
give to 'the man with the woman/ So 
she says she can see why Bob defended 
the porter and why he and Jack were so 
eager to accuse the ticket agent of such 
'ridiculous mistakes.' This last not- 
withstanding the fact that it was Bob 
who gave up his upper No. 2 to her 
and Jack who later exchanged his lower 
No. 2 for her upper. 

"But," said the Rambler as he re- 
lighted his cigar, "I am going into too 
much detail, although it will be inter- 
esting to note what this complaint in- 
volved in the way of investigation and 
explanation before we got through with 
it. As I have mentioned, it was mere 
idle curiosity as to the statistics of the 
matter which caused me to bring these 
papers home and work over them this 
hot night, but they have served a double 
purpose, for in that work I have for- 
gotten the heat. Now listen. On re- 
ceipt of Miss Smith's letter Inquiries 



ILLINOIS CENTRAL MAGAZINE 



63 



were sent out in various directions as to 
the facts; which, before the case was 
closed involved 28 letters and corre- 
spondence between eleven individuals. 
The substance of one or two of the let- 
ters I will just mention to make the 
story complete and to show what the 
real facts were Say Tyro are you 
asleep?" He thus interrupted himself 
as on glancing toward the couch he 
noted that his companion's eyes were 
closed and the thought flashed upon him 
that there had been no inquiries or com- 
ments made on what had thus far been 
said. Being assured by Tyro, however, 
that he was wide awake the Rambler 
continued. 

"Bob's written explanation in the mat- 
ter is that while in conversation with 
Jack in the smoking room, the porter 
came in and asked that he try to pacify 
'Miss Smith. This, Bob said, he tried 
to do by letting her have his upper in 
her original Car 6, and from which she 
had not moved; Bob sitting up until he 
got to a junction along the line where 
accommodations were found for him in 
another car which was attached at that 
station. Up to the time of her retire- 
ment his report said, Miss Smith seemed 
to be very well pleased with his efforts 
to aid in her comfort. Jack's report is 
somewhat more lengthy, and states that 
a few minutes after the train pulled out 
the Pullman conductor came in and told 
them that there was a lady greatly ex- 
cited about a mixup in assignment and 
asked Bob if he would exchange his 
upper 2 for something that he would 
find for him later on, to which Bob 
readily consented. Later the Pullman 
porter came in and asked Bob to please 
try and pacify the lady's as she was 
blaming him for the mixup. 'Later,' 
Jack says, 'I left the smoking room and 
went to my seat in the sleeping com- 
partment of the car and a lady seated 
there asked if I would exchange berths. 
I told her I would be glad to do so, 
and that it was my intention to ask her 
if she would take my berth in exchange 
for her's but that she had beat me to 
it. She talked very pleasantly but com- 
plained about the mixup and intimated 



that the porter had accepted graft, etc. 
I tried to explain how the matter oc- 
curred but she did not appear to be sat- 
isfied with my explanation.' He 
further states, 'I chatted with the lady 
for fifteen or twenty minutes and she 
was very profuse in her thanks for my 
favoring her with a lower berth/ Jack 
says that he spent the next day in an 
official's car that was attached to the 
train, but he concludes with: 'About 

thirty minutes before reaching 

I went into the sleeper to gather my 
belongings, and the lady again thanked 
me and told me she very much appre- 
ciated my action in letting her have the 
lower berth. Just as we were getting 
off the train she again thanked me.' " 

"Well, that is all right," said Tyro, 
"as far as it goes," evidently to prove 
to the Rambler that he was not asleep. 
"But how did the mixup occur?" 

"The correspondence shows," was the 
answer, "what patience and labor it in- 
volved to dig out all the facts in the 
case; but they are summed up in the 
letter that we wrote as our report to 
Miss Smith the letter we thought 
would be a final answer to her original 
complaint. But it is first necessary to 
state before reading from it, that in the 
meantime in answer to a short com- 
munication to her to the effect that we 
were investigating and would report as 
soon as possible, she comes back with a 
178-word letter in which she berates the 
people of the section of the country 
from which she was traveling, and ends 
by saying that it seemed as though every 

evidence 'pointed to the guilt of 

(Bob) and (Jack)', closing with 

the remark that, 'Anyway, it is the first 
time' she ever 'heard a southerner 
shield a nigger' as Bob did the porter. 
This is a part of what we wrote her: 

" 'After making a most thorough in- 
vestigation we have succeeded in placing 
the responsibility for the trouble. The 
sleeping car space which you purchased 
was sold twice, that is, two tickets were 
issued for the same berth, one ticket 
having been sold at the Consolidated 
Ticket Offices up-town, and the other 
one at the Depot Ticket Office. 



64 



ILLINOIS CENTRAL MAGAZINE 



" 'During the day diagrams of sleep- 
ing cars and all space therein are con- 
trolled by the up-town office and accom- 
modations purchased during that time 
at the Depot Office are assigned by the 
up-town office to the Depot Office by 
telephone. When such assignments are 
mrde the clerk in the up-town office is 
supposed to make proper entry on the 
diagram so that the space will not again 
be sold but it would appear that in this 
case the entry was not made, causing 
the sale of space a second time. This 
feature of our service is always given 
very careful supervision and each case 
that comes to our notice is investigated 
most thoroughly to the end of avoiding 
recurrences, but notwithstanding all 
such efforts we have to contend with, 
in the sale of sleeping car tickets, the 
possibility of human error which very 
often cannot be explained. 

' 'Without attempting to excuse the 
error I might say that during the busy 
season ticket sellers in those offices work 
under pressure and are subjected to 
many distractions, telephone calls, etc., 
and it might have been due to one of 
these causes that error was made in this 



case. 



' 'We have also carefully looked into 
(Bob's) participation in this 



case and believe he had in mind nothing 
but your best interest, and we are con- 
vinced in this because there was no 
necessity of shielding any of the em- 
ployes on the train as none of them had 
participated in the error. 

' 'Unfortunately in such cases after 
the conductor is confronted with two 
tickets and has had no opportunity to 
develop which one, if either, had prior 
rights, he naturally must reserve to him- 
self any opinions as to the cause of the 
duplicate sale and adjust to the best of 
his ability according to circumstances.'" 

"The letter is an extremely courteous 
one in other respects, as well as in what 
has been read, expressing at its end our 
regrets, but it evidently failed to pla- 
cate. Miss Smith acknowledged it by a 
4-page letter-size document, closely hand 
written and, of course, including a post- 



script. It contained 1,425 words. It's 
a curious jumble," the Rambler said 
sotto voce as he glanced through its 
pages, "and begins by expressions of 
appreciation for the pains that had been 
taken to answer her in full. But it 
runs very quickly into a statement to 
the effect that she realized what an 
'impulsive thing' she did in writing to 
the General Passenger Agent instead of 
to a Government official ; especially 
when she was so sure in her own mind 
that Jack was 'the only guilty party.' 
Then she apologizes for herself by 
adding: 'but I thoughtlessly didn't stop 
to consider hoW .utterly helpless you 
would be in trying to investigate the 
discourtesy of the railroad president's 
conduct.' " 

At this last the Rambler burst into 
a hearty laugh as he remarked in an 
aside: "Isn't that rich? She takes 
Jack for the railroad president. I must 
show this to him some time. He'll be 
quite puffed up. No, he will not, come 
to think of it," he continued, "for I 
remember now that further on she 
spoils it all by reflecting on the 'indi- 
vidual autocracy' that is being 'handed 
out' by 'appointing such an incapable, 
undeserving person president of a rail- 
road.' She quite agrees," the Rambler 
went on as he continued to scan her 
letter, "with our statement concerning 
Bob, but qualifies it immediately by 
saying she imagined he was acting 
under Jack. She then argues as to 
how the case might have been handled 
instead of as it was, and then jumps 
quickly in her mind back to 'the man' 
who got her original berth whom she 
imagined as having said to himself con- 
cerning it, Til get that berth'; and of 
course she could not resist the oppor- 
tunity to cast aspersions on the lady 
who was with him, referring to her in- 
cidentallv, among other things, as the 
'b'eached blonde.' Some of the letter 
is devoted to her opinions of President 
Wilson, touching in such connection on 
democracv. autocracy and the armistice. 
Local poHtics and the physical condition 
of the city from which she began her 
journey next received her unflattering 



ILLINOIS CENTRAL MAGAZINE 



65 



attention. The postscript, however, is 
a full page giving references in many 
different parts of the country to prove 
that she is not 'a traveling crank.' 

"That practically closes the story," 
said the Rambler as finding his cigar 
had gone out he carefully placed the 
end of it on the corner of the table to 
avoid mussing up his porch rug. "The 
closing paragraph of the final letter in 
the controversy was written by one to 
whom Miss Smith's last letter had been 
referred and is couched in the following 
terms : 

" 'From the reading of her letter and 
from what she has to say I should con- 
sider her, to say the least, an unreason- 
able woman and I see no reason why 
we should continue further correspond- 
ence.'" 



"What do you say, Tyro," the Ram- 
bler exclaimed as he thrust the papers 
aside, "to the general proposition that 
the railroads, although not always per- 
fection themselves, have their real trou- 
bles? With a lower berth out of the 
deal instead of an upper, with acknowl- 
edgment of error and apology therefor, 
was the lady unreasonable in blaming 
first one and then the other of mani- 
festly innocent parties? With her five 
letters aggregating 2,800 words, were 
we not sufficiently punished for the 
error in the Consolidated Office?" 

But Tyro made no reply, for he was 
fast asleep. Observing this the Ram- 
bler smiled indulgently and softly re- 
marked: "You lucky fellow \ Maybe 
you've had a narrow escape from being 
talked to death." 



Notes of Interest to the Service 



The following changes of schedules and car 
service of interest to our agents have taken 
place since the last issue of this magazine, 
and are in addition to changes concerning 
which special circulars have been sent out : 

Union Pacific : Effective June 22nd a new 
train, No. 3, was scheduled to leave North 
Platte at 2 :55 a. m. and arrive at Cheyenne 
at 10:30 a. m., stopping at nearly all inter- 
mediate points ; in which connection the 
Omaha-Cheyenne sleeping car formerly car- 
ried on Train No. 7 was changed to leave 
Omaha in No. 15 at 4:25 p. m. to be attached 
to new train No. 3 at North Platte. 

Train No. 13 has become a Chicago-Den- 
ver train in connection with C. & N. W. Train 
No. 19. A new 12-section drawing-room 
sleeping car, Chicago to Denver and a club 
observation car North Platte to Denver has 
been added to former equipment. Train No. 
13 will operate through from Omaha, it leav- 
ing Omaha at 1 :20 a. m. ; the consolidation 
of Trains Nos. 19 and 13 at North Platte 
having been discontinued. 

Train No. 19 now leaves Omaha at 1 :30 
a. m. instead of 1 :20 a. m. arriving at 
Cheyenne and Green River earlier than form- 
erly. No change in Oregon Short Line sched- 
ule. Chicago-Los Angeles tourist car is now 
carried beyond Salt Lake on L. A. & S. L. 
Train No. 1 instead of No. 3 arriving Los 
Angeles at 5:30 p. m. instead of 4:15 p. m. 

Canadian Pacific : A new daily limited ex- 
press train between Montreal, Toronto and 
Vancouver has been inaugurated the "Trans- 



Canada Limited." It makes the distance be- 
tween the terminals mentioned in less than 
four days and is a strictly limited train ; it 
having space for sleeping car passengers only. 
Its schedules show a running time of 93 
hours, 30 minutes westbound from Montreal 
to Vancouver, and 92 hours, 15 minutes, east- 
bound from Vancouver to Montreal. From 
Toronto to Vancouver, 89 hours, 45 minutes ; 
from Vancouver to Toronto, 88 hours. 

Chicago & North Western : By change in 
effect June 21st, through drawing room sleep- 
ing car service was established from Chicago 
to Denver via C. & N. W. and U. P. in 
Trains 19-13 (Colorado Special), leaving 
Chicago at 10 :30 a. m. daily, arriving Denver 
at 4 :30 p. m. the next afternoon. Complete 
through service between Chicago and Den- 
ver is now as follows : Colorado Express, 
daily, No. 3-15 for Denver leaves Chicago at 
11 :20 p. m. : Colorado Special, daily, No. 19- 
13, leaves Chicago at 10 :30 a. m. 

Pere Marquette : By new schedule effec- 
tive Sunday, June 22nd, Trains Nos. 9 and 10, 
the "Resort Special" between Chicago and 
Bay View was restored, leaving Chicago 
at 6 :30 p. m. Through parlor car service was 
established between Chicago and Muskegon 
in Trains 5-105 and 104-4. Sleeping car be- 
between Chicago and Traverse City in Trains 
Nos. 1 and 8, was discontinued, the car con- 
tinuing in service however, between Chicago 
and Grand Rapids. 

Chicago, Rock Island and Pacific : Change 
of June 22nd includes the following depart- 



66 



ILLINOIS CENTRAL MAGAZINE 



ures in Colorado service : Train No. 7, the 
Rocky Mountain Limited via Omaha, leaves 
Chicago at 10:05 a. m. ; Train No. 5, the 
Colorado Express via Omaha, leaves Chicago 
at 10 :00 p. m. ; Train No. 39, the Colorado 
Flyer, leaves Kansas City at 6 :00 p. m. ; 
Train No. 11-25-5, the Colorado Express, 
leaves St. Louis at 9 :03 p. m. 

'Michigan Central: Train No. 4, leaving 
Chicago at 12 :30 p. m., now carries through 
coach and parlor car Chicago to Grand Rapids 
via Kalamazoo and G. R. & I. ; sleeping car 
has been restored between Chicago and Lans- 
ing (from Jackson to Lansing in No. 73) 
on Train No. 36 leaving Chicago at 12 :05 a. m. 

Seaboard Air Line : By recent change Train 
No. 3 now leaves Jacksonville at 9 :25 a. m. 
arriving Tampa at 6:00 p. m. ; Train No. 15 
leaves Jacksonville at 1 :15 p. m. arriving 
Tampa at 7:45 p. m. ; Train No. 1 leaves 
Jacksonville at 10:00 p. m. arriving Tampa at 
7 :00 a. m. ; Train No. 21 leaves Jacksonville 
at 3 :30 p. m., arriving Cedar Key at 9 :00 
p. m. 

Southern: Effective June 21st from Mem- 
phis, a new Memphis-Asheville, N. C. sleep- 
ing car line was established, leaving Mem- 
phis on Train No. 24 at 8:30 a. m. On the 
same date from New Orleans a new New 
Orleans-Asheville, N. C. sleeping car line 
was established via Montgomery and Atlanta, 
leaving New Orleans (N. O. & N. E.) on 
Train No. 4 at 8:15 a. m. ; also through sleep- 
ing car between same points via Birmingham 
and Chattanooga, leaving New Orleans 
(L. & N.) on Train No. 4 at 8:20 a. m. 

Grand Trunk : Effective Sunday, June 
29th the Grand Trunk Railway System made 
an extensive change of time in train, parlor 
and sleeping car service. 

Northern Pacific : Observation-Cafe Par- 
lor car has been restored to service in Trains 
62 and 61 between Minneapolis, St. Paul and 
Duluth. 



Among the many booklets and folders is- 
sued by the United States Railroad Admin- 
istration in the interest of summer resort 
travel is one entitled "The Northern Lakes 
Wisconsin, Minnesota, Upper Michigan, Iowa, 
Illinois" which should be of special interest to 
agents of the Illinois Central and Y. & M. 
V. in certain of our territory, and copies of 
which can be had for the asking for patrons 
if they have not already been supplied. The 
folder is prefaced by "An appreciation of 
the northern lake region" entitled, "The 
Wilderness Next Door," written expressly 
for the U. S. R. R. Administration by Al- 
bert Britt, editor of "Outing," the gentleman 
writing as follows : 

The big woods ! Wilderness Lakes. These 
are magic words. To most of us they repre- 
sent the distant, the unattainable, the inac- 
cessible. But they needn't. In reality, for- 
est lakes, ringed round with virgin forest, lie 
next door to the metropolis of the Middle 



West. A few hours by train from Chicago 
and you are among the lakes of Wisconsin, 
where bass and trout and muskies thrive and 
where deer still tread the forest paths. 

A few hours more and you are among the 
Ten Thousand Lakes of Minnesota, where 
you can have more fish, more deer and 
moose and bear to boot. The Lord planned 
wisely when He designed this lake country 
of the Middle West. It is mostly a land of 
high ridges and rolling plateaus, with lakes 
and streams sparking in all the basins and 
valleys. It is the land of the Ojibways and 
many of the tribe still linger. If you can 
have an Ojibway paddler in the stern of your 
canoe, you will be a fortunate man. 

This near Northwest has- another charm 
for the city-dweller a variety of living con- 
ditions. It is wilderness to be sure, but if 
you want the taste of woods and waters 
without the labor, it is yours. There are cot- 
tages with rocking chairs on the piazzas and 
a telephone inside just as there are lonesome 
trails and hidden lakes. You can eat your 
civilized breakfast at a real table and step 
thence into a cushioned boat to be rowed by 
a well paid guide to the carefully selected 
fishing ground. 

Or you can bend your back to the burden 
over long portages and beach your canoe 
on lonely, rocky shores that hardly know the 
pressure of human feet. And it is only a step 
from one condition to the other. The same 
county may offer the summer cottage and the 
genuine wilderness. 

Every man to his taste. But in my mem- 
ory lingers the picture of a chain of lakes 
along the boundary between Minnesota and 
Canada. It had been a long day and a hard 
one, with a five mile portage to be doubled 
over. Darkness fell as we paddled through 
Little Gunflint and Little North and as the 
light faded, the wooded shores crowded close 
upon us until we seemed floating in the for- 
est itself. We were tired but we sang un- 
melodiously but with spirit. 

And then we came to the cabin that the 
rangers had built just below the Canadian 
line. I thought I liked it then, but the next 
day when I stood in the door and saw the 
waters of North Lake shining in the sun, I 
was fascinated. As my thought turns back 
to it from an untidy desk in a steam-heated 
office, I am fairly homesick. Some day soon 
I'm going back, if not to that lake and that 
cabin and those trails, then to others like 
them. And I shall fish and paddle a canoe 
and carry a pack and perhaps shoot a little. 
But most of all I shall watch for the new 
beauty that lies around the next turn of the 
trail or over the next portage and be glad 
that I'm alive. 



Thirty-nine thousand deadweight tons of 
ships were added to the merchant marine of 
the United States at Hog Island on Memorial 
Day, when the American International Ship- 



ILLINOIS CENTRAL MAGAZINE 



67 



building Corporation, in co-operation with 
Edward N. Hurley, Chairman, and the officials 
of the United States Shipping Board, Emer- 
gency Fleet Corporation, launched five 7,800- 
ton cargo carriers in forty-eight minutes and 
ten seconds, thereby establishing a world's 
record of ship launchings, and making a total 
of thirty-four merchant steamers launched at 
the yard. Hog Island News. 



"Gosh !" remarked Private Bill Bone as he 
folded up the paper. "It's great to be a dog." 

Exchange. 



The Mt. Rainier National Park Company 
have announced the formal opening of the 
National Park Inn at Longmire Springs ; also 
that auto stages have been begun meeting 
trains at Ashford. 



Soon United States flyers will patrol the 
great forests. Each will carry with him car- 
rier pigeons held in little strait-jackets, some- 
thing like a woman's corset, holding down the 
pigeons' wings. When a fire is seen a pig- 
eon is released with the news, location of 
fire, etc. 

The pigeon flies to warn the fire depart- 
ment. The human flyer goes on watching 
the forest. 

There is a picture of man's progress in his 
machine of steel. He flies faster, higher, 
farther than any bird, and takes his little fly- 
ing brother along as a messenger. What 
other wonders are locked up in that ivory 
temple of miracles, the human skull, to be 
released in time? Chicago Herald and Ex- 
aminer. 



Private Bill Bone sat up on a hospital cot 
somewhere in the south of France and read 
an ancient newspaper which a nurse had hap- 
pened to pick up somewhere around the place. 
Bill hadn't had any mail since the day he 
was tipped over at St. Mihiel, so his eyes lit 
up when he saw that the paper was from his 
home town. A story caught his eye. "Police 
are scouring the North Shore," it read, "for 
Guinivere McGluke, the famous Chownese 
spanie 1 which strayed yesterday afternoon 
from the residence of Mrs. J. Hoosit-Hoosit 
de Lux. She was last seen at the corner of 
Dingus place and Whatsit boulevard. There 
is a reward of $10,000 and no questions 
asked." 



A long and patient but vain effort on the 
part of a khaki-clad driver to induce a mule, 
drawing what appeared to be a load of laun- 
dry, through the gateway of a local hospital 
afforded considerable amusement to the boys 
in blue who were watching the proceedings. 
The mule would do anything but pass through 
the gateway. 

"Want any 'elp, chum?" shouted one of the 
boys in blue to the driver, as he rested a 
moment. 

"No," replied the driver, "but I'd like to 
know how Noah got two of these blighters 
into the Ark !" Tit-Bits. 



President Wilson is fond of telling a story 
about an old teamster. This old fellow said 
to the treasurer of the concern one day: 

"Me and that off-horse has been workin' 
for the company seventeen years, sir." 

"Just so, Winterbottom, just so," said the 
treasurer, and he cleared his throat and add- 
ed: "Both treated well, I hope?" 

The old teamster looked dubious. 

"Well," he said, "we wus both tooken down 
sick last month and they got a doctor for 
the hoss, while they docked my pay." Pitts- 
burg Sun. 

"Charley, dear," said young Mrs. Torkins, 
"are we going to have freedom of the seas?" 

"Why are you so interested?" 

"I haven't forgotten the way we were 
treated at the beach last summer. I don't 
believe anybody has a right to rope off the 
ocean and then charge you fifty cents for the 
privilege of taking a bath in it" Washing- 
ton Star. 



A gentleman, crossing a rustic bridge one 
day, observed a Simple Simon carefully play- 
ing his rod and line into a bed of roses. 

"Ah !" said the gentleman, as he slipped a 
sixpence into the simple one's hand. "And 
how many do you intend to catch?" 

"Well," was the reply, "you're the fif- 
teenth ["Clipped. 




FROM THE LAW DEPARTMENT 




CARS COOPERING CARS TARIFF PROVISIONS In Hawarden 
Sand & Gravel Co., vs. C. & N.. W. Ry. Co., 171 N. W. 735, the Iowa Supreme 
Court held that despite the general duty of the carrier, stated in Code, Sec. 
2,116, to furnish shippers suitable cars, the particular duty of coopering its cars 
to make them tight and close so as to be suitable for transporting such com- 
modities as sand and gravel is governed under section 2,128 by its tariffs; and 
where such tariffs oblige the carrier to furnish only the lumber for coopering, 
the carrier is not liable in addition for cost of labor and nails employed by the 
shipper in coopering. 

INITIAL CARRIER SHIPMENT TO A FOREIGN COUNTRY- 
LIMITING LIABILITY TO INITIAL CARRIER'S OWN LINE In the 
case of C., M. & St. P. vs. Jewell, 171 N. W. 757, the Supreme Court of Wis- 
consin held that as the shipment in question was one to a foreign country, the 
Carmack Amendment would not apply and it was competent for the parties to 
make a contract limiting the carrier's liability to its own line. 

MISDESCRIPTION OF GOODS LIABILITY OF CARRIER WHERE 
MISDESCRIPTION IS NOT ATTRIBUTABLE TO FRAUD In an action 
to recover the value of furs lost in transit in interstate commerce, the railroad 
resisted the claim on the ground that the goods were misdescribed in the bill of 
lading as "one case D. G." (dry goods). This was done by a mistake of the 
local expressman, and not with the intention of fraudulently misrepresenting 
the nature' of the shipment. The filed freight rates were first class (65 cents) 
for dry goods and double first class for furs. The Supreme Court of the 
United States refused to sustain the railroad's contention, for the reason that 
a clause in the bill of lading provided for the contingency of misdescription as 
follows: "If upon inspection it is ascertained that the articles shipped are not 
those described in this bill of lading, the freight charges must be paid upon the 
articles actually shipped." The court holds that the effect of this provision is 
that a misdescriotion of the character of the goods, not attributable to fraud, does 
not affect the liability of the carrier for a failure to deliver the goods. N. Y. 
Central vs. Goldberg, decided May 19, 1919. 

DEMURRAGE ACCRUING ON SHIPMENTS RECONSIGNED TO 
EMBARGOED POINTS In the case of Wood vs. N. Y. P. & N. R. R. Co., 
53 I. C. f C. 183, the Commission held that the assessment of demurrage charges 
on cars held at a reconsignment point because of an embargo at the point to 
which diversion is ordered, is illegal unless the tariffs provided therefor. The 
Commission said in part : 

"The theory of reconsignment is that the shipment is in fact one from point 
of origin to ultimate destination. Assuming, in the case of a straight shipment, 
that* the car had started from point of origin before the embargo had been laid, 
all delays between point of origin and point of destination would be chargeable 
to the carrier and no demurrage would be assessable against that car; and the 

68 



ILLINOIS CENTRAL MAGAZINE 



69 



same should be true, except as provided by tariff, with respect to a diverted or 
reconsigned shipment. 

Under the tariffs in effect when the shipments moved there was no provision 
that the defendant here would not reconsign to an embargoed point; the em- 
bargo was a disability of the defendant ; the orders for reconsignment should 
have been accepted by the defendant in accordance with its tariffs. * * * * 

Since the Reconsignment Case, 47 I. C. C. 590, the carriers have embodied in 
their tariffs generally, notice that orders for diversion or reconsignment will not 
be accepted to embargoed points." 



Long Trains That Pass r in The Night' 



I^HE length of Illinois Central freight 
trains has been the subject of many 
animated discussions lately, especially by 
those professedly conversant on the subject. 
We heard an argument the other day be- 
tween admirers of I. C. trains and S. P. 
trains. Both claimtd that their respective 
choice could haul a longer train, etc. 

Jack Mashburn, efficient lightning slinger 
at the Eye See ticket office, put the kibosh 
on a skeptically-inclined Texan the other night. 
Mashburn who does little talking out loud, 
but a blame lot of it over the wires, was sit- 
ting quietly in his cushioned chair when an 
elongated cattle buyer from Texas approached 
the window and asked : 

"What time is that extra freight due here, 
going south ?" 

* "You mean the engine or caboose?" popped 
back Masburn, as he gave the big fellow the 
once over. 

"I have three loads of cattle on it, in charge 
of a son of mine," he said rather harshly. 

"The engine is due here at 3 :30 and the 
caboose at 4 o'clock," said Mashburn. 

"Gee whiz," said the cattleman, I thought 
the S. P. hauled some trains, but she is not 
in it, if that is the length of your Eye See 
rattlers. 

"Well, said Mashburn, "that extra is one 
of our shortest freights. Usually on north- 
bound cargoes the conductor hands the agent 



at Ponchatoula, Frank Rehorst, any orders 
that the engineer ought to read before reach- 
ing Hammond. Rehorst tells me and I man- 
age to get out in time to give it to the fel- 
low at the throttle." 

The Texan looked as though he questioned 
Mashburn's veracity. 

"No need of looking skeptical about the 
matter," said Jack. "We haul 'em over here. 
Why, I have time to take a nap after a 
freight engine passes before the caboose 
comes along. Captain Perkins our Thomas 
Street flagman, sleeps several hours a day 
while waiting for the freights to pass. 

"If that's the case," said the Texan, "I 
will have time to get lunch and catch this 
freight after it whistles for town." 

"Ab-ser-loot-ly," said Mashburn. 

Realizing that the cattleman regarded the 
Eye See as some, railroad, Mashburn paid 
him a parting shot like this : 

"Yes, we haul more in one freight over 
this road than the L. R. & N. hauls in a 
week. Why man, we could move New Or- 
leans to Memphis in four train loads. The 
capacity of our moguls depends only on how 
much can be loaded in cars in a day." 

"Good-bye !" said the Texan. 

"S'long," said Mashburn. 

The Hammond (La.} Vindicator, May 23, 
1919. 




CLEANINGS 

from me 

OAMS DEPARTMENT 

Jnterosting - JVows of- "Doings - of 
Claimants- Jn and- Out* of* Court 



I J 



The Claim Man 

His Relation to The Public as a Citizen; Relation to H!s Fellow Employes 



The Thirtieth Annual Convention of 
the National Association of Railway 
Claim Agents was held at the LaSalle 
Hotel, Chicago, on the 25th and 26th 
ult. Among the interesting addresses 
delivered at the convention was one by 
Claim Agent Charles D. Cary, of the 
Illinois Central, on the topic, "The 
Claim Man; His Relation to the Public 
as a Citizen; His Relation to His Fel- 
low Employes." Mr. Cary spoke as 
follows : 

This discussion is in no sense to be 
taken as a code of ethics either spiritual 
or moral by which certain individuals 
of our peculiar calling are to be bound, 
enlightened or misled. What follows 
are a few rambling remarks of a plain 
man endeavoring in a very natural way 
to present merely his own personal 
ideas upon a given theme. If there are 



those present who shall profoundly dis- 
agree from me in some of my convic- 
tions concerning citizenship, that will 
not immediately and of itself convict 
him of being pro-German, or me of 
being a hypocrite. We will simply dis- 
agree and that will be all there is to it. 

As a Citizen 

I profess no enthusiasm for a diverse 
citizenship, such as claim man citizen- 
ship, or a dry goods citizenship, or a 
wet goods citizenship. Our citizenship 
should be a plain American citizenship, 
either good or bad. The man who as 
a citizen adjusts and settles claims is in 
no essential different from other mor- 
tals of his same nationality. A good 
dish of strawberries delights him, and 
a good dose of "flu" will kill him. 
Therefore if he has some of the com- 



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ILLINOIS CENTRAL MAGAZINE 



71 



mon attributes, he should share some of 
the common responsibilities. 

I believe that it will be generally con- 
ceded that in years past, and especially 
at Division points, there has been a ten- 
dency for the claim man, and this 
scruple is not confined to him alone, to 
limit his associations largely to the im- 
mediate coterie composing the Divi- 
sional staff, and his nonassociation with 
other citizens in general tend in a large 
measure to render his influence, of 
whatever scope, with the public, trifling 
and ineffectual. In this respect he has 
limited his range, and fails to share 
with the common citizenship of the 
community of which he is a unit, a fra- 
ternity of vital force that makes his 
convictions either essential or requisite. 
A good citizenship is a diligent citizen- 
ship, not an inert one, one that has 
opinions, beliefs and decision. These 
are forces that are felt if rightly exer- 
cised, but dwarf and die in the lack of 
employment. 

It is my profound opinion and con- 
viction, that above all the claim man 
should be an exemplary citizen. Hfe is 
fettered by no mercantile claims or po- 
litical embarrassments which mitigate 
in favor of a compromise with those 
elements of our society that betray and 
belie us. A casual survey of any com- 
munity will serve to apprise him where 
to cast his lot, who it is that represents 
the secure and substantial men of that 
locality, who carry with them the moral 
and mental uplift of that environment. 
No railway man serves well those who 
pay him who fails to share with these 
men in the local community, comrade- 
ship in a common enterprise of good 
citizenship, and such a community will 
welcome and serve the man who stands 
true to these ideals. 

The claim man should be a member 
of some society or secret order of rec- 
ognized virtue, where he can measure 
up the minds of men who are in re- 
treat, where there is a gleam of wits 
and fraternity of spirit, where man- 
kind lives up to his obligation, either 
true or false, genuine or counterfeit, 
and amid these surroundings the voice 



of the claim man should be heard on 
the side of those issues that need no 
defense. His services will be enlisted 
on committees for the accomplishment 
of various schemes and undertakings, 
and upon these organizations he should 
serve with good will and good faith, for 
these things are fundamentals in the 
realm of that citizenship which makes 
him of a unit of value rather than a 
tolerant liability. 

My conviction is, that the claim man 
should be a member of some church; 
while this is not wholly necessary to 
the rank of good citizenship, it aug- 
ments his influence and dilates his 
character. If a man is going to be a 
good citizen he might just as well be 
good clear through as to serve the pub- 
lic with a diluted mess that is more or 
less nauseous to those, who, while they 
tolerate it, do not entirely forgive it. 
On the contrary I should hate to have 
the claim man pose as a reformer or 
religious zealot. While the ranks of 
these devotees include many good peo- 
ple somehow they have never impressed 
me with much supernatural accomplish- 
ment. They seem to have a strange 
ability to do the right thing at the 
wrong time, or advance a good issue at 
a bad moment. Somehow, their works 
do not have the guarantee of the sub- 
stantial men of the community or of 
those citizens upon whose judgment we 
are pleased to count with sanguine as- 
surance. 

As an eminent illustration of what 
has been said may I be permitted to 
refer to a tribute paid to the memory 
of the late George Pope Furber be- 
loved and highly honored as the head 
of the claim department of the Boston 
& Albany road. Among other things I 
note : 

"He was a member of prominent 
clubs in Boston. 

"He was a member of the Massachu- 
setts State Guard. 

"He was a prominent member of the 
Unitarian Church at Concord, Mass., 
with which he had been closely identi- 
fied." 

It would indeed be a profane mind 



72 



ILLINOIS CENTRAL MAGAZINE 



that would contend that these affilia- 
tions in no manner contributed to dis- 
tinguish this man as a highly honored 
citizen and component official. 

I believe this to be one office that 
should be denude of all mystery or mis- 
givings and the initial impression I 
would convey to the public is, that he 
who comes here to display cunning and 
craftiness, -comes at a disadvantage, but 
for those whose intercourse has the ring 
of rectitude and uprightness we extend 
a wholesome welcome to transact his 
affairs of life with the same well-being 
he would display at his banking house. 
We hold no double standard of integ- 
rity, things are either done right or they 
are done wrong, and this applies to all 
parties to the transaction. 

A good merchant bases his traffic 
upon the stability of his wares; if they 
are reputable it matters little what he 
says concerning them. 

I believe the claim man should have 
within him a fixed policy and purpose 
that he may trod unswervingly the 
pathway of duty, undeterred by doubts, 
singleminded and straightforward. I be- 
lieve that the foregoing will be to no 
purpose unless the private life of the 
claim man is clean and exemplary in 
the community where he lives. It is 
not necessary that he be a saint or puri- 
tan, but it is highly essential for all 
purposes and to himself alone, that he 
be temperate and well-balanced in his 
utterances, and upon those questions of 
public policy in his community that he 
enlist himself upon the side which ap- 
pears to be rational, wise and enlight- 
ened, though perhaps not momentarily 
popular, but such as will associate Kim 
with those of our citizen.^ who will 
stamp his judgment with confidence, as 
a living force for those things which 
are just and suitable. 

What the claim man is to the public 
is a question largely with the individual, 
his ability to discern those forces that 
make for conscientious citizenship, the 
part he plays in the civic affairs of life, 
the judgment he is willing to exercise 
in the society in which he moves, the 
place in the confidences of men which' 



he gains in the general conduct of his 
affairs. The public will place but little 
confidence in a confidence man, nor can 
high esteem be gained by the employ- 
ment of that cheap palaver so seldom 
neutralized by good common sense. I 
believe the claim man should be a frank, 
living personality of his own inner con- 
science; a bank cashier is not honorable 
nor honest because he is a cashier, but 
because he is above all an honorable 
man. So with the claim man, and all 
men, who look upon his citizenship and 
his vocation as an opportunity ' to ex- 
emplify an ideal. 

To the Employe 

The Claim man who settles with an 
employe merely for the purpose of set- 
tlement only, is hitting on but one cyl- 
inder. 

No man connected with railway oper- 
ation touches so closely the domestic af- 
fairs of all the employes as does the 
claim man. To him is related the finan- 
cial state of the family, to him! is com- 
puted the burdens of life and where 
they weigh most heavily, to him is con- 
fided private affairs which should have 
no place in a permanent file. These are 
those matters which one man trusts to 
another, and it is here that the claim 
man is made the confessor of those 
tribulations whi'ch beset humanity in 
its varied forms. At this juncture the 
claim man has an opportunity to re- 
veal the true context of his stature, an 
opportunity that comes to him alone. 

Several years ago I had occasion to 
visit the grave of that invincible man, 
W. S. Stratton, that lies within the 
shadow of the Rockies. It is a simple 
grave, and a large rough stone marks 
the place where the body lay. On 
that stone is a most remarkable inscrip- 
tion, which is as follows : 

"It is not enough to help the needy 
up, but to maintain him after." 

I wrote these words in a book that I 
had with me, for the sentiment gripped 
my heart and I left the last resting place 
of that wonderful man enriched with 
new convictions that have remained 
constant. 



ILLINOIS CENTRAL MAGAZINE 



73 



What follows now has to do more 
with those employes who receive the 
lesser wage rather than those of more 
ample and abundant salary. It is the 
former that need the word of concern 
and caution. It is that man that comes 
to the office and relates the story of a 
wife and children and who says that 
with the very best of provision and 
thrift he is unable at all times to meet 
the ordinary expenses of life and who 
tells you that unless he is paid in full 
for such interval as he may have lost 
off duty, he will be unable to "get by" 
as he puts it. Of such a class is com- 
posed the great majority of the cases 
which the claim man sees. What do we 
do for this man? Do you believe that 
a mere adjustment of the simple mat- 
ter at hand disposes of such a case in 
an adequate and satisfactory manner? 
If he is unable to "get by" with his 
regular wage, then what we contribute 
to that effort as a mere evening up 
process adds nothing to his resources 
unless supplemented by something that 
will help this man to do more with that 
money than he has ever been able to 
do before by his own efforts. 

Would it not be well to ascertain why 
it is and what it is that makes this man 
unable to pilot his ship aright, and why 
he cannot "get by" and if the difficulty 
can be located? To point out to him 
if possible what the obstacle is that lies 
across his pathway to success so that 
he will view the thing as an obstructipn 
rather than a necessity to his well 
bein?? If you will pardon an example 
I will mention more clearly what I have 
in mind. 

Man comes in and says that he earns 
$140 a month but is unable to make 
ends meet. This is a statement that 
should be analyzed and the difficulty as- 
certained and if possible a remedy 
pointed out. He will tell you that he 
pays for rent $20, for groceries and liv- 
ing expenses $65, for clothes $10, for 
incidental expenses $10, and for amuse- 
ments $10. But here we have a total 
of but $115. We are short some $25.00 
that is unaccounted for. Where is that 
$25.00? In nine cases out of ten this 
man will be unable tQ, account for this 



$25.00. It is gone 'tis true, but he has 
no record of its flight. This is $300 a 
year that is a total loss to this man. 
He should be helped; he should be 
urged to locate this loss and stop it ; he 
should be told to keep books, he and his 
wife to keep an itemized account of 
what they spend; then and not till then, 
will they discover where $300 a year 
is leaking out and will be able no doubt 
to "get by." This is thrift, right liv- 
ing, prudence and the right thought for 
the claim man to convey to the employe 
that comes to the office disheartened 
and dismayed. 

This is directing his course clear from 
the shoals of loan sharks and garnish- 
ments and those things that perplex and 
worry an employe and make him that 
much less efficient. If he is in debt, 
show him how to get out and still re- 
tain his good name, his self-respect and 
his credit with his creditor. Accom- 
pany the downcast man to the grocer 
and explain the situation to him, how 
misfortune and injury may have caused 
a halt in the meeting of the usual pay- 
ments, but no restraint in the willing- 
ness of the man to fulfill his obligations 
if only some manner could be pointed 
out. 

The casual employe has a great fear 
of debt, and when a statement of ac- 
count is mailed him, and through some 
injury he is unable to meet it, he dodges 
the issue by dodging the creditor; this 
excites suspicion and both men suffer, 
whereas if the employe would go to 
the grocer, state to him the plain facts 
and assure him that in due season the 
account will be balanced, his credit will 
be augmented and most frequently con- 
tinued. But this is the help the claim 
man ought to point out to a fellow em- 
ploye and get behind him in a spirit of 
brotherhood that really counts for 
something. I have as little patience for 
the cheap visionary project of the ideal- 
ist as any man, but I submit, that where 
we can ease the burdens that harrow 
the mind of the employe and be instru- 
mental in pointing out where he is 
wasteful of his earnings and unable to 
account for a large portion of them, 
that this is manifestly our concern and 



74 



ILLINOIS CENTRAL MAGAZINE 



within the range of a duty where ad- 
mitted error and misjudgment are obvi- 
ous. 

Almost any man permitted to reside 
outside of an insane hospital can re- 
store these losses by writing out a check 
on the company, but that fails to get 
at the focus of the trouble; this is much 
like putting a man to sleep to relieve 
his distresses; he awakens to find his 
miseries intensified and still persistent. 
What such a man needs is counsel from 
a co-operative standpoint that will as- 
sist him to guard against the pitfalls 
that are sucking $300 a year out of his 
pocket so gently that he is unaware of 
it, to discover the thief, where he 
makes his entrance and endeavor to bar 
his way. 

I had one poor fellow trying to get 
away from a loan shark by tipping him 
on the installment plan. We hooked 
Mr. Shark and showed this man where 
he could get credit at legitimate places 
for legitimate prices. This man now 
has a home of his own. Another spent 
a considerable sum each week for 
patent medicine for something he 
thought ailed him, but when we showed 
him that the chief ingredient of the 
medicine was poor booze at a fabulous 
price, he concluded this would not cure 
him so he quit the medicine, and got 
well besides saving his money. Another 
bought stocks and set up his judgment 
against that of Wall Street, with the 
result that Wall Street made a small 
profit. We got him to cut the acquaint- 
ance oi; those gentlemen and place his 
savings in farm security so that while 
he now possesses less bunk he does 
have more greenbacks. Another fellow 
who drew a salary of over $250 a month 
bought lottery tickets, and came within 
two numbers once, of drawing $5,000. 
We explained to him that we came as 
near getting the $5.000 as he did and 
we never had a ticket, but this man 
would not quit, and died, almost a pen- 
niless man. 

There are those I want to meet and 
to help if I can, and I hope to have 



the confidence of these men that I may 
add a word of caution, or point out if 
possible where a shift in their judgment 
means a saving in toil and anxiety. Rail- 
way men receive good salaries, as such 
things are provided, which makes them 
the target for all sorts of schemes and 
intrigue to separate them from their 
earnings. 

They are beset by tricky men with 
wily schemes, which on their face ap- 
pear genuine and authentic. Spurious 
securities of a mongrel variety are of- 
fered at tempting rates. Most of these 
are utterly worthless, and I desire to 
add here that it is my judgment that 
the wage earner has no place in the 
stock market; this is not a wage car- 
er's game; his place belongs among 
those investments that are safe, secure 
and sound, which tend to enlarge his 
faith in commercial transactions rather 
than curtail it. The wage earner has 
no place in any investment where he 
loses the absolute; control and direc- 
tion of his savings which is always the 
case in these stock jobbing investments. 
I sometimes feel that a moderate curse 
is extended to the wage earner by the 
liberal availability of charge! accounts 
and installment contracts. 

These are some of the items that I 
believe the claim man should discuss 
with the employe, try and point out to 
him the pitfalls which sensible men seek 
to avoid, guard him against extrava- 
gances that he need not bear, hold up 
the torch of thrift, economy and urge 
that in all his transactions and affairs 
he exercise considerate judgment, and 
be not moved by rash and dreamy sen- 
timents that have no place in the pres- 
ent judicious parley of mankind. 

A mere settlement with a man is a 
momentary transaction, but to reach out 
to him with a sustaining force that en- 
ables him to hold on and to improve his 
situation is a perpetuity. For as it is 
written on the rock: 

"It is not enough to help the needy 
up, but to maintain him after." 



Co-operation of the Employe A Vital Thing to 

the Railroad 

By B. T. Adams, Division Storekeeper, Paducah, Ky. 



While our country is passing through 
this critical transitory period, from a 
war to a peace-time basis, it should be 
apparent to everyone! ! connected with 
the railroads of the United States, that 
the situation now confronting the rail- 
roads demands and merits the careful 
thought and co-operation of all 
employes, regardless of position 
occupied. 

It is an indisputable fact that 
everything adversely affecting the 
railroad, likewise adversely affects 
the employe. This being true, it should 
not be difficult to secure the co-opera- 
tion of every employe to prevent loss 
and damage, to affect savings and to 
increase the efficiency of the railroad 
in every direction. 

Every employe of the railroad can 
effect vast economies in the use of sta- 
tionery, fuel, tools, water, electricity and 
other commodities used extensively by 
the railroad, by giving the use of such 
materials a little careful consideration 
from a personal standpoint. As mem- 
bers of this big organization, the 
railroad's materials and supplies con- 
stitute our business just as much as the 
groceries or drygoods on the shelf or 
counter constitute the business of the 
merchant. Therefore the economical 
use and conscientious care of the rail- 
road's property, regardless of its nature, 
is the duty of the employe, not only to 
the railroad, but to himself as well. 

A man requiring a certain quantity of 
provisions for his table does not ordi- 
narily purchase twice the necessary 
amount, use one haH and carelessly 



throw the remainder away, because he 
has "come across" with some of his hard 
earned cash for the commodity and he is 
consequently interested in its consump- 
tion. Yet we find this self same thrifty 
home spender, who will promptly repri- 
mand Johnnie if he catches him putting 
two big spoonsful of sugar into his tea, 
or Willie, if he spreads the butter on too 
thick, in discharging his daily duties 
with the railroad, drawing from stock 
twice the quantity of material the job 
requires, using half and carelessly lay- 
ing the balance aside. If it happens to 
be oil, paper, etc., such left-over 
material is very likely to be wholly 
wasted and a total loss, or if nuts, bolts, 
spikes, etc., they are left lying around 
on the ground to deteriorate, eventually 
becoming buried and lost or picked up 
and finally hauled to the scrap dock, 
incurring considerable unnecessary han- 
dling cost, and often after arriving at 
the dock, are found to be no more than 
scrap, due to the exposure, or if suit- 
able for further use, requiring repairs 
at additional .cost. 

Again we find this thrifty home 
spender who exercises the utmost care 
to get every bit of service out of every 
article he purchases for his personal 
use, while on his job with the railroad 
taking down and casting aside good 
serviceable parts and replacing them 
with new. If he had as carefully con- 
sidered the expense involved .to the 
railroad in making such replacement as 
he does the article at home, where his 
own purse is concerned, undoubtedly 
there would be considerably less 
"second-hand serviceable" material 



75 



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ILLINOIS CENTRAL MAGAZINE 



sorted out at the scrap dock. Just to 
see the extent to which this is practiced, 
visit any scrap dock where material is 
received from shops, yards or line of 
road and note the usable material 
which is being* separated from the 
scrap. 

At home the ordinary man practices, 
also requires his family to exercise, the 
utmost economy in the use of electric 
lights or gas, where the meter is rapidly 
turning whenever the light is burning 
or the gas being consumed, because his 
bill is based on that meter and he will 
have to pay at the end of the month 
for all he consumes. And yet that 
same man, while on duty with the rail- 
road, will leave the lights burning at 
the office or shop when not needed, 
where the same current as at home is 
being consumed, but the railroad is 
paying the bill. 

Coal, water, stationery and other 



commodities are daily wasted by the 
employes through the indifference and 
carelessness, and the waste of such 
materials, of course, seriously affects 
the profitable operation of the railroad, 
as well as interfering with the efficient 
handling of business. That angle bar, 
for instance, which was left over and 
was allowed to remain on the right-of- 
way, not only makes a bad appearance, 
but it might cause some* brakeman to 
stumble and get beneath the wheels, or 
delay work account inability to procure 
similar material on some other section. 
There are many ways open for 
savings to be effected, waste eliminated 
and efficiency promoted, but they all in- 
volve the co-operation of the man doing 
the work; and until he is thoroughly 
"alive" to the subject and treats it as 
one affecting himself, which without 
question it assuredly does, the great 
loss to the railroad will continue. 



Things We Should and Should Not Do 



Don't encourage the practice of pur- 
chasing material on emergency. It 
costs more. Anticipate your wants. 

Avoid leaving oil in oil barrels when 
emptying. Oils now cost from 13c to 
58y 2 c per gal. 

Get those grain doors out of cars 
going to foreign roads. They have 
been worth as high as $1.10 each. 

Why do you use new track spikes in 
yards? Would not second-hand spikes 
do in some places? 

Just look at that black smoke! That 
means more fuel with less results! 

Save that old paint brush, it can be 
used again. If you can't use it, some 
one else can for a different kind of 
work than for which originally pur- 
chased. 

Unload that ton of Company mate- 
rial to save the car being switched and 
delayed sometimes from twelve to 
twenty-four hours. 

Watch out for the blue flag! Pro- 
tect yourself always with a blue flag 
when workine on cars. It may save 
a limb or a life! 



The best accident insurance is to be 
careful. 

Clean out under that platform. You 
will undoubtedly find there a ton or 
more of scrap, worth from $15.00 to 
$20.00 per ton. 

Why do you ask for so many pas- 
senger shipments? Is it because you 
want to assist in delaying passenger 
trains? 

Don't wait until the General Officers 
go over the road and then get busy and 
clean up. You are just fooling your- 
self. Keep things clean at all times. 

Just state what you know to be a fact. 
Gossip will get you "in bad" some time. 

When the whistle blows, be at your 
desk or bench ready for the battle. You 
will be there if you are interested in 
your work and the welfare of your em- 
ployer. 

Why switch so fast in order to get 
through to get "on the spot?" Some- 
times it may cause an injury or damage 
eauipment. 

Good bye. Will see you in the August 
issue. 



What the Purchase Department Thinks 
of Mr. A. C. Mann 

A N informal luncheon was given in B. T. Adams, Division Storekeeper, 

the Gray Room of Hotel Sherman, Paducah. 

Chicago, Friday, June 20th, in honor G. W. Rice, Division Storekeeper, 

of our retiring Purchasing Agent, Mr. Memphis. 

A. C. Mann, at which were present the W. A. Prather, Division Storekeeper, 

following Purchasing and Supply De- Grenada. 

partment executives: W. E. Hoyt, Division Storekeeper, 

Water Valley. 

PURCHASING DEPARTMENT: C. B. Sauls, Division Storekeeper, 



W. A. Summerhays, Ass't Purchasing 

Agent, Chicago. C- S. Roberts, Division Storekeeper, 

J. J. Bennett, Ass't Purchasing Vicksburg 

Agent, Chicago. , J- D - Bowling, Stationery Store- 

L. C. Guernsey, Special Clerk, Chi- kee P er > Chicago. 

ca ~ o J. B. Flannery, General Foreman^ 

W. Balser, Commissary Agent, Chi- Ch T ica ^- 

cao . I. S. Fairchild, Chief Gerk, Chicago. 

' I/N. T. Roberts, Chief Clerk, Chi- F - s - Lewis > Ass>t Chief Clerk > Chi- 
cago. 

C. C. Fauquier, Ass't Chief Clerk, HONORARY- 
Chicago. 

E. H. Bowser, Sup't 'Timber Depart- C. F. Parker, Vice President (re-* 

ment, Memphis. tired), Chicago. 

W. A. Bradley, Lumber Agent, Me- A. C. Mann, Purchasing Agent, Chi- 

Comb. cago. 

W. A. Knight, Ass't Lumber Agent, This farewell party followed a one 

McComb. and one-half days' business session of 

the various Division Storekeepers and 

SUPPLY DEPARTMENT: other executives of the Purchasing and 

W. Davidson, General Storekeeper, Supply Departments, at which time 

Chicago. were discussed matters pertaining to the 

W. S. Morehead, Ass't Gen'l Store- purchase and handling of materials, 

keeper, Chicago. supplies, etc. 

W. D. SfoVes, Ass't Gen'l Store- Much _ regret was expressed by his 

keeper, Memphis. many friends when word went abroad 

L. L. King, Ass't Gen'l Storekeeper, that Mr. Mann would sever his connec- 

Memphis. tion with the Illinois Central on June 

E. S. Shapland, Division Storekeeper, 30th, to accept a position with a corn- 
Waterloo. mercial concern in New York City. 

F. L. Rhynders, Division Storekeeper, Certainly nothing short of a splendid 
Freeport. opportunity for advancement could 

W. A. Skinner, Division Storekeeper, have induced Mr. Mann to leave his 

Clinton. host of friends, both on the Railroad 

R. E. Downing, Division Storekeeper, and in Chicago, to become affiliated 

Mattoon. with eastern enterprises, and the hearti- 

J. G. Warnecke, Division Store- est wishes for his success are extended. 

keeper, Centralia. The dining room was hung in ever- 

C. A. Phelps, Division Storekeeper, green and the national colors, and the 

E. St. Louis. tables, which were in the form of a 

77 



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ILLINOIS CENTRAL MAGAZINE 



"U," were daintily decorated. Mr. 
Mann occupied a central seat with his 
staff, according to rank, on either side, 
the Southern Line Storekeepers, 
headed by Assistant General Store- 
keeper King on his left and the North- 
ern Line Storekeepers, headed by As- 
sistant General Storekeeper Morehead 
on his right. 

Practically an hour and one-half was 
devoted to the luncheon, which was 
served in courses, and after the cigars 
were passed, Assistant Purchasing 
Agent Summerhays addressed a few 
well chosen remarks to Mr. Mann, to 
the effect, briefly, that as it would be 
impossible even in a five-minute talk 
by everyone present to express the ad- 
miration, respect and esteem in which 
Mr. Mann is held by his associates and 
the deep regret felt by all at his leaving 
their ranks, he, therefore, had been dele- 
gated to convey to Mr. Mann the loss 
which it was felt had been sustained by 
the Department as well as the Company 
by his resignation. Mr. Mann's ability 
and standing in his as well as other De- 
partments, .were appropriately defined 
and in conclusion Mr. Summerhays said 
that it was the desire of those present 
that Mr. Mann, on leaving the service 
of the Railroad, should take with him as 
a token of their respect and admiration, 
something which would be a constant 
reminder of their high esteem. Mr. 
Summerhays then presented Mr. Mann 
with a goM watch with chain and pocket 
knife, suitably engraved, wishing him 
godspeed on his journey and success 
in his new undertaking. 

Although somewhat taken aback, Mr. 
Mann immediatelv responded and very 
ablv expressed his appreciation of the 
gathering in his honor and the token 
of their kindly feelings, assuring all 
that he reciprocated the sentiments ex- 
pressed and appreciated the work they 



had done which had made possible his 
success in the Department. 

Air. W. Davidson, General Store- 
keeper, acting as Master of Ceremonies, 
ably selected those best fitted to ad- 
dress the assembly and the "talks" were 
well delivered and to the point. Divi- 
sion Storekeeper Adams of Paducah 
was called upon to voice the sentiments 
of the Southern Line Storekeepers and 
he very aptly conveyed to Mr. Mann 
the loss which it was felt the Supply 
Department is about to experience oc- 
casioned by his leaving the service. Mr. 
J. G. Warnecke, representing the Divi- 
sion Storekeepers from Northern Lines, 
verv forciblv substantiated these senti- 
ments in their behalf. Messrs. Bowser 
and Bradley of the Timber Department 
also contributed some very appropriate 
remarks in regard to the loss brought 
about by Mr. Mann's resignation. 

Mr. C. F. Parker, our former 1 Vice 
President, was then called upon and de- 
livered a beautiful tribute to Mr. 
Mann's ability, saying that while the 
East may be taking Mr. -Mann from the 
West, (it being, he added, an old trick 
of the eastern people to reach out and 
take the talent from the West), still 
he hoped some day the West would be 
big enough and rich enough to reclaim 
her own, as the West, too, needs such 
men as our retiring Purchasing Agent. 
In his closing remarks Mr. Parker 
wished Mr. Mann good luck and every 
success. 

Mr. Davidson then made a few ap- 
propriate remarks to Mr. Mann in be- 
half of the Supply Department, and in 
view of his close association with him, 
was able to convey to all present Mr. 
Mann's recognized ability as an execu- 
tive and his success as Purchasing 
Agrent of this Companv. A general 
hand-shaking- and farewell to Mr. Mann 
then concluded the gathering. 



The Fire Hazard In Connection With "Smoking 



G. R. Hurd, Supervisor of Fire Protection 



U"OR several years past records have 
* shown that hundreds of thousands 
of dollars of railroad property and 
property in the care or custody of rail- 
roads as carriers have been destroyed 
by fire due to carelessness and indiffer- 
ence on the part of employes in con- 
nection with smoking in shops, freight 
stations, warehouses, etc. 

Every year adds some exceptional 
losses traceable to this particular class 
of indifference. It should be recog- 
nized that large values are involved 
which should be preserved and that 
there must be a personal responsibility 
felt in accepting the regulations and 
orders restricting smoking or prohib- 
iting- it in properties of large values 
and where inflammables are handled, 
and it must be recognized today more 
than ever, that property values sliould 
not be damaged or destroyed through 
carelessness and indifference or other 



preventable causes. Property and ma- 
terial destroyed cannot be replaced. 
They are lost. 

Smoking should be prohibited in 
shops, coaling stations, piers, ware- 
houses, storehouses, freight houses 
and offices, including record rooms and 
around freight platforms, and in all 
other places where inflammable ma- 
terials are handled or stored, and if 
not already done, conspicuous "NO 
SMOKING" signs should be posted, 
and all watchmen and guards, officers 
and other employes in charge ot prop- 
erty must be instructed to see that 
this rule is rigidly enforced. 

It we restrict the hazard of smoking 
and prohibit it in valuable properties 
we will do much toward preventing 
the possibility of a large property de- 
struction by fire traceable to prevent- 
able causes principally through care- 
lessness and indifference to dangers. 




ROLL OP HONOR 




Name 

William Blankenship 
Shirley M. Philpott 

Grantley B. Harper 
Anna Murphy ( Mrs.) 
Henry Rippberger 
Thomas Moreland 

(Y. &M. V.) 
Howard G. Willis 



Occupation 

Engineman 

Chief Clerk, Local 

Freight House 
Genl. Devel. Agent 
Matron, Cent. Sta. 
Air Brake Inspr. 
Switchman (Engine 

Foreman) 



Crossing Flagman 



Where 

Employed 
Durant, Miss. 
Chicago, 111. 

Chicago, 111. 
Chicago, 111. 
Freeport, 111. 
Amboy, 111. 



Memphis, Tenn. 



Yrs. of Date of Re- 
Service tirement 
34 3/31/19 

19 7/31/18 



30 
26 
29 
35 



23 



1/31/19 
4/30/19 
5/31/19 
5/31/19 



79 




Local Office Freight Accounting 

By M. G. Guerard, Memphis, Tenn. 



A subject of this nature is no doubt a dry 
one to the layman, but to the accountant it 
is a field of live and interesting work and of 
great, opportunities, but even an enthusiast 
has to regulate himself to the limit allowed 
by the editor of this magazine. 

Greater attention should be centered on the 
Accounts at Freight Stations than is usually 
the case, for if the accounts are in an unsat- 
isfactory shape it tends to discourage the per- 
sonnel of the office, and it gives the entire 
station a bad aspect, although every other 
department may be in excellent condition 
Again it is harder on the Accounting Force 
to handle a station where there are several 
thousand items in Asset and Liability Ac- 
counts than it does in a similar sized station 
where the accounts are kept up to date. The 
Accounting Department is more corelated to 
the other departments in a local office than 
that of any other single department, and it 
is of the utmost necessity that the head clerks 
of the other departments co-operate to the 
fullest extent with the station accountant, so 
that the accounts as rendered to the general 
offices will reflect the true condition of the 
entire local organization. Without this 
hearty co-operation much good hard work 
will go for naught. 

In a large agency the work should be sys- 
tematized so that each department will be a 
check on another. For instance, one depart- 
ment should create or assess and expense the 
charges ; another (cashier's office) should col- 
lect, while a third (accounting) should apply 
the collections of the second department to 
the reports covering assessments of the first 
department, then make out the balances, etc., 
and handle the open items. The accounting 
force must be made up of men who under- 



stand the principal under which they work 
and the importance of such work and its 
relationship to all other desks in the entire 
office. Not all men are good at figures, and 
a person not so gifted is out of place when 
assigned to such work, and is apt to prove a 
drag on other clerks. 

At Memphis the accounting department is 
divided into an inbound division and an out- 
bound division. The latter also handling mis- 
cellaneous accounts, such as switching, cross- 
town cotton, demurrage, reconsigning, icing 
accounts, car rental, fuel, etc., although assess- 
ing in reporting of switching and demurrage 
is under another department. Each division 
is headed by an assistant accountant, and a 
great friendly rivalry has been established 
between the two divisions as to which can 
handle their accounts the best and keep their 
uncollected to the minimum. The work is so 
graded that the handling of accounts is a 
natural progress from the 'abstract clerks to 
cash posters, to the correction desk, then to 
the adjustment clerks, and finally to the as- 
sistant accountant, who handles the uncol- 
lected and liability accounts of his division. 
Certain features of this so-called "Unit 
System" that can be applied to the accounts 
are being used. 

To show that the organization and arrange- 
ment at Memphis has been a success, atten- 
tion is invited to the figures below, taken 
from April accounts. The total debit to 
Memphis station, I. C. and Y. & M. V., was 
$801.472, yet our uncollected was only 
$15,015, of which amount $9,888 was company 
material and other "voucher due items," leav- 
ing a balance of all other items of $5,127. 
This result was obtained even under the most 
unusual conditions of the past 18 months. 



The Careless Machinist's Creed and His Reasons 

By Sunny Jim, Water Valley, Miss. 



1st. I believe in using a monkey wrench 
in preference to a hammer because a 
monkey wrench looks better when it is all 



tools in preference to buying some of my 
own. This is a good method of cutting 
down the high cost of living and save me 



battered up. And besides, that is what it carting around a heavy tool chest of my 
was made for. own. 

2nd. I believe in borrowing other men's 3rd. 1 believe in oiling my machine once 



80 



ILLINOIS CENTRAL MAGAZINE 



81 



every six months at least. This is a great 
saving to the company, as oil costs some- 
thing these days. 

4th. I believe in keeping the shop tools 
in a heap on the floor instead of using the 
locker provided for that purpose. In this 
way I can always have something to stum- 
ble over and besides it looks so neat. 

5th. I believe in wiping off chips with my 
fingers in preference to using a stick or 
brush provided bv the company because the 
former is a most ancient custom and takes 
the place of a surgical operation. 

6th. I believe in keeping- tools under the 
planing machine table and in reaching for 
them while the table is running. This 
breaks the monotony of life and give op- 
portunity for some clever gymnastics. 



7th. I believe in wearing loose or torn 
overalls and a long flowing necktie when 
running a high speed lathe or drilling ma- 
chine. This is also a very ancient custom 
and a suitable dress for 'machine-shop work. 

8th. I believe in mixing brass, babbitt, 
steel and iron chips in the pans. This mix- 
ture always looks well and provides fasci- 
nating employment to the man who has to 
separate them. 

9th. I believe in blaming tl-e night man 
when anything is lost or goes wrong with 
my machine. He is not there to contradict 
me, so I can explain it all to the boss sat- 
isfactorily. 

10th. Finally, I believe in abiding by all 
the rules and regulations of the company 
*o the best of my ability when the boss is 
around. 



The Salvation Army 



The Salvation Army goes drumming around, 

And has for many years, 
They did not attract attention much 

But got lots of jibes and jeers. 

They heeded not their scoffers, 
And would sing and pray and preach, 

Inviting all to join their army, 
There was none to low to reach. 

You may ask why all this great comotion, 
About the Salvation Army here today, 

What have they done, and why and where, 
That we should be asked to pay? 

Over there in France and Flanders, 
Where the poppys nod their head, 



M 



Are the graves of our dear heroes, 

They done noble work, the soldiers said. 

They won the heart of every dough-boy, 
And when the battle raged red hot, 

You would find the Salvation Army lassie, 
With doughtnuts and coffee pot. 

She heeded not the flying missils, 

She had a duty she must do, 
She was there to cheer the weary soldiers, 

To give them strength and courage new. 

Now we want to honor them and pay them, 

Want to help them everywhere, 
Want to show appreciation worthy 

Of the great work done "over there." 

Chas. McGuffin. 



ontonous Dorvico 



S. 



CHICAGO TERMINAL. 

Engine Foreman H. Ezell has been com- 
mended for discovering and reporting doors 
open on W. C. L. 8025, while pulling into 
Fordham Yard in transfer engine 1773, June 
13. 

Mr. W. C. Campbell has been commended 
for discovering and reporting brake rod drag- 
ging on train 79, engine 1525, passing Har- 
vey Tower, June 4. Train was stopped at 
Homewood and brake rod removed, thereby 
avoiding possible accident. 

Engine Foreman Ed. Brow has been com- 
mended for discovering and reporting broken 
rail on north lead at Wildwood, June 8. Road 



department made necessary repairs, thereby 
preventing possible accident. 

Engine Foreman P. H. Conlon has been 
commended for discovering and reporting 
brake beam down on I. C. 87531, Phoenix 
Yard, on the B. & O. C. T. Train was stopped 
and brake beam removed, thereby avoiding 
possible accident. 

Operator Arthur Allen, Tolono, 111., has 
been commended for discovering and report- 
ing block signal 1362 not clearing, June 10, 
as No. 22 passed Tolono. Signal maintainer 
found broken rail at Mile Post 136, which 
was promptly repaired. This action undoubt- 
edly prevented possible accident. 



82 



ILLINOIS CENTRAL MAGAZINE 



Engine Foreman Porter Hester, Kankakee, 
111., has been commended for discovering 
piece of angle iron in empty box car at Kan- 
kakee yard marked Kankakee Ice Cream Co. 
and turning over to the agent with the result 
that delivery was made and preventing claim. 

During May the following suburban gate- 
keepers lifted commutation ticket and card 
pass on account of having expired or being in 
improper hands : Viola Long and A. Vande- 
water. 

Flagman John Fiebig on train No. 169, May 
24, lifted individual ten-ride caddy's ticket 
on account of being in improper hands and 
collected cash fare. 

Conductor R. W. Gums on train No. 363, 
May 19, lifted sixty-ride commutation ticket 
on account of having expired and collected 
cash fare. 



ing expired and collected cash fare. Passen- 
ger was referred to passenger department for 
refund on ticket. 



ILLINOIS DIVISION 

Conductor J. F. McWilliams on train No. 
34, May 29, lifted identification slip, Form 
1572, on account of passenger not being pro- 
vided with pass and collected cash fare. 

Conductor Wm. Scott, Oilman, has been 
commended for discovering and reporting 
I. C. coal car improperly stenciled at Belle- 
flower, June 9, train 95. Arrangements were 
made to have car restencilled. 

Conductor H. E. Taylor, Kempton, has been 
commended for discovering and reporting 
I. C. flat car improperly stencilled. Arrange- 
ments were made to have car restencilled. 

Conductor J. J. Monahan, Champaign, has 
been commended for discovering and report- 
ing I. C. 92667, gondola, improperly sten- 
cilled. Arrangements were made to have car 
restencilled. 

Traveling Engineer H. L. Zanis, Brakeman 
J. M. Wilson, and Fireman B. F. Thoele have 
been commended for apprenhending Clarence 
Frazee, of Olney, 111., who was beating his 
way on train extra 1663, May 13, for turning 
angle cock in order to enable him to alight. 



ST. LOUIS DIVISION 

Conductor W. C. Walkup on train No. 208, 
May 9, lifted trip pass account being in im- 
proper hands and collected cash fares. 

Fireman Louis Trefts has been commended 
for turning over to the Car Inspector at Chris- 
topher fifteen good standard air hose and 
seven standard angle cocks, which he had 
picked up along the line. 



SPRINGFIELD DIVISION 

Chief Clerk E. P. Clements, Springfield, 111., 
has been commended for discovering and re- 
porting fire in P. L. 56690, June 6. Fire was 
extinguished and loss averted. 



INDIANA DIVISION 

Conductor John Trott on train No. 204, May 
27, declined to honor card ticket account hav- 



LOUISIANA DIVISION 

Conductor J. A. Fulmer on train No. 4, 
May 8, declined to honor simplex ticket on 
account of having expired and collected cash 
fare. Passenger was referred to passenger 
department for refund on ticket. 

Conductor A. E. Broas on train No. 4, May 
13, declined to honor card ticket on account- 
of having expired and collected cash fare. 
Passenger was referred to passenger depart- 
ment for refund on ticket. 

Conductor M. Kennedy on train No. 323, 
May 16, lifted annual pass in accordance with 
bulletin" instructions and collected cash fare. 

Conductor L. E. Barnes on train No. 33, 
May 17, lifted annual pass on account of not 
being good for passage in territory in which 
presented and collected cash fare. 

On train No. 2, May 20, he lifted trip pass 
on account of being in improper hands and 
collected cash fare. 



NEW ORLEANS DIVISION 

Conductor M. J. Moody on train No. 14, 
May 31, lifted time pass on account of identi- 
fication slips, Form 1572, authorizing use of 
time pass, having been altered. Passengers re- 
fused to pay fare and were required to leave 
the train. 



MINNESOTA DIVISION 

Operator M. E. Stoffel, Dubuque Junction, 
has been commended for discovering and re- 
porting brake beam dragging on car extra 
756, May 27, C. G. W. 

Operator E. L. Baylor, Glenville, Minn., has 
been commended for discovering and report- 
ing Ballast Car improperly stencilled. Ar- 
rangements were made to have car restencilled. 



TENNESSEE DIVISION 
Mr. P. P. Freeman, Mounds, 111., has been 
commended for discovering light out on sig- 
nal block 3801, May 17. Mr. Freeman, in 
charge of extra 1794 south, climbed signal 
mast and lighted the lamp. 



MISSISSIPPI DIVISION 

Conductor M. Bates has been commended 
for discovering brake beam down on extra 
709, south, June 1. This action undoubtedly 
prevented possible accident. 

Conductor L. E. Porter has been com- 
mended for discovering error in billing car 
of lumber in his charge, train 52, May 6 ; also 
for discovering error in billing car in train 
52, May 18, car being held for correction of 
numbers ; both cases preventing unnecessary 
delay to cars. 



ILLINOIS CENTRAL MAGAZINE 



83 



DIVISIONS 




OFFICE OF THE ASSISTANT 
FEDERAL AUDITOR 

Four girls of the office with a new member 
of the club, Peggy Berngen went picking 
daises last week. They came back with more 
returns than the time they went violet picking. 
They distributed many beautiful flowers 
around the office. You know flowers make 
such an impression on these girls, it is safe 
to say they did much more work under the 
pleasing environment. 

Comings and Goings in the Office. 

Among the goings were 

Miss Thelma Bush who went back south to 
Texas. 

Mr. Fuller Spoerri, who has left the serv- 
ice to work in Washington. 



Miss Elsie Seegars, who went home with 
the measles. 

Miss "M" our proficient chaperon at present 
whiling away her vacation in New York. 

Miss Grace Pedderson's appetite "In spring 
a young girls fancy " 

The comings follow 

Miss Lucy Thiel, clerk in the Liberty Bond 
Bureau. Summer Palm Beach suits Sun- 
burns, i. e. (Miss McLaughlin) Freckle lo- 
tions and July the first. 

It is thought that July the first will be a 
very quiet day in Chicago. The male popu- 
lation will for some reason or other keep 
to their ice packs and beds. 

Spinsterville, Illinois, however, will hold a 
big celebration over prohibiiton Victory. 



84 



ILLINOIS CENTRAL MAGAZINE 



Prominent maiden citizens will speak about 
the great event. Miss Philomena Single will 
read a sonnet composed by herself entitled 
"How the pure white ribbon was hung on 
the town hall." 

William Jennings Bryan will be the noted 
guest of the occasion. After the ceremony 
all will dine at the town hall on ham sand- 
wiches and Grape Juice. 

Have you heard of the gypsy we have in our 
midst? This wandering minstrel's visiting 
hours are on Saturday from 11 :30 o'clock un- 
til 12 :30, under our windows. As she grinds 
she smiles and looks anxiously upward in 
quest of pennies (Dimes preferably). She 
usually delights her appreciative audience 
with the rendition of "The Star Spangled 
Banner" which inevitably prompts Mr. Mc- 
Kinlay to work standing up, and the well 
known song of the big nation wide problem 
which confronts the American people namely 
"How ya gona keep them down on the farm 
after they've seen Paree." 



CHICAGO TERMINAL 

Burnall Duclos, youngest son of Mr. and 
Mrs. Louis Duclos was united in marriage on 
Wednesday afternoon, June llth, at 2 :30 p. m. 
to Miss Madpra Putra of Kankakee. The 
ceremony taking place in St. Rose church. 
They left for Chicago immediately where 
Burnall has a good position in the Illinois 
Central railroad offices. Those from St. Anne 
who attended the wedding were Mr. and Mrs. 
Louis Duclos and daughter Burnette and Mr. 
and Mrs. Adrian Duclos. The bride is not an 
entire stranger to the people of St. Anne, as 
her parents were residents of this place a 
number of years ago, when she was a small 
child. Their friends wish them health, happi- 
ness and all the good things of life. 



LOCAL FREIGHT OFFICE, SOUTH 

WATER STREET 
Executive Department 
Mr. Wells attended the annual meeting 
of the American Association of Freight 
Agents, held in Cleveland, Ohio, June 17th 
18th, 19th and 20th. 

Out-Freight Department 

We are very glad to welcome home three 

of our clerks, namely, Charles Lahoda, 

Frank Barr and Joe White. We still have 

six from this department left in the service. 

May 28th, Theodore Schronski and 

Sophia Mulzoff were married. Several of 

the clerks an.d department heads attended 

the wedding, and reoorted the occasion very 

much to their satisfaction. 

June 4th, Joseph Grund and Lillian 
Hartig were married. Shortly after they 
went to Denver, Colo., to spend thefr 
honeymoon. We wish to extend our best 
wishes for a lone: and happy married life 
to Mr. and Mrs. Schronski, an.d also to Mr. 
and Mrs. Grund. 



Edith Sunney, Laura Tomscheck and 
Gertrude Kudella are spending their vaca- 
tion in Colorado Springs and Denver, Colo. 

Claim Department 

The following is a letter from N. Perl- 
man, Co. H, Fourth Infantry, A. P. O. 740, 

A. E. F., addressed to. C. M. Carbaugh, of 

this department: 

Saffig, Germany, February, 1919. 
A Few Lines from the Rhine 

We left from old Camp Custer the 16th of 
last July, 

And just seven days later kissed the dear 
Old States good-bye; 

It took sixteen days for our transport to 
reach a foreign port, 

But believe me, Paddy, feeding the fish cer- 
tainly is great sport. 

We rambled over England, and saw Lon- 
don at a glance, 

And hopped the English Channel to old 
LaHavre in France. 

We saw some old time buildings, and signs 
with funny names, 

And people wearing woo.den shoes, and lots 
of homely dames. 

We there boarded a box car for a place 
who's name I'll tell, 

A little town called Veagues, and they 
drilled us there like Hell. 

The 85th was solit up then, and they came 

to a decision 
To ship a few of us old "Bucks" to the 

noble Third Division. 
Another three-.day box car ride, and the 

"Bucks" were full of gloom, 
As thirty-two "Bucks" in a ten-foot space 

don't have a lot of room. 
We left our "Special" and hiked twelve 

kilos 'till at last we did report, 
To a town in the Jungles by the name of 

Gondrecourt. 
My hotel was a hay loft, and they said it 

was the best, 
If this was so, I sure would like to neck 

in at the rest. 
Soon a pain I rolled my heavy pack, but I 

didn't have far to go, 
As thev shipped me to another town I think 

thev calle.d Loneaux. 
Another "Looie" came and took me under 

his protection, 

And said " 'Old Buck' come on with me 
to the Intelligence Section." 

All went well for a week or so, until one 

balmy night 
The orders came, "Roll up your packs, we're 

off to the front to fiorht." 
Well, then our troubles started, and to hike 

we had a chance, 
Ard I wore out several nairs of "hob-nails" 

on the roads of Northern France. 
We hiked bv night and slept by day in 

woods along the way, 



ILLINOIS CENTRAL MAGAZINE 



85 



And our packs began to lighten as we threw 

extra junk away. 
We rambled to the Toul Sector, and up to 

old St. Mihiel, . 
And when we saw a few dead stiffs how 

funny we did feel. 
The Yanks sure had their nanny, for they 

made the Jerries dodge, 
And you ought to see the fireworks when 

the Yanks put over a barrage. 
We then went to the Verdun front, or 

rather a roaring Hell, 
And I guess I'll have to see you if this 

story I must tell, 
Of how my Buddies fought and died on 

this field of Hell, 
And 'twas here that yours truly was struck 

by a piece of bursting shell. 
They shipped, me to a hospital, and my 

friends I did not see, 
Until they ent a bunch of us up here to 

Germany. 
Well, Paddy, I'm back with my Buddie, 

and sure am feeling fine, 
And I sampled all the "Grape Juice" they 

make up on the Rhine. 
I hear the bugle blowing, "Pay Day, come 

and get your Jack," 
But don't forget to write a line soon to 

your old friend Nat. 

Mr. O'Brien, of this department, is re- 
ported, to be very ill. We sincerely hope 
for his speedy recovery. 

Tames Maher, of the 33rd. George Russell 
a"d Francis Noonan have all returned from 
the service. Welcome home, boys. 

The Indoor "Cubs" of this deoartment 
will soon be in first place. A little more 
practicing up at noon hours and we will 
make the Giant? blush. 



Weldon Passenger Yard 

Mr. A. P. Miller, chief clerk at Weldon 
Passenger Yard entered the office all smiles 
the morning of June llth. A little chief clerk 
had arrived at his home the night before. 

Mr. Joseph Sebastice, gang foreman at 
Weldon Passenger Yard is passing the cigars 
upon the arrival of a ten-pound boy, June 
12th. 



TERMINAL FREIGHT AGENT, FORD- 
HAM, ILL. 

Car Record Clerk Miss Anna Gibbons has 
left for New York, where she has gone to 
spend her vacation. 

Assistant Disposition Clerk Sidney Morris, 
accompanied by his mother, brother and sister, 
is spending his vacation at Des Moines, Iowa. 

SPRINGFIELD DIVISION 

Nathan Dowell was checked in as agent 
at Armstrong, June 4, vice W. E. Morten- 
son. 



Freeman Skinner accepted a positon in 
the superintendent's office May 20, reliev- 
ing H. Getzendanner. 

Miss D. Morrison spent Sunday in Chi- 
cago recently. 

E. H. Baker, trainmaster at Champaign, 
was a business visitor in Clinton, Thursday, 
June 12th. 

A. J. Perry was checked in as agent at 
Ramsey, June It, vice M. D. Partelow, who 
returned to work as operator at Moweaqua. 

Wayne Burkam is working at Chestnut 
for a few days, as agent. 

Miss Eva Gilliland has returned to work 
as operator at Maroa after several days va- 
cation. 

Mr. Grant, of Chicago, was in Clinton, 
June 12th. 

Mr. Shaw spent Tuesday, June 17th, in 
Springfield. 

N. B. Clark, of Springfield, G. W. Mor- 
g-m, of Decatur, and M. Sheahan, of Ran- 
toul, attended the .division staff meeting in 
Mr. Shaw's office, June 16th. 

W. E. Kellington visited his parents in 
Decatur recently. 

H. Getzendanner visited Kankakee re- 
cently, looking after personal interests. 

D. Y. Geddis, superintendent of the Penn- 
svlvania Lines, of Decatur, called to see 
Mr. Shaw the afternoon of June 17th. 
Road Department 

A. L. Apperson has taken a position as 
temporary rodman in the engineering de- 
partment, on this division, in the place of 
K. C. Luke, who was married in San Fran- 
cisco the oast week. 

P. H. Croft, assistant engineer, and wife 
have returned after a short visit in Fulton, 
Ky. 

Miss Edna Burke, stenographer in the 
roadmaster's office, and Miss Geraldine 
P^vnolds. stenographer in the vardmaster's 
office, spent a day at Starved Rock, 111., re- 
cently. 

M6tor Car Repairman William Draper, 
who was recently onerated on for aopendi- 
citis in the John Warner Hospital, is re- 
ported to be getting along nicely, and will 
soon be able to be out again. 

Extra Gang Foreman W. K. Horn has 
returned from a business trip to New 
Orleans. La. 

Valuation Engineer H. E. Shelton an.d 
wife are spending a few days in Chicago. 

John J. Phillips, chief clerk, spent the 
week end at his home in Pana, 111. 

Frank J. Kraft transacted business in 
Wapella yesterday. 

Clinton Shops 

D. T. Hess, roundhouse foreman, and wife 
will visit in Nashville, Tenn., for several 
days. 

Dan A. Gallagher and John Hamilton at- 
tended the parade of the 33rd Division in 
Chicago, and also met Thomas Hamilton, a 



86 



ILLINOIS CENTRAL MAGAZINE 



brother of the latter, who has been in over- 
seas service with the 33rd Division. 

A. E. Jordan and Lyle Crum, piece work 
checkers, made a business trip to Cairo. 

Miles Crystal, fireman on the Springfield 
district, who has been in overseas service 
for the past year, has received his honor- 
able discharge an.d has resumed his duties 
as fireman. 

E. C. Jordan, furloughed clerk, is on a 
ten days' furlough and is visiting friends. 

F. S. Bogan, car foreman, is visiting 
friends and relatives in Amarillo, Texas, for 
several days. 

Warren Hickman, piece work checker, 
made a business trip to Decatur. 

Otto Young, M. C. B. clerk, is spending 
his vacation in Jacksonville, Fla. 

Mrs. A. H. Fish visited in Decatur re- 
cently. , 

The Clinton shops baseball team will play 
each morning during the DeWitt County 
Fair, at the Fair Grounds, to be held Au- 
gust 4, 5, 6 and 7. 

Conductor C. Niccum, wife and daughter, 
Beulah, expect to leave within a few days 
for an extended trip to Colorado., 

Mrs. E. T. Anderson, wife of Conductor 
Anderson, and daughters Gwendolyn, Nel- 
lie, and son, Elmer, will spend several 
weeks with relatives in Jonesboro, Ark. 

Brakeman C. T. Comer has been granted 
a short leave of absence, and will spend 
the time visiting with relatives and friends 
in Jasper, Ala. 

Conductor V. E. Daniels and wife and 
daughter, Doyne, have gone to Rapid City, 
S. D., for an extended visit with relatives 
an.d friends. 

Brakemen C. Wannebo, Earl Stout and 
R. I. Murray, who have been in army serv- 
ice, have been honorably discharged from 
the service, and returned to their former 
positions as brakemen on the Springfield 
divis'ion. 

Brakeman E. E'. Newlun, who recently 
underwent an operation in the John Warner 
Hospital at Clinton, has fully recovered and 
returned to work on the Springfield divi- 
sion. 

Passenger Conductor M. J. Kennedy was 
out of the service about one week on ac- 
count of illness, he being relieved by Con- 
ductor C. L. Taylor. 

Passenger Conductor C. P. Freeman and 
family, together with Flagman E. L. 
Mitchell, expect to leave within the next 
few davs for Havana, 111., where they will 
spp"d several weeks fishine. 

Conductor W. C. McConnell and wife 
have returned from an extended visit with 
their daughter in Chicago, and Mr. Mc- 
Connell has reported for duty. 

Engine Foreman R. W. demons was out 
of the service several days recently looking 
after some important business matters. 



Conductor G. E. Parkison has recently 
returned to work after undergoing an oper- 
ation at his home in Decatur. 

On June 4th, in Vicksburg, Miss., oc- 
curred the wedding of Miss Rosalye Calder 
to H. W. Doyle, our genial claim agent. 
Immediately after the wedding ceremony 
Mr. and Mrs. Doyle left for the East, where 
they visited a number of points of interest. 
While Mr. Doyle has only been with us a 
short time he has made a host of friends, 
who wish him and Mrs. Doyle a happy and 
prosperous marrie4 life. 



MINNESOTA DIVISION 

Floyd Belscamper, who before entering 
the service with the Thirteenth Engineers 
was employed as an operator on the Minne- 
sota division, at Waterloo, has since his 
return become a benedict. Belscamper has 
the good wishes of all his friends. He ex- 
pects to return to work very shortly. 

Conductor H. H. Everhart, the other 
Minnesota division representative in the 
Thirteenth Engineers, has returned to his ' 
work, and is now acting as conductor on 
the Cedar Rapids night local. Herman 
says railroading over here is a heap eas : er 
than overseas. 

Division Accountant G. A. Saun.ders has 
just returned from a week's vacation, hav- 
ing spent the same with his brother at one 
of the army camps in Texas. 

Paul Ryan, formerly roadmaster's chief 
clerk in this office, and at the time of his 
enlistment secretary to the general super- 
intendent at Chicago, has arrived in New 
York from overseas, with the Twenty-fifth 
Eneineers. 

The office force of the superintendent and 
members of the division staff at Dubuaue 
had a very enjoyable picnic supper at Union 
Park Saturday evening, June 21st. The 
feed, planned by the young ladies in the 
office, was a sumptuous one, an.d the even- 
ing was spent in dancing and roller coast- 
ing. 

Members of the division office force are 
planning their 1919 vacations, and it is 
planned to allow 14 days this vear. This is 
welcome to those concerned, considering 
the "No vacation" or "Short vacation" 
rule in effect during the war period. 

Division Accountant G. A. Saunders, 
Division Auditor J. C. Neft, D. V. Account- 
ant Gust Uhr and D. V. Ro.dman R. S. 
Hanson attended D. V. accounting meeting 
in Chicago during the past month, and re- 
port having thoroughly enjoyed and profit- 
ed bv the discussions brought forth. 

During the heated period the div'sion 
accountant's office deci.ded to take only a 
half hour for lunch, and as a consequence 
are through with the day's work at 
4:30 p. m. 



ILLINOIS CENTRAL MAGAZINE 



87 



George Mullinix, instrument man, has 
been transferred to the engineering depart- 
ment at Chicago, and has been succeeded 
by F. D. Smith, recently returned from 
army service. 

We are glad to welcome W. B. Livings- 
ton as claim agent for the Minnesota divi- 
sion. Mr. Livingston succeeds E. A. Mc- 
Carthy, resigned. 

Warren Stephenson, of the superintend- 
ent's force at Mattoon, was a visitor in 
Dubuque for several days. All who were 
fortunate enough to meet him, thoroughy 
enjoyed his visit and especially his interest- 
ing description of experiences while with 
the Thirteenth Engineers. 

Operator Charles T. Coffey, at KB office, 
Dubuque. is wearing the "smile that won't 
come off." Cause fine new baby boy, 
Charles Lewis Coffey. 

Exchange Operator Martha Wunderlich 
recently spent over Sunday in Chicago with 
friends and relatives. 

Chief Dispatcher P. E. Talty has been on 
the sick list for several days. His many 
friends wish him a speedv recovery. 

Frank Hardy, who before entering armv 
service was employed in the superintend- 
ent's office at Dubnaue. has'iust returned 
from France with the 88th Division, 351st 
Machine Gun Company, and is looking as 
though the experience heloed him greatly. 

Donald Huntoon, who before enlistment 
was employed in the general superintend- 
ent's office at Waterloo, called at the offices 
at Dnbuaue recently, iust having been mus- 
tered out of Camp Dodee after a. year's 
service in the Motor Transport Corps in 
France. 

Several o~f the young ladies in the super- 
intend p " f ' c offire are ^dent minils of An- 
nette Kellerman. (Miss Elsie Heitzman 
fi1a rlerk. to/1 nv is our charnpion and bids 
fair to rank in the life saving class.) Ap- 
nlirations for life saving now cheerfuly re- 
ceived. 

J. R. Sims, who before enlistment in the 
armv was aeent at Scales Mound, has just 
returned from a vear's service in France, 
and is vis'ting with his home folks in Ten- 
rtpssee. after whiVh he expects to resume 
his r1nt : es on the Minnesota division. 

Dubunue recently entertained the Iowa 
state convention of the B. P. O. E., and a 
prpnt manv Illinois Central emploves were 
pntprtni'ned as a consermence. D"^"iqne's 
IrM-otinn en rippr pn oa=is in this wide and 
drv desert, proved to be a drawing card, 
inrlnn'tior from the attendance. Next time 
possibly it won't be so wet. 



his vacation having spent same in New Or- 
leans and Memphis. 

Miss Gertrude Maxwell returned today 
from 10 days vacation in Detroit, Michigan, 
with her folks. 

Agent Wadlington from Hopkinsville was 
with us a few hours recently. 

Train Master Downs held his monthly 
safety meeting recently. Account of the ap- 
proaching storm, there were not very many 
present, however, we had a very interesting 
meeting. 

Agent Blades was called to McLeans- 
borough, Illinois, recently account death of 
his sister. 

Agent H. D. Bailey of Waverly, who has 
been in France for 10 months has returned 
and is back at his post. 

Miss Gertrude was called to Martin, Tenn., 
account of death of her grandmother. 

Traveling Engineer Evitts and Master Me- 
chanic Walker were in Princeton a few hours 
this week. 

Engineer J. J. Buckley, who has been on the 
sick list is out again. 

Operator G. R. Newman and wife spent a 
day in Louisville recently on business. 

Traffic Service Agent Kamp was with us 
recently. 

Mr. F. W. Harlow, division passenger 
agent at Louisville has been very ill with 
pneumonia at St. Mary's and Elizabeth's hos- 
pital for the last three weeks. It is sincerely 
hoped he will have a speedy recovery. 



Twelfth and Rowan Streets, Local Freight 
Office, Louisville, Kentucky. 

Decoration day of this year found the 
Twefth street front and rear offices' re- 
spective baseball teams on their wheels and 
ready to roll in the annual local race for 
Illinois Central office supremacy. 

During the entire game the infields 
worked like machines, but any fast freight 
to the outfields was invariably lost >or 
chances .damaged, much to the disgust of 
Chief Claim Clerk Rose, captain of the 
Fronts. The outfielders, living up to their 
railroad training, counterbalanced this in- 
consistency by "stealing" many base's. 
Gramisr, in fact, tried to steal second with 
a team mate perched thereon. Grossman, of 
the Rears, erew cross at the apparent 8-8 
tie, and in the ninth tracked one over third 
for the winning- run. Snrorisine r 1v eood 
pitching by Nickelies, Heffernan, Kilkenny 



KENTUCKY DIVISION 

Supervisor Dearing, who has been on the 
sick list the past few davs is out again. 
Dispatcher W. E. Davis has returned from 



MURINE EYE REMEDY. 

Murine Allays Irritation Caused by 
SmoVe Cinder Alkali Dust Strong 
Winds. Should be used for all Eyes that 
Need Care. These suggestions must surely 
Appeal to Men in all branches of Railway 
Service. See Murine Eye Remedy Co. Adv. 
in this issue and write for their Book of the 
Eye. 



ILLINOIS CENTRAL MAGAZINE 



and Finnegan, also agent for Fronts' first 
station, Chief Clerk E. M. Shaughnessy's 
fielding featured. 

William T. Grossman, first bill clerk, is 
at his .desk after spending a week in 
Chicago, 111. 

R. H. Pinkerton, traveling car agent, 
made a check of the Louisville station on 
May 21st. 

H. G. Schoenlaub, C. A. Miller, William 
Heffernan and Martin Kilkenny visited 
Lookout Mountain, Chattanooga, Tenn., on 
Sunday, May 25th. 

We record with deepest regret the death 
of the mother of Miss Anna Macke, clerk in 
our cashier's office here. We extend heart- 
felt sympathy to the bereaved family and 
friends. 

Traveling Auditors E. E. Troyer, H. L. 
Bradshaw an.d E. L. Yonts are checking the 
accounts of the Louisville station. 

We had with us on June 5th, Mr. Sull'yan, 
representing manager, perishable freight 
service, Chicago. 

G. King, agent at West Point, Ky., paid 
us a visit on June 3rd. 

On June 6th C. F. M. Tinling. supervisor 
of demurrage and storage, in company with 
A. D. Caulfield, superintendent of the Mis- 
sissipoi division, paid us a visit. 

J. P. Lauffer, former emnlove in this 
office, has just returned to the United States 
after haviner distinguished himself in the 
service, in both France and Germany. We 
hone to have him with and among us soon. 

Michael Welsh, a member of our mes- 
senger force, is enjoying a week's vacation. 



TENNESSEE DIVISION 

Superintendent Hevron has resumed his 
duties and is wearing his usual smile, after 
having been absent from the office several 
days on account of illness. The "Boss" was 
a prpt-tv sick man. but we knew from his 
steadfast determination of doing things that 
he would null fhroup-h O. K. 

B. F. Evans, chief clerk to Superintendent 
Hevron. is enioviner his annual vacation. 

Mrs. R. W. Halen, clerk to trainmasters. 
Fulton, has been absent from duty several 
davs on account of illness. 

General Foreman Jake Huddleston, Ful- 
ton, has recently returned from a two 
weeks' vacation in Oklahoma. He savs the 
crops are looking fine. We are wondering 
what he knows about "crops." 

Roadmaster S. J. Holt has resumed his 
duties, af^er having been absent from his 
offi re several days on account of sickness. 

Division Accountant W. P. McAdams 
made his usual visit to Greenfield the other 
dav. 

Well, he has come and gone. Mr. Hines, 
on his special train, chaperoned by Messrs. 
Kittle, Clift, Downs, Beven, Poterfield, 
Egan, and Hevron and several others, 



moved over this division May 12th, 
with the usual customary good record and 
prompt handling. Several of the boys were 
disappointed because of the fact he did not 
stop over with them and promise to grant 
them an increase in salary. 

Traveling Engineer Shepherd attended 
the Shriners convention at Indianapolis, 
June 10th. 

Frank P. White has recently received his 
discharge from the army and has resumed 
his old position as clerk to Chief Dispatcher 
Mays. 

Assistant Engineer John M. Hoar has 
recently returned from California, where he 
spent his vacation. 

W. B. Romine, train dispatcher at Mc- 
Combs, was a social visitor the other day. 

Chief Dispatcher T. J. Smith, at Jackson, 
is enjoying his annual vacation. 

Machinist Ed Heywoo.d, at Fulton, went 
to Paducah Hospital the other day. 

Conductor Fred Ball found a man riding 
a "bumper" between the chair and the din- 
ing car on No. 10, June 1. He made him 
come inside the car and pay regular fare. 

J. F. Walker and wife spent Sunday, June 
8th, with Master Mechanic Grimes and 
family in Jackson. 

Mr. and Mrs. A. R. Sykes spent a day in 
Paducah. Ky., recently. 

Word has been received that C. B. Conn, 
former accountant in the master mechanic's 
office, has arrived from overseas and is now 
at Camp Oglethorpe. 

The sad news of the death of Private 
Floyd Chandler, of the Signal Corps, which 
occurre.d at LeMons, France, on May fith, 
v^as received bv h ; s mother recently. Mr. 
Chandler was clerk in Frogmoor .yard and 
entered the armv last Julv. 

E. L. Purdv. former chief c'erk to District 
Foreman Kino-, at RirtTM^prhani, has re- 
turned from overseas and will soon be back 
on his old iob. 

G. H. Brooks, roundhouse rlerk, accom- 
nanied bv his daughter. Miss Elizabeth, vis- 
ited in Memphis last week. 

Switchman Tom Hale celebrated his (?) 
birthday, June 18. with a birthday dinner, 
which was attended by Trainmaster Young, 
as well as all switchmen located at Fulton 
Yard. Mr. Hales failed to have the required 
number of candles on the cake, possibly due 
tn the fact that the cake was not large enough. 
Those who were fortunate enough to attend 
reported a good time. 

Jackson, Tenn., Shop 

Master Mechanic Grimes, wife and daugh- 
ter, are spending several days at Atlantic City. 

Miss Katie Patterson, stenographer in the 
master mechanic's office is spending her va- 
cation at various points in the east. 

Mrs. Ehtel Penrose, cashier at freight of- 
fice, spent several days recently with friends 
at Nashville. Her position was acceptably 



ILLINOIS CENTRAL MAGAZINE 



89 



filled by Accountant Myers during her ab- 
sence. 

Division Storekeeper Hoyt, of Water Val- 
ley, spent the time between trains at Jackson 
while enroute to Chicago to attend the ban- 
quet tendered Mr. A. C. Mann. 

General Foreman E. E. King, of Birming- 
ham, and W. H. Wright, of Haleyville, at- 
tended staff meeting at Jackson recently. 

Blacksmith Foreman, T. O. Martin, is 
spending his vacation on the Atlantic coast. 

Stock Keeper Chas. Hutchinson has moved 
his family from Water Valley to Jackson, 
Miss. 

Mr. G. H. Brooks, day round house clerk, 
spent a day or two in Memphis recently vis- 
iting relatives. 

Freight Agent, F. B. Wilkinson, attended a 
business meeting in the superintendent's office 
recently. 

Assistant General Manager Downs and Gen- 
eral Superintendent Egan were Jackson visi- 
tors recently. 



MISSISSIPPI DIVISION 

On Wednesday, June 11, the local employes 
of the Illinois Central Railroad and their fami- 
lies held their forty-fifth annual picnic. Gen- 
eral Chairman Will J. King, Secretary R. R. 
Mauldin and all the other committeemen 
worked hard and faithful to make the picnic 
a success how well they succeeded is attested 
to by everyone of the great crowd present. 
The officers and committeemen having the 
affair in charge are due great credit for the 
excellent manner in which it was conducted 
and the excellent program of amusement and 
entertainment provided for the thousands 
present. A vote of thanks is also due that 
live, progressive, big hearted gentleman, Hon. 
W. C. Bryant, who so generously and freely 
turned his plantation grounds over to the pic- 
nickers, and further did everything possible 
for the convenience and pleasure of the great 
crowd present. Fully 4,000 to 5,000 people 
were present and enjoyed the day. Excellent 
music had been procured and a fine large 
dance platform afforded opportunity for all 
who cared to dance. A fine program of sports 
and contests were carried out and there wasn't 
a dull moment during the entire day. An air- 
plane arrived about the noon hour and 
thrilled the vast crowd bv performing vari- 
ous stunts. In fact the forty-fifth annual rail- 
road picnic was the best one held for many 
years. 

Mrs. Gertrude Turner, clerk in superintend- 
ent's office, accompanied bv her son, Master 
Hudson Turner, left recently for a two 
weeks' vacation which will be spent several 
points in the West, including Yellowstone 
Park. 

Miss Hortense Baker, the popular clerk in 
the chief's dispatcher's office, returned to her 
home in Blytheville. Arkansas. June 1. 

Have you noticed the "Smiles" Gladys and 



Katie Mai have been wearing the past few 
weeks? Yes, they have arrived safely from 
overseas and are expected home shortly. 

Mr. D. D. Crawford, of Aberdeen, has ac- 
cepted position as trainmen's timekeeper in 
the superintendent's office at Water Valley. 

Johnnie Anderson, formerly clerk yard 
master's office at Water Valley, has been 
transferred to clerk in the accounting de- 
partment, superintendent's office. 

Mr. W. P. Taylor, who has been in the 
engineering department on this division for 
several month?, assisting in closing out 1918 
work authorities, was transferred to Chicago, 
effective June 16. 



Louisiana Division 

Assistant Accountant Floyd M. Cook took 
his vacation last month, and spent most of 
his time on the Gulf Coast. He admits he 
had a most enjoyable time there and took 
a bath every day, regardless of the regular 
Saturday periods. 

Our popular file clerk, Miss Ruby Rails- 
back, has at last left us. She was married on 
June 4th to Mr. Floyd Heberer of Hamilton, 
111., and left that night for the North. We 
all regretted very much to see her leave and 
wish her much happiness in her new life. 




Railway 
Employes 
Eyes are 
Exposed to 
Wind, Dust 
and Alkali 
Poisons 

The Rush of Air, created by the 
swiftly-moving train, is heavily 
laden with coal-smoke, gas and 
dust, and it is a wonder that train- 
men retain their normal Eye-sight 
as long as they do. 

Murine Eye Remedy is a Con- 
venient and Pleasant Lotion and 
should be applied follow- 
ing other ablutions. 

Murine relieves 
Soreness, Redness 
and Granulation. 

Druggists supply Murine 
at 60c per bottle. 



The Murine Eye Remedy Co., 
Chicago, will mail Book of 
the Eye Free upon request. 




90 



ILLINOIS CENTRAL MAGAZINE 



However, we hope she won't forget her old 
friends "down South." 

Miss Katie Browne's latest hobby is throw- 
ing rice at newly weds. We saw you the 
other night, Katie, and we intend recommend- 
ing you to John McGraw. 

Miss Nannie Middleton, stenographer in 
the road department, spent her vacation 
"somewhere in Louisiana." Oh Boy! Nan- 
nie does he live there now? 

We recently enjoyed a brief visit from 
Mrs. M. Cronin, who was formerly employed 
as tonnage clerk in the superintendent's of- 
fice at McComb, but is now timekeeper in 
terminal superintendent's office at New Or- 
leans. 

We regret to record the death of the father 
of one of our stenographers Miss Georget- 
ta Ott, which sad event occurred at his home 
in Osyka, Miss. 

Mr. Wm. McCubbin, chief clerk to the su- 
perintendent at McComb, accompanied by his 
wife, is spending his vacation in Hot Springs, 
Ark. 

Mr. C. M. Anderson, Regional Supervisor 
of Safety, and Mr. S. S. Morris, general 
chairman, Safety Committee, attended our 
last Safety Meeting at McComb. We all en- 
joyed their visit as they gave us some very 
good pointers for working up something new 
about "Safety First." 

Wiley Wilkerson, tonnage clerk, was seen 
in Harlan's Motor Shop looking over some 
new machinery. Wonder if Wiley intends 
securing a patent on some new calculator to 
enable him to figure the increase in tonnage? 

Worth McKnight, another of our tonnage 
slaves, bought an auto the other day. It is 
very nice of you Worth, and we hope to en- 
joy a ride with you some time, but don't for- 
get the NINE O'CLOCK BELL. 

Our Comptometer Operator, Miss Mildred 
Whittworth, is spending her vacation with 
relatives in Georgia. 

Miss Mary Browne, Efficiency Clerk in the 
Superintendent's office, intends spending her 
vacation at Camp Pike, Ark. 

Our Chief "Hello Girl", Miss Beulah 
Youngblood, spent two days in New Orleans 
recently. 

Traveling Engineer T. M. Hopkins, accom- 
panied by his wife, made a brief trip to 
Nashville, Tenn., to attend the graduating 
exercises of Vanderbilt University, where 
his son, a student, graduated this year. 

Mr. H. B. Higgins, Chief Accountant in 
the Superintendent's office at McComb, has 
been quite ill recently suffering from an at- 
tack of appendicitis. Lots of Hig's old 
friends will be sorry to hear of his illness. 
He has been working very hard to close out 
his Mav accounts, when he intends to enter 
the I. C. Hospital at New Orleans for med- 
ical treatment. 

'Mr. T. M. Pittman, Assistant Engineer, 



Louisiana Division, made a flying trip to 
Chicago to make arrangements for shipping 
his household effects to this point. 

Mr. Jos. E. Comeaux, Timekeeper in the 
Mechanical Department, paid us a visit some 
time ago. We were glad to see him, in view 
of the fact that he is one of the most com- 
petent Timekeepers in the Mechanical De- 
partment, keeping his name at the top of the 
list for having his distribution sheets bal- 
anced. 

Mr. D. D. Flinn, our Division Electrical 
Foreman at New Orleans, paid us a visit 
several days ago. We appreciate your visit 
Mr. Flinn and trust you will enjoy yourself 
in our city. 



NEW ORLEANS TERMINAL. 

Miss Augusta Zinser was quietly married 
by our matrimonial lord, Judge Traub Gretna 
Green, La., on May 19, 1919, to Mr. Maxwell 
Grant Dodson, of New Jersey. She will be 
greatly missed by her fellow workers on ac- 
count of her very charming disposition. We 
wish her all the happiness that goes with mar- 
ried life. 

Mr. W. J. Reily, who "saw active service on 
the "front," is back again at work in the ex- 
port department. Reily enlisted when war 
was first declared and was later transferred 
to the Rainbow Division. He was gassed and 
confined to the hospital in France for three 
months. He is now looking fine. 

Mr. R. H. Blackwell is back again at his 
old post assistant to the chief clerk. He 
was with the supply train in France since last 
August and did good work, but still seems 
disappointed that he did not get the oppor- 
tunity to get out on the first lines. He looks 
fine and every one was pleased at his re- 
turn. 

Jas. Bolton has left for a thirty days' sight- 
seeing trip around the bright lights on Broad- 
way. Don't let the bright lights blind you, 
Jimmy. D. J. Estopinal, from the bill desk, 
is his traveling companion. 

Hearts and flowers, wedding marches, 
orange blossoms, June brides and cupid's 
rampart on bleeding hearts. It must be ter- 
rible when a fellow gets like that. Who 
would ever think that Joe Moock and Johnny 
Olsen would get such a disease. Rumor has 
it that these boys will be joining the bene- 
dicts shortly. Who are the lucky ones? Ask 
Alice and Annie, they will tell you. 

Some one said that Jesse Ford, from the 



WANTED 



Freight Traffic Bureau Manager for commer- 
cial organization, Vancouver, Canada. Must 
have knowledge of Canadian and American 
Freight Classification and be able to prepare 
cases for presentation to Railway Commission. 
Apply Secretary, Board of Trade, Vancouver, 
Canada. Applications must be in before July 
20th, 1919. 



ILLINOIS CENTRAL MAGAZINE 



91 



levee depot, is a flivver as an orator, but as 
a time-killer he is a Marmon Six. Jesse al- 
ways had a good line. 

There is some style in the cashier's office 
now. We wear pinch glasses, with ear chain, 
etc., and every one says we are good look- 
ing. 



JE AIME VOUS. 

(Dedicated to the boys from the New Or- 
leans local freight office who went to France.) 
Je aime vous, as he said "Good-bye," 

He told a maid of France, 
"Je aime vous," was her reply, 

"Vous revenoo, La France?" 
"Mais oui" he quickly answered, 

As he dried her tear dimmed eye, 



"Je revenoo, toot sweet, pour vous" 
Though he knew he told a lie. 

'Pour quoi vous crier" he whispered low 
Je par parti toujour, 



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Please mention this magazine when writing to advertisers. 



92 



ILLINOIS CENTRAL MAGAZINE 



(Which wasn't very pretty French, 

But she understood, I'm sure.) 
"Say what's that, Kid, you're crying for, 

I'll return from 'Over There.' " 
(He most forgot he must speak French,) 

"Now, vous par crier, ma chere." 

Then "Au revoir" he whispered, 

As he dried her other eye. 
"En bras moi" then he asked her, 

And a kiss was her reply. 
And then he swiftly went his way 

To the girl he left behind, 
He thought he had the maiden fooled 

But the maiden wasn't blind. 

And just as soon as he had gone, 

A son of France, somehow 
Just chanced around to visit her 

And then renew his vow. 
For though the Yankee thought he read 

Belief within her eye, 
And only told her "Au Revoir" 

But she knew he meant "Good-bye." 
William D. Riley, Jr., Clerk Inbound Freight 
Dept. Local Office, New Orleans, La. 



MEMPHIS TERMINAL 

The office force of the terminal superin- 
tendent's office laid aside their pencils and 
cuffs Decoration day and journeyed to 
Russwood Park and enjoyed the afternoon 
watching the Chicks and Bears swat and 
toss the old onion around the lot. 

Tommie Mundy, formerly employed in 
the agent's office, Canton, Miss., has been 
transferred to the position of file clerk in 
the terminal superintendent's office. 

J. R. Burns, chief clerk to the terminal 
superintendent, has returned to duty after 
spending a pleasant two weeks' vacation at 
Lake Charles, La. 

At last the long expected has become a 
reality. August W. Geighler, terminal su- 
perintendent's office, has decided he needs 
a chaperone, and has embarked to unknown 
shores on the Sea of Matrimony. Congrat- 
ulations. Bill, we did not think you would 
or could do it. 

The stork has been very busy in the ter- 
minal roadmaster's office. The old, long 
billed and feathered bird recently paid 
Supervisor of B. & B. J. B. McBride a 
visit, leaving a fine bov, and left girls in 
the homes of C. B. Hall, chief clerk to the 
roadmaster. an.d. W. H. Gould, clerk to 
Supervisor B. & B. McBride. 

The employes of the third floor, Grand 
Central Station, are curious to know why 
Birch McDonald has so much unfinished 
business in the roadmpster's office. Can 
you enlighten us, Miss Phillips? 
Memphis Shops 

The Illinois Central shops were recently 
paid a visit by Messrs. Dodge, Turley and 



Lindrew, in charge of the fuel car. Former Paducah recently. 



Traveling Engineer B. J. Feeney was also 
with the party. Several classes were held 
and enthusiastic fuel experts dwelt upon 
sundry ways of saving fuel (coal). From 
the interest displayed we feel that the 
Memphis terminal will obtain 100 per cent 
efficiency in saving fuel, if such a mark is 
obtainable. 

Tank Foreman J. V. Smith has a new 
Dodge, and has become very adept at run- 
ning it. 

Engineers W. A. Hoover, Hunter Archer 
and Fireman Nelson Palmer have returned 
after being honorably discharged from the 
Thirteenth Engineers. 

General Car Foreman H. L. Arnold is 
greatly missed at the Nonconnah shops 
these davs. His absence is due to a very 
serious illness. However, it is noted that 
he is on the road to recovery, and every 
one is looking forward with pleasure to his 
return. 

The much discussed bird, the stork, imde 
a call at the domicile of Assistant General 
Car Foreman E. E. Arnold several^ weeks 
ago, and after its departure a big ten- 
pound car repairer was discovered. 

Engineer B. P. Reed, Battery D, 312th 
Field Artillery, arrived at Newport News, 
May 23rd. After beine honorably dis- 
charged he returned to Memphis, June 9th. 
Fireman J. P. Wright, who has been see- 
i"g some hard service "Over There," is now 
home, enjoying the summer breeze. 

The many friends of W. H. Watkins are 
glad to hear that his health has improved 
considerably, and that shortly he and his 
wife will return from Nevada, Mo., to their 
home in Memphis. 

Timmv Moore, apprentice, has been lately 
pressing concrete on La Clide avenue. 

Engineer G. J. Heider is spending a 
60-day vacation on his farm in Iowa. We 
haven't heard yet whether he is trying to 
raise wheat or prices. 

Engineer C. W. Jones, after spending five 
months in the Golden West seeking the 
Fountain of Youth, has returned to service 
full of vim and vitality. 

G. L. Thompson, chief accountant in the 
master mechanic's office, recently purchased 
a home on McLemore avenue, and will 
move there the latter part of June. The 
moving fever seems to have struck qu'te a 
number of others also, as Charles Elvin, 
rlerk in the general foreman's office, and 
L. A. Dolan, engineers' clerk in the master 
mechanic's office, will also move into new 
homes this month. Dolan, better known as 
"Tohnnv." ssys it's cheaper to move than 
stav still this weather. 

William Wilson an.d F. E. Jones, clerk 
and distribution accountant in the master 
mechanic's office, spent a few days in 



ILLINOIS CENTRAL MAGAZINE 



93 



Paul Hockersmith, who "Fo de War" was 
of the master mechanic's clerical force, has 
been discharged from the Marines. Paul 
has about decidfed not to go back to adding 
figures, but will make a try at the mechan- 
ical line. With plenty of muscle and plenty 
of grit, we are sure that Paul will make a 
hit. 

The friends of Earnest Rogers, clerk in 
the general foreman's office, have decided 
he would make quite a success as a photog- 
rapher, that is judging from a few close 
range pictures he took last week of some 
of the other members of the office. 

The entire division joins us in extending 
our deepest sympathy to W. F. Lauer, gen- 
eral foreman of the Memphis shops, in the 
death of his father on the 16th of this 
month. 

The father of Miss Sarah Walker, stenog- 
rapher in the storekeeper's department, died 
at his home in Memphis the latter part of 
May. We extend sympathy to the family. 

Vernon Cleaves, labor accountant in the 
master mechanic's office, accompanied by 
his wife, left the 15th of the month for a 
trip to Chattanooga, Atlanta, and Charles- 
ton, S. C. 

Mrs. Jennie Bellows Payne, of the 
mechanical .department, is confined to her 
home on account of a severe attack of 
neuritis. 



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JLJUULJtJLJJLJUL 



Contents 



Andrew P. Humburg Frontispiece 

Flagging and Its Relation to Railroad Accidents 16 

United States Railroad Administration 10 

Highly Compliments Illinois Central Service.... 25 

Mounds, Illinois 26 

Freight Traffic Department , 36 

Hospital Department 38 

Appointments and Promotions 41 

Mechanical Department 43 

Engineering Department 44 

Safety First , 48 

Claims Department 50 

Passenger Department 58 

Purchasing and Supply Department 68 

"Prevent Fire Losses Study the Causes" - 72 

Roll of Honor 73 

Freight Service Department 74 

Railway Stockholders 75 

A Laugh or Two 81 

Meritorious Service 81 

Division News 83 



Riblished monthly by the Illinois Central Ii.Ii.in the interest 
of the railroad and its j)4000 Employes 

Advertising Kates on Application 

Office 1201 Michigan, Av. Telephone Wafcash 2200 

Chicago Local ^ 

13 4 per copy $ 1^ per ye.ar 




ANDREW P. HUMBURG. 

BORN in Missouri. Attended University of Missouri, Northern 
Illinois Normal School, at Dixon, Chicago College of Law (Lake 
Forest University) and Soper School of Oratory. Admitted to the 
bar of Illinois in 1893 and of the United States Supreme Court in 1916. 
Entered the service of the Illinois Central R. R. traffic department in 
1889; transferred 1 to the law department in 1895; law clerk and secre- 
tary, 1895-1899; chief clerk, 1899-1906; attorney, 1906-1911, and since 
then commerce attorney, except July 1, 1918, to June 11, 1919, when 
he was attorney for the United States Railroad Administration, 
Washington, D. C. 



ILLINOIS CENTRAL 



Vol. 8 



Magazine 

AUGUST, 1919 



No. 2 



United States Railroad Administration 



Director General of Railroads 



Illinois Central Railroad Yazoo and Mississippi 

Valley Railroad 

Office of Assistant General Manager 



ALL CONCERNED: 

Attention is directed to an article, 
which I am reproducing, prepared by 
Commissioner McChord of the Inter- 
state Commerce Commission, appearing 
in the Railway Age under date of June 
20, 1919, on Flagging, especially that 
portion with reference to accidents. 



Chicago, July 15, 1919 
An article prepared by so eminent an 
authority needs no comment, and the 
desired purpose will be served by all 
Officers and Employes who carefully and 
intelligently read and study same. 
L. A. DOWNS, 

Assistant General Manager 



Flagging and Its Relation to Railroad Accidents 

Review of American Experiences with the Flagging Rule; Things Needed to Improve 

the Practice 

By C. C. McChord, Interstate Commerce Commissioner 



PHE report of the Interstate Com- 
merce Commission upon a rear-end 
collision which occured on the Phila- 
delphia & Reading Railroad near Fort 
Washington, Pa., on January 13, 1919, 
has recently been issued. The collision 
was between two passenger trains orig- 
inating at Philadelphia ; it occured about 
15 miles north of that city. One of 
theise trains, a local consisting of 8 
wooden coaches left Philadelphia at 5 :30 
P. M. and was stopped and delayed 
just south of Fort Washington on ac- 
count of a preceding freight train block- 



ing the tract. The following train, 
known as the Scranton Express, left 
Philadelphia at 6 o'clock. The engine- 
man of this train stated that an auto- 
matic block signal located about 4,000 
feet south of the point of accident indi- 
cated clear, and he proceeded past this 
signal with undiminished speed; under 
the circumstances, however, this signal 
should have been in the caution position. 
Approaching the point of accident, his 
view of the track ahead was obstructed 
bv an over-head highway crossing with 
bridge abutments close to the track, also 



10 



ILLINOIS CENTRAL MAGAZINE 



a railroad bridge over the Philadelphia 
& Reading track, together with sharp 
curves and trees located along the right 
of way. 

The flagman of the preceding train 
had gone back some 1,500 feet for the 
purpose of protecting his train, but on 
account of the local circumstances the 
engineman of the Scranton Express 
was unable to see him in time to bring 
his train to a stop before colliding with 
ihe preceding train. 

The colliding locomotive telescoped 
in the rear coach of the local train for 
a distance of about 45 feet, entirely de- 
molishing that car. Thirteen passengers 
and one employe were killed and twenty- 
two passengers were injured. 

A thorough investigation and ex- 
tensive tests of the signal system at this 
point were made by the employes of 
the railroad company as well as by rep- 
resentatives of the Interstate Commerce 
Commission. This investigation dis- 
closed no condition which could have 
caused a false indication of the signal, 
and the conclusion was reached that the 
engineman either misread or overlooked 
the caution signal indication. 

A contributing cause of the accident 
was the failure of the flagman of the 
local train to go back far enough to in- 
sure full protection to his train. The 
investigation disclosed that the flagman 
went back a distance of approximately 
1,500 feet from the rear end of his train 
and he was within the range of vision 
of the engineman of the approaching 
train for an additional distance of about 
750 feet. As the results of this accident 
show, sufficient distance was not pro- 
vided to enable the engineman of the 
express train running at full speed to 
bring his train to a stop before reaching 
the point of collision. Tests made sub- 
sequent to the accident with a similar 
train confirm the conclusion that the 
flagman was not in position to warn 
the engineman of the approaching train 
of danger in time to enable him to pre- 
vent the collision. 

The rule of the Philadelphia & Read- 



ing Railroad Company prescribing the 
flagman's duties in a case of this char- 
acter provides that when a train stops 
or is delayed under circumstances in 
which it may be overtaken by another 
train, the flagman must go back im- 
mediately with stop signals a sufficient 
distance to insure full protection. Ac- 
cording to evidence in this case a period 
of at least 15 minutes elapsed between 
the time the local train stopped and the 
time the express train approached. It 
is clear, therefore, that the flagman had 
ample time to have continued back far 
enough to insure full protection to his 
train. 

The flagging rule on the Philadelphia 
& Reading Railroad is similar to the 
rule in effect on practically all railroads 
in the country. Some roads have elab- 
orated upon this rule to the extent of 
specifying minimum distances which are 
considered to provide adequate flagging 
protection. But experience has shown 
that on account of the widely varying 
factors affecting flagging protection, such 
as speed and weight of different trains, 
weather conditions, grade and curvature 
of track, it is impracticable from an 
operating standpoint to make this rule 
specific and absolute in its requirements. 
It is, therefore, a practical necessity to 
rely to a very considerable extent upon 
the experience, discretion and judgment 
of a flagman for the proper protection 
of his train under the local circumstances 
and operating conditions existing in each 
case. This is true not only with respect 
to the interpretation of the requirements 
of a rule when applied to any particular 
location, but also to the judgment of the 
man as to what constitutes adequate 
protection under any given circum- 
stances. 

It is a universally recognized prin- 
ciple or requirement where automatic 
block signals are in use that the signal 
svstem must not be relied upon entirely 
for protection; the fact that train. move- 
ments are protected by automatic block 
signals does not alter the requirements 
of the flagging rule. Under the cir- 



ILLINOIS CENTRAL MAGAZINE 



11. 



cumstances in the Fort Washington 
wreck, if the engineman of the express 
train had properly observed the caution 
indication of the automatic block signal 
involved, he would, no doubt, have been 
able to bring his train to a stop after 
seeing the flagman in time to prevent 
the accident. But the flagging rule con- 
templates that adequate protection shall 
be furnished in a case of this character, 
even though the engineman, 'as in this 
case, overlooks or for any reason fails 
to heed the signal indications. Had the 
flagman gone back as far as the avail- 
able time permitted in this case of at 
least the maximum distance required for 
bringing a train running at full speed to 
a stop, he would have been able to warn 
the engineman of the presence of the 
preceding train in time to prevent the 
collision, not withstanding the failure 
of the engineman to heed trie signal in- 
dication. The flagman had had nearly 
15 years' railroad experience and his 
service record was good. He exercised 
poor judgment in this case, and no doubt 
relied upon the automatic signals. 

The Interstate Commerce Commission 
has been conducting investigations of 
serious railroad accidents for the past 
eight years. Since July 1, 1911, a total 
of 567 accidents have been investigated, 
of which 358 were collisions, and in 111 
of these collisions flagmen were involved 
to a greater or less degree. Of the 358 
collisions, 139 were rear-end collisions, 
and in this class of accidents there were 
76 in which flagmen were involved. Of 
the total of 111 collisions in which flag- 
men were involved, 57 occurred on lines 
operated by the block system, while 54 
occurred on lines where no block system 
was in use. 

The records disclose case after case in 
which flagmen neglected or failed fully 
to carry out the requirements of the 
rules. In some instances it has developed 
that experienced men have grown care- 
less and have acted in a perfunctory 
manner, apparently without realizing 
their responsibility. 

There are also a large number of in- 



stances in which the flagmen exercised 
poor judgment, due either to failure 
properly to realize what was required 
of him in a particular case, or to lack of 
experience and sufficient instruction by 
experienced railroad men. Many in- 
stances may also be cited showing lack 
of proper supervision of men when en- 
tering railroad employment, or when as- 
signed to trains as flagmen. 

Another condition which has been 
found to exist is the fact that con- 
ductors too seldom give their flagmen 
specific instructions with reference to 
proper protection of their trains. In 
a large number of cases conductors 
have apparently taken it for granted that 
flagmen with comparatively little ex- 
perience know what is required of them 
and can be depended upon properly to 
perform their duties. In many cases a 
suggestion from the conductor or a few 
words of instruction as to what was ex- 
pected of the flagman would probably 
have prevented serious accidents. 

One of the most disquieting features 
of the record of adcidents in which 
flagmen were involved is the fact that 
a considerable percentage, and some of 
the most serious accidents which have 
been investigated, occurred on lines 
fouipped with modern automatic block 
signals. The fact should be recognized 
that lines equipped with such signals 
carry the densest and fastest traffic in 
the country and perhaps in the world. 
It is a fact that frequently fast trains 
are run at such brief intervals that when 
a train is unexpectedly stopped or de- 
layed, there is no time . for a flagman 
to get back far enough to provide ade- 
quate protection for his train. 
A Compendium of Flagrant Cases 

An examination of the records of ac- 
cident investigations suggests the fol- 
lowing general classification of accidents 
resulting from the lack of proper flag 
protection : 

1. CARELESSNESS AND FAIL- 
URE TO REALIZE RESPONSIBIL- 
ITY OF THE POSITION OF FLAG- 
MAN^ BY EXPERIENCED MEN. 
Accidents wherein experienced flagmen 



12 



ILLINOIS CENTRAL MAGAZINE 



fail properly to perform their duty are 
surprisingly common. In a recent case 
of this character, a train had been stand- 
ing 25 minutes on the main line without 
protection, the flagman had visited vari- 
ous saloons during the preceding night 
and was in no condition to work. This 
man had had more than 7 years' ex- 
perience as a trainman. In another rear- 
end collision, a passenger train had stop- 
ped at a flag station on account of low 
steam. The flagman went back and in 
about 20 minutes returned to the train 
to obtain a fuse on account of his lan- 
terns beginning to burn low and also to 
see how much longer the train would 
be delayed. He had started back the 
second time, but had gone only two or 
three car lengths beyond the rear of 
his train when the following train passed 
him. At no time did he have any tor- 
pedoes with him, and he was unable to 
light the fusee as there was no cap on it. 
This flagman was a man of nine years' 
experience in train service. 

In another case a train stopped with 
rear-end about half a mile outside of 
yard limits; the enginemart whistled out 
a flagman, and the conductor told the 
fb.gman they would be there about two 
hours, but did not give him specific in- 
structions to flag, as he was qualified 
and he considered him to be trustworthy. 
The flagman said he did not know the 
location of the yard limit board and 
thought his train was within yard limits, 
so he remained in the caboose reading 
and writing. Train stopped at the usual 
point and he said he had never gone 
back to flag in the month he had been 
running over this part of the road. Train 
had been standing one and one-quarter 
hours at the time of accident. Flag- 
man had had eight years' experience, of 
which four was as a flagman. 

2. INEXPERIENCED AND IN- 
COMPETENT MEN. In a rear-end 
collision between two passenger trains, 
resulting in the death of 14 persons and 
ihe injury of 200 persons, the collision 
occurred at night. The flagman did not 
fo back a sufficient distance, and did 
not use either fusees or torpedoes, al- 



though he had both with him. The flag- 
man entered the service of the company 
24 days before the accident, had no 
previous railroad experience, and had 
not been examined on the rules. 

In another case the flagman of a work 
train was given verbal instructions to 
go to the next station on a preceding 
train and hold all trains in the opposite 
direction until his own train arrived. 
The evidence indicates that when a pas- 
senger train approached from the op- 
posite direction he did not unfurl his flag 
and the signal he gave was such that 
the engineman of the passenger train 
took it for a wave of the hand or a 
salute, acknowledging it with two short 
blasts of the whistle and resuming full 
speed. No torpedoes were used, although 
the flagging rule required their use in all 
cases. The flagman had been in rail- 
road service a total of only four months 
and had never been instructed, examined 
or qualified as a flagman. 

In another case of this character, the 
flagman at fault had been employed on 
this road less than one week, but had had 
some previous railroad experience. He 
was assigned to duty as a flagman by the 
trainmaster's clerk; the only question 
asked was whether or not he had a 
watch. No instructions were issued to 
him, and he received none from his con- 
ductor during the trip. He stated that 
he went out without any knowledge of 
the operating rules and did not even 
have a time table; and that he paid only 
half a dollar for his watch. 

In another case the investigation de- 
veloped that men were employed for 
train service by a trainmaster's clerk 
who had never been examined on the 
rules. The examination given was very 
perfunctory and consisted merely of fill- 
ing in answers to questions contained 
in a printed form which was supposed 
to be checked over by the clerk and sup- 
plemented by such explanations or in- 
structions as he might give. 

These and many similar cases point 
clearly to the menace of employing in- 
competent and careless men in respons- 
ible positions, and emphasize the need for 



ILLINOIS CENTRAL MAGAZINE 



13 



the most rigid enforcement of rules and 
for frequent inspection and test by of- 
ficers in order that they may know ab- 
solutely that rules necessary for the 
safe operation of trains are understood 
and obeyed. 

3. POOR JUDGMENT ON THE 
PART OF EXPERIENCED FLAG- 
MEN. The Fort Washington accident 
described above is an example of this 
class. In another case, a rear-end col- 
lision occurred on a six-degree curve, 
550 feet from the point of curvature. 
From that point, there was 150 feet of 
tangent, 475 feet of 2-degree curve, and 
1 ,471 feet of tangent. The grade was 
descending for several miles, averaging 
about one-half per cent. The accident 
occurred during the day time, in clear 
weather. The flagman went back a dis- 
tance of 30 car lengths, which brought 
him to the tangent 1,471 feet in length, 
and there put down two torpedoes. He 
then walked back and forth between the 
torpedoes and his train, being about 24 
car lengths from his train when the fol- 
lowing train passed him. According to 
the evidence, the engineman could not 
see the flagman until within about 8 car 
lengths of him, although his fireman and 
head brakeman could have seen the flag- 
man a distance of 60 or 75 car lengths. 
The head brakeman called attention to 
the flagman, and the engineman made a 
service application of the air brakes 
when about 12 or 15 car lengths from the 
flagman. The speed of the train at the 
time of collision was very low, the weight 
of the 85-car train contributing materi- 
ally to the damage. The flagman had 
more than a year's experience and had 
a good record. 

Accidents due to errors of judgment 
on the part of responsible employes can- 
not be entirely eliminated ; the most that 
can be expected is to reduce their oc- 
currence to a minimum, by care taken 
; n employing men for train service and 
by educating them to the responsibilities 
and duties and their position ; also by 
making the rules as definite and specific 
as practicable. 

4. LACK OF DEFINITE IN- 



STRUCTIONS OR MISUNDER- 
STANDING OF INSTRUCTIONS. 
In one case of this character the con- 
ductor sent the flagman forward to as- 
sist in switching in place of an inexperi- 
enced head brakeman; he told the head 
brakeman to look out for a following 
passenger train but received no acknowl- 
edgement from him. The head brake- 
man said he had not been instructed to 
flag the passenger train and thought the 
reason no attempt was made to protect 
was because the conductor had time on 
that train. Head brakeman had been in 
service less than four months. 

In another case the conductor of a 
work train sent a flagman to a station 
with verbal instructions to hold all trains 
until his train arrived, but the flagman 
understood that he was to hold all but 
first class trains. He failed to hold a 
passenger train, and a collision resulted. 
This flagman had never been instructed 
or examined on the rules, although he 
had been in the service of the railroad 
company nine months. He had had some 
previous railroad experience. 

Accidents due to the misunderstanding 
or misinterpretation of flagging instruc- 
tions in connection with work train op- 
eration are common. Such cases occur 
because instructions are given verbally 
and without sufficient care to know that 
they are properly understood. Many 
roads require by rule that flagging in- 
structions be given in writing and make 
it the flagman's duty to show his written 
instructions to the enginemen of trains 
flagged. This rule should be universal 
and should be strictly observed. 

5 DENSE TRAFFIC OR TRAINS 
OPERATED SO CLOSE TOGETHER 
AS NOT TO ALLOW NECESSARY 
TIME FOR FLAGMAN TO GO 
BACK A SUFFICIENT DISTANCE 
TO PROVIDE FULL PROTECTION. 
There have been a considerable number 
of disastrous accidents in which this was 
a contributing cause. In one case sev- 
eral years ago four sections of a fast 
freight train were being run at high 
soeed in a dense fog at intervals of only 
about 5 minutes apart. The engineman 



ILLINOIS CENTRAL MAGAZINE 



of the third section decided that in view 
of the weather conditions it would be 
unsafe to attempt to go to the next sta- 
tion, 4.4 miles distant, in 10 minutes 
and clear an opposing passenger train. 
He therefore slowed down in order to 
take siding. As the flagman operied 
the caboose door on his way out to pro- 
tect, he heard the fourth section ap- 
proaching and called to the conductor 
to jump, but the latter did not have time 
to do so. The last open telegraph office 
was 5.6 miles distant, and the fourth 
section traveled that distance at an aver- 
age speed of 48 miles an hour and in- 
tended going to .the station beyond to 
clear the passenger train. The third 
section had been running at a lower rate 
of speed, and this, coupled with a minute 
or two lost when making the stop at the 
siding, enabled the fourth section to 
overtake the third section. There have 
been recent examples of accidents of this 
character, attended by much more serious 
results. In one of them, the first train 
stopped at 3 : 13 A. M. in a dense fog on 
account of an interlocking signal being in 
the stop position. The signal was cleared 
and the flagman called in, but when en- 
deavoring to start, the engine stalled. 
The flagman again started back, but had 
gone only one or two car lengths when 
he heard the following train approach- 
ing. In the meantime, the enginemen 
had started the train and it had traveled 
6 or 7 car lengths before it was struck, 
at 3:18 A. M. The accident was due 
either to the engineman missing the auto- 
matic signal indications entirely or to 
his misreading them on account of high 
speed and dense fog. In another accident, 
a train stopped at 3:55 A. M. and the 
flagman started back, seeing the ap- 
proaching train after he had gone but a 
few car lengths. When he saw that the 
engineman of the following train was 
disregarding the automatic signal indi- 
cations, he began to run toward that 
train and was about 700 feet when it 
passed him, colliding with his own train 
at 3 :57 A. M. The accident was due 
to the engineman being asleep, but could 
probably have been prevented had the 



flagman had time enough to go back a 
proper distance and put down torpedoes, 
which he had with him. 

In view of the evidence furnished by 
the accident investigations which have 
been conducted by the Interstate Com- 
merce Commission, it is apparent that 
the safety of railway travel may be 
greatly ^ enhanced by more caretul at- 
tention to the requirements of proper 
flagging. This is a matter that should 
receive the constant attention of rail- 
way operating officers, by the promulga- 
tion of* definite and easily understood 
rules, as well as by adequate measures 
to insure that the rules are understood 
and obeyed. The position of flagman 
should be made a preferred job, and 
should be invested with more impor- 
tance and dignity than is at present 
the case. Extraordinary precaution 
should be taken to insure that only com- 
petent men having a keen sense of their 
responsibilities are given this position. 
In addition, special measures should be 
taken to see that flagmen are fully in- 
structed in the performance of their 
duties, and that constant supervision over 
all details of their employment is given. 

In connection with this important mat- 
ter, full consideration must be given to 
the human tendency toward minimum 
effort. Individuals are -naturally indo- 
lent; they do not wish to extert them- 
selves unnecessarily, and they are aroused 
only when ease is more unbearable than 
action. Men rarely do the best of which 
they are capable. They grow to the 
smallest dimensions of their job and 
then stop. No more effort is expended 
to perform a task than is required to 
produce a satisfactory result, and what 
is "satisfactory" is usually a variable 
quantity. There being no standard, the 
result obtained is generally far below 
the individual's capacity. It requires 
severe effort on the part of an individual 
to maintain his highest level of efficiency, 
and effort is a strain that he is loth to 
make. Consequently, he is contented 
with efforts that produce fair results. 

Applying the fact of this well-known 
human tendency to the subject of flag- 



ILLINOIS CENTRAL MAGAZINE 



15 



ging, the necessity for constant super- 
vision and admonition, even with men 
of the highest grade, is apparent. Take 
a conscientious man of good intelligence, 
having a full sense of the responsibility 
imposed upon him, and at the outset he 
will exercise extraordinary care, and 
make a tremendous effort to do his job 
well. Then, as he becomes more fam- 
iliar with the details of his task, the hu- 
man tendency to do things in the simplest 
way, in a way requiring the least ex- 
penditure of energy, causes his efforts 
to relax, perhaps at first gradually and 
imperceptibly, until he is finally acting 
much below the level of efficiency de- 
manded by the safety of his train. To 
counteract this tendency requires constant 
and intelligent effort on the part of rail- 
way operating officers. They should be 
especially vigilant in this regard, bear- 
ing always in mind that they themselves 
are subject to the same psychological 
propensity as are their subordinates. It 
is highly essential for them to know that 
men of the proper calibre are placed 
in these positions in the first instance. 
On many roads flagmen of passenger 
trains are prohibited by rule from riding 
on the rear of an observation or private 
car. Such a prohibition is not in the 
direction of safety, and wherever the 
rule exists it should be rescinded. A 
seat should be reserved exclusively for 
the flagman just inside the rear door 
looking out. It should be made com- 
pulsory for a flagman to ride in the 
rear end of the last car of the train, as 



that, or on the rear platform, is the only 
place where he can ride and properly 
protect his train. 

Occasionally accidents occur due to 
the existence of dangerous operating 
practices which have grown up with the 
full knowledge of responsible officials 
and which they have failed to take steps 
to correct. When such conditions exist, 
they are usually found in and around 
yards, interlocking plants, and other 
points where train movements are more 
or less congested. In connection with 
one such accident, the superintendent 
stated that in his opinion it was a safe 
practice for transfer trains to use the 
main track within yard limits on the 
time of a first-class train, provided the 
crew of the transfer train were told by 
someone that the first-class train was 
late. Such operation is in violation of 
all rules provided for the safeguarding 
of train movements, and when respons- 
ible officials are acquainted with and 
acquiesce in the continuance of such 
practices, accidents are bound to occur. 
Not only that, but the effect on the em- 
ployes under their jurisdiction is detri- 
mental to a proper performance of their 
duties, for slackness and inattention by 
officials to violations of the rules on the 
part of employes will be reflected in their 
daily work and can only result in the 
occurrence of those accidents which it 
should be the duty of all officials to pre- 
vent to the best of their ability. From 
the Railway Age, June 20, 1919. 




UNITED STATES RAILROAD ADMINISTRATION 

WASHINGTON INFORMATION 
Financial Statement of Railroads for May, 1919 



The financial results of the operation 
of Class 1 railroads under federal opera- 
tion for the month of May, 1919, as com- 
pared to the same month in 1918, show 
that for the month of May, 1919, the op- 
erating revenues of the railroads was 
$408,972,229, which was an increase of 
$36,542,884 over May, 1918, or 9.8 per 
cent. The operating expenses for May, 
1919, were $350,334,488 which was an 
increase of $68,895,255 over those for 
the same month of 1918, or 24.5 per 
cent. The net operating revenues for 
the railroads for May, 1919, were $58,- 
637,741, as against $90,990,112 for the 
same month in 1918, a decrease of $32.- 
352,371. The net operating income of 
the roads for May, 1919, was $38.839.- 
996, as against $71,693,885 for May. 
1918, a decrease of $32,853,889. 
Total Traffic Has Fallen Off 

The figures show that inasmuch as the 
present rates are considered to be ap- 
proximately 25 per cent higher than they 
were last year, the increase in operating 
revenues of not more tihan 9.8 per cent 
would seem to indicate that total traffic 
as expressed in ton miles and passenger 
miles has fallen off approximately 12 
per cent. The falling off in freight 
traffic alone amounted to 13.5 per cent. 
It should also be borne in mind that 
the increase in wages for May, 1918, 
were not charged into operating ex- 
penses until subsequent months. 



Director General Talks About Railroad 
Employes 

In an address which he delivered be- 
fore the Philadelphia Chamber of Com- 
merce the latter part of June, Walker D. 
Hines. Director General of Railroads, 
took occasion to reply to the unjust crit- 



icism from some sources to the effect 
that because there were more railroad 
employes on the rolls on January 1919. 
than in December, 1917, this fact in- 
dicated a lack of supervision on the 
part of officials under federal control 

Increases Were Justified 

"It is wholly unjust;," the Director 
General declared, "to attribute to these 
railroad officials any such failure in their 
duty to the government because the 
facts show this increase in employes was 
due to entirely different and perfectly 
justifiable causes. These causes were, 
first, the estiblishment of the eight hour 
day and, second, the exceptional amount 
of maintenance work 'which was per- 
formed on roadway and structures in 
January,. 1919." 

Eight-Hour Day Put Into Effect 

Mr. Hines called attention to the fact 
that in December, 1917, many employes 
worked on the basis of ten hours per day 
or longer, but during federal control 
and before January, 1919, the eight 
hour day was put into effect for rail- 
road employes. 

"The adoption of the eight hour day, 
therefore," he said, "made it necessary 
either to work many classes of employes 
overtime or to obtain more employes 
to perform the same number of hours 
of labor. This radical change for the 
protection of railroad labor makes it 
necessary to consider the number of 
hours worked instead of the number of 
employes worked. While in January, 
1919, the number of employes increased 
8^2 per cent over the number of em- 
ployes in December, 1917, the hours 
worked by employes in January, 1919, 
increased only \y 2 per cent over the 
hours worked by employes in December, 



16 



ILLINOIS CENTRAL MAGAZINE 



17 



1917. Thus the increase in the number 
of employes simply illustrates the carry- 
ing out of the policy which I believe is 
generally endorsed as proper, that em- 
ployes ought not to be required normally 
to work more than eight hours per day. 
Disparity Reduced to Small Pro- 
portions, 

"The small increase in the number of 
hours worked reduced the disparity be- 
tween December, 1917, and January, 
1919, to very small proportions. The 
result, therefore, is that) the principal 
cause of the increases in the number 
of employes is not any greater laxity 
on the part of railroad officials under 
federal control than was exhibited by 
those same officials under private con- 
trol but due to the adption of the eight- 
hour day. 
Increase in Maintenance Work in 1919 

The Director General declared that 
this entire increase in the hours of work 
in January, 1919, as c'ompared with 
December, 1917, can be accounted for by 
the increase in maintenance work on 
roadway and structures. 

"January, 1919," he said, "was an un- 
usually favorable month for such main- 
tenance work because of the exception- 
ally good weather and the availability 
of adequate forces. In December, 1917, 
severe winter weather began at an unus- 
ually early date and labor for mainte- 
nance work was exceedingly scarce be- 
cause of war conditions and especially 
because, the railroad companies were 
not paying wages adequate to attract 
maintenance labor. The result was that 
in January, 1919, an exceptional amount] 
of maintenance of road-way and struc- 
tures was performed, the expenditures 
ther ^ore being 245 per cent of the ex- 
pen '.tures for the same purpose in De- 
cer jer, 1917. 

Work on Maintenance of Way 
Increased 

"That the entire increase in hours 
worked on the railroads in January, 
1919. can be accounted for in the prin- 
cipal classes of employes in maintenance 
of way structures foreman, section 
foremen, masons, brick-layers, structur- 
al iron workers and section men is 



shown by the fact that the increase in 
hours worked by these classes of rail- 
road employes in January, 1919, as com- 
pared with December, 1917, was in ex- 
cess of the total increase in hours 
worked by all railroad employes, BO 
there was actually a slight decrease in 
hours worked by all other railroad em- 
ployes. The increased hours worked in 
January, 1919, by these maintenance 
forces does not imply any laxity on the 
part of the railroad officials throughout 
the country, as compared with the at- 
titude of the same officials under private 
management, butj merely shows that 
these officials were taking advantage of 
good weather and a good labor supply to 
do an unusual amount of maintenance 
work." 



Troop Movement for First Half of 
1919 

During the first six months of 1919, 
the railroads of the United States car- 
ried 4,276,949 troops on special and on 
regular trains. In addition to that num- 
ber of troops, something like two million 
officers and enlisted men made railroad 
trips while on furloughs. There were 
also approximately one million men who 
traveled to their homes from the camps 
where they were discharged. The ag- 
gregate, therefore, was approximately 
seven and a quarter millions of military 
passengers, who, in addition to the civil- 
ian passengers, were carried by the rail- 
roads from January 1 to June 30, 1919. 

Nine Million Train Miles Required 

The military traffic during the first 
six months of 1919 required something 
like nine millions of train miles, or ap- 
proximately one hundred million pas- 
senger train car miles for the one-way 
journeys. As in practically all cases the 
equipment had to be sent light in one 
direction, either going or returning, these 
figures should be doubled to express the 
aggregate transportation demand of our 
military traffic. 

Soldiers from Europe Moved to Their 
Homes 

During the first two weeks of July, 
lfiO,P>33 soldiers returned from Europe, 



18 



ILLINOIS CENTRAL MAGAZINE 



practically all of them being moved for 
long or short distances by railroad. 

Why Excursion Travel Was Curtailed 
The extraordinary demand on the 
passenger carrying equipment of the 
country explains why the United States 
Railroad Administration has not; been 
able to meet all of the requests for ex- 
cursion trains, and why in some cases 
the cars on regular passenger trains have 
been crowded. In the month of June 
alone the railroads transported 914,314 
troops, not including men discharged or 
on furlough, most of tihem over rela- 
tively long distances. The totals for 
July, when they are available, will prob- 
ably be nearly as large. 



Conductor Willed $15,000 for Being 

Courteous 

George F. Conroy, a conductor on the 
Erie Railroad, has been willed $15,000 by 
J. J. Adams, a shoe merchant, who died 
recently at his home in Allendale, N. J. 
Conroy was given the money by Adams 
"as a mark of appreciation for his kindly 
treatment of me and other passengers 
when he had no personal interest in us 
beyond his official duties." 

What Conroy Said About Bequest 
"They all look alike to me, and I try 
to treat them as I would like to be treat- 
ed. I try to make every passenger feel 
I represent the railroad company ; that 
the company has a personal interest in 
his safety and comfort, and that the 
service does not end with the sale of a 
ticket and transportation to destination. 
I tjry to make them feel they are getting 
more than they have paid for, and th.it 
the company is willing to give more 
than it receives." 



Women Employed by the Railroads 

The total number of women employed 
under the United States Railroad Ad- 
ministration reached the high watjer 
mark on October 1, 1918. At that time 
there were on the rolls 101,785 female 
employes. The number of women em- 
ployed on April 1. 1919, shows a de- 
crease of 14.3 per cent, as compared 



with January 1, 1919. On January 1 of 
~ the present year there were on the rolls 
of the railroads 99,694 women employes, 
while on April 1 the number had dropped 
to 85,393. This was due chiefly to the 
reduction of the labor force, which oc- 
curred in February and March. It was 
also partly due to the return of men 
from military service, who were rein- 
stated by the railroads. On the Eastern 
lines the drop was 17.7 per cent, while in 
the South it was 6.5 per cent, and in 
the West 11.4 per cent. 

Where the Women Worked 
The clerical or semi-clerical occupa- 
tions, including all the office workers, 
ticket sellers and telephone switchboard 
operators constituted the largest per- 
centage of the total for the year 1918, 
being 72 per cent. The statistics show 
that more than 5,000 women worked in 
railroad shops and more than 1,000 in 
roundhouses. The latter included among 
others turntable operators and engine 
wipers. On October 1, 1919. there were 
6 women employed as blacksmiths, help- 
ers and apprentices, while a large num- 
ber of others worked as boilermakers, 
coppersmiths, electricians and machin- 
ists. There were 377 women employed 
as station agents, assistants and agent 
operators on the same date, while fifty 
were at work as switch tenders. There 
were 931 women pushing trucks and 
handling freight. Watchwomen to the 
number of 518 were employed on the 
railroads doing duty both day and night. 



Making Travel Safer for Employes and 
Public 

The campaign conducted by the United 
States Railroad Administration under 
its Safety Section to make travel safer 
and wipe out the causes of accidents to 
employes and the public is bringing 
about most satisfactory results. Statis- 
tics furnished to the Director General 
show that for the first three months of 
1919 there was a decrease of 569 in the 
number killed, including employes and 
other persons, as compared with the cor- 
responding period of 1918. The number 
of accidents for the first three months of. 



ILLINOIS CENTRAL MAGAZINE 



19 



1919 decreased 9,709, compared wfth 
the first quarter of 1918. 

What Past Figures Show 

According to reports made public by 
the Interstate Commerce Commission 
the total number of killed on railroads 
during the year ended December 31, 
1916, was 10,001, while 196,722 per- 
sons were injured. For the year 1917 
there was a total of 10,087 persons killed 
on railroads, and 194,805 received in- 
juries. For the month of March, 1919, 
there was a decrease of 196 in the num- 
ber of those killed on railroads, as com- 
pared with March, 1918. Those injured 
during March, 1919, decreased 3,650, as 
compared with the same month of 1918. 
He Never Caused an Injury in 48 
Years' Service 

The Railroad Administration has re- 
ceived a letter from a locomotive engi- 
neer, 48 years in the service on one of 
the roads in the Eastern Region. He 
never caused an injury to a fellow em- 
ploye and gives this advice to his co- 
workers : 

"There are too many accidents caused 
by thoughtlessness. 

"Keep your mind on your work 
think of what you are doing. One think 
before an accident is worth a million 
thinks after. I always tried to think, not 
only of my own safety, but of the safety 
of those with whom I worked. 



Railroads Co-operate in Getting Men 
to Wheat Fields 

About three months ago, it was sug- 
gested to the Railroad Administration 
that a special rate of one cent a mile be 
made for the movement of farm laborers 
into the Kansas wheat fields during the 
harvest season. This was denied, be- 
cause it was deemed impracticable to 
make such reduced rates for one class 
of labor without making similar rates 
for other classes of labor, and, .there- 
fore, the effect would have been a se- 
rious diminution of the revenues of the 
railroads. 

What Was Done by the Railroads 
In view of representatives that diffi- 
culty was being experienced in getting 



laborers into the Kansas wheat fields, 
arrangements were made under which 
the Railroad Administration co-operated 
in every practical way to facilitate the 
prompt movement of unemployed men 
from Chicago or St. Louis or other in- 
dustrial centers to the Kansas wheat 
fields, provided the normal tariff fee 
was paid or a reasonable guarantee in- 
sured. The Railroad Administration 
agencies assisted in every way in gath- 
ering the men and forwarding them to 
the wheat fields, operating special trains 
for the purpose when necessary. A 
representative of the Railroad Adminis- 
tration was in constant touch with Gov- 
ernor Allen, of Kansas, to arrange for 
the details of such transportation facil- 
ities. 



First Steel Cargo Barge Launched. 

The first of the new steel cargo barges 
under construction for the United States 
Railroad Administration for service on 
the Lower Mississippi River between St. 
Louis and New Orleans were launched 
by the American Bridge Company at 
Pittsburgh, Pa., on June 26. This is 
one of forty similar barges under con- 
tract for Lower Mississippi River Serv- 
ice. 

The American Bridge Company ad- 
vises that the program of launchings 
calls for one barge every two weeks and 
actual delivery for operation by the Mis- 
sissippi River Section will be thirty days 
after the date of launching. 



Appointments and Resignations 

Effective Tune 1, 1919, Mr. A. T. 
Hardin, heretofore Assistant Regional 
Director, Eastern Region, is appointed 
Regional Director, Eastern Region, suc- 
ceeding Mr. A. H. Smith, resigned. 

R. S. Mitchell has been appointed 
Chief of the Secret Service and Police 
Section of the U. S. Railroad Adminis- 
tration, to succeed W. J. Flynn, re- 
signed to accept service with the De- 
partment of Justice. Mr. Mitchell has 
been Chief Special Agent of the Mis- 
souri Pacific Railroad since 1912. 

Charles B. Heinemann, traffic assist- 



20 



ILLINOIS CENTRAL MAGAZINE 



ant to Director Thelan, of the Public 
Service Division, resigned, to take effect 
July 16. He was succeeded by R. M. 
Robinson, former traffic manager of the 
Dayton, Ohio, Chambei of Comrm rce. 



GENERAL 
Through Bills of Lading: 

Effective at once the resumption of 
the issuance of through bills of lading 
via North Atlantic ports has been au- 
thorized, based on the terms incorpor- 
ated in the tariffs of terminal lines 
which provide that any storage or de- 
murrage charges accruing at ports 
shall be assumed by the shipper. A 
conference will be held at New Orleans 
on July 1st between representatives 
of Port Lines and representatives of 
steamship lines operating at South At- 
lantic and Gulf ports to consider the 
issuance of through bills of lading 
and in connection therewith the as- 
sumption of storage and demurrage 
charges at ports by the railroads where 
they are responsible for their accumu- 
lation and by the Steamship Com-i 
panics when they are responsible. 

Permit Control of Grain: 

Representing the Grain Corporation 
at a conference with representatives 
of the Car Service Section and of the 
Regional Directors the following plan 
controlling the movement of grain to 
markets was adopted. 

Grain control committees will be 
appointed at the| following primary 
markets: Duluth, including Superior; 
Minneapolis, including St. Paul; Mil- 
waukee, Chicago, Peoria, St. Louis, in- 
cluding East St. Louis; Kansas City, 
St. Joseph, Omaha, including Council 
Bluffs; Wichita, Fort Worth, Detroit, 
Toledo, Cleveland, Cincinnati, and In- 
dianapolis. 

Blanket permits will be issued to 
all railroads for loading at country 
stations to primary markets. In other 
words, each railroad reaching a speci- 
fic market with its own rails, will be 
permitted to load a certain number of 
cars daily. Railroads which do not 
reach primary markets with their own 
rails, will make application directly 



to the Grain Control Committee for 
permits, showing the number of cars 
to be loaded per day and routing de- 
sired, the road delivering the grain at 
primary markets to have its allotment 
of cars adjusted accordingly. 

Copies of permits issued to lines not 
serving directly the market involved, 
will be transmitted to the line via 
which grain is to arrive at market, 
which will serve as that line's au- 
thority for accepting the grain from 
the connecting lines specified. 

Individual permits will be issued 
for all shipment between primary mar- 
kets, or from primary markets to ports, 
and for all grain shipments from coun- 
try stations to port cities, whether 
domestic or export. 

It was also agreed that Buffalo 
would be designated in this plan as 
a port city, in other words, individual 
permits would be required on all grain 
regardless of origin when consigned 
to Buffalo. 

Loading records will be maintained 
by each road, and reports made daily 
by it to the Regional Directors and 
Grain Control Committee involved, 
showing cars of different kinds of 
grain loaded for each market on blank- 
et permits, and cars for each kind of 
grain on individual permit. 

Roads serving primary markets 
will report daily to Grain Control 
Committee number of cars received 
from connections, separated by roads 
for such markets. 

The Grain Control Committees will 
report daily to Regional Directors the 
permits authorized, and each road is to 
carefully supervise its daily loading 
in order that cars in excess of permits 
many not be loaded. 

It was agreed that the above plan 
would be established simultaneously 
at all markets. While, as stated, it is 
the intention to establish the plan 
simultaneously to all primary markets 
cited, it is of course appreciated that 
the southern markets, like Kansas 
City, and St. Louis, will require some 
control earlier than the northern mar- 
kets, like Minneapolis and Duluth. At 
the same time, the establishment of 



ILLINOIS CENTRAL MAGAZINE 



21 



the proposed plan at all markets on 
.the same date, will in no way effect 
the actual movement of the northern 
markets, in view of the fact that 
Grain Control Committees at these 
markets' ^vill. of course, permit the 



railroads serving such market to load 
accordingly to the capacity of the mar- 
ket to absorb, and which, at the out- 
set, would mean that the railroads 
could load all the grain that might 
offer. 



Supplement No. 2 to General Order No. 7 



Washington, June 21, 1919 



It is ordered that Order No. 7 be, and 
the same is hereby, supplemented by 
amending the provisions of the appendix 
attached thereto in the manner and to 
the extent shown in the appendix hereto 
attached. 

It is further ordered that the tariffs 
be reissued as amended by this supple- 
ment, effective July 20, 1919, by pub- 
lishing and filing with the Interstate 
Commerce Commission, on not less than 
one day's notice, the tariffs to bear the 
following legend : 

"This schedule is published and filed 
with the Interstate Commerce Commis- 
sion under General Order No. 7 of the 
Director General, United States Rail- 
road Administration, dated January 29, 
1918, and the supplements thereto dated 
the 28th day of September, 1918, and 
21st day of June, 1919, and is applicable 
to both interstate and intjrastate traffic." 

Given under my hand this 21st day of 
June, 1919. 

WALKER D. HINES, 
Director General of Railroads. 



Appendix to Supplement No. 2 to Gen- 
eral Order No. 7 National Car 
Demurrage Rules 

RULES 

RULE 7. Demurrage charge 
SECTION A. On cars not subject to 
rule 9 (average agreement) : After the 
expiration of free time allowed, the fol- 
lowing charges per car per day, or frac- 
tion of a day, will be made until car is 
released : 

For each of the first four days, $2. 
For each succeeding day, $5. 
SECTION B. The charges on cars sub- 
ject to average agreement are set forth 
in rule 9. 

RULE 9. Average agreement. 
When the following agreement has 



been entered into, the charge for deten- 
tion of cars, on all cars, except cars sub- 
ject to rule 1, section B, held for load- 
ing or unloading, shall be computed on 
the basis of the average time of deten- 
tion to all such cars released during each 
calendar month ; such average detention 
and charge to be computed as follows : 

SECTION A. One credit will be al- 
lowed for each car released within the 
first twenty- four (24) hours of free 
time. After the expiration of forty-eight 
(48) hours' free time, one debit per car 
per day, or fraction of a day, will be 
charged for each of the first four days. 
In no case shall more than one credit be 
allowed on any one car, and in no case 
shall more than four credits be applied 
in cancellation of debits accruing on any 
one car. When a car has accrued four 
debits, a charge of $5 per car per day, or 
fraction of a day, will be made for all 
subsequent detention and will apply on 
all subsequent Sundays and legal holi- 
days, including a Sunday or holiday im- 
mediately following the day on which 
the fourth debit begins to run. 

SECTION B. Credits earned on cars 
held for loading shall not be used in off- 
setting debits accruing on cars held for 
unloading, nor shall credits earned on 
cars held for unloading be used in off- 
setting debits accruing on cars held for 
loading. 

SECTION C. At the end of the calen- 
dar month the total number of credits 
will be deducted from the total number 
of debits, and $2 per debit will be 
charged for the remainder. If tlhe credits 
equal or exceed the debits, no charge 
will be made for the detention of the 
cars, and no payment will be made by 
this railroad on account of such excess 
of credits ; nor shall the credits in ex- 
cess of the debits of anv one month be 



22 



ILLINOIS CENTRAL MAGAZINE 



considered in computing the average de- 
tention for another month. 

SECTION D. A party who enters into 
this average agreement shall not be en- 
titled to cancellation or refund of de- 
murrage charges under section A, para- 
graphs 1 and 3, or section B, of rule 8. 

SECTION E. A party who enters into 
this average agreement may be required 
to give sufficient; security to the carrier 
for the payment of balances against him 
at the end of each month. 

SECTION F. An average agreement 
must include all cars loaded or unloaded 
within the jurisdiction of the same sta- 
tion, except that when desired separate 
agreements may be entered into for each 
unloading point within the jurisdiction of 
the same station, but in no case can the 
cars loaded or unloaded within the 
jurisdiction of two or more stations be 
combined in one average agreement, nor 
shall the cars loaded or unloaded by 
more than one consignor or consignee 
be combined in one average agreement, 
except that cars consigned, reconsigned 
or ordered to a public elevator, ware- 
house, or cotton compress serving va- 
rious parties may be combined in one 
average agreement. 

AGREEMENT 

Rail Company: 

Being fully acquainted with the terms, 
conditions, and effect of the average 
basis for settling for detention to cars 

as set forth in , being the car 

demurrage rules governing at all stations 
and sidings on the lines of said rail 
company, except as shown in 



said tariff, and being desirous of avail- 
ing (myself or ourselves) of this alter- 
nate method of settlement (I or we) do 

expressly agree to and with the 

Rail Company that with re- 
spect to all cars which may, during the 
continuance of this agreement, be han- 
dled for (my or our) account at 

(station) (I or we) will fully 

observe and comply with all the terms 
and conditons of said rules as they are 
now published or may hereafter be law- 
fully modified by duly published tariffs 
and will make prompt! payment of all 
demurrage charges accruing thereunder 
in accordance with the average basis as 
therein established or as hereafter law- 
fully modified by duly published tariffs. 
This agrement to be effective on and 

after the day of 

19...., and to continue until terminated 
by written notice from either party to 
the other, which notice shall become ef- 
fective on the first day of the month suc- 
ceeding that in which it! is given. 

Approved and accepted 19., 

by and on behalf of the above-named 
Rail Company by 

Approved and accepted 19...., 

by and on behalf of the Director General 
of Railroads by 

INSTRUCTIONS AND EXPLANATIONS 
No change in instructions and explana- 
tions. 



Movement of Labor to Harvest Fields 



July 2, 1919. 

Walker D. Hines, Director General 
of Railroads, today authorized the fol- 
.1 owing: 

About three months ago, it was sug- 
gested to the Railroad Administration 
that a special rate of one cent a mile 
be made for the movement of farm 
laborers into the Kansas wheat fields, 
during the harvest season, which is 
just now on. This was denied because 



it was deemed impracticable to make 
such reduced rates for one class of 
labor without making similar rates for 
other classes of labor and therefore 
the effect would have been a serious 
diminution of the revenues of the rail- 
roads. It was suggested to those pro- 
posing the special reduced rate that 
other arrangements could be made for 
the movement of the farm laborers into 
the Kansas wheat fields, particularly 



ILLINOIS CENTRAL MAGAZINE 



in view of the fact that such special 
reduced rates had not been given in 
the past even by single railroad com- 
panies, for more than ten years. 

In view of representations that dif- 
ficulty is being had in getting farm 
laborers into the Kansas wheat fields, 
arrangements have been made under 
which if it is desired, the Railroad 
Administration will co-operate in every 
practical way to facilitate the prompt 
movement of unemployed men from 
Chicago or St. Louis or other indus- 



trial centers to the Kansas wheat 
fields provided the normal tariff fare 
is paid or a reasonable guarantee pro- 
vided. The Railroad Administration 
agencies will assist in every way in 
gathering the men and forwarding 
them to the wheat fields and the Rail- 
road Administration is willing if nec- 
essary to operate special trains for 
this purpose. A representative of the 
Railroad Administration stationed at 
Topeka, Kans., has been instructed to 
get in touch with Governor Allen of 
Kansas to arrange details. 



Government Issues No Checks Unless the Money is 
in the Banks to Protect 



July 2, 1919. 

Walker D. Hines, Director General 
of Railroads, today authorized the fol- 
lowing: 

"The July First requirements of the 
Railroad Administration were approxi- 
mately ninety-five million dollars 
which; were paid immediately since 
sufficient cash was available without 
waiting for the President to sign the 
Railroad Administration appropriation 
bill passed recently by the Congress. 

"A report was printed yesterday 
morning in a New York newspaper 
to the effect that the Director General 
had sent out his checks dated July 
first, with the provision that they 
would not be used unless the railroad 



bill had become law by July first. It 
was also stated that there was an un- 
derstanding between the Railroad Ad- 
ministration and the Treasury De- 
partment that the former's demands 
would be honored upon cabled noti- 
fication that the President had acted. 
"This is a mistake. There was no 
such understanding and no need for 
such an understanding and no checks 
were sent out without funds ' being 
available in banks with which to pay 
them when presented. The Railroad 
Administration has never in the past 
given, and will not in the future give, 
checks not represented by money avail- 
able in banks to pay them when pre- 
sented." 



Agricultural Possibilities of Mississippi 



July 3, 1919. 

The United States Railroad Admin- 
istration, through its agricultural sec- 
tion, has issued a booklet devoted to 
the opportunities which exist in Miss- 
issippi for those who contemplate 
making their residence in that section 
and pointing out the agricultural and 
other advantages which may be en- 
joyed in that state. 

Perhaps in no state in the Union is 
found a more thorough and cordial 



relationship existing between the peo- 
ple of the cities and towns and those 
of the country districts than in Miss- 
issippi. 

Insofar as the general outlook and 
settlement and investment privileges 
are concerned, Mississippi presents 
the attractive prospect of being a land 
of Frontier Opportunity - - where 
twenty millions of acres are yet to be 
had at moderate prices the pre-emin- 
ently great opportunity, where the 



ILLINOIS CENTRAL MAGAZINE 



man of moderate means may yield to 
the home-building impulse of the real 
American, with every assurance of suc- 
cess and happiness. 

Unbounded opportunities exist in 
Mississippi for the gallant soldiers of 
the Republic, returning from the war, 
as well as for others who may be 
seeking a new land where they may 
spend their days amidst happiness 
and plenty. 

Being richly favored with all that 
may bless and prosper human kind, 
this state keenly realizes that its great- 
est present and future need is more 
good- thrifty people to come and share 
its unlimited bounties and help in the 
building here of a prosperous and 
splendid civilization. [ 

Mississippi sends greetings to those 
of other climes the great North, East 
and West, as well as here in the genial 
Southern land and stands with out- 
stretched hands to extend them a 
cordial invitation and bid them a gen- 
?rous welcome, where all may strike 
nands with united hearts and- energies, 
pledged to the common purpose of 



bringing her marvelous natural re- 
sources into life and adding them to 
the Nation's great storehouse of 
wealth. 

The information for the booklet was 
collected by the agricultural represent- 
atives of the railroads operating in 
Mississippi, in co-operation with state 
and federal agricultural authorities. 
Various sections of the state are de- 
scribed in detail Northeast Mississ- 
ippi, Black Prairie Belt, Yazoo Miss- 
issippi Delta, South Mississippi cut- 
over lands, Gulf Coast country, and 
the territory between the Black Prairie 
and the Delta. Included in the data 
furnished are items regarding Miss- 
issippi soils, farm production including 
livestock, markets, transportation fa- 
cilities, land values, climate, schools, 
churches, roads, living conditions, etc. 
the booklet contains a special cha-p- 
ter on hogs, bringing out the fact that 
at a recent sale at Fernwood, thirty 
Mississippi-bred Dtiroc- Jerseys sold 
for $25,560, or an average of "$672.57, 
thus establishing a new world's record, 
the highest average price on record 
prior to this sale being $510.00. 



Errata 



June 24, 1919. 

A recent caption released by a news 
photograph service erroneously refer- 
red to Dr. J. Stanley Brown as director 
of the Savings Division of the Treas- 
ury Department. 



Mr. Harold Braddock is Director 
of the Savings Division. Dr. Brown 
was recently appointed Vice-Director 
of the Savings Division in charge of 
the Thrift Educational Campaign in 
the Schools. 




Highly_Compliments Illinois Central Service 

B. D. ANGUISH 
504-5 Ogden Building, 
Clark and Lake Streets, 

Chicago, Illinois 

June 25, 1919. 
Personal 

Mr. B. L. Winchell, 
Regional Director, 

U. S. Railroad Administration, 
Healey Building, 
Atlanta, Ga. 

Dear Sir: 

Speaking in the vernacular, no doubt you receive enough kicks, hence I am 
sure a compliment should be paid for good work when one is due. 

In our business very often a few minutes or hours of advance information 
as to the whereabouts of a carload of perishable property means a great deal 
to us, or in fact to any other receiver in the same line. I, therefore, state 
without fear of refutation, that I can call up the Illinois Central Railroad 
Company's general office requesting a few words with their Manifest Depart- 
ment's system, give them any car number with its initial that may be loaded 
with perishable freight moving from any point on or via that line and pro- 
vided the car is on their rails, they have some kind of system whereby within 
five to fifteen minutes after making the request I am reliably informed that 
the car passed so and so at such and such an hour. 

Now, M'r. Winchell, we do business with the majority of the roads enter- 
ing Chicago, but honestly I have never been able to secure the same kind of 
information from any other line in this city. I thought perhaps you might 
wish to ascertain why one can secure this important advance information 
from one line but not from the others. Possibly the Illinois Central Railroad 
has something that the others would benefit by in introducing. In any event 
we wish to express our thanks through you to the Illinois Central Railroad 
for the many prompt advices in this respect that we have received. 

Before concluding I would like to give you one example and of which you 
already have a record in your office, handled under your file 5336-5. ACL- 
39204 loaded with watermelons (the first car of the season worth over $1,000). 
Within five minutes after asking the Illinois Central for record their Mani- 
fest Department came back with the information that car passed Mounds, 111., 
on Train No. 52, June 5, 1919, at 1 :30 a. m. and would be due in Chicago on 
the Illinois Central Railroad tracks at 5:00 a. m. the following morning and 
it was here right on the dot. I am sure you can readily perceive what a 
relief and benefit this knowledge was to us. 
Kindly acknowledge receipt. 

Yours very truly 

(Signed) B. D. ANGUISH, 

Traffic Department. 

25 



Gnamber or Gowwner 




\/f OUNDS, the largest and most im- 
portant commercial city of Pulaski 
county, is situated on the main line of 
the Illinois Central Railroad, and is 
nestled among the vine clad foot hills of 
the great fruit belt of Southern Illinois. 
It never was a "boom town," but like 
Topsy, it "just growed." The city is 
located near the 37th degree of North 
latitude, and is just west of the 3rd 
Principal Meridian. It, therefore, has a 
delightful climate. The average yearly 
temperature is about 58 degrees. On ac- 
count of this semi-tropical climate 
Mounds is fast becoming noted as a 
health resort. Many persons visit here 
every winter and summer to avoid the 
excessive heat and cold of other local- 
ities. The soil in this neighborhood is 
very rich and productive. The upland 
that stretches away to the north and 
west from the city limits, produces an 
abundance of the very best strawberries, 
peaches, apples, pears, plums and grapes, 
and all kinds of vegetables that grow in 
a temperate climate. On these hills can 
also be grown cantaloupes that equal, if 
not surpass the famous Rocky Ford 



gems. To the south of the city, where 
the land is level and the soil \s from 25 
to 30 feet deep, is the home of the alfalfa 
plant, which yields from 4 to 6 cuttings 
of fine hay each year. All kinds of farm 
animals thrive in this climate, and as cat- 
tle and horses can live for nine months 
out the year on the native forage, it 
makes dairy farming a very profitable 
industry. The path to these wonderful 
resources has only been blazed out by 
the pioneer, but they are here, and only 
await the coming of energy and capital 
to settle that old time question as to 
where the "Garden of Eden" was lo- 
cated. 

It was about the year 1891 that 
Mounds began to aspire to first rank 
in the commercial world. The great 
achievements that put the city on the 
map were, when the Illinois Central 
Railroad Company finished the mammoth 
railroad bridge that spans the Ohio river 
just north of Cairo, and the expansion of 
the railroad yards here, which form the 
northern terminal and approach to that 
bridge. The yards were increased from 
a single side track to a complete system, 



26 



28 



consisting' of miles and miles of tracks, 
switches, relays, transfers, shops, coal- 
shoot, water, light the roundhouse, the 
double track to Centralia the Central 
Illinois Public Service Company's plant, 
the big railroad hotel, the Y. M. C. A. 
and the Viaduct, and other improve- 
ments that will be described under their 
different heads. In the last 28 years the 
population has increased from three or 
four families to 5,000 people, and there 
are now about one-half that many more 
who would move to Mounds if they 
could get houses in which to live. The 
high cost of living, the high cost of 
building material and labor, have caused 
a lull in building activities, but the de- 
mand for good comfortable houses is 
greater than ever. 

Industries 

Mounds is essentially a railroad city. 
Its location, almost midway between the 
two great termini of the I. C. R. R. 
(Chicago and New Orleans) with both 
east and west feeders, and being in it- 
self one of the principal division points 
of the system, necessitates the employ- 
ment by thil industry alone, for yard 
and terminal work, an army of 650 wom- 
en and men, with a monthly pay roll of 
approximately $75,000.00 

The above railroad handles a total of 
75 trains, moving a total of 3,500 cars, 
in and out of Mounds daily, with a 
monthly average of 3,200 ice house 
cars, and a total monthly average dur- 
ing the season of 5,699 cars of perishable 
freight handled through this terminal. 

The Central Illinois Public Service 
Co.'s ice manufacturing plant is one of 
the largest factories of the kind in the 
United States, and at the time of its 
erection, a few years ago, had the dis- 
tinction of being the largest single ice 
plant in the United States with a stor- 
age capacity of 6,000 tons and a daily 
manufacturing capacity of 250 tons. 
From this huge plant the I. C. R. R. 
uses 35,000 tons per year for local ice- 
ing. 

Nothwithstanding the huge capacity 
for the manufacture of ice of the above 
institution it is inadequate to supply the 



demand during the season, and a great 
amount of ice has to be shipped in from 
surrounding factories. 

The United Fruit Dispatch Co. have 
located here the larges.t storage sheds 
and distributing point in the United 
States with a storage capacity of 70 or 
80 cars, and a monthly average of 1,500 
cars passing through sheds. 

The George F. Kern Lumber Co., 
with a yardage of about 5 acres, covered 
with huge stacks of lumber and sizeing 
and edgeing mills, handles an enormous 
amount of lumber through their yards 
monthly, and gives employment to a 
number of laborers. 

The Charles E. Barnes sisal storage 
warehouse, with a storage capacity of 
] 0,000 bales, is one of our new indus- 
tries, and promises to be a very busy 
place in the near future. 

We have two first class garages, sec- 
ond to none in this part of the state, 
with several smaller repair shops. 

Two banks (The First State and The 
First National), whose business rooms 
and yearly business would be a credit to 
a city much larger than Mounds. 

Mounds is blessed with a very large 
number of first class general stores and 
markets, and to the uninitiated who 
passes along the street, and sees the great 
number of varied mercantile establish- 
ments, with their full stocks of goods on 
display, and the crowds passing in and 
out of the stores, would wonder where 
all the people live, and where all the 
money that they were spending came 
from, all of which goes to show that the 
exoression often heard: "That Mounds 
is the largest little city in the state," and 
"That the people make big money and 
spend it," is more truth than fiction, and 
the prosperity of our business men in- 
dicates that Mounds would be a good 
place to locate any kind of legitimate in- 
dustry. 

Real Estate 

Mounds for a number of years was 
hampered in its expansion by a scarcity 
of available lots suitably located for 
residences, but this difficulty has now 
been overcome by the opening of three 



ILLINOIS CENTRAL MAGAZINE 



subdivisions that lay adjacent to the city, 
all of which contain very desirable lots, 
that are being rapidly sold and neat resi- 
dences being erected, (notwithstanding 
the high price of building material. 

The Blumm addition, laying just 
north and close in, contains about twelve 
blocks, and is all very desirable resi- 
dence property. 



lots are selling fast, and will soon be 
improved. 

The housing problem, which has been 
the most serious drawback to the ex- 
pansion of Mounds for years, is to be 
solved by home seekers themselves by 
the erection of nice residences on the 
above subdivisions. 

Mounds offers the best opportunity in 




The Scruggs & Chapman addition, 
laying east of the south part of the city, 
forty acres in size, was opened some 
time ago, and now contains many nice 
residences, that are a credit to the city. 

The Titus addition is now being 
opened, just east of the north part of 
the city, and across the street from the 
new $50,000.00 school building, and the 



the state for capital that wishes to in- 
vest in residence property, as any house 
that is fit to live in readily rents at a 
good price, and while lots are rather high 
in price, the income from rental property 
shows a good percentage on the invest- 
ment. 

-Improved residence property sells 
high, owing to the unprecedented de- 



ILLINOIS CENTRAL MAGAZINE 



mand for homes, and more real estate surfaced roads east of town for twenty 



transfers have been made in the last 
nine months than in any previous five 



miles, south to Cairo, and from here may 
drive all over Alexander County on 



years of the city's history, all owing to hard roads. The government maintains 

the above described demand for homes, a road connecting Mounds with Mound 

We heartily invite outside capital to City, which passes the National Cem- 

invest here, and will freely aid and en- etery. The $60,000,000 Bond Issue Bill 




courage all such investments, to the best 
of our ability. 

Roads 

All the main roads in Pulaski County 
are surfaced with Elco Gravel, a gravel 
that very readily cements itself into a 
hard surface. One may drive over hard 



passed by the Illinois Legislature last 
year gives Mounds a three-mile con- 
nection with the main trunk route ex- 
tending from Cairo to Beloit, Wiscon- 
sin. The Egyptian Hard Roads Asso- 
ciation is making a strong effort to lo- 
cate the last mentioned route paralleling 



ILLINOIS CENTRAL MAGAZINE 



31 



the Illinois Central, in which case the 
route proposed will pass through this 
city. 

Farming 

In the immediate vicinity fruit grow- 
ing and dairying hold first place as the 
line of farming followed. Considerable 



splendid shipping facilities makes this 
community a splendid one for the fruit 
business. Strawberries, blackberries 
raspberries and asparagus are grown ex- 
tensively. 

Several dairies have built up good 
herds. The First National Bank is or- 



in iiiiiiiiii.ii 

Residential Section: Mound 




corn and wheat are grown also. Prac- 
tically all the hill lands is in orchards, 
mostly peach and pear orchards. It has 
been proven that Southern Illinois is 
second to none in growing fruit. The 
very reasonable price of the land, its 
adaptability to growing fruit and the 



ganizing calf clubs each year and the 
interest in the industry is growing. The 
Holstein breed is the most popular one. 
The Cairo Creamery, only ten miles 
away, helps to afford a good market. 
Interurban cars carry the cream to Cairo 
at a nominal express rate. 



ILLINOIS CENTRAL MAGAZINE 



Clubs 

Because of the fact that Mounds is a 
comparatively young town and its popu- 
lation more or less transient, it has not 
had until recent years any strong social 
organizations. However, in March, 
1917, the Mounds Woman's Club was 
organized. It has a membership of 
thirty-five representative women, and 
belongs both to the District and the 
State Federations. 

Mrs. W. L. Toler is the president, 
having served in this capacity since the 
organization of the club. During the 
war it took the lead in all community 
war work of women, and studied French 
history and adopted a French war 
orphan besides! In 1918 the club 
financed a chautauqua and made a suc- 
cess of the venture. On the whole, it fills 
an important niche in the social and 
civic life of the community. 

Churches 

The first church building erected h 
Mounds was for some time used as a 
Union church. In 1906 the Missionary 
Baptists took over this building ancv 
4ill use it as their place of worshiv- 
They have purchased the ground and 
accepted the plans for .a modern build- 
ing, a model of architectural beauty and 
convenience. The Rev. Ira Dee Byrd is 
the present pastor and the leader in the 
new church movement. 

In 1893 the First Congregational 
Church of Mounds was organized. In 
1900 their church building was dedi- 
cated. _ This church has always num- 
bered among its members a large pro- 
portion of railroad men. The Rev. 
A. L. Norfleet has but recently begun 
his service as pastor of this church. 
Mr. J. C. Mench, secretary of the 
Mounds Y. M. C. A., is the church mod- 
erator. 

The Methodist Episcopal church, 
though the youngest organization in 
point of years, can claim the largest 
membership. It was organized and the 
First M. E. Church was built in 1908. 
In 1918 the building was remodeled and 
is now a commodious, modern church 
building. The present pastor, the Rev. 
G. A. Dunn, is serving this congregation 
for the fourth year, and it was through 



his efforts that the church building was 
remodeled. 

The Catholic church building com- 
pares favorably with the other church 
structures, and it can claim A member- 
ship from the surrounding country as 
well as the town. The Rev. Father 
Tecklenburg has this parish. 
Schools 

Mounds is just now coming into "her 
own" in the way of school buildings and 
equipment. Two beautiful and thor- 
oughly modern buildings, to be occupied 
by the Grade and the Community High 
Schools, are under process of construc- 
tion, at a total cost of approximately 
eighty thousand ($80,000.00) dollars, 
and will be ready for- occupancy during 
the current school year. 

The Mounds Community High School 
was organized six years ago. It is ac- 
credited with the University of Illinois, 
and each year has shown an increase in 
attendance. Prof. E. B. Freshwater, a 
graduate of Ohio Wesleyan and Indiana 
State Universities, with the degrees of 
A. B. and A. M., has been chosen as 
principal of the high school for the 
coming year. There are nineteen 
teachers in our schools. 

The Illinois Central Y. M. C. A. at 
Mounds, Illinois, was erected in 1903. 
Dedicated September 3d of the same 
year. A new addition was made in 1918 
and dedicated March 27, 1919. The 
May issue of the Illinois Central Mag- 
azine contains a full history of this As- 
sociation, up to its dedication. Since 
that time this building has become a com- 
munity center and its influence is touch- 
ing every phase of the community life. 
This Association has been one of the 
most successful Railroad Associations 
from its beginning. It is now the sec- 
ond largest Railroad Association in the 
state, having a membership May 31st of 
725. Decatur being the largest. 

The ' largest number slept in our 50 
single beds in one day was 78. 

The largest number of baths taken in 
one day was 167, on June 19th. 

Trainmaster R. C. Young, of Ful- 
ton, Kentucky, will conduct the exam- 
ination on the new Book of Rules at the 
Y. M. C. A. during July. 



34 



ILLINOIS CENTRAL MAGAZINE 



The report for June 1919, shows the 
following statistics: 

Attendance (total) 10,350 

Baths 2,550 

Beds used 1,650 

Books drawn for outside use 88 

Visits to sick 6 

Membership 696 

Shop meetings (attendance) 144 

Financial Operation 

Railroad appropriation $105.75 

Membership dues 277.00 

Dormitory 500.55 

Mdse. and other sources 94.87 

Tofal $978.17 

Expense Incurred 

Salaries $453.05 

Repairs and equipment 74.48 

Other operations 360.42 

Total $887.95 

Net operation 90.22 

Condition at Close of Month 

Operating assets $549.27 

Operating liabilities ; . None 

Cash Report 

Balance from last month $185.31 

Receipts this month 906.16 

Total receipts $1.091.47 

Disbursements . . 887.95 



Balance $203.5^ 

Looking forward, considering the ex- 
ceptional splendid advantages viewed 
from vantage points of shipping facil- 
ities rail and water climate and lo- 
cation, the ultimate growth and position 
of importance to be attained by Mounds 
can only be compared by a retrospect of 
what has been accomplished in the few 
short years of the city's life. 

Not least of importance is the loca- 
tionthe South "Gate City" of the 
great State of Illinois, opening into the 
vast South, and passing through that 
gate America's greatest trunk line 
the feeding artery between the North 
and South The Illinois Central Rail- 
road, the anchor to Mounds future 
prosperity and growth. This great cor- 
poration gave the city birth, breath and 
succor it has nursed it from infancy 



and continues to nurse it as it grows in 
importance. Its' great arms are reach- 
ing out to bring to its child new and 
mighty enterprises, industries and peo- 
ples. It excels in holding out induce- 
ments not without expectation of re- 
ward, it is true, but an unselfish reward. 

Adjacent to the Illinois Central tracks 
splendidly located, is a large tract of 
land it is holding on which it will soon 
commence a campaign headed by some 
of the shrewdest minds connected with 
the great corporation, to locate factories 
and manufacturing industries. It offers, 
besides its own splendid shipping facil- 
ities, this location in close proximity to 
water transportation, the two great 
rivers the Ohio and the Mississippi 
four and five miles away, just back 
and away from the flood area, a town 
populated by the best people on earth 
clean, pure and God fearing, who have 
surrounded themselves with paramount 
schools and church organizations, and 
built themselves a beautiful citty of 5.000 
population watered, lighted, paved and 
sewered, built as a model home city 
should be built. 

Located at the Southern gate into the 
State of Illinois, a short distance north 
of the ereat bridge that spans the Ohio 
river, between Cairo and Mound City, 
it becomes a, pivotal point of entry, a 
position that the manufacturing inter- 
ests are recognizing. The growth of 
Mounds has not been out of proportion 
not an ephemeral growth. On the 
contrary, it has been slow, almost too 
backward, but substantial, and the plans 
now being laid to open up the Titus 
Addition on the east side of the city and 
the Blum Addition on the north side, 
gives promise of the housing problem, 
which has always been a retarding and 
vexing one. being solved. 

Not a Grade Crossing 

A condition not found anywhere in 
the United States in a city as large as 
Mounds worthv of mention, and of con- 
sidernble significance, is a fact that al- 
though at this point is located one of 
the largest Railroad Yards in the Coun- 
try, there is not a grade crossing in the 
City. The only point where the street 
crossed the tracks has been spanned by 



ILLINOIS CENTRAL MAGAZINE 



35 



a modern steel viaduct, just completed 
by the "Railroad Company. 
Ice Industry. 

The largest industry in Mounds next 
to the Railroad Company and very 
closely allied to the Railroad interest in 
that it is used almost exclusively in the 
service of the Railroad Company is the 
large ice manufacturing and ice storage 
plant belonging to the Central Illinois 
Public Service Company. 

This plant was built in 1906 and at 
that time had a capacity of 200 tons 
per day and a storage capacity of 6,000 
tons and at the time it was bnilt was 
one of the largest, if not the largest, 
ice plant in the Country. During the 
past three years practically all of the 
equipment in this plant has been 
changed and when the improvements 
now under way have been completed the 
plant will be one of the best equipped 
car icing stations. 

The boiler room is equipped with 
three 335 HP Stirling boilers, carrying 
150 Ib. pressure, equipped with differ- 
ential draft guages, CO 2 recorders, 
recording pyrometers, steam flow meters 
and feed water regulators. 

The refrigerating units consists of 
two 250 ton York refrigerating ma- 
chines, each having two vertical S. A. 
compressors 22^x36. These units 
were originally driven by Corliss En- 
gine, but recently one of them has been 
rebuilt and equipped with a York Uni- 
flow Cylinder and it is proposed to 
modernize the other unit in the near 
future. 

The water at this plant and also for 
the use of the Railroad Company and 
for the City of Mounds is pumped from 
two deep wells, having a capacity of 
about 1,500 gallons per minute 62 de- 
gree water. This water has a very 
small per cent of solids and is espe- 
cially good drinking water. In fact this 
water is considered among the best 
drinking waters in the State and is one 
of the factors which makes the City of 
Mounds a very desirable place to live. 

This plant also furnishes electric 
light and power to the City of Mounds 
and for the Railroad Company. The 
equipment consists of one Chuse Uni- 



flow Engine, direct connected to the 350 
KW, 2,300 volt generator, with two 
s'ma.ll units for standby service. The 
electric load at the plant is considerable 
in itself as all of the auxiliaries outside 
of a fire pump, a standby brine pump 
and the boiler feed pumps are elec- 
trically driven. 

The outstanding feature of this plant 
in the matter of modern equipment is 
the icing platforms of which there are 
two, one 600 foot platform 14 feet wide 
with a single deck on the east side of 
the plant which is used for north bound 
icing and one of the same length on the 
west side for south bound icing. The 
west side platform has two decks, the 
upper deck being used exclusively for 
icing meat and other cars which use 
crushed ice. The ice crushing equip- 
ment is installed high enough to allow 
the crushed ice carts to be pushed un- 
derneath and these loaded cars (capa- 
city 900 Ibs.) are then pushed along the 
platform to where the cars are spotted 
and the ice delivered to the bunkers 
through a chute. This platform is also 
equipped with salt bins, every forty feet 
so that the men icing the cars alwavs 
have the salt which is used with the 
crushed ice, quicklv accessible. The salt 
supply is stored in steel lined bins 65 
feet high having a capacity of three to 
four cars of salt, the salt beiner shoveled 
from the car into conveyor which emp- 
ties into a lower bin and from this bin 
is elevated to the upper bin by a bucket 
elevator. 

The lower platforms which are used 
used for regular icing with cake ice are 
equipped with Clifford-Wood convevors 
for the full length and the ice is taken 
from the tank room and elevated to the 
platforms by Gifford-Wood conveyors. 

Generally speaking cars are iced at 
the rate of one car per minute, but of 
course under variable conditions this is 
not always possible. However the plant 
has disposed of as much as 800 tons in 
a day of 24 hours, and a few weeks 
ago put out 408 tons in about nine 
hours. The yearly output of this plant 
varies with the seasons, the lareest year 
showing an output of about 50,000 tons 
with the average running over 40,000. 




The Coal Situation 



By B. J. Rowe, Coal Traffic Manager 



T IN LESS the consumers of coal 
V throughout this country wake up 
soon to the seriousness of the coal situ- 
ation and begin to put by their winter's 
supply of fuel, they will be confronted 
with a serious coal shortage when they 
do make up their minds to lay in their 
requirements. 

The production of Bituminous coal in 
the United States during the current 
year to July 5th was 220,361,000 tons, 
as compared with two hundred and 
ninety-five million tons in round figures, 
during the same period of 1918 nearly 
75,000,000 tons less than in the corres- 
ponding period last year. 

Fuel Administration statistics indicate 
the consumption of coal last year was 
around 560,000,000 tons, and the same 
authority estimates that the country's 
requirements .this year will be in the 
neighborhood of 500,000,000 tons. 

It will be readily seen from these 
figures that production must be stimu- 
lated if there be sufficient coal above 
ground to go around when the early 
frosts sound warnings of the wintry 
blasts to follow. 

The principal limitation on production 
now is lack of demand. For several 
weeks past the percentage of full time 
output produced by mines in the Cen- 
tral West has been 40 to 44 per cent, 
due almost entirely to lack of market. 
Apparently the consuming public is wait- 



ing for a slump in prices which is not 
at all likely at this late date. True, prices 
are off for some sizes of coal, and for 
all coals from some coal fields that are 
reputed to produce inferior grades, 
but prices for the medium, the stand- 
ard and the high grade coals remain 
firm. In fact the domestic sizes 
are now commanding 20 to 30 cents 
per ton higher at the mines than 
last year when the price was fixed 
by the Government, and as to those coals 
the probability is prices will go higher 
before they are lower, las ' sooner or 
later there will be a heavy demand for 
these coals and if this demand does not 
actually develop until next winter it 
may be too late for the operators to 
meet it. 

Furthermore, if purchasing is put 
off until the last minute and everybody 
should want their coal at once, not only 
will the mines be unable to produce it, 
but it is doubtful whether the railroads 
will be able to furnish sufficient cars 
to load it, and even if they do, they 
may experience difficulty in transport- 
ing it. So it would seem that the con- 
suming interests should exercise a degree 
of foresight and should take advantage 
of the summer months, when coal is 
plentiful, to store large quantities against 
the expected revival of industry and 
the inevitable increase in demand when 
cooler weather prevails. It would be 



36 



1U.I\'OIS CENTRAL MAGAZINE 



37 



particularly unfortunate if a fuel short- 
age were to develop and check industrial 
re-construction of the nation. 

The "coal industry, through the Na- 
tional Coal Association, is making a na- 
tion-wide appeal to its. members to speed 
up production, and encourage consumers 
to purchase early. The transportation 
interests would do well to co-operate and 
foster the movement so that the railroads 
will not be called upon to handle a ton- 
nage during three or four winter months 
that might well be spread out over the 
summer and fall months when trans- 
portation conditions are at their best. 



And there are further reasons why the 
far-sighted individual should look well 
to his future fuel supply, not the least 
of which is the labor situation. There 
is, perhaps, no actual shortage of labor 
at the mines today, but it is a grave 
question, when the demand for increased 
production comes, as come it must, if 
the country's requirements are ,to be 
met, whether there will be sufficient man 
power available to mine and hoist the 
coal. 

Therefore, it would seem to be to 
the best interest of all concerned to 

BUY NOW, 






^ Hew to MYQ; 

It is not trie Science 01 curing Disease so much as me prevention 01 it 

tnat produces tne greatest good to Humanity. One of trie most important 

duties of a Health Department should be tne educational service 

A A A A teaching people how to live A A A A 



Keep Kool 



COME wise man has said that like race 
horses and athletes, we should do 
better work in hot weather. Perhaps 
this is true, but the real facts in the 
matter are that we do not, because it 
is too hot. Our movements are slower 
and they lack energy. 

Our brans are not as active, and we 
do not think as quickly. Occasionally 
we see some poor fellow overcome by 
the heat and immediately make all man- 
ner of resolutions as to just what we will 
and will not do during the "hot spell." 

It is for the purpose of encouraging 
these resolutions and discussing their 
bearing on health that this article is 
written during these hot summer months. 
You may be right in regard to your 
resolutions and again you may be wrong. 
Therefore, let us talk the matter over 
and reach conclusions founded /upon 
sound judgment and fact. 

First and foremost comes the matter 
of clothing. On this we are sure to 
agree. Dress lightly when not at work, 
and when working wear somewhat 
heavier clothing perferably of an absorb- 
ent material. Light woolen clothing ab- 
sorbs the prespiration and does not al- 
low the skin surface to become chilled 
through too rapid evaporation. In this 
way you can "cool off" in a gentle breeze 
and not run the risk of taking cold. Re- 
member that each and every one of us 
have our own peculiarities and we react 
differently to external influences. Some 
people never take cold and others are 



continually having to guard against that 
danger, even in the summer time. 

The use of the cold water bath fol- 
lowed by friction with a rough towel, 
is excellent for increasing the resistance 
of the body to taking cold. However, 
do not stand in a tub of cold water with- 
out applying friction to the parts that 
are in the water. Of all methods of 
bathing, the shower is perhaps preferable 
in the summer time, because we are able 
to obtain greater degrees of warmth and 
cold suddenly, from which tonic effects 
are obtained. In order to get the best 
effect from a shower, even in very warm 
weather, the water should be moderately 
warm at the beginning and the tem- 
perature gradually lowered to the toler- 
ance of the individual. All shower 
baths should be ended with the cold 
water, which has a stimulating effect 
upon the skin, and also has a tendency 
to close the pores. 

Now let us consider the food for hot 
weather. Food is the coal which pro- 
duces steam to the human system and 
the quality and method of consumption 
of same is vitally important. A veteran 
trainer of athletes once said, "eat when 
you're hungry." This comes pretty ne.ar 
telling the whole story. What does the 
baby cry for but hunger. It says as 
plainly as can be, "I'm hungry, feed 
me." The human stomach cries in the 
same way, but not aloud, although its 
cries are none the less insistant. Man. 
however, eats largely from habit rather 



38 



ILLINOIS CENTRAL MAGAZINE 



39 



than from the fact that he is actually 
hungry. The result is that overeating 
is very common and disturbed digestive 
apparatus is the result. 

When you come home from work 
in hot weather and feel tired out and 
somewhat depressed from your exertion, 
then you should not eat a heavy meal 
even though hungry. It is best to rest 
for a time before eating, as rest is what 
you need and probably what you would 
take, were it not for the fact that your 
supper is ready and waiting for you. 
You, therefore, sit down and eat and 
what is the result? You do not need 
to be told, as too many of us have been 
doing this year after year, and have 
thereby cultivated a bad stomach. It 
is best to sit down and cool off after 
coming home and a little later to eat, 
and then we appreciate our food more. 
However, eat sparingly of meats and 
other heavy foods during the hot weather. 
Vegetables, especially fresh vegetables 
are very much better and satisfy the ap- 
petite quite as well. 

As regards what we should drink 
with this food, this is an important ques- 
tion and also a fair one. Did you ever 
live on a farm and go out and water 
the stock about a half hour before feed- 
ing time? The farmer is actually more 
careful of his stock than he is of himself 
and family. He would never think of 
watering the stock while they are feeding 
or directly afterwards, always before. 
Nevertheless, he walks right in to his 
well-filled table and proceeds to drink 
ice drinks or maybe hot coffee by the pint 
at the time of eating his meal. This 
is where habit plays an important part. 
Some men habitually drink a quart of 
liquids with their meals, which is not 
to be recommended. It is best to drink 
sparingly while eating, as the individual 
who drinks sparingly with tne food will 
digest better and obtain more nourish- 
ment .from the food than the person 
who swallows great quantities of liquid 
while eating. Therefore, avoid the use 
of large quantities of fluid, especially 
ice fluids. Very cold drinks delay di- 
gestion. 



The quality and kind of food which 
we eat would depend largely upon what 
agrees with us and the relative size of 
our salary and appetite. The man who 
works should have hearty food twice 
daily. The desk worker does not need 
such a bountiful supply of food, nor as 
heavy food. More people overeat than 
eat too little. It is always advisable 
to stop short of being completely satis- 
fied while at the table. If we eat all 
that we feel we want while at the 
table, we will later feel that the stomach 
is overloaded, and we have an oppres- 
sive feeling. Therefore, always leave 
the table when you are still a little bit 
hungry and five minutes afterwards you 
will feel that you have eaten sufficient 
food. This is particularly true in hot 
weather, as there is considerable danger 
of overeating with the result of fer- 
mentation in the digestive process. 

As regards sleep, it is advisable to 
sleep a great deal in hot weather, be- 
cause of the fatigue which results from 
extra exertion. This fatigue is best an- 
tidoted by sleep, or at least by rest in the 
recumbent position. When you arise in 
the morning, take a cool shower bath. 
Do not hurry while dressing, eat a fairly 
good breakfast of the lighter foods, and 
you have laid a good foundation for 
the day's work. 

The question of 'recreation is one 
that is important, and a certain amount 
of recreation is necessary. This, how- 
ever, should be taken both for the effect 
of the physical exercise as well as the 
enjoyment it produces. The American 
way of taking a day's outmg is very apt 
to exhaust more energy than to conserve. 
In many cases the family arises at an 
unearthly hour, eats a hasty and insuf- 
ficient breakfast and hastily departs for 
some place of recreation, usually at a 
considerable distance. Then follows a 
day of strenuous "pleasure chasing," in 
which the whole family participate, with 
a big, hearty "lunch" in the middle of 
the day, which has taken mother con- 
siderable trouble to prepare, and which 
is dispatched in very few minutes, so 
as not to interfere with the afternoon 



40 



ILLINOIS CENTRAL MAGAZINE 



pleasures. After having spent ten or 
twelve hours of strenuous activity, it 
is time to get the train for home, where 
you arrive two hours after your normal 
bed-time, and get up the next morning, 
late, tired and with a disposition like 
that of an engineer with a new fire- 
man. It takes about two days to get 
rested up after one day of "recreation." 

Let us consider what is a very much 
more sensible day of recreation nd 
rest. We can arise about the same 
time or perhaps a little earlier or later, 
as the spirit moves ; eat a comfortable 
breakfast slowly and restfully, not hav- 
ing to rush through it. Then with a 
small lunch we start for some quiet, 
shady spot, where perchance one may 
fish after the manner of boyhood days, 
read the magazines, talk with the wife 
and play with the children. Then comes 
lunch, after which we take a comfortable 
nap and then along in the cool of the 
early evening, start for home, where you 
arrive rested and refreshed, with a sur- 
plus energy for the next day. The 
American people are careless as regards 
the conservation of energy, and it is 
more often that we are tired out by 
our vacation than benefitted by same. 

During the hot weather it is impor- 
tant to watch the question of not be- 
coming overheated or being overcome by 
the heat. It is to be remembered that 
there are two forms of this trouble, one 
known as heat exhaustion and the other 
as sun-stroke. One glance at a man 
with sun-stroke is enough to imprint the 
oicture on your mind for years to come. 
The red face, the rapid pulse, the hur- 



ried breathing and the completely un- 
conscious condition. The thing to do 
here, is just what common sense would 
dictate. Carry the person to a shaded 
place and apply cold water and ice to 
the head, later to the rest of the body. 
Remember the cold should be applied first 
to the head, so that the brain is cooled 
and the individual recovers conscious- 
ness. If a tub is available, put your 
man in it and get ice on his head. How- 
ever, in all cases call the doctor as 
quick as you can, as this is a dangerous 
condition. 

The other picture, that of heat ex- 
haustion is an entirely opposite one 
pale face, weak pulse, cool skin and a 
general condition of depressive uncon- 
sciousness. This is heat exhaustion and 
should be treated by stimulation, hot cof- 
fee, rubbing the skin, etc., and covering 
the patient with warm clothing is in- 
dicated in this case. All of us should 
be familiar with these two conditions, 
because we do not know when we may 
Oe called upon to give first aid to some 
person about us, and it is very important 
that we should know the correct thing 
to do. Remember that sun-stroke re- 
quires cold and heat exhaustion requires 
stimulation and heat. In sun-stroke the 
face and skin are red and hot and in 
heat exhaustion, pale and cool. 

Finally remember to keep mentally 
cool in hot weather no matter what the 
provocation. Do not lose your temper 
and become angry. Take things easy 
and don't worry, because if you do, it 
will only add to your other troubles 
and nine times out of ten it will not 
pay. 



Employes Are Reaping the Benefit of the Hospital 

Department and Are Very Appreciative 

of Attention Received 



Editor, Illinois Central Magazine, 

Chicago, 111. 
Dear Sir: 

I am writing you a short or brief state- 
ment of my recent operation and stay in 
the Illinois Central Hospital at New 
Orleans, La. 



Water Valley, Miss., June 10, 1919. 

My subject is: "If You Have Anything 
In Your Horn, Blow It, and If Not,-: Just 
Sit Still," so I feel after I have stayed 
fourteen days in the great back sh^n for 
men and women, I have something in my 



ILLINOIS CENTRAL MAGAZINE 



41 



horn to blow; hence the subject. 

I went in the hospital at New Orleans 
for an operation for hernia, or better known 
as rupture, which I ~>t on April 10, carry- 
ing a big piece of lumber. I went into 
the hospital at 11:30 A. M., May 7, to be 
put into condition for the operation, which 
was to follow the next day, May 8. When 
Dr. Leake had examined me, just after I 
got in, I asked him to let me make a little 
statement to him in regard to my case, so 
I gave him an outline of my rupture and 
told him I had suffered greatly for the 
past twelve years with either my appendix 
or gall bladder and I wanted him to ex- 
amine them the next day when he had me 
on the operating table. Very lucky I did, 
for he found my appendix badly diseased 
and adhesions to mv intestines, so he^ re- 
moved it. 1 just got along fine and it is 
wonderful how little I suffered after the 
operation. 

Having now given "<->' a brief statement 
about my case, I will begin to blow my 
horn. As an old engineer, it has been my 
good fortune to run bier and small engines 
that were overhauled at most all of the 
great shops on this great svstem, and all 
employes know that the big Burnside shops 
are the biggest shops, but I have never run 
an engine out of the big shops that beat or 
was a better job than those I ran out of 
the smaller shops. Hence, we all know 
that the largest hospital on the system is 
located at Chicago, so having just come 
out of the Illinois Central Hospital at New 
Orleans, where I went in for general re- 
pairs, I want to say T *">*. a great job done 
on my old body and I am sure no man ever 
came out of one of those big shops for 
men who ever got any better treatment than 
the one who is trvinor to lay his case be- 
fore you. Not only did I get a general or 
grand job, but I want to say I got the 
very best of treatment and attention it is 
possible to give a fellow when he is flat 



on his back and at the mercy of the doctors 
and nurses. I want to repeat that no man 
could possibly get better and more kind 
attention than I, and I want to say, too. 
that there is not a better organized institu- 
tion in the whole country that can beat 
the one at New Orleans. 

I was my privilege and great pleasure 
to visit all parts of the hospital. It is 
wonderful how God has put it into the 
hearts and minds of man to build those 
great institutions and finance them in such 
a way as not to hurt anyone: and still 
greater than all this He has endowed men 
with surgery that can take our old bodies 
in those great shops and repair the broken 
and worn out parts and in a very short 
time, with the sort of treatment they give 
us, we are able to go back to our homes 
and in a very short time we can take up 
our work and go on heloing to carrv n--. 
the great task that is before us and make 
a living for our wives, children and loved 
ones. This is all a gift of God and we 
should all recognize it and be up and doing 
the Master's will, giving Him our lives un- 
deservedly. 

During the fourteen days I was in the 
hospital, I never once became tired or blue, 
but on the other hand. I was happy and 
just lay there and let my mind, heart and 
soul feed on the many, many good things 
in this old world of ours. I am now at 
home taking it easy, waiting for the good 
Lord to build my old body so I can so 
back on my run between Water Valley, 
Miss., and Jackson, Tenn., on Engine 1089. 
where I am working with and for the best 
set of men in all the world and for the 
very best company on earth; hence the sub- 
ject "When You Have Anything In Your 
Horn, Blow It." 

Yours verv truly. 

Chas. E. Dunn, 
Engineer, Mississipni Division. 
375/2 years in the service. 



Appointments and Promotions 



Effective July 25, 1919, Major J. M. 
Walsh, having returned from Military 
Service is re-appointed Terminal Super- 
intendent headquarters at Memphis, 



Tenn., vice Mr. Edward Bodamer, as- 
signed to other duties. 

Effective July 25, 1919, Mr. Edward 
Bodamer is appointed Terminal Train 
Master, with headquarters at Memphis. 




BOf 

^ycpartmznt 




Supplying Feed Water to Locomotive Boilers 

By E. C. Roddie Master Mechanic, McComb, Miss, 



AT times I am inclined to think that 
the old style method of supplying 
water to locomotive boiler with cross 
head pump was not so bad after all, 
since I find many enginemen taking ad- 
vantage of supplying the boiler with 
water while engine is standing. This 
could not possibly occur with the cross 
head pump. The fireman knew that 
the only method of supplying water 
to the boiler was through pump and for 
that reason would arrange his fire ac- 
cordingly, while with the use of in- 
jectors the fireman depends largely upon 
the injector to keep the engine cool and 
prevent popping off while standing. 
Many men in charge of locomotives fail 
to realize the damage done due to pump- 
ing engines when drifting or standing. 

Much has been accomplished in sta- 
tionary practice to improve the methods 
of introducing feed water, but very little 
has been accomplished for the direct pur- 
pose of preventing inequalities of tem- 
perature of the locomotive boiler. So 
far the _feed water heaters designed for 
locomotive boiler use have not become 
very popular due, in my opinion, to these 
methods not being simplified, however, 
some progress is being made along these 
lines; but until we are able in some 
simpler form to supply locomotive boiler 
with water at higher temperature we will 
still be troubled with leaky fire boxes 
and flues. 

It seems to be common practice to 



42 



pump engines while standing at station 
or water tank, filling the boiler in many 
cases unnecessarily full. While this is 
being done the low temperature water 
injected into the bolier settles to the bot- 
tom and remains in the leg of boiler 
until throttle is opened and puts water in 
the boiler in circulation, the cold water 
from the bottom mixes with water at 
the top and very materially reduces the 
temperature. This sudden cooling of 
the tubes, particularly the lower tubes 
causes uneven contraction, which results 
in tubes leaking. Frequently tubes leak- 
ing from this cause will take up again 
when water has become of equal tem- 
perature throughout the boiler and full 
steam pressure attained. The very fact 
that flues leak, as mentioned above, and 
take up again is conclusive evidence that 
the leaky flues were produced from im- 
oroper pumping of the boiler and should 
be an object lesson to those having such 
experience. 

The engine crews were not alone in 
damaging boilers by improper pumping, 
but hostlers, engine watchmen, water 
tenders and fire cleaners are prone to 
understand the damage they do by filling 
the boiler While standing at cinder pit 
or even after being placed in round 
house. These men should be taught to 
work the injectors only when blower is 
working and fire is burning brightly if 
they are permitted to pump engines at 
all. 

If boilers were properly filled with 



ILLINOIS CENTRAL MAGAZINE 



43 



water previous to being delivered to 
round house receiving track it would 
not be necessary for hostler or round 
house employes in many cases to re-fill 
he boilers, however, there are times, 
especially where the round house ca- 
pacity is small that fire cannot be dumped 
and engines stalled. 

Arch tubes and brick arches in fire 
boxes assist materially in maintaining 
an even temperature. The heat pro- 
duced by the arch causes a continuous 
circulation of water, the cold water 
passing from front leg of boiler to crown 
sheet. The circulation tends to keep 
the water of uniform temperature top 
and bottom, which condition is desir- 
able in order that leaks may be pre- 
vented. 

A series of tests have developed that 



it was possible to reduce the tempera- 
ture in the bottom of boiler 100 degrees 
in ten minutes by injecting cold water 
into boiler under normal steam pressure. 
The water remained dormant until cir- 
culation was produced by opening of the 
throttle ; this produced an unusual strain 
on lower tubes, but did not cause them 
to leak due to the splendid condition of 
flues at that time, however, an engine 
having been in service a few months 
would have leaked under such condi- 
tions. 

I feel that much could be accomplished 
by our Traveling Engineers and other 
Mechanical Supervisory Officers in edu- 
cating our enginemen and roundhouse 
organizations to the proper method of 
nplying water to boilers. 




lN6-fNEER! Na- 




DEPARTMENT 



The Gravel Pit atJBrookhaven, Miss. 

By J. J. Desmond, Roadmaster, Louisiana Division 



\J EAR Brookhaven, Miss., on its 
* main line, the Illinois Central Rail- 
road owns a tract of land on which is 
located a valuable gravel pit which, for 
many years, has furnished ballast for 
I. C. R. R. main and side tracks, as 
well as for other roads in the vicinity. 

This gravel was deposited in the early 
geological periods, and surface indica- 
tions indicated the deposit to be worthy 
of investigation. Detailed investigations 
were made, and during the year 1880 the 
original gravel pit was opened and a 
branch line of railroad was constructed 
from Brookhaven to the pit. This line 
is about seven miles in length and was 
originally known as the Meridian, 'Brook- 
haven & Natchez. 

At that time the gravel property was 
owned by the Hoskins Estate, and the 
M., B. & N. R. R. was constructed under 
the direction of the Hoskins Brothers. 
During the early nineties the M., B. & 
N. R. R. was purchased by the Illinois 
Central Railroad and extensive develop- 
ments to the property were made. A 
new pit covering approximately 200 
acres was opened up, and this necessi- 
tated the construction of five yard tracks 
at the pit and a long track paralleling the 
face of the pit to accommodate the han- 
dling of the gravel by steam shovel to 
the cars. 

For a good many years the loading 
of the gravel was handled by contract, 
different contractors handling the shovel 
work. In 1908 it was decided that by 
washing this gravel it could be used to 
great advantage for concrete purposes in 



the erection of concrete bridge work 
which was started on the Louisiana and 
Mississippi Divisions, and in order to 
eliminate the long haul of crushed rock 
from Kentucky, it was considered ad- 
visable to use the washed gravel entirely 
for concrete purposes. A washing plant 
was erected by the Southern Gravel & 
Material Company, who entered into con- 
tract with the Illinois Central in 1908 to 
load and furnish both bank-run and 
washed gravel for the Company's needs 
as well as for commercial purposes. A 
new arrangement was adopted for the 
track layout, which involved a consider- 
able expenditure. The washing plant 
proved a success, and has been working 
continually since that time, furnishing 
gravel for all concrete structures, as well 
as for track ballast. Water is obtained 
for the' washing plant from a reservoir 
(constructed in the lowlands) by means 
of centrifugal pumps. It meets the 
gravel at the top of the plant and is 
carried over the conical screens of the 
Gilbert patent, and the different classes 
of washed gravel fall through the screens 
and are conveyed to a bin and then to 
the cars by means of a chute. 

The plant is known as the Stevenson- 
Adamson design; it has a capacity of 
forty-five cars per day, or twenty-one 
cars of clean, washed gravel. The sand 
is conveyed by a long trough over to the 
low ground and stored, and then loaded 
by hand when disposed of commercially. 

The inauguration of the good roads in 
f he State of Mississippi brought great 
demands for what is known as "Good 



44 



Near view, of washing and 
loading plant. 



Steam Shovel at work 




ILLINOIS CENTRAL MAGAZINE 



47 



Roads Gravel," which is taken from the 
pit without entirely stripping the face. 
A certain percentage of clay and sand 
is allowed to remain in the Good Roads 
Gravel, and is used on the roads with- 
out any further preparation.' 

The Brookhaven Gravel Company, 
who now operate the pit, dispose annu- 
ally, for commercial purposes, 100,000 
yards of Good Roads Gravel and washed 
gravel. The United States Government, 
during the past two years, has used the 
washed gravel quite extensively in the 
erection of commodity warehouses in 
New Orleans and other extensive build- 
ing work which they have constructed. 
The entire gravel movement from the 
gravel pit is now averaging 400,000 cubic 
yards per year, and it is estimated that 
there still remains unmolested 3,576,000 
cubic yards. The present pit is open, 
and it is evident that this is what it 
contains. 

The present method of operating the 
pit is the most practical that can be had. 
The use of a drag line for stripping the 



four feet of dirt which is lodged on 
top of the gravel has been adopted. This 
eliminates the handling of this dirt by 
hand and teams, which was the original 
practice. There is quite an amount of 
gravel which is not owned by the Illi- 
nois Central in the immediate vicinity, 
which will most likely be used in years 
to come, as the demands for gravel which 
is in the present pit will be exhausted. 
At other points on the Southern Lines 
there are a few gravel deposits, but none 
are as extensive as the Brookhaven 
Gravel Pit, and when the gravel from 
this pit is entirely removed, the major- 
ity of the roads in this vicinity will 
greatly miss the gravel supplied from this 
pit. So far, there is nothing known to 
equal it. 

I will add that when the Meridian, 
Brookhaven & Natchez Railroad was 
purchased, the Illinois Central bought 
along with it our present Traveling Engi- 
neer, Mr. J. M. Hoskins, and we have 
been troubled with him ever since, al- 
though Mr. Hoskins still contends that 
we made a good deal. 



An Invitation to the Ball Game 



By the manager of the Burnside Shops Base- 
ball Team. 

On July 6th, the sun shone bright, 
On the Burnside ball team. 

In their suits of green and white, 
And the park was crowded. 

From all parts of the town, 
The girls were there too, dressed in brown. 

To see the Clintons play the Burnside team, 
And the shouting was all for the boys in 
green and white. 

There was Louis Sartori, the catcher who 
can catch, and Steve his brother, you can't 
find his match, and Ernie the shortstop, looks 
good to me. 

Joe Hunter on second base is worth going 
to see, Fred Preis is there when you need a 
runner. You ought to see him make a home 
run, he sure was a hummer. 



Frank Curtis has a way of varnishing the 
ball, he can tell just where it is going to fall. 

And Ernie Kramer who is not very tall, 
He is surely there when playing ball. 

Bob Little can't run as fast as he would like, 
but pulls himself together and get there all 
right. 

J. Kowakauski, P. Swartz and Geo. Weir, 
are substitutes, but you never could tell they 
were not regulars, they play so well. 

Then Mike Morgan is there as captain, and 
roots for the boys, but his voice is lost amidst 
such noise for the game is finished and our 
team has won. We sure had the Clinton 
boys on the run. The score reads 16 to 8, and 
we would like to meet some other shop team, 
who have open dates. We are happy, smiling 
and full of fun, don't miss any of our games. 
Be sure and come. 




ILLINOIS CENTRAL MAGAZINE 



SAFETY FIRST 




What^ Careful Work 

Means 



For the Five Months, January to 
May Inclusive, in 1918 and 1919, 
the following Is the Numher of 
Accidents on the Illinois Central 
R. R. Reported to Interstate Com- 
merce Commission 



Employes 
Killed Injured 



All Persons Including 
Employes 



January 


1918 


3 


424 




1919 


2 


281 


February 


1918 


7 


399 




1919 


4 


233 


Marck 


1918 


4 


470 




1919 


3 


221 


April 


1918 


4 


404 




1919 


2 


185 


May 


1918 


8 


449 




1919 


6 


178 


Total 


1918 


26 


2146 




1919 


17 


1098 


Decrease 




9 


1048 



Killed 


Injured 


17 


570 


13 


335 


19 


430 


15 


285 


15 


511 


16 


256 


11 


449 


11 


214 


36 


521 


16 


203 


98 


2481 


71 


1293 



27 1188 



ILLINOIS CENTRAL MAGAZINE 49 

CHAMPAIGN SAFETY COMMITTEE IS ACTIVE 

The Official and Safety Committee members of the Illinois Central Rail- 
road Company are putting forth every available effort to promote safety, 
not only in behalf of their employes and patrons, but the safety of the gen- 
eral public, giving special attention to the protection of children who are not 
of sufficient age to realize the dangers of crossing or playing near railroad 
tracks. 

In order that satisfactory results be obtained it becomes necessary to make 
an "APPEAL" to the parents of the children who reside within the vicinity 
of any railroad. 

Investigations made by Safety members disclose the facts that large num- 
bers of children from the ages of 4 years to 15 years are allowed to play 
where they choose, and the movement of trains, etc., naturally attracts them 
to the railroad where they are maimed or killed. 

It is the earnest intention of every father and mother to care for and pro- 
tect the children they love so dearly, but through neglect and their failure to 
realize the dangers in which the children will place themselves, they often 
spend the balance of their lives in repentence of such neglect. Others blame 
the children, thinking because they were once cautioned their disobedience 
brought about their injuries. This is true to a certain extent, but it does not 
bring back the missing arm or limb. 

It is natural for children to seek adventure and excitement and it is the 
duty of every parent to curb the calling of this nature by kind teachings and 
daily warnings. 

We ask that each mother and father, today and every day, give us their 
co-operation in our efforts to protect their little ones. 



AN ENGINEER'S PRAYER. 

Don't torture us ! 

You don't realize what a nervous strain you are putting on a man in the 
cab when you dash up toward a crossing just ahead of his train. 

There he is in his cab and he knows that he can't stop his engine. There 
you are in your car, speeding toward the crossing just ahead. You probably 
know that you are going to stop just at the edge of the track and look up 
and laugh at him. It's a joke, maybe to you. To him it's a few seconds of 
the most intense agony. 

Why do you do it? When you see a train coming and know that you 
can't make the crossing and don't intend to try to make it why don't you 
slow down and give the engineer the assurance that his train is not about to 
hurl you into eternity? 



EFFICIENT SERVICE 
ALWAYS 




CLEANINGS 

from me 

CIAIMS DEPARTMENT 

JntQTQStmg > JVews - of- 'Doings of 
Claimants- Jn and- Out of* Cowt 



Grade Crossing Disasters Continue at an 
Alarming Rate 



P ROM July 1st to July 20th, inclu- 
A sive, there were seventeen persons 
killed and sixteen injured in automobile 
grade crossing accidents on the Illinois 
Central. On July 4th, at Del Rey, 111., 
five were killed in a single accident. 
The five composed the only occupants of 
an automobile; the entire party was 
wiped out. At Gaza, la., on July 12th, 
nine were occupying a car, five of whom 
were killed and four were injured. In 
both of these accidents, and in fact in all 
of the others, the automobilists drove 
upon the railway tracks in total disre- 
gard of the fact that trains ever used 
the tracks. In other words, they took 
no precautions whatever for their own 
safety. They had not learned their 
A B C's (ALWAYS BE CAREFUL) 
so far as the safety of their own lives 
were concerned. State legislatures and 
the authorities of municipalities have 
done little, and are doing little, to teach 



users of automobiles, which now in- 
cludes a large per cent of the people, 
their A B C's of safety at grade cross- 
ings. 

On the 21st ult. a disaster occurred in 
Chicago which shocked the City from 
center to circumference, and it also 
shocked the entire country. A balloon 
exploded. The wreck fell through the 
skylight of one of' Chicago's largest 
banks. Thirteen people were killed and 
twenty-five were injured. Since that 
time the newspapers have teemed with 
advice about the necessity of the pas- 
sage of laws to prevent a repetition of 
this disaster, yet thousands of lives are 
being snuffed out in automobile grade 
crossing accidents to every one lost in 
balloon explosions and still there is no 
popular demand for the passage of laws 
to protect automobilists against them- 
selves at railway grade crossings. Once 
in a while a legislator will murmur 



50 



ILLINOIS CENTRAL-MAGAZINE 



51 



something about the desirability of sepa- 
rating grades. A good thing to do, of 
course, but to separate the grades at all 
of the railroad crossings in the country 
would cost nearly as much as the rail- 
roads are capitalized for, and in these 
times of high taxes, that, of course, 
would be out of the question. It would 
not cost scarcely anything to inaugurate 
campaigns all over the country a uni- 
versal campaign to require automobil- 
ists to Stop, Look and Listen before 
crossing railway tracks at grade. Stop, 
Look and Listen laws should be passed 
in all states, in all towns and cities and 
violators of such laws should be se- 
verely penalized. Such a campaign 
would save hundreds of lives each year, 
and yet very little is said or heard about 
it. 

"During the first four months of the 
calendar year," said R. J. Clancy, as- 
sistant to general manager of the 
United States railroad administration, 
"our records show that of the 151 
grade-crossing accidents involving auto- 
mobiles, twenty stalled on the crossing 
and were struck by the trains; sixty- 
eight attempted to cross almost im- 
mediately in front of and were struck 
by trains; thirty-six ran into the side 
of trains or cars; sixteen ran into and 
broke down crossing gates lowered to 
protect them from passing trains; one 
skidded into the side of car or train; 
one ran down and injured a crossing 
flagman ; four ran into signal posts ; five 
were involved in accidents of a miscel- 
laneous character. 

"Many of these accidents occurred 
where there was wide range of vision, 
and all of them at crossings protected 
either by warning signs, audible and 
visual signals, crossing gates or flag- 
men. 

"How and why do these accidents oc- 
cur? you ask. 

"When during four months thirty-six 
automobiles run into and hit the train 
instead of the train hitting them, when 
during the same period sixteen automo- 
biles run into and break down crossing 
gates lowered to protect them from 
passing trains, when men with their 
families drive automobiles into trains or 



immediately in front of a fast-approach- 
ing train, I confess I do not know. 

Try to Avoid Accidents 
"I know that engineers try to avoid 
them, for, apart from the danger of 
derailment and possible loss of their own 
lives, they do not want to injure anyone 
if they can avoid it. I know the man- 
agement has been and is trying hard to 
avoid them, for it is spending upward 
of $1,000 a day for flagmen, has ex- 
pended large sums of money for instal- 
lation of crossing gates, visual and audi- 
ble signals, warning signs, and removal 
of trees, structures and other obstruc- 
tions to vision. Notwithstanding the at- 
tending facts, it is not inconsistent to as- 
sume that drivers of automobiles, too, 
try to avoid accidents, for it does not 
stand to reason that a man with his wife 
and children or with friends or alone 
would intentionally run into a train or 
attempt to cross the track immediately 
in front of a fast-approaching train. 

"Drivers of automobiles probably do 
not realize that a train running fifty 
miles an hour requires less than a 
fourth of a minute to run one-fifth of 
a mile. Then, too, the driver may have 
his mind occupied with the operation 
of his machine or may be conversing or 
carrying on a conversation with some 
other occupant of the car, and with his 
mind thus distracted proceeds to cross 
the track without making any effort to 
determine whether he may do so safely. 

Safeguards No Hindrance 

"There are few if any crossings where 
the driver has not adequate range of 
vision, but with nearly one-third of the 
total accidents occasioned by automo- 
biles running into trains and running 
into and breaking down crossing gates, 
it would appear that visibility is by no 
means a paramount factor. Moreover, 
an analysis of accidents discloses that 
they occur proportionally at crossings 
where vision is unobstructed as where 
restricted. 

"Mistakes made in working levers due 
to excitement or confusion, may account 
for some of the accidents. I believe, 
however, that the primary cause of most 



52 



ILLINOIS CENTRAL MAGAZINE 



grade-crossing accidents is lack of 
knowledge of the danger or lack of at- 
tention to essential duties supplemented 
by indiscretion or lack of experience on 
the part of the driver. 

"With trains running at varying 
speeds in both directions throughout the 
day and night no driver should attempt 
to cross the track of a railroad at grade 
without first making sure that it may 
be done safely, stopping, listening and 
looking in both directions when neces- 
sary. The management and employes 
are doing and will continue to do their 
utmost to prevent accidents, but in this 
respect success in an appreciable degree 
is conditioned on earnest public co- 
operation." 

The large number of automobile grade 
crossing accidents has gotten upon the 
nerves of one of the Illinois Central 
officials. Discussing this matter, he 
said: 

"Of late I have been wondering if we 
have not been making damn fools of 
ourselves, to use the common vernacular, 
when we try to be in earnest. 

"We hold safety meetings, have safety 
committees, preach the doctrine of 
safety, erect warning signs, put up 
gates, put up "Stop" signs, put up bells, 
employ watchmen, have "no accident 
weeks," publish articles and statistics 
until we almost stutter reciting and 
reading them, and still we have more 
accidents than ever. 

"Something is evidently wrong with 
the system. I was wondering if Dr. 
Evans had not said something when a 
few days ago in speaking of "No Acci- 
dent Week" he said it was about time 
that automobile drivers held such a 
week. 

"Long ago I said that we alone had 
gone the limit, that one side could not 
do it all, unless we had some help and 
some co-operation from the other fel- 
low, all we might do was absolutely use- 
less. Even this new "Stop" sign where- 
in drivers are required in Illinois to Stop. 
Look and Listen under the law (I paused 
the other night by the side of one of 
them on another railway to note how they 
were being observed). I watched 32 



automobiles cross at that place, none of 
the 32 made a stop; I thought my per- 
centage was great enough and I sneaked 
off. One man said to me 'They ought 
to have a watchman at this crossing'; 
I said I disagree from you, sir; they 
should have two watchmen at this cross- 
ing, one looking each way, because while 
a good industrious watchman was head- 
ing off one 'careful driver' coming from 
one side another might sneak up on him 
from the other side and be killed, and 
that I favored doing the job right; 
further, I favored two more men, one 
to look to the north and the other to the 
south so that all the 'careful driver' 
would have to do would be to just ride 
on McDuff. 

"As I say, we have about reached the 
silly point of trying to do all the watch- 
ing and waiting, and the other fellow 
has done nothing except play the part 
of prima donna to the hearse. Of course 
that is his high privilege, but for the 
life of me I cannot see why the com- 
petition is so strong. Then, too, we 
stand in danger of exterminating that 
list of 'careful drivers' of whom we as 
a nation boast and applaud. 

"I have before me the report of the 
Surgeon General of the army concern- 
ing venereal diseases, wherein he says 
that these diseases constituted the great- 
est cause of disability in the army. He 
says that army officers cleaned up the 
men and are sending them home clean, 
and then adds that from now on the civil 
communities will be responsible for the 
conditions that prevail. You see one 
side is not trying to do it all ; the army 
took the evil in hand and did all they 
could ; now they can do no more, the 
other fellow is now asked to do some- 
thing to augment the situation. 

"So with us, we have met, sweated, 
put in gates, and taken them down again, 
preached and talked but one side can- 
not do it all; if the other fellow does 
nothing but get killed, why all we do is 
simply love^'-s labor lost. 

"I admit that we have the most reck- 
less and wanton set of engineers that 
ever tipped an oil can ; that they are 
blood thirsty and careless ; some of them 



ILLINOIS CENTRAL MAGAZINE 



53 



have been here for over 40 years and 
never scratched any paint up to date, 
but when compared to the list of 'care- 
ful drivers' matched against them, many 
who have never handled any machinery 
more complicated than a spade until 
they undertook to run an auto, I weep 
over our list of degenerates and incor- 
rigibles. 

"But this we must admit, that all 
done and said up to this hour has ac- 
complished nothing; we are still having 
more accidents than ever before in the 
history of grade crossings, so that some- 
thing is rotten in the business up to 
date. Now you never heard of 'care- 
ful drivers' having a safety meeting, 
or advocating that they do anything in 
the slightest degree to save themselves. 
Nothing like that ever happened. I 
should think they would be somewhat 
concerned inasmuch as they are the ones 
for whom the psalms are being quoted. 
But no meeting like that ever hap- 
pened." 

TIED TO THE TRACK 

Former Locomotive Engineer William 
Beven, who retired on pension recently, 
after more than fifty-two years of con- 
tinuous service, during which time he 
never cost the Railroad Company a dol- 
lar on account of a claim caused by his 
conduct of his locomotive, tells an in- 
teresting story about an experience he 
had with an old, worn-out white mule 
at Tickfaw, La. He became convinced 
that the old mule was laying for him 
and that some night, unless he were 
very careful, his locomotive would hit 
the mule and spoil his record. It be- 
came a case of wits between Mr. Beven 
and the old white mule, which proved 
to be quite cunning in its plans to make 
a getaway at the expense of the Rail- 
road Company. It was very evident 
that the mule was trying to get killed 
on the railroad track and Mr. Beven 
was doing his utmost to prevent that 
thing from happening. One night go- 
ing through Tickfaw. Mr. Beven was on 
the alert as usual. He saw his friend, 
the old white mule, on the track, stand- 



ing like a stone wall. He sounded the 
whistle several times, but the mule did 
not budge. He slowed down the train 
and continued to sound the whistle, but 
the mule stood as if in a trance. Mr. 
Beven thought it would be a serious re- 
flection on him, after playing hide-and- 
seek with that old white mule week after 
week and month after month, if he 
should at last permit the mule to put 
the trick over on him, so he decided to 
play safe. He reversed his engine and 
brought his train to a stop, with the 
nose of the pilot only a few feet from 
the mule. The strange thing about it 
all was that the mule had not moved an 
inch. This curious thing caused Mr. 
Beven to get off his engine and examine 
the mule, and, lo and behold, he found 
the mule securely tied to the track. The 
owner of the mule, having become im- 
patient with the long delay in getting 
his pay from the Railroad for the kill- 
ing of the mule, decided to help the mule 
out by tying him to the track. Mr. 
Beven untied the rope and f he mule was 
allowed to go its way. It never ap- 
peared on the track after that, but was 
probably permitted to die in peace back 
in the pasture a safe distance from the 
railroad, and Mr. Beven's one hundred 
per cent record of never having caused 
a claim was never in any danger after 
the old white mule disappeared. 



SOME EXAMPLES WHICH 
SHOULD FURNISH FOOD 
FOR THOUGHT AND AC- 
TION IN BEHALF OF 

SAFETY. 

The following is taken from a re- 
cent report of the Claims Committee and 
should be read by every switchman and 
trainman connected with the Railroad'. 

$4,500.00 was paid on account of the 
fatal injury of L. F. McLaughlin, extra 
conductor, Gilman, 111., February 26, 
1919. Mr. McLaughlin was engaged in 
switching a cut of cars. A coupler 
failed to work automatically and he 
went in between the cars while they were 
in motion. His foot slipped and he was 
killed. McLaughlin lost his life, a 



ILLINOIS CENTRAL MAGAZINE 



woman lost a good husband, two chil- 
dren lost a father, the railroad lost a 
good employe, and the undertaker was 
the only gainer by this sad accident, 
which was caused by unnecessary 
chance-taking. Every trainman and 
every switchman on the railroad ought 
to be told about this accident and they 
ought to be reminded of the fact that 
they are not required to go between cars 
while they are in motion. If a coupler 
will not work, stop the cars right then 
and there and see what is the matter 
with the coupler. 

$1,350.00 was paid Paul H. Adams, 
brakeman, for serious injuries received 
while uncoupling cars, Broadview, 111., 
6:15 A. M., February 23, 1919. After 
uncoupling between 14th and 15th cars 
from engine Adams claims he signaled 
the engineer to pull ahead, which was 
done. He then reached over to set air. 
The engineer thought he was giving a 
back-up signal and stopped, and then 
started to back up without Adams' 
knowledge , resulting in Adams being 
crushed between the draw-bars. It was 
a case of misunderstanding of signals. 

$500.00 was paid on account of the 
death of J. H. Harer, brakeman, Ran- 
toul. 111., August 29, 1917. He went in 
to throw a switch so as to be ready to 
let his train out as soon as No. 9 passed. 
In some unaccountable way he was 
struck by No. 9 and killed. The supposi- 
tion is that he either walked too close 
to No. 9 and was struck, or that he sat 
down on the track and went to sleep. 
Every brakeman on the railroad should 
know about this case. This lesson 
might prevent some of them from doing 
the same thing which cost Harer his 
life. 



TWO COLORED BOYS UNDER- 
TAKE DANGEROUS EX- 
PERIMENT 

One day last month two small negro 
boys were set to watch cows while feed- 
ing on the right of way near Swan 
Lake, Mississippi. They had been cau- 
tioned to keep the cows off the track 
and also to stay off themselves as it was 



a dangerous place and they were liable 
to be run over and killed. 

They had heard that story before and 
to their youthful minds there was some 
doubt about those big engines and cars 
being so dangerous. They had seen 
them go by many times and had never 
seen them hurt anybody and did not be- 
lieve that they would hurt two small 
boys who had never done anything 
worse than to get on the railroad track, 
so they decided to test out their theory. 
They heard the freight train coming, so 
they both got on the track one lying 
lengthwise next to each rail on the in- 
side. The engineer did not see them 
until his engine was right upon them 
and he was unable to stop until about 
20 cars had passed over them. 

One of the boys had a slight cut on 
the back of his head. He said he raised 
his head to look around a little and 
something hit him. The other was not 
touched. 

Presumably these boys are satisfied 
with their experiment and may conclude 
that they have proven their case. As is 
so often the situation, even with mature 
individuals, it was an excess of curiosity 
which caused injury to one boy. He 
wanted to see what was going on while 
the train was passing over him, the same 
sort of curiosity that actuates those who 
investigate a loaded pistol, take a bomb 
to pieces to see what is inside of it, or 
to put just a little larger load into a 
cannon on the Fourth of July than was 
ever put in before, to see what will hap- 
pen. 

A few years ago a fireman on an en- 
gine at Jackson, Mississippi, discovered 
an old cannon shell among the coal in 
the tender of his engine. The engineer 
picked it up and tossed it into the fire 
box to see what would happen. He lost 
one hand and sustained serious other 
injuries as a result of his curiosity. 



MAKES A GREAT DIFFERENCE 
WHOSE OX IS GORED 

The conductor of a passenger train on 
the Lake Cormorant District, which runs 
through Quitman County, tells Claim 



ILLINOIS CENTRAL MAGAZINE 



55 



Agent Jolly of a circumstance to which 
the heading aptly applies. 

Some days ago an old mule lay down 
and died in a lot a short distance from 
the railroad. The right of way hap- 
pens to be fenced at that point so, un- 
fortunately for the owner of the mule, 
it was unable to reach the track, thus 
depriving the owner of a chance to claim 
damages on account of death caused by 
a train. Presumably this poor old ani- 
mal's long life of faithful toil entitled 
it to decent interment, but no one has 
seen fit to discharge this obligation so 
that the carcass has remained above 
ground. The weather has been very hot 
and the effluvium not at all pleasing to 
sensitive olfactories. 

Now, two or three years ago Quitman 
County distinguished itse 1 ^ by indulg- 
ing in a rather new line of damage suits 
which were somewhat inelegantly char- 
acterized by those who had to defend 
them as "Stink cases." Among the lot 
were some six or seven suits brought by 
different members of the Carlisle family. 
It seems that a couple of Quitman's 
razor-backs one day attempted to emu- 
late the example of numerous foolish 
humans and attempted to cross the track 
as Conductor Yard's "Cannon-ball" ap- 
proached. They missed their calcula- 
tions as to the speed of the train by one- 
eighth of a second and hence quickly de- 
parted this life. The section foreman 
with his crew came along next day, col- 
lected the fragments, dug a hole on the 
right of way, deposited them therein and 
threw a few shovel fulls of dirt on top. 
It was hot. The ground was hard and 
the track needed attention, so possibly 
the burial was too hastily performed. 
At any rate, after a short time a wan- 
dering canine disinterred the swine. 
Their weight was about l/50th that of 
the mule referred to, but it is not re- 
corded whether the stench was only in 
like proportion. 

At any rate, instead of the sire of the 
Carlisle family getting a negro and 
abating the nuisance by another and 
more effectual burial, he looked him up 
a lawyer and some eight suits at 
$2,000.00 each, against the Y. & M. V. 



Railroad, sprouted in the court. The 
first one tried drew a verdict of $100.00 ; 
the next one a verdict of $1.00 and the 
court fined the plaintiff $2.50 for ex- 
pectorating on the Court House floor. 
The remaining cases were continued and 
at the next term of court compromised 
for a trifle. 

The thing that appeals to Mr. Jolly, 
however, is the fact that the two little 
pigs should have provoked so much un- 
pleasantness, illness and mental anguish, 
and then litigation, whereas the un- 
buried mule producing a stench so great 
that the windows must be closed in 
coaches of trains and they run by the 
spot at double speed in order to avoid 
asphyxiation of passengers seems to 
have caused neither inconvenience, ill- 
ness nor litigation on the part of any 
of the local inhabitants. 

Is it not true that "it makes a great 
difference whose ox is gored," or to 
modernize it, it makes a great difference 
in the enormity of the offense whether 
or not it can be made the basis of a law 
suit against the railroad? 



AUTOMOBILE BEATS TRAIN 

OVER CROSSING BUT ONE 

OF THE OCCUPANTS 

KILLED 

On Sunday morning, June 26, Elisha 
Watson started out in his Chevrolet to 
carry his wife to the doctor at Webb, 
Miss. He and his young brother, who 
was driving, were on the- front seat and 
his wife was on the back seat. Ac- 
cording to the statements of the broth- 
ers, when they got about 200 feet from 
the railroad crossing at Mikoma they 
saw a freight train approaching the 
crossing at a high rate of speed. The 
older brother told the driver to stop, 
but he was going too fast to attempt 
that, so he went over the crossing like 
a streak of lightning, passing over when 
the train was still 100 feet away, the 
automobile running 200 feet while the 
train ran 100 feet. 

All might have been well had not the 
woman on the back seat heard her hus- 
band tell the boy to stop, which caused 
her to become frightened and jump out 



56 



ILLINOIS CENTRAL MAGAZINE 



of the car. Her head hit the ground 
about as soon as her feet and she died 
a couple of hours later. 

Thus ended a successful attempt to 
"Beat the Train Across." 



DAMAGE SUITS RECENTLY 

BROUGHT IN MISSISSIPPI 

AND LOUISIANA 

Booth Davis, colored laborer, sued in 
New Orleans for $10,900.00 on account 
of alleged injury sustained while han- 
dling sacks of flour on the docks at New 
Orleans, June 3, 1918. The sacks were 
piled in tiers eight sacks high. It was 
claimed a sack weighing 140 pounds 
slipped off of the tier striking him. It 
is hard to understand how such an acci- 
dent could cause serious injury. He 
was taken to the railroad hospital and 
kept there a number of days. The sur- 
geons in charge were unable to discern 
any serious injury. However, he 
claimed to be seriously and permanently 
injured and declined to settle on any 
other basis. Trial of the suit resulted 
in a verdict for the railroad. 

The railroad also won the suit of the 
Laurel Hill Gin Company and twelve 
companion suits, for destruction by fire 
of gin. machinery and cotton at Laurel 
H511, La., September 21 1917, which 
suits were tried at St. Francisville, La. 
The plaintiffs were wholly unable to 
show that the railroad had anything 
to do with setting out the fire. The near- 
est they were able to come to this was 
to show that a passenger train passed 
there a short time before the fire was 
discovered. Such proof is sufficient to 
get by in some states, but not in Louis- 
iana, as there thev hold it is necessary to 
produce some evidence of guilt on the 
part of the railroad and do not permit 
the court or jury to stick the railroad 
simply because it is not known how else 
the fire could have originated. 

The Supreme Court of Mississippi 
affirmed a judgment in favor of the 
railroad, based on a peremptory instruc- 
tion bv the trial court at Clarksdate. 
Miss., in the suit of Lee Alexander and 
wife for the death of their son, George 
Alexander, a colored switchman, killed 



coupling cars at Clarksdale, Miss., Octo- 
ber 15, 1917. The railroad tendered a 
substantial compromise to the parents a 
short time after the accident but they had 
been told they had a good case and noth- 
ing less than $10,000 would satisfy them. 



TOO MANY UNNECESSARY 
DAMAGE SUITS 

The recent talk about increasing the 
number of names in the jury lists of 
Jefferson county again calls attention to 
the fact that this community is greatly 
overburdened by frivolous and unneces- 
sary damage suits. 

These suits have reached a point 
where they are not only a real burden to 
those who are trying to build up and 
develop this great section, but they are 
also becoming a reflection upon the lead- 
ers of the local bar. For years Birming- 
ham, has heard of the so-called ambu- 
lance chasers and others who make it 
their business to foment unnecessary lit- 
igation and to trump up frivolous 
charges upon which suits can be based 
too often unfortunately for no other rea- 
son than to drive a compromise bargain 
by which they may profit. 

This has no reference to damage suits 
of real merit. In a great and growing 
community there are always cases of 
merit which must be settled by the courts. 
That is what our courts are for. Bu f 
it is not right to burden the dockets with 
a mass of suits, many of which were 
never intended to be brought to trial and 
which are held solely as a whip over 
someone's head to force a compromise 
for a figure which would be less than 
the cost of defending the action. 

Instead of making the jury lists larger, 
they should be made smaller. Serving 
upon a jurv is an unpleasant duty for 
any man who is the right kind of cit- 
izen, and whenever you hear talk of a 
man going out of his way to seek service 
as a juror, it may be put down that he 
has some ulterior motive or has some ax 
to grind or is one of the so-called "pro- 
fessional jurors" who have nothing else 
to do but sit around the! courthouse 
watching for an opportunity to pick up 
the $3.00 a day which the state pays its 
jurors for service. 



ILLINOIS CENTRAL MAGAZINE 



57 



These are not the kind of men Jeffer- 
son county or any other self-respecting 
county wants to settle differences which 
arise between its citizens. When con- 
troversies arise and cases must be tried 
we want the best men among us to sit 
upon their merits and pass upon them. 

But above all we want something done 
to lessen the number of unworthy dam- 
age suits. We want an industrial situa- 



tion here which will be an encourage- 
ment for other manufacturers to come 
in and help us build up the district in- 
stead of a condition which burdens them 
with damage suit hardships to such an 
extent as to make this not only an un- 
pleasant but an unprofitable place, in 
which to do business. The Birmingham 
(Ala.) Age-Herald, June 17, 1919. 



OUNDS LL, 





LiUle Talks with, ihe RamLL 



Noies of Interest lo' 
{fie Service ~Lli r 




, 

A Week -End Reunion 



"I see by the morning paper," said 
the Rambler, as he dropped in on me on 
the way to his room from off a subur- 
ban train, "that our Red Cross nurse, 
the Trunk Lady, is listed among the ar- 
rivals at New York on the latest trans- 
port." 

I was a little surprised at his calling 
my attention to this, as the lady re- 
ferred to had not been mentioned be- 
tween us since the time 1 teased him 
about her writing him of her engage- 
ment to an army officer whom she had 
met in connection with her duties in 
France. I think I have remarked on a 
previous occasion that to my mind the 
Rambler was pretty hard hit when that 
announcement was made.- At intervals 
however, the thought would come to 
me that perhaps I had mentally exag- 
gerated the situation, especially as very 
soon afterwards the Rambler seemed 
practically normal again ; beside which 
there had been the addition of the Pro- 
fessor's Daughter to his list of acquain- 
tances. In fact, it became apparent that 
the last lady very shortly became trans- 
ferred from, the page of acquaintances 
in the Rambler's address book to his 
memory tablet of friends. Neverthe- 
less, my mind was still in a state of 
speculation as to the real sentiment that 



had existed or had been growing up be- 
tween the Rambler and the Trunk Lady 
when he in a very matter of fact way 
thus called my attention to the news- 
paper report of her arrival in this coun- 
try. So a few days afterwards when I 
unexpectedly ran across Tyro in the 
club at lunch time and we had found a 
seat together, I mentioned to him my 
mental queries as to those two people 
and asked what he thought in the mat- 
ter. 

"Oh," he said with a smile, "I guess 
no wounds were ever inflicted very 
deeply on either side in that case, or if 
there were some scratches they have 
healed long since. In fact, you know 
the Trunk Lady reached the city three 
or four days ago, and having broken up 
her home when she left for France she 
is visiting us in our suburb. Incidental- 
ly her friend Miss Ouri is also ! '-with us, 
she having made the trip here especially 
to welcome home her most intimate 
friend, the Red Cross Nurse* The lat- 
ter and my wife have naturally had 
some confidences in regard to the en- 
gagement, and according to Helen the 
matter stands - about this way. The 
Trunk Lady, being a woman, intuitively 
knew that she had created an interest 
in herself on the part of the Rambler, 



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ILLINOIS CENTRAL MAGAZINE 



59 



but to what extent she could not gather, 
although she admits that possibly but 
for their separation it might have led 
to a serious sentiment. She on her part 
confesses to the fact that he interested 
her to a certain degree, emphasizing the 
fact that he was at least a good com- 
rade, and one that possibly might in time 
have awakened in her a tender feeling 
for him. She insists, however, that her 
feelings toward him never got beyond 
the platonic stage, and she doubts 
whether the Rambler in his mind ever 
reached a definite state of mind as to 
his desiring her for a life companion. 
But when she got into the midst of her 
work in France, for which she devel- 
oped a real genius and marvelous apti- 
tude which carried her through all her 
months in that country always in the 
evacuation hospitals near the firing line, 
she became first impressed with the 
masterfulness of the officers, as a 
class, with whom she necessarily came 
in contact. When in time therefore, the 
manly strength and bravery mixed with 
an underlying tenderness and regard 
for the physical and mental welfare of 
those in his command was forced on 
her attention by 'her Colonel/ she was 
drawn to him. At first, simply in ad- 
miration. ' Later a drawing toward each 
other began to be realized, and the'time 
soon came when both knew that when 
peace should come their place thereafter 
in life should be side by side. As for 
the Rambler, at the time of her en- 
gagement, and since, you perhaps do 
not know what we have always known 
that is, that he wrote her on receiving 
her personal letter of announcement. 
He wrote, she says, a most manly letter 
congratulating her and wishing her all 
happiness, saying that his acquaintance 
with her had been of such a nature that 
he trusted he might always be consid- 
ered her friend. Since then, whatever 
his secret thoughts were, he has been 
interested in hearing from time to time 
of her movements through us, and oc- 
casionally has sent her through Mrs. 
Tyro's letters some little bit of charac- 
teristic message along some jocose line. 
His interest in hearing from her seemed 



to be the same as he would display in 
hearing from or about any other ac- 
quaintance or friend. But I am remind- 
ed," concluded Tyro, as he signed his 
lunch check and arose from the table 
to go back to the office, "of a little 
scheme that Helen has in mind apropos 
of the Trunk Lady." 

"She proposes, as Independence Day, 
comes on Friday and the following Sat- 
urday will be a holiday, that a party of 
us shall go to the Dunes; and, as our 
scorching hot weather will probably 
continue, that we take along our bathing 
suits and also a blanket for each and 
sleep on those vast sand piles for the 
nights, making a three days week-end 
of it. For my part I would like to go 
down Thursday night, but Helen says 
'No'; that two nights will be enough, 
beside which she wants to make the be- 
tween four' and five mile approach to 
the lake and over the skirting dunes by 
daylight. In addition to the Trunk Lady 
and Miss Ouri and ourselves, jf all 
come who are invited, there will be the 
Professor and his daughter, and of 
course you and the Rambler are to be, 
included, as well as Snap Shot Bill and 
Slim .and Betty. Betty is Slim's wife, 
vou know, and I want to tell you she is 
'some Betty.' I like her. Incidentally, 
you might tell the Rambler about it in 
order that he may be prepared when 
Helen takes the matter up with him 
more definitely." 

Later, when I took the matter up in- 
formally with the Rambler I was much 
surprised at his receiving the week-end 
proposition cordially. I could not re- 
frain however from suggesting to him. 
in a rather interrogatory manner that 
the Trunk Lady would be there, whereat 
he said, "What of it? She is a good 
sport and I will be glad to see her again. 
I wonder if she has gotten over her 
teasing habits." So when the fourth 
came around it found the party com- 
plete as enumerated by Tyro, the Pro- 
fessor and his daughter making the trip 
to the city the dav before for the ex- 
press purpose of being of our number. 

It is not the purpose of this story to 
describe the three days doings, or how 



60 



ILLINOIS CENTRAL MAGAZINE 



we roughed it for two nights on the 
Dunes, sleeping on and under blankets 
only. Suffice it to say that on the first 
forenoon, after making a forty mile 
run on the steam cars to a small station 
in the back dune country, the pilgrim- 
age was made at leisure over what Tyro 
called the Swamp, Woods and Blow- 
out trail to the lake. The most of our 
wanderings and our play and our rests 
for the three days may be summed up 
by our being in the water, on the beach 
or on the high over-topping dune crests 
near the lake shore. The nature lovers 
found plenty to occupy their attention 
in the wonderful flora of the region. 
The Professor was never tired of not- 
ing and explaining the structural and 
destructive features that were in evi- 
dence on every hand as to the forma- 
tion and shifting characteristics of the 
wonderful sand dunes. As may be 
imagined, Snap Shot Bill was more 
than busy with his kodak, among other 
things he being constantly called on by 
Mrs. Tyro to make pictorial records of 
flowers. Slim and Betty managed some- 
how to get separated from the others 
quite often, for, as Bill suggested in his 
flippant manner, there were "Still 
large chunks of honey on their moon." 
He even went so far as to make a rec- 
ord of this last fact by snapping their 
picture from behind as they sat on the 
beach in fond embrace on a huge log 
of driftwood, contemplating the splen- 
dors of the sun as it was going down 
into the broad waters of the lake. 

Although the days were warms some- 
where there could always be found a 
breeze, and on the going down of the 
sun a coolness followed which made the 
sleeping blankets desirable as covers as 
well as forming a mattress on the sand. 
It was during the cool evenings that a 
fire of driftwood was built on the beach 
for the double purpose of cooking cof- 
fee for the evening meal and to replen- 
ish the thermos bottles for the next 
day's supply. On the first of these eve- 
nings around the dying embers of the 
fire the Trunk Lady was coaxed to re- 
late some of her experiences in France. 
She spoke modestly, and presumably not 
too freely on some phases of the mat- 



ter; for, being a graduate nurse who 
had practiced her profession before her 
marriage, she had been in position to 
be of unusual service and have experi- 
ences not given to the most of her sis- 
ters in the same line of work during the 
great conflict. . On the second evening 
around the fire the conversation was 
more general, and much to the amuse- 
ment of the others the Trunk Lady be- 
gan to tease the Rambler a bit as in the 
old days. The mood had evidently come 
to her through a little episode which had 
set us all in more or less merry mood. 
The question of a supply of water had 
arisen, and while in an emergency we 
might have taken it from the lake the 
concensus of opinion was that if some- 
one would go to the lone fish house 
some three quarters of a mile away 
along the beach and fill our pails from 
the pump that seemed to be common 
property there, the water would be bet- 
ter for our purpose. A remark to that 
effect had first been but incidentally 
made, but when shortly afterward the 
matter was referred to again the Ram- 
bler and the Professor's Daughter were 
seen walking off toward the pump, each 
with a pail. Bill who first made the 
discovery said to me as I started to 
follow with a third pail, "Let 'em alone. 
They will bring back water enough," 
and so it happened that they made the 
trip unembarrassed by company. 

"They were gone a mighty long 
time," Slim remarked to Betty as they 
returned, but the applause of the crowd 
was given them when it was discovered 
that they had also brought back with 
them several pounds of fresh sturgeon. 
The Professor's Daughter seemed to 
be in rather a hurry to explicitly explain 
their long absence by telling how they 
came to get the fish. The pump, as has 
been said, was at a fisherman's shack 
and on reaching it they found he had 
just got in from off the lake bringing 
with him a catch of several sturgeon. 
Hje killed one of them on the spot and 
dressed it for them while they waited. 
?nd she hoped it would make a good 
supper. Bill said it would, while Tyro 
remarked that it would be a matter of 
taste ; he knew of better fish. Between 



ILLINOIS CENTRAL MAGAZINE 



61 



the two, for they were the cooks on the 
occasion, it was finally prepared for the 
supper. The latter was eaten amid 
much merriment, for in a way that 
women will have sometimes, ' the ladies 
of the party had seemed to find some- 
thing particularly amusing in the wan- 
dering off by themselves of the Ram- 
bler and the Professor's Daughter; and 
particularly in the bringing back of the 
fish as a peace offering, they chose to 
assume, for the rest of them having 
been thus deserted. The Trunk Lady 
was the leading spirit in this line of 
humor, and she began covertly teasing 
the Rambler; "stirring him up," as she 
said in an aside to Mrs. Tyro, on vari- 
ous subjects. 

The Rambler was not surprised, 
therefore, when, after the evening meal 
and all pertaining thereto had been dis- 
posed of and the little party was com- 
fortabi) at rest in various positions on 
the sand, she suddenly turned the sub- 
ject by asking him if he remembered 
their first meeting. "I certainly do," 
was the response. "It was at that 
southern resort where I was fortunate 
enough to be able to be of some slight 
service to you in finding your lost 
trunk." "And where," she immediately 
added, "we had a little argument as to 
whether or not a woman generally gets 
the worst of it in travel." "Which I 
trust," the Rambler quickly responded 
as he viewed with a somewhat woe-be- 
gone expression the crushed cigar that 
he had fished out of his pocket, "I 
proved to you by examples was a false 
premise." 

"Ah," unexpectedly broke in the Pro- 
fessor, "that question as to whether or 
not women get the worst of it in travel- 
ing makes an interesting problem if the 
premise is really true ; which I do not 
admit. However, I look at the matter 
this way." He then went on to dis- 
course, in a very careful and somewhat 
deep analysis, on female mental charac- 
teristics, in which he attempted to ex- 
plain chiefly why the ladies got in to 
trouble in traveling. The spirit of his 
remarks was not at all derogatory to the 
fair sex. He seemed to seek reasons 



rather than to criticize, and apparently 
made a good case of the general propo- 
sition that even when trouble does 
come to them its nature is such as would 
not be a trouble to the average male. 
Of course there was more or less ban- 
tering and laughing protest on the part 
of the ladies during the course of his 
remarks, although as a whole they were 
amused rather than offended at his thus 
taking up the matter at all. 

"What do you say, Rambler?" the 
Trunk Lady interrupted, "to the Pro- 
fessor's argument"; and she looked at 
Mrs. Tyro significantly as much as to 
say, "let's get him going." 

The Rambler seemed to study his re- 
ply rather carefully, as having found an 
unbroken cigar in another pocket he 
first proceeded to light it before an- 
swering. Finally he said, "I do not 
think I care to tilt lances with the Pro- 
fessor on any subject involving the 
whys and wherefores of the actions of 
your charming sex. I will, however, tell 
you a little experience we once had with 
a lady in which will be found possible 
illustrations of several of the points 
that the Professor has made. Do you 
want to listen to it or would it be out 
of harmony with the spirit of this glo- 
rious out of doors life what we are now 
leading?" 

"Oh, go on," said all the ladies in uni- 
son, Mrs. Tyro and the Nurse again ex- 
changing significant glances as much as 
to say, "We've got him started." The 
Rambler hitched up into a more com- 
fortable position on the sloping sand 
dune on which they were sitting, and 
after looking at the end of his perfectly 
good cigar to see if it was burning, be- 
gan. 

"Two winters ago a lady with two 
children, both of the latter being under 
the age requiring the payment of fare, 
purchased a round trip ticket from a 
certain central point on our line, which I 
will call Station A, to a southern coast 
resort which I will call resort B. She 
made the going trip and also the return 
trip on that ticket to within ten miles of 
her destination ; that is, Station A, when 
the train was held up for thirty hours 



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ILLINOIS CENTRAL MAGAZINE 



account of a washout. The break was 
first experienced ahead, but before the 
train could be backed to the nearest sta- 
tion from which a detour could be start- 
ed a washout also occurred in the rear. 
Hence the train was pinched at both 
ends for the time specified. Circum- 
stances were such that our operating de- 
partment were able to first make re- 
pairs at the rear, after which the train 
was backed out of its difficulties to a 
point from which a detour was begun 
over a foreign road. The detour was 
of necessity a long one, but it was the 
best that could be done under the cir- 
cumstances, and our own line was 
reached at one of our large terminal cit- 
ies, which I will call Station C. This 
station was not on the same line with 
Station A from which the lady started. 
Therefore a further detour over our 
own lines was necessary before she 
could be carried to her legitimate des- 
tination. Consequently, she elected to 
leave the train at Station C; and, inci- 
dentally, from that city she made an en- 
tirely independent trip to another city 
and return and then started on a sec- 
ond independent trip in still another di- 
rection. In other words, she abandoned 
her train at Station C and did consid- 
erable travel entirely independent of the 
destination of her original ticket. But 
she did not shake herself free of us in 
the matter of complaint and claim, not- 
withstanding the fact that our represen- 
tative at Station C, having authority in 
such matters, gave her much attention 
and consideration in the endeavor to 
make things as easy for her as was pos- 
sible in connection with her return to 
Station A. She sent the unused portion 
of her round trip ticket, which was still 
good from the point where the washout 
occurred, to the agent at Station A of 
whom she originally purchased it, ask- 
ing for refund. Incidentally she thanked 
him for forwarding her trunk (which 
had reached his station after the wash- 
out had been fully repaired) to the city 
to which she went from Station C on her 
own volition. She also wrote direct to 
the 'Bureau for Suggestions and Com- 
plaints' at Washington, explaining her 



trip to the resort from which she had 
come and the delay account of the 
washouts, and made claims for certain 
meals for her two children and herself, 
and for a small amount charged for an 
upper berth for the two children on the 
night while the train was stalled; claim- 
ing that a charge should not have been 
made inasmuch as she would have left 
the train before bedtime that evening 
but for the unavoidable holding of the 
train. 

"Of course investigations and reports 
of the entire situation followed, from 
which various interesting items devel- 
oped. Among them, the fact that the 
conductor of the train on which she 
rode from the resort to Station C of- 
fered her the option of getting off at the 
station from which the detour began to 
await the next through train after the 
line should be open, or of going through 
to Station A via the detour; although, 
in the latter case she would be obliged 
to change cars en route and double 
back for a few miles, as by the detour 
her train would skip a portion of its reg- 
ular route. Both of these alternatives 
she declined, saying that she would ride 
to Station A in the sleeping car in which 
she started. At Station C she seemed 
to have changed her mind"- -"A wom- 
an's prerogative," exclaimed the Trunk 
Lady "and refused to continue to her 
original destination via the detour over 
the only lines open at that time. So she 
left the train and called our representa- 
tive by 'phone to her hotel to adjust 
matters, as she said. It developed at 
the interview that followed that her 
main contention at the time was that she 
should not have been called on to pay 
an additional half fare from resort B 
for her two children, whom she had put 
to bed in the upper berth over her lower. 
After its being explained to her, how- 
ever, that it was not a charge of fare 
for the children, but in accordance with 
the requirements of one and one-half 
tickets for the exclusive use of a sleep- 
ing car section, she was apparently sat- 
isfied at the time on that point. It has 
since been claimed that the conductor 
had some difficulty in collecting this 



ILLINOIS CENTRAL MAGAZINE 



63 



additional half fare, and that she was 
rather arbitrary about paying it, al- 
though she made no complaint that the 
train conductor used undue persuasion. 
But on the following night, when the 
train was delayed by the washout, she 
again bought the upper berth for the 
children; the first purchase that I have 
mentioned having been for the first night 
only. It was for this second night's 
use of the upper that she made claim 
for refund. Our representative at Sta- 
tion C agreed to arrange for her passage 
over a more direct line than ours back 
to her original destination as soon as 
that foreign line was open, for it, too, 
had been caught in the washout. In 
the meantime, however, she concluded 
to go to one of the additional cities I 
have mentioned, instead of going back 
to where she started ; and .it was to that 
city the Agent at Station A forwarded 
her trunk. On her later returning to 
Station C our people, for the sake of 
being as good to her as was possible, 
stretched a point in the regulations by 
reserving a sleeping car berth for her 
on our crack train that went part of 
the distance to the third of the cities 
that I have mentioned, and which was 
many miles beyond our own line. Her 
appreciaHon for this was to ask that on 
a through ticket to her foreign destina- 
tion she be allowed a four days' stop- 
over at our terminal, and her trunk 
checked to that point; neither of which 
it- was possible for us to do, as the 
ticket she had purchased was condi- 
tional on through passage." 

"Oh. cut it short, Rambler," said 
Snap Shot Bill, as he tossed a cigarette 
butt aside and began to stretch. "I 
want to go in swimming before rolling 
in my blanket for the night." 

"You would not be so nervous if you 
did not smoke so many of those paper 
sticks," was the retort. "That is the 
sixth one I have seen you smoke since 
supper." 

"Let him alone, Bill," said the Trunk 
Lady, "he is doing very well, but I do 
wish he would put a little speed on, to 
get where we find out what the railroad 



company did. We know all of the wom- 
an's actions, and I suppose, as usual, she 
got nothing in the end." This, of 
course, was in a spirit of mischief, and 
the Rambler so understod it, but he pre- 
tended to be somewhat nettled, and re- 
plied, "Of course, she got nothing. 
Nothing was coming to her. As to the 
refund she asked on the unused portion 
of the ticket, in carrying her to Station 
C, we actually gave her more service 
than she paid for; for, of course, you 
must know, that on her electing to end 
her journey at that point she became a 
return passenger from Resort B to 
Station C, instead of a round trip pas- 
senger from Station A. It was no fault 
of the railroad that we were unable to 
get her to her original destination at the 
specified time, but we did agree to get 
her there, and would have done so, had 
she stood by us, at the earliest possible 
time without extra charge. Of course, 
we told her so, taking extra pains to 
try to make the situation clear. Her 
comeback, however, was an argument 
on the points covered in our letter of 
advice, and the additional charge that 
'the conductor was a grouch.' It 
seemed to be characteristic of the lady 
in the course of correspondence, and in 
dealing with us through our representa- 
tive, that each time a claim for com- 
plaint was brought up by her and an 
adustment suggested, she would re- 
pudiate the latter and bring up another 
complaint not previously mentioned. 
So, as there was nothing specific in the 
charge about 'the grouch,' and as the 
matter of courtesy and the maintenance 
of proper attitude toward passengers, 
even under trying circumstances, has 
been preached to conductors for years, 
we did not reopen the case in that con- 
nection." 

"How about the eats," said Bill, 
reaching over at the same time to one 
of the open grips lying nearby and help- 
ing himself to a sandwich. 

"Nothing doing," laughed the Ram- 
bler. "The delay necessitating extra 
meals was not due to negligence on the 
part of tb e railroad or any of its em- 



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ILLINOIS CENTRAL MAGAZINE 



ployees, but was occasioned by an un- 
precedented heavy rainfall over which 
we naturally have no control." 

"As Bill has apparently been satis- 
fied," Miss Ouri laughingly said, as she 
noticed that Irrepressible was paying 
more attention to his sandwich than to 
the Rambler's reply, "Let's wind the 
whole matter up by asking what became 
of the claim for the cost of the upper 
berth. Being something of a traveler 
myself I am a bit interested." 

"Also nothing doing," was the cheer- 
ful response. "She was entitled to take 



her children to bed with her in her own 
lower without extra cost, but if she was 
disposed to give them better accommo- 
dations it was right that she should pay 
for it." 

"Well," said the Professor, "in that 
story I see beautiful illustrations of sev- 
eral points I have just been making. 

for instance " ^.Oh, never mind 

that now, Papa," said his daughter. 
"Let's all have one more dip in the lake 
before bedtime." The suggestion 
seemed to take unanimously, for the 
entire party began to dig about in grips 
and baskets for their bathing suits. 



Notes of Interest to the Service 



The National Dairy Show, to be held in 
October at Chicago, has a marked bearing 
on the professional interest of the great 
number of breeders of pure bred dairy cat- 
tle, dairy farmers, creamery men, butter- 
makers and others located on or in the 
vicinity of the Illinois Central and the 
Y. & M. V. Hence the following from the 
publicity department of the National Dairy- 
Show, setting forth in brief of what the 
show is to consist is given agents in order 
that they may be informed and in position 
to answer inquiries if applied to for infor- 
mation on the subject: 

"Shall America be required to furnish 
war-torn and war-scarred Europe with 
dairy cattle from our own herds or will 
our dairy products take care of the needs 
of the countries across the seas? 

"This is a question of paramount impor- 
tance to every person connected with the 
dairy cattle industry; it is so important that 
it hardly can be overestimated. 

"At the great National Dairy Show, in 
Chicago, this year, the Federal Govern- 
ment will bring to the show some accurate 
idea of dairy cattle conditions as they exist 
the world over at the present time, and 
will endeavor to answer the questions just 
propounded and other vital questions con- 
fronting the dairy cattle industry. 

"For these, and for other reasons, the 
National Dairy Show at Chicago this year 
holds out a much greater interest for those 
connected with the dairy cattle industry 
than ever before. Congress has just ap- 
propriated $25,000 to cover the expense of 
Government participation in the Dairy 
Show. Numerous departments of the Gov- 
ernment are co-operating in the task of 
bringing to Chicago accurate and trust- 
worthy knowledge of dairy conditions and 
exhibits that cannot help but be of interest 



to dairy cattle raisers. The Government 
exhibits will be one of the big features of 
the coming show. An international clear- 
ing house on dairy conditions will be es r 
tablished by the Government at the show 
and the Department of State has formally 
announced this fact to foreign govern- 
ments and has asked them to send dlega^ 
tions or commissions to Chicago at that 
time for the exchange of information and 
ideas. 

"The National Auction Sales of cattle 
will be an added attraction for cattlemen 
and an exhibit of Cow Test Association 
cows, gathered from all sections of the 
country, will be exceedingly interesting. 
The different breed associations are start- 
ing a friendly rivalry to bring out ther 
best herds and are calling on their respec- 
tive exhibitors to rally to the flag of the 
breed with their exhibits. 

"The National Dairy Show this year will 
be bigger than ever before in every depart- 
ment. The exhibit space will be filled with 
machinery for the factory, farm and barn. 
Every foot of this space already has been 
sold. The educational features, such as 
Children's Welfare Work. State Leader 
Work and Domestic Science, will be under 
the direction of America's best women 
workers and will be so conducted as to 
erive cattlemen a better idea of the relation 
of this industry to the whole scheme of 
humanity than most have possessed here- 
tofore. The dates of the great show are 
October 6th to 12th. The show coming as 
it does after all other fairs will make it 
easy for cattlemen and the members of 
their families wives, sons and daughters 
to attend. 

"Make a notation of the date now and 
determine that nothing will keep you away 
from Chicago at that time." 



ILLINOIS CENTRAL MAGAZINE 



65 



The following changes in schedules and 
in car service of interest to our agents 
have taken place since the last issue of this 
magazine and are in addition to changes 
concerning which special circulars have 
been sent out: 

Big Four Route: Extensive changes 
have taken place, among which are the fol- 
lowing: The Knickerbocker Special Train 
No. 18 for New York. Boston and the East, 
leaves St. Louis at 2:00 p. m., instead of 
at noon, as formerly. Train No. 14 leaves 
St. Louis daily at 12:00 noon for Cleveland 
and principal intermediate stations. Train 
No. 7. for St. Louis, leaves Mattoon at 
12:40 p. m. instead of at 1:15 p. m. Train 
No. 8, for Mattoon, leaves St Louis at 
6:00 a m. instead of 7:15 a. m. New Train 
No. 34 leaves Chicago daily at 9:20 p. m. 
for Indianapolis and Cincinnati; carries 
sleeping car and coach, Chicago to Cin- 
cinnati. Train No. 46 leaves Chicago at 
11:30 p. m. instead of 11:05 p. m. Train 
No. 4 between Kankakee and LaFayette, 
has been discontinued. 

Wabash: The "Banner Limited" is now 
operated to enter the St. Louis Union Sta- 
tion via Delmar Avenue station instead of 
the Washington Avenue station, leaving 
Chicago as formerly, but run on a slightly 
faster schedule, arriving at St. Louis Union 
Station at 7:58 p. m. Train No. 15 now 
leaves Decatur at 2:30 p. m. instead of 
at 2:45 p. m., reaching points along the 
line 15 minutes earlier and arriving St. 
Louis at 6:20 p. m. Train No. 50, De- 
catur LaFayette accommodation, leaves 
Decatur at 3.25 p. m. instead of at 3:45 p. m. 
Train No. 11, St. Louis Omaha Des 
Moines, leaves. St. Louis at 7:30 p. m. in- 
stead of at 8:00 p. m. as formerly. 

Chicago, Milwaukee & St. Paul: A 
standard sleeping car is now being oper- 
ated between Sioux City and Murdo Mack- 
kenzie, leaving Sioux City west bound on 
Train No. 103 on Mondays, Wednesdays 
and Fridays, connecting at Mitchell with 
new Train No. 3-103. leaving Mitchell at 
1:00 a. m., Tuesdays, Thursdays and Sat- 
urdays, arriving at Murdo Mackenzie at 
9:15 a. m. 

Great Northern: A 12-section one draw- 
ing room standard sleeping car is now 
being operated daily from Chicago to 
Spokane, westbound on the C.. B. & Q. 
No. 49 and the Great Northern No. 1, leav- 
ing Chicago at 9:45 p. m. 

Pennsylvania Lines West: Train No. 30 
now leaves St. Louis at 12:02 p. m. as for- 
merly, and arrives at New York at 1:52 
p. m. instead of 3:10 p. m. No. 26 leaves 
St. Louis at 12:40 p. m. instead of at 12:15 
p. m., arriving at New York as formerly. 



the association that is devoted to its ex,- 
ploitation and development. The editorial 
is in part as follows, and will probably be 
of interest to agents of the "Central Mis- 
sissippi Valley Route." 

"Here is a territory containing about 
two-thirds of the nation's farm acreage; 
producing three-quarters of its wheat and 
cattle, more than four-fifths of its corn, 
hogs, iron ore; about 70 per cent of its 
cotton and petroleum; more than half the 
soft coal and wool; nearly half the lumber. 
It contains also a huge manufacturing in- 
dustry. It has no deserts, no great bar- 
rens. Looked at offhand, one would say it 
was about all right as it stood, and needed 
associating, organizing, developing or re- 
claiming, rather less than any other ex- 
tensive region on the globe. 

"Nevertheless, it has an association, 
which held its first annual convention at 
Chicago not a great while ago, and there 
is very much for that association to do. 
For one obvious thing, this valley has the 
greatest river system in the vyorld. At 
present its rivers do comparatively little 
good except for scenery, and a great deal 
of harm, periodically, bv floods. Naturally, 
the association wants to turn that vast nat- 
ural asset to better account. In spite of a 
cultivated farm acreage larger than the 
area of most nations, there are great tracts 
that can be reclaimed for cultivation, other 
tracts that can be made more fertile. Com- 
pared with what it might produce of goods 
that men and women want, what it now 
produces is only a fair start." 



An editorial in a recent issue of the 
Saturday Evening Post was devoted to our 
great Mississippi Valley and the work of 



He hears he is to have two weeks. 

He tears to the railway station. 

He accumulates fifty folders. 

He hurries home and spreads them out. 

He holds a long conference with the 
wife. 

He decides to go to the seashore. 

He learns that his wife prefers the moun- 
tains. 

He agrees to compromise with her. 

He agrees to go to the mountains. 

He plans three weeks for the big vaca- 
tion. 

He is sick and tired of the noise in town. 

He has an apartment near the elevated. 

He says the roar of trains kills him. 

He knows it will be immense in the 
country. 

He plans fourteen nights of sound sleep. 

He gets on the train with his wife. ' 

He arrives at the old farm in the hills. 

He is welcomed bv the wife's folks. 

He jumps into bed with a whoop. 

He gets ready for the big snooze. 

He hears some strange sounds. 

He hears tree-toads and crickets. 

He hears the old hound baying at the 
moon. 



66 



ILLINOIS CENTRAL MAGAZINE 



He 
He 
He 
He 
He 
He 
luck. 
He 
He 
He 
He 
He 
He 
He 
He 
He 



slaps at mosquitoes, 
gets to sleep about 4 o'clock, 
sleeps a half hour and then 
hears the hired man getting up. 

tries it again the next night 
tries it the third night with no more 

makes up his mind on the fourth day. 
leaves his wife on the old farm, and 
beats it back to the noisy city, 
crawls into bed in the old apartment, 
hears the "L" trains banging away, 
hears the rattle and roar of wagons, 
hears a thousand auto horns, but 
doesn't hear them long, because 
is sound asleep in five minutes. 

Chicago Herald and Examiner. 



not so alt'gether willin' to trus' me, sah." 
Exchange. 



Scientific Parent Con a stroll) "You see 
out there in the street, my son, a simple 
illustration of a principal in mechanics. 
The man with the cart pushes it in front 
of him. Can you guess the reason why? 
Probably not. I will ask him. Note his 
answer, nvy son." (To the 'Coster): "My 
good man, why do you push that cart in- 
stead of pulling it?" 

Coster " 'Cause I ain't a hoss, you old 
thickhead." London Blighty. 



"Rufus, aren't you feeling well?" 

"No. sah. I'se not feelin' very well, sah." 

"Have you consulted your doctor, 

Rufus?" 

"No. sah. I ain't don't dat, sah." 
"Why? Aren't you willing to trust your 

doctor, Rufus?" 

"Oh, yes, sah. But de trubble is he's 



"Bill Moon's wife presented him with a 
new daughter Tuesday," says the Warfield 
Item. "He celebrated bv getting drunk 
and the judge fined him five dollars, but 
Bill had only twenty-five cents left." 
Here's a case where a new Moon was fol- 
lowed by a full Moon and a Moon in the 
last quarter in quick rotation. Boston Trans~ 
script. 



"I want a lower berth on the midnight 
train to New York." 

"No more lowers," said the clerk. 

"Then I'll take an upper." 

"No more uppers." 

"Well, do what you can for me." 
"I'm doing it now. All I can do is to 
sympathize with you. Clipped. 



A man in Ohio had a strong civic spirit, 
and when he died he left all he had to the 
citv. All he had was a wife and nine chil- 
dren. Clipped. 



"And shall I be able to play the piano 
when my hands heal?" asked the wounded 
soldier. 

"Certainly, you will," said the doctor. 

"Gee, that's great I never could before." 
Boston Transcript. 



such 



"Phew! How can vou smoke 
cigars as this one you've given me?" 

"I can't. That's one vou handed me yes- 
terday." Exchange. 



COURTESY 

AND 

EFFICIENT SERVICE 

ALWAYS i^g_. 



A Wave oftkeHand to tke. 
Crew of a Massing Train 
is Typical of tke 
Spirit 



n 



00- operation. 




i# 




TUltfC 




sin 





The Flood at Water Valley, Miss., March 1 6, 1 9 1 9 

By W. E. Hoyt, Division Storekeeper, Water Valley," Miss. 



TTT'H'ILE the immortal Shakespeare 
** asks: "What's in a name?" con- 
tending that a rose by any other name 
would be just as fragant, nevertheless 
not on the map is there a city more ap- 
propriately named than Water Valley, 
Miss., and Dame Nature never misses 
an opportunity to prove it. In spite of 
the fact that quite a while ago the state 
of Mississippi declared this little city to 
be "dry" and her male population may 
never again rest its foot on the rail at 
the bar, still "wet" days down here are 
by no means infrequent. 

But one Sunday last March all pre- 
vious records were broken. Early in 
the afternoon the appearance of the sky 
caused considerable apprehension and a 
heavv rainstorm, was anticipated. All 
possible precautionary measures were 
taken, entrances to stores and business 
houses "bulk-headed," etc., which 
availed little, however, to combat the 
force of the flood when the "heavens 
opened." 

At half past five Sunday afternoon, 
March 16th, the worst cloudburst and 
rainstorn ever known in this locality hit 
Water Valley and kept it up for at least 
an hdur and a half. Noah, securely shel- 
tered in the Ark, never saw the heavens 
weep more copiously than they did that 
afternoon at Water Valley, and more 
than one citizen of this town sorely 
wished that he, too, had been given a 
little advance notice and had built an 
ark. 

Words cannot describe the deluge of 



water which came pouring in upon this 
the town, which drains the surrounding 
little city! The creek running through 
high country soon overflowed its banks 
and the entire locality was inundated to 
a depth of between three and one-half 
or four feet. The force of the flood 
wrought considerable damage in that 
small buildings, platforms, stacked lum- 
ber, etc., were washed loose and carried 
great distances, and in their stead was 
deposited sand, mud and other debris. 
Many business houses were flooded to a 
depth of one and one-half to two feet, 
and the Railroad Company's Shops, 
Storehouses and premises were sub- 
merged to about the same extent. In 
many places the force of the rushing 
water dug deep ditches or gullies, de- 
positing the refuse elsewhere, and the 
Railroad's property sustained great 
damage due to the proximity of the 
Storehouse and Yards to the creek 
which runs through the city. 

Owing to washouts on line of road, all 
train movement in this locality was sus- 
pended for over four days. The Ma- 
chine Shops at Water Valley were en- 
tirely closed down until the morning of 
March 20th and the Car Department did 
not resume partial operation until Mon- 
dnv morning of the following week. 
Although the water subsided rapidly, the 
Railroad's forces were busily engaged 
in removing the mud. sand, etc., from 
the Shops. Storehouses and premises 
an average of fifteen or twentv cars of 
debris being removed daily. Practically 



f>8 



ILLINOIS CENTRAL MAGAZINE 



69 



three hundred cars of sand and dirt 
were hauled out of the Shop Yard and 
dumped on the right-of-way for filling- 
purposes. 

The Supply Department's lumber 
yards were very badly damaged it being 
necessary to rebuild 720 feet of lumber 
ramps and use in "filling in" about 
twenty carloads of cinders. Owing to 
heavy receipts of lumber prior to the 
flood, the work of reconstruction was 
slow, on account of the large amount of 
rehandling necessary. In addition to de- 
terioration account of lumber being 
water and mud soaked, considerable 
Company lumber was scattered over the 
town and washed down the creek back 
of the Lumber Yards. More than half 
of a two hundred foot car casting plat- 
form was washed away when the levee 
of the creek gave away, allowing a large 
number of castings to fall into the creek, 



which had to be recovered by digging out 
of the sand on the creek bed. 

Thanks to the quick action of all con- 
cerned, the loss of Company material 
was slight, a small amount of finishing 
lumber being water and mud soaked be- 
fore it could be reclaimed, and rendered 
unfit for use. Practically all of the lum- 
ber which had been washed away was 
located, hauled back to yards and re- 
stacked. The expense to the Railroad 
brought about by the work of reconstruc- 
tion, which was finally completed about 
June 15, ran into considerable money. 
Heavy rains following the flood seri- 
ously retarded the reconstruction work. 

There are here shown a few "before 
and after" views of certain parts of the 
Railroad's property the morning after 
the flood and the same locations follow- 
ing the "clean-up." 




1 Section of lumber yard morning after flood. 2 Section of lumber yard following "clean- 
up." 3 Casting platform after flood, showing debris. 4 Casting- platform after olean-up." 
5 Car department casting platform morning after flood. 6 Car department platform after 
reconstruction. 



70 



ILLINOIS CENTRAL MAGAZINE 



The Mississippi Division as well as 
Water Valley Shops and Storehouse or- 
ganization certainly faced a big under- 
taking in the matter of readjustment fol- 



lowing the flood and it can readily be 
imagined that for some little time reg- 
ular duties were discharged under great 
difficulties. 



Things We Should and Should not Do 



Keep your feet off of .the seats and fin- 
ished work in passenger cars. If you 
put your feet on the furniture at home, 
of course we can't expect anything bet- 
ter from you. 

Don't stay in that fire box or tank 
too long. Keep the hammer working so 
they will know that you are on the job. 
Get me? 

You clerks and others using station- 
ery, don't waste the top sheet of a pad 
of paper! It can be brushed off and 
straightened out. Do you tear off six 
sheets from the pad when needing four? 

Defend the Railroad against "knock- 
ers." Did the Company ever ask you to 
do anything wrong? Then it must be the 
employe and not the Railroad. If em- 
ployes carry out instructions; it will 
eliminate to a great extent excuse for 
knocking. 

Don't you remember walking into sev- 
eral offices last month and noticing the 
electric lights burning at eleven o'clock 
on a fine, bright morning? What com- 
ments would be made if "the wife" al- 
lowed such waste at home? 

Do you use the short ends of lead 
pencils? Holders for helping toward 
this end can be bought for four or five 
cents each. 

Why leave that wheel-barrow or truck 
in aisles of warehouses, shops, etc? Did 



you ever fall over an object of this kind 
in the dark? 

You "deadheads," riding in crowded 
passenger cars, give that revenue pas- 
senger a seat ! Perhaps it is an old lady 
or a woman with a child. Stop and con- 
sider that every revenue passenger helps 
(he Railroad pay the bills, by which you 
are benefited. 

Did you ever wonder what becomes of 
all the pins manufactured by the ton 
every year? A receptacle on your desk 
to hold pins removed from correspond- 
ence instead of throwing them away 
means quite a saving in a year's time. 

When oiling rail joints, put some of 
that oil on those rusty bolts left out in 
the weather which are deteriorating. It 
will benefit the Railroad as well as you 
when applying. 

Shut your machine motor off when 
machine is idle. Current costs money 
these days. 

Who is doing it? What? Cutting 
air hose off of nipples and couplings? 
Let's get him! 

Who scratched that match on. that 
new coach just out of the shop? I won- 
der if he scratches matches on his piano 
at home! 

Goodbye. Will see you in the Sep- 
tember issue. 



Royalty Honors Former Supply Department 

Employee 



"Well, what WILL she do next?" 
was the comment of those who knew 
Miss Josephine Marie Kelly when they 
read on, the front page of the Chicago 
Tribune of July 2 that she had com- 
pletely won the heart of none other than 
the young King of Greece! During 



1910 and 1911 Miss Kelly was in Com- 
pany service as a stenographer in the 
General Storekeeper's Office at Burn- 
side, and the "old timers" who knew 
her, to a man, highly congratulate King 
Alexander, and compliment him on his 
choice. 



ILLINOIS CENTRAL MAGAZINE 



71 



To quote briefly from the "write-up," 
Miss Kelly, who has been uoroad for 
some time doing Red Cross work, was 
seen last January by His Majesty at a 
tea given in his honor in the Athens 
royal circle. The chic, young person, 
in her neat Red Cross uniform, with 
her violet-blue-eyed, jet-black-haired 
Irish beauty, surely did make him "sit 
up and take notice," and he demanded 
an introduction. Not at all abashed was 
little Miss Kelly, and in her free, easy 
manner she brilliantly chatted with His 
Royal Highness and won her way 
straight to his heart. Since their first 
meeting the young King has paid 
marked attention to Miss Kelly most 
persistently has he : sought her com- 
pany, and all Athens, in fact the Courts 
of Europe, are breathlessly awaiting the 
outcome. Alexander is so democratic 
the American girl is so attractive, 
so bewitching you can never tell what 
pranks "Dan Cupid" is up to ! Why, 
"Dame Rumor" says that Alexander 
will make her his Queen ! 

And so the "old timers," who are 




MISS JOSEPHINE MARIE KELLY 

willing to stake all on the quaint, viva- 
cious little girl who was wont to put 
glue in their hats, pins in the cushions 
of their chairs who understandingly 
listened to their various tales of woe 
and scolded them and said pretty things 
to them in the same breath, are also 
eagerly awaiting developments. But 
"Uneasy lies the head that wears the 
crown." Why even a Greek King is 
not good enough for Josie! 



Prevent Fire Losses Study the Causes' 
Dangers of Gasoline 

G. R. Hurd, Supervisor of Fire Protection 



CATALITIES on account of gaso- 
1 line fires are on the increase and, 
in harmony with experiences respecting 
human indifference, the increasing use 
of gasoline and other liquids which are 
dangerous because of their ready inflam- 
mability, will probably increase the num- 
ber of accidents which qause loss of life 
as well as great damage to property. 

A feature, however, which is not 
readiy comprehended and which is a 
serious source of danger is the fact that 
a mixture of the gasoline vapor and air 
is highly explosive under certain condi- 
tions. 

When we hear of a disastrous gasoline 
explosion we may be sure that it resulted 
from the mixing of the vapor from the 
gasoline with air in the proportion neces- 
sary to form an explosive mixture. 

The behavior of illuminating gas, 
which burns quietly when liberated alone, 
but explodes when a mixture with air is 
igfnited, is quite analogous. The public 
has been slow to appreciate these distinc- 
tions, and hence they deserve emphasis. 
Aeain the public cannot make distinc- 
tions, between the explosive vapor and 
the purely combustible vapor; therefore 
certain precautions must be taken in han- 
dling this hazardous fluid. 

At ordinary temperatures air will hold 
from 5 to 28 per cent of gasoline vapor. 
As gasoline vapor is about three times as 
heavy as air, in a room containing a mix- 
ture of the vapor with air, the vapor 
is found in largest proportion near the 
floor. According to experts there is 
needed only a small proportion of gaso- 
line vapor to render air explosive 1.4 
cubic feet of vapor to 97.5 cubic feet of 
air. One gallon of gasoline, under ideal 
conditions, can render 2,100 cubic feet of 
air explosive. 

A dangerous feature of gasoline vapor 
is that it may travel a considerable dis- 
tance from the gasoline and there be 
ignited, the flash traveling back to the 



container of the liquid and causing a 
roaring fire in a few seconds. 

When gasoline is passed from one 
metallic vessel into another, especially 
through a chamois-skin strainer, fric- 
tional electricity is apt to be generated, 
which under certain conditions jumps in 
the form of a spark which may ignite 
the gasoline vapor and cause an explo- 
sion. Chamois-skin strainers should not 
be used. Use only wire-gauze strainers 
and see that funnels are so equipped. 

Don't store gasoline or other highly 
volatile oils in large or small quantities 
ivhere other oils, paints, etc., are stored, 
or use or handle in valuable properties or 
ivhere they would endanger life or prop- 
erty of any kind. Store in a specially 
constructed container or building built on 
approved lines and in an isolated loca- 
tion. 

Don't use gasoline in processes ivhere 
it can be avoided and where a less dan- 
gerous substitute can be used as advan- 
tageously and economically. 

Don't permit or use open lights or 
names at or near places where gasoline 
and other highly dangerous and inflam- 
mable liquids are used or stored. Post 
signs in such locations, giving this rule. 

Have these dangerous liquids handled 
only by experienced men who realise the 
dangers, and use only from approved 
"safety cans." 

Storage and Handling of Empty Gaso- 
line Barrels. 

These barrels are a source of danger 
and should receive greater care. 

Drain the barrels thoroughly and allow 
all accumulated vapor to escape; remem- 
bering that gasoline vapor is heavier than 
air. Also store the barrels in a cool or 
shady place. 

Keep their filling or vent holes prop- 
erly closed. 

Before empty barrels or receptacles 
are transported, Interstate Commerce 
Commission Regulation No. 1895-A, 



72 



ILLINOIS CENTRAL MAGAZINE 



73 



reading as follows, should be observed: 
Empty barrels, kegs, or drums previ- 
ously used for the shipment of an in- 
flammable or corrosive liquid, must have 
their filling and vent holes properly 
closed. They should be loaded in open 



or stock cars when practicable. Labels 
are not required on such packages, and 
cars should not be placarded, but lighted 
lanterns or -other open-flame lights 
should be kept away. 




ROLL OP HONOR 




Yrs. of Date of 
Name Occupation Where employed Srvce. Rtrmt. 

Lycurgus D. Banks Brakeman Clinton, 111 22 Feb. 28, '19 

August F. Marx , Laborer Waterloo, la 22 Feb. 28, '19 

Adam J. Shell Engineman Clinton, 111 45 Mar. 31, '19 

Lafayette G. Friedenstein...Engineman Centralia, 111 29 Feb. 28, '19 

William H. Moales Conductor Louisiana Divn. ..35 Nov. 30, '18 



WILLIAM HENRY MOALES 

]W| R. WILLIAM HENRY MOALES 
1V1 was born December 31, 1860, at 
New Orleans, La., and died July 2, 1919, 
at Colorado Springs, Colo. He was first 
employed by the Illinois Central Rail- 
road as an engine cleaner, and served 
successively as caller, brakeman, and 
conductor, which position he held until 
June, 1919, when, after a very efficient 
and commendable record of thirty-five 
years he was retired on a pension. 

He was a capable and loyal employe, 
and his death will be regretted by his 
many friends. 




W. H. MOALES, JR. 





Failure to Protect Baled Cotton Cause of Immense 

Losses 



G'ottrell Estimates That Arkansas Farmers Have "Thrpwn Away" $3,375,000 Already 

This Year 



Arkansas has suffered a loss conserv- 
atively estimated at $3,375,000 this year 
from the deterioration of cotton in bales 
that have been left out in the open ex- 
posed to the elements, according to H. 
M. Cottrell, agriculturist of the Arkan- 
sas Profitable Farming Bureau of the 
Little Rock Board of Commerce. 

Every dollar of this loss was due to 
"pure shiftlessness," Mr. Cottrell says, 
and he calls attention to the fact that 
this loss will be futher increased un- 
less care is taken with the large, quan- 
tity of cotton that still remains on hand 
in Arkansas. 

"The damage to cotton during the 
last six months resulting from failure 
to give the bales proper shelter is ap- 
palling," says Mr. .Cottrell. "No .other 
word will express it. Farmers and cot- 
ton buyers have lost millions of dollars 
because they did not properly store the 
bales. Every cent of this loss was un- 
necessary. 

"A man left his baled cotton at the 
gin until the last week in March. The 
gin dumped the bales off the platform 
and they lay on the ground where they 
fell. The man found a buyer and 
learned that an average of one-fourth 
of each bale had rotted. His loss was 
$34 a bale. 

"Another man had 32 bales, for which 
he was offered 38 cents a pound. He 

let it lie on the ground, without shelter 

'*" 



and a few days ago sold it for 30 cents 
subject to its being reconditioned. The 
damage was so great that the cotton 
brought him net 18 cents a pound, a 
loss of $100 a bale from the price he was 
first offered. 

"In traveling over the State this winter 
I have repeatedly seen bales of cotton 
lying on the ground in front of an 
empty shed. ihe grower had hauled 
the bales home from the gin and dumped 
them in front of the shed, intending, 
some time, when it was convenient, to 
roll them, into the shelter. All over the 
cotton -producing section of the state 
may be seen bales lying on the ground. 
They have been unsheltered so long that 
they have sunk two or three inches into 
the mud. 

"It was estimated that on April 15 
there were in Arkansas 225,000 to 230,- 
000 bales of cotton on farms in coun- 
try towns and that at least half of that 
number had been damaged. The average 
loss on the entire quantity still in the 
country probably is $15 a bale or more. 

"Why this loss? Why do owners of 
a piece of property as valuable as a 
bale of cotton allow it to be damaged? 
No one can answer, because it is in- 
comprehensible that a man will allow 
his property to waste away so rapidly 
when he can so easily protect it and 
usualy at little or no expense. I have 
asked many men who show good sense 
in other things why they let their cot- 



ILLINOIS CENTRAL MAGAZINE 



75 



ton rot, and not one has been able to 
give any reasons. Every one hung his 
head and said he did not know what 
made him so shiftless. 

"Cotton becomes damaged quickly 
when the bales are left on the ground. 
It does not become damaged so soon 
when the bales are stored on a plat- 
form., but once it starts to mold on a 
nlatfornrthe damage increases even more 



rapidly than when the bale is on the 
ground. The only way to keep cotton 
from becoming seriously damaged is 
to store it as soon as it is baled in 'a 
dry place, where it will be protected 
from moisture and storms. 

"It is not too late to prevent much 
damage to the cotton still on hand." 
ARKANSAS DEMOCRAT of Little 
Rock, Ark., April 26, 1919. 



Railway Stockholders 

December 31, 1917 
Bureau of Railway Economics, Washington, D. C., July, 1919 



Prefactory Note 



Bulletin No. 94 of the Bureau of 
Railway Economics was a compilation 
of the number and holdings of rail- 
way stockholders on June 30, 1915. A 
similar compilation was prepared by 
the Bureau as of December 31, 1916, 
but publication was held up by the 
war. The present bulletin not only 
incorporates the unpublished data for 
1916, but brings the record down to 
December 31, 1917. Inasmuch as this 
was the date on which the railway 
system of the United States passed 
into the hands of the government for 
war operation, the statistics here pre- 
sented are significant as indicating- 
how many persons owned the rail- 
ways, and what was the nature and 
amount of their holdings, at the mo- 
ment when their properties were taken 
over temporarily by the Federal gov- 
ernment. 

Railway reports filed with the In- 
terstate Commerce Commission show 
the number of stockholders of record 
at the last closing of the stock books 
of each company on or prior to the re- 
spective dates to which the statistics 
apply. If the stock books are not 
closed during the year, the statistics 



are those of the close of the year. 

This bulletin is based on reports to 
the Commission of operating and non- 
operating companies of all classes, ex- 
cept switching and terminal companies. 
The statistics are virtually complete 
for each class, although it has been 
necessary to omit a few of the smaller 
roads that filed incomplete returns or 
no returns at all. Such omissions are 
so unimportant as to be virtually negli- 
gible for practical and comparative 
purposes. 

The statistics are presented accord- 
ing to class and territorial district, fol- 
lowing the lines laid down by the In- 
terestate Commerce Commission. 
Roads of Class I are those operating 
roads, together with their non-operat- 
ing subsidiaries, whose annual ; oper- 
ating revenues are above $1,000,000 ; 
similarly, Class II comprises roads 
with annual revenues between $100,- 
000 and $1,000,000, and their subsidi- 
aries ; while Class III comprises roads 
with annual revenues below $100,000, 
and their subsidiaries. The Eastern, 
Southern, and Western districts cor- 
respond to the territorial clarification 
of the Commission. 



76 



ILLINOIS CENTRAL MAGAZINE 



Railway Stockholders: December 31, 
1917 

Summary Stockholders of the rail- 
ways of the. United States numbered 
647,689 on December 31, 1917, as com- 
pared with 612,889 on December 31, 
1916, and 626,122 on June 30, 1915. 
The average holdings per stockholder, 
par value, amounted to $13,966 in 1917, 
as compared with $14,321 in 1916 and 
$13,796 in 1915. 

The foregoing statements apply to 
all roads. For roads of Class I and 
Class II, operating 96.6 per cent of the 
total railway mileage, it is possible to 
exclude to a considerable extent cap- 
ital stock held by or for other rail- 
way companies. M'aking this exclu- 
sion, the approximate amount of rail- 
way stock in the hands of the general 
public on December 31, 1917, was 
$6,377,551,082. This stock was in the 
hands of 636,208 holders the average 
amount of their holdings being $10,024. 
The corresponding returns for 1916 
were $6,202,673,485 of capital stock in 
the hands of the public, 600,671 stock- 
holders, and average holdings of $10,- 
326; for 1915, $6,004,496,162 of capital 
stock in the hands of the public, 607,- 
630 stockholders, and average holdings 
of $9,882. 

These statements of the number of 
railway stockholders for each year 
show merely the number of distinct 
holdings of stock, and have no reference 



to the number of individuals for whom 
the stock was held. The stock hold- 
ings of one bank or of one corporation 
may belong, indirectly, to thousands 
of individuals, depositors of the bank or 
stockhoders of the corporation. Thus 
the number of individuals who pos- 
sessed ownership equities in the 
American railways on December 31, 
1917, was far greater than 647,689, the 
number of actual holdings of stock, 
for it -may safely be assumed that an 
overwhelmingly large proportion of 
the stock held by corporations, estates 
and similar holders (who entered but 
once each in the total of 647,689) be- 
longed actually, though indirectly, to 
millions of individuals. 

Number of Stockholders, December 
31, 1917. 

Table I shows the number of roads, 
operated mileage, and total number of 
stockholders on December 31, 1917, 
grouped according to class and dis- 
trict. 

The total number of stockholders of 
the 1,272 railway companies on De- 
cember 31, 1917, was 647,689. The 
operated mileage was 259,485 miles. 
There. were 847 operating roads, with 
560,621 stockholders, and 425 non-op- 
erating companies, with 87,068 stock- 
holders. The number of stockholders 
per company averaged 509. 

Stockholders of the Eastern rail- 



TABLE I 

Number of Stockholders 
Railways of the United States, December 31, 

Number 
Class and District of 

roads 

All classes: 
United States 1,272 



Eastern District- 
Southern District 

Western District 

Class I (operat. and non-operat.): 

United States 

Eastern District 

Southern District 

Western District 

Class II (operat. and non-operat.): 

United States 

Eastern District 

Southern District 

Western District 

Class III (operat. and non-operat.) : 

United States 

Eastern District 

Southern District 

Western District 



534 
275 
463 

572 

333 

78 

161 

272 
88 
62 

122 

428 
113 
135 
180 



1917 
Miles 
of line 
operated 

259,485 
64,829 
50,378 

144,278 

232,798 
59,089 
42,852 

130,857 

18,006 
4,067 
4,650 
9,289 

8,681 
1,673 
2.876 
4,132 



Number 

of 
stockholders 

647,689 

340,586 

58,301 

248,802 

627,930 

332,624 

53,226 

242,080 

8,947 
3,470 
2,659 
2,818 

10,812 
4,492 
2,416 
3,904 



ILLINOIS CENTRAL MAGAZINE 



ways numbered 340,586, or 52.6 per 
cent of the total ; stockholders of the 
Southern railways, 58,301 or 9.0 per 
cent ; stockholders of the Western rail- 
ways, 248,802 or 38.4 per cent. This 
indicates nothing as to the residence 
distribution of the stockholders, for 
residence and ownership do not nec- 
essarily correspond. A man may live 
in the East, South, or West, but may 
own stock in any railway throughout 
the United States. 

It should be borne in mind that the 
number of stockholders shown in 
Table I is the number of distinct hold- 
ings of stock, and does not necessarily 
represent the number of separate in- 
dividual owners. On the one hand, 
the aggregate contains duplications 
arising from the fact that a person 
may own stock in two or more railway 
companies ; on the other hand, and of 
much greater significance, blocks of 
stock are often held in trust for mul- 
tiple beneficiaries, or are held as in- 
vestments by banks, insurance com- 
panies, and educational, benevolent, or 



security holders who at the date of 
the latest closing of the stock book or* 
latest compilation of stockholders, 
held the largest amount of stock in the 
respondent. Table II, a summary of 
these reports for Class I, divides these 
twenty largest stockholders into 
classes, and shows the par value of' 
their holdings by class and by dis- 
trict. 

Table II shows clearly and convinc- 
ingly the diversity of railway stock 
ownership. Of the $3,365,977,352 of 
railway stock representing the large 
holdings summarized in Table II, in- 
dividuals hold directly stock to the par 
value of $718,981.544, or 21.4 per cent. 
The $1,527,709,308 of stock held by or 
for railway companies is not a con- 
centrated holding, but really is held 
for and belongs to all the stockholders 
of those companies. The $516,936,900 
stock holdings of trust companies and 
banks belong to countless depositors 
and other beneficiaries; the stock 
owned by insurance companies belongs 
to their policy holders ; the securities 



TABLE II 
. Summary of Lists of Twenty Largest Stockholders, 

Class of stockholders United 

States 

Individuals $ 718,981,544 

Railway companies 1,020.726,150 

Trust companies holding for railways 420,277,208 

Other ho'dprs for railways 86,705,950 

Trust holdings (beneficiary not stated).... 405.432,750 

Other trust companies and hanks 111,504,150 

Other corporations or partnerships 554,871,700 

Estates 19,153,850 

Insurance companies 28,324,050 



Railways of Class I. December 31, 1917. 
Par Value of Holdings 



Eastern 


Southern 


Western 


District 


District 


District 


$274,664.052 


$165.675,150 


$278,642,342 


437,492,350 


130,035,150 


453,198,650 


75.379.150 


59,847.650 


285,050,408 


55,479,850 


11,147,800 


20.078,300 


58,431,800 


52.291.200 


294.709,750 


9,990,150 


68,529.000 


32,985,000 


219.797.000 


73,996.200 


261,078,500 


6,873,150 


1,901,000 


10.379,700 


16,808,450 


3,440,100 


8,075,500 



Total $3,365,977,352 $1,154,915,952 



$566,863,250 $1,644,198,150 



other institutions in which many in- 
dividuals have an interest, although 
not directly. To sav that there were 
647,689 railway stockholders in 1917 is 
therefore very much to understate the 
total number of individuals who had a 
direct or indirect interest in the finan- 
cial status of the railways, and in the 
equities represented by railway owner- 
ship. 

Twenty Largest Stockholders 

December 31, 1917 
In its annual report to the Inter- 
state Commerce Commission, each 
railway of Class I and Class II is re- 
quired to list the names of the twenty 



held by any corporation belong to the 
stockholders of that corporation. When 
it is remembered that the savings 
banks of the country represent over 
10,000,000 depositors, and that the life 
insurance companies alone (although 
all are not represented in Table II) 
have nearly 40,000.000 individual pol- 
icy holders, it is evident that the wide- 
spread ownership of the railways- 
while indirect, is an undeniable fact. 
This same fact is strikinglv brought 
out in a statement recentlv issued by 
the Interstate Commerce Commission, 
showing that 8.301 out of the 627.930 
stockholders of railways of Class I 



78 



ILLINOIS CENTRAL MAGAZINE 



held about one-half the number of the 
'outstanding shares of stock of those 
railways. At first sight this appears 
to indicate great concentration of rail- 
way stock in the hands of a relatively 
small number of holders, but further 
analysis shows that more than five- 
sixths of the total number of shares 
held by the 8,301 large stockholders 
were in the hands of railway and other 
corporations, voting trustees, and es- 
tates, the remaining shares being in- 
dividual holdings. These individual 
holdings comprised 8.2 per cent of the 
$8,603,190,028 of total outstanding 
stock of railways of Class I. It may 
safely be assumed that the great bulk, 
if not the whole, of the stock held by 
corporations, trustees, and estates rep- 
resented blocks of stock held in trust 
or for corporate investment, in which 
many individuals had an indirect in- 
terest. In the light of this analysis, 
the seeming concentration of railway 
stock in the hands of a few individual 
holders is largely contradicted by the 
actual fact that only 8 per cent of the 
total outstanding stock is concentrated 
in large individual holdings, while the 
remaining 92 per cent is distributed 
among hundreds of thousands of small 
holdings, or is held in trust for, or 
for the benefit of, many millions of in- 
dividuals. 

Still further proof appears in the 
stock holdings of various benevolent 



organizations, and of universities and 
colleges. Railway stocks held by 34 
representative American universities 
and colleges with a total enrollment 
of approximately 100,000 students, 
amount to $8,646,344 (par value). 
With their railway bond holdings of 
$46,552,344, the total investment in 
railway securities of these schools 
amounts to more than a third of their 
total productive funds. 

It has been stated, in fact, that the 
ownership equities of the American 
railways are in the hands of more than 
50,000,000 people. 

Holdings per Stockholder, December 
31- 1917. 

Table III shows the par value of 
gross capital stock outstanding on De- 
cember 31, 1917, the total number of 
stockholders, and the average amount 
of stock per stockholder. 

Capital stock outstanding on De- 
cember 31, 1917, amounted to $9,045,- 
431,809. The capital stock of the East- 
ern railways represented $3,559,686,211 
or 39.4 per cent of the total ; of the 
Southern railways $1,203,202,068, or 
13.3 per cent ; of the Western railways 
$4.282,543,530 or 47.3 per cent. 

The average holding per stock- 
holder was $13,966 for the United 
States as a whole. In the East the 
average was $10,452 ; in the South it 
was $20,638; in the West, $17,213. 

As in earlier years, the average 



TABLE III 

Average Holdings Per Stockholder 
Railways of the United States, December 31, 1917. 

' Average 

Genital stock Number , amount of 

Class and District outstanding of stock per 
All classes: Par Value stockholders stockholder 

United States $9.^ i 809 647,689 $13,966 

Eastern District .. 3,559,686,211 340,586 10,452 

Southern District 1,203,202,068 58,30] 20..638 

Western District 4,282,543,530 248,802 17,213 

Class I (operat. and non-operat.) : 

United States 8,603,190,028 627,930 13.701 

Eastern District 3,433,734,454 332,624 10.323 

Southern District 1.080. 848, 118 . 53,226 20,476 

Western District , ; 4,079,607,456 242,080 16,852 

Class II (oper. and non-oper.): 

United States. 335,471,297 . 8,947 37,495 

Eastern District 107,702,407 3,470 31,038 

Southern District 80,707,610 2,659 30,353 

Western District 147,061,280 2,818 52,186 

Class III (oper. and non-oper.): 

United States _ 106,770,484 10.812 9,875 

Eastern District 18,249,350 4,492 4,063 

Southern District 32,646,34 2,416' ' 13,513 

Western District , .-. 55,874,794 3,904 14,312 



ILLINOIS CENTRAL MAGAZINE 



79 



holdings for railway companies of 
Class II were considerably larger 
throughout than those for Class I. 
This was due to the relatively small 
number of stockholders per company, 
a considerable number of companies 
of this class being controlled by other 
corporations and their stock being 
held in large blocks. The same thing 
is true of companies of Class III, but 
the comparatively low capitalization 
per company results in a small aver- 
age holding per stockholder. In the 
case of many controlled railway com- 
panies, the number of stockholders on 
their books is the sum of the number 
of directors (holding one qualifying 
share of stock each) and the controlling 
corporation. 

To obviate the duplications result- 
ing from intercorporate holdings of 
railway stock, Table IV eliminates 
them as far as is practicable from 
available records. 
Railway Stock in the Hands of the 

Public on December 31, 1917. 
Since 1915 the Interstate Commerce 
Commission has required roads of 
Classes I and II to report the names 
and holdings of their twenty largest! 
stockholders. Generally speaking, 
wherever one railway company has a 
controlling interest in another railway 
company through stock ownership, its 
name will appear in the list of the 
twenty largest stockholders of the con- 
trolled company. By eliminating such 
holders and their holdings, so far as 
thely may be railway companies or 
trustees holding for railway companies, 



it is possible roughly to approximate 
the amount of stock held by the pub- 
lic, and the number of stockholders 
owning such stock. The result is only 
an approximation as it necessarily can 
take no account of small holdings by 
railway companies, but a large part 
of the duplication due to intercorporate 
railway holdings can certainly be 
eliminated by the method outlined. 
Table IV gives the result of such an 
elimination. 

Railways of Classes I and II oper- 
ated 250,804 miles of line on December 
31, 1917, or 96.6 per cent of the total 
operated mileage on that date. Table 
IV shows, first, the outstanding stock 
and total number of stockholders of 
railway companies of Classes I and II ; 
second, the number of cases of stock 
held by or for other railway companies, 
reported as among the twenty largest 
holdings of each company's stock, and 
the amount of stock so held ; deduction 
of railway holdings and number of 
stockholders from the total produces 
as a result, third, the amount of stock 
in the hands of the general public and 
the number of stockholders corres- 
ponding to such stock. 

The total number of stockholders of 
railway companies of Classes I and II 
on December 31, 1917. was 636,877, 
while their total capital stock was 
$8,938,661.325. The average holding 
per stockholder was $14,035. 

Deducting from the aggregate 
amount of stock arid number of stock- 
holders, respectively, the $2,561,110,- 
243 held by or for other railway com- 
panies, and the 669 railway companies 



TABLE IV 

Railway Stock in the Hands of the Public: December 31, 1917 
(Roads of Classes I and II, with annual operating revenues above $100,000) 

United 
Item States 

Number of roads 844 

Miles operated 250,804 

Number of stockholders 636.877 

Total stock outstanding $8,938,661.325 

Av. holding per stockholder 14,035 

Held by or for railways: 

Number of railway holders 669 

Amount of stock held $2,561,110,243 

In hands of public:* 

Number of stockholders 636,208 

Amount of stock held $6,377,551,082 

Av. holding per stockholder 10,024 



Eastern 


Southern 


Western 


District 


District 


District 


421 


140 


283 


63,156 


47,502 


140,146 


336.094 


55.885 


244,898 


$3,541,436.861 


$1,170,555,728 


$4,226,668,736 


10,537 


20,946 


17,259 


391 


108 


170 


$995,382,218 


$247,830.807 


$1,317,897,218 


335,703 


55,777 


244,728 


$2,546,054,643 


$922,724.921 


$2,908,771,518 


7,584 


16,543 


11,886 



* Approximate. 



80 



by or for whom held, the approximate 
net amount of stock in the hands of the 
public becomes $6,377,551,802, while 
the number of holders of net stock 
was 636,208. This reduces the aver- 
age holding per stockholder to $10,024. 
The corresponding average in the East 
was $7,584, in the South $16,543, and 
in the West $11,886. 
Comparison of 1917 with 1916 and 

1915. 

Table V compares the statistics of 
Tables I and III, all classes of roads 
for the United States combined, with 
corresponding statistics for December 
1. 1916, and June 30, 1915. The sta- 
tistics for 1915 are from Bureau of 
Railway Economics Bulletin 94, while 
those for 1916 are from hitherto un- 
published tabulations. 



were $13,966 in 1917, compared with 
$14,321 in 1916 and $13,796 in 1915. 
The average for 1917 was lower than in 
1916 by $355, or 2.5 per cent, but great- 
er than in 1915 by $170, or 1.2 per 
cent. 

Table VI reduces the comparative 
statistics of Table V to the basis of 
stock in the hands of the public and 
the number of holders thereof. For 
the reasons already given above, the 
table applies only to railway companies 
of Classes I and III. 

Capital stock in the hands of the 
public approximated $6,377,551,082 in 
1917, which was greater by $174,877,- 
597, or 2.8 per cent, than in 1916, and 
$373,054,920. or 6.2 per cent, greater 
than in 1915 (June 30). The number 
of stockholders was 636,208, which was 



TABLE V 

Comparative Statistics: 1915, 1916, and 1917 
United States All Classes 



Item 

Miles operated 

Capital stock 

No. of stockholders.... 

Average holdings per 

stockholder 



December 
31, 1917 
259,485 



December 
31, 1916 
259,509 



June 
30, 1915 
257,211 



Increase or decrease, 1917 
compared with 

1916 > , 1915 

Amount % Amount 



-$9,045,431,809 $8,777,052,011 $8,638,286,892 $268,379.798 3.1 $407,144,917 4.7 
647.689 612.889 626,122 34.809 5.7 21,567 3.4 
$13,966 $14,321 $13,796 d 355. 2.5 $170 1.2 



TABLE VI 

Comparative Holdings in the Hands of the Public: 1915, 1916, and 1917 (approximate) 
United States Classes I and II 

Increase or Decrease, 1917 
compared with 



December December June , 1916 > , 1915 

Item 31, 1917 31, 1916 30, 1915 Amount % Amount 

Miles operated 250.804 250,215 248,395 

Capital stock (net) $6,377,551,082 $6,202,673.485 $6,000,496,162 $174,877,597 2.8 $373-,054.920 

No. of stockholders 647,689 612,889 626,122 34,809 5.7 21,567 

Average holdings per 

stockholder $10,024 $10,326 $9,882 d$302 d2.9 $142 1.4 



6.2 
3.4 



The capital stock shown for 1917, 
$9,045,431,809, was greater by $268,- 
379,798, or 3.1 per cent, than in 1916, 
and $407,144.917, or 4.7 per cent great- 
er than in 1915 (June 30). The num- 
ber of stockholders was 647,689, which 
was greater than in 1916 by 34,809, or 
5.7 per cent, and greater than in 1915 
by 21, 567, or 3.4 per cent. 

Average holdings per stockholder 



greater by 35.537, or 5.9 per cent, than 
in 1916, and 28,578, or 4.7 per cent, 
greater than in 1915. 

The average amount of net stock 
per stockholder was $10,024 in 1917, 
compared with $10,326 in 1916 and 
$9,882 in 1915. This was a decrease 
of $302, or 2.9 per cent, as compared 
with 1916, and an increase of $142, 
or 1.4 per cent, as compared with 1915. 



ILLINOIS CllSTRAL MAGAZINE 



81 



A Laugh or Two 



Never Forgotten 

"It is a hard matter sometimes for a man 
to live down the mistakes of his early life," 
remarked the philosophic person. 

"That's true," said Senator Snorthsworthy, 
the eminent prohibition leader. "I once 
wrote a testimonial for a spring tonic that 
was 40 per cent alcohol and to this day my 
political foes use it against me as campaign 
material." Birmingham Age-Herald. 



Flattery and the Impossible 

"Don't fall for flattery, my son." 

"Why not, father?" 

"Because flattery makes you think you are 
better than you really are, and no man living 
can ever be that." Detroit Free Press. 



Much Easier 

"Everybody grates on me." 
"I'll tell you one thing, old man." 
"Well?" 

"You'll find it a heap easier to change 
your own disposition than to alter humanity." 
Louisville Courier-Journal. 



Lore Not Lower 

"Here's an interesting article entitled 'ba- 
con lore.' " 

"Bacon lower. Yes, it is interesting to 
know that anything is coming down." Louis- 
ville Courier-Journal. 



"William," said Mrs. Elliby, "why am I 
like a popular story?" 

"Because every one admires you," guessed 
her husband. 

"That isn't the answer." 

"What is it then?" 

"Because" and she glanced at her worn 
calico* dress "I'm never out of print." 

Exchange. 



Gratitude 

"Here, poor man, is a penny for you." 
"Thank you, mum; I'll always number you 

among my closest friends." Boston Evening 

Transcript. 



It was in a street car. The woman wore 
a long wisp of artificial grain, which, pro- 
truding horizontally, tickled the ear of the 
roughly dressed man who occupied the seat 
beside her. At last he could stand it no 
longer. He took out his jackknife and opened 
it. 

"Lady," he said, "if them oats gets into 
my ear again there's going to be a harvest." 
Boston Transcript. 



"Did anybody comment on the way you 
handled your new car?" 

"One man did, but he didn't say much." 

"What did he say?" 

"All he said was '$50 and cost.' " Balti- 
more American. 



They were discussing entertainments of 
various kinds, and one girl noticeable for her 
plainness of feature and general old maidish- 
ness, said : 

"For my part, I don't care a rap for your 
dances and receptions and teas. What I like 
is a dinner party." 

"Mercy!" exclaimed another woman, "are 
you becoming a gourmet?" 

"No," said the old maid, "the food doesn't 
matter, but it is the one time when I am sure 
of having a man on either side of me who 
can't get away." 

Philadelphia North American. 



Montonous Sorvico 



Towerman C. W. Alsleben has been com- 
mended for discovering fire in M. & St. L. 
7512, July 5, passing Hawthorne Tower, 
and notifying Yardmaster at Hawthorne, 
who had fire extinguished with very slight 
damage to car. 



Towerman A. L. Enyder, Matteson, has 
been commended for discovering and re- 
porting brake rod down on extra 1525, 
south, passing Matteson, July 13. Train 
was stopped at Monee and brake rod re- 
moved, thereby preventing possible acci- 
dent. 



ILLINOIS CENTRAL MAGAZINE 



Towerman A. L. Snyder, Matteson, has 
commended for discovering and reporting 
brake beam dragging in train 55, engine 
1554, passing 67th Street, July 26. Train 
was stopped and brake beam removed, 
thereby preventing possible accident. 

During June gatekeeper C. Williams lift- 
ed ten-ride workingmen's ticket account 
having expired, and passenger purchased 
other transportation. 

ILLINOIS DIVISION 

Foreman A. L. Bostick, Kankakee 
Freight, has been commended for discover- 
ing and reporting St. L. S. F. 124662 im- 
properly stencilled, July 14. Arrangements 
were made to have the car restencilled. 

Conductor Wm. Scott, Oilman, has been 
commended for discovering brake beam 
dragging under N. Y. C. car 253836, extra 
1590, July 2, and taking action to stop train 
and have brake beam removed, thereby 
preventing possible accident. 

Brakeman James Marion, Champaign, 
111., has been commended for discovering 
broken rail north of south end of east pass- 
ing track at Effingham, and notifying dis- 
patcher in order that necessary action might 
be taken to prevent accident. 

Switchman H. Kirkman, Kankakee, has 
been commended for discovering a piece of 
angle iron in empty box car in Kankakee 
Yard, May 26, marked Kankakee Ice Cream 
Company, and turning the same over to 
Agent Kabbes with the result that delivery 
was effected, and a claim for loss prevented. 

Switchman Porter Hester, Kankakee, has 
been commended for discovering and re- 
porting I. C. 107497, extra 1577, with brok- 
en flange. Car was set out for repairs. 
This action undoubtedly prevented possible 
accident. 

Conductor J. J. Monahan, Champaign, has 
been commended for discovering and re- 
porting I. C. 115024 improperly stencilled. 
Arrangements were made to have car re- 
stencilled. 

Conductor J. P. Mallon on train No. 25 
June 16 declined to honor card ticket ac- 
count having expired and collected cash 
fare. Passenger was referred to passenger 
department for refund on ticket. 

Conductor H. B. Jacks on train No. 1 
June 17 declined to honor U. S. R. R. Ad- 
ministration annual pass account not being 
good for passage on the I. C. R. R. and 
collected cash fare. 

On train No. 24 June 20 he declined to 
honor card ticket account having expired 
and collected cash fare. Passenger was re- 
ferred to passenger department for refund 
on ticket. 

Conductor D. S. Wiegel on train No. 4, 
June 17, declined to honor trip pass ac- 
count having expired and collected cash 
fare. 



On train No. 2 June 28 he declined to 
honor simplex ticket account having ex- 
pired and collected cash fare. Passenger 
was referred to passenger department for 
refund on ticket. 

ST. LOUIS DIVISION 

Conductor J. P. Foster on train No. 204, 
June 1, lifted trip passes account being in 
improper hands and collected cash fares. 

SPRINGFIELD DIVISION 

Conductor C. L. Gilliland, Clinton, 111., 
has been commended for firing engine 1591, 
train 54, July 12, from Marine to Litchfield, 
on account of regular fireman being taken 
ill. This action prevented delay to train. 

Engineer E. C. Donaghue, Fireman H. 
McGleeson, Conductor D. Warren, Flag- 
man G. G. Douglas, Brakeman K. G. Mor- 
ris, Rantoul, 111., have been commended for 
discovering fire in meadow, one half mile 
east of Gifford, July 16, Train 896. Fire 
was extinguished, thereby preventing 
loss. 

INDIANA DIVISION 

Engineer George Robinson and Conduct- 
or John Trott have been commended for 
extraordinary effort made in getting over 
buckled track near S. Pekin, thereby avoid- 
ing a serious delay to a passenger train. 

Section Foreman Barney Kemper has 
been commended for prompt action in re- 
pairing buckled track near S. Pekin, thus 
avoiding delays to trains. 

WISCONSIN DIVISION 

Glen Slother, Foreman Bridge and 
Buildings Department, has been commend- 
ed for discovering loose wheel on S. P. 
87929 while being handled in Extra 1623 
north, July 8th, passing East Junction, 
Freeport. He promptly notified Car De- 
partment and car was held for repairs. 

Brakeman O. L. Wiegand has been com- 
mended for discovering 18 inches flange 
broken out of wheel under C. P. & St* L., 
2948 in train 92 at Colvin Park. He report- 
ed condition to conductor and car was set 
out, thereby avoiding possible accident. 

Baggageman H. J. Williams has been 
commended for his vigilance in discovering 
C. & N. W. switch at Buckbee open and 
switch light not burning. 

Conductor J. L. Wolf on train No. 119 
June 23 lifted going portion of trip pass 
account returning portion being missing, 
and collected cash fares. 

MINNESOTA DIVISION 

Engine Foreman J. Baughter, Waterloo, 
has been commended for discovering and 
reporting C. B. & Q. 181392, arriving at 
Waterloo Yard June 13, train 74, with about 
12 inches of wheel broken off from leading 
wheel. Car was set out for repairs, thereby 
preventing possible accident. 



ILLINOIS CENTRAL MAGAZINE 



83 



Brakeman T. G. Pnewski, Dubuque, has 
been commended for discovering brake 
beam down on R. I. 35018, June 19, extra 
1568 west, conductor F. G. Close, while 
passing at Bowen. Necessary action was 
taken to prevent possible accident. 

IOWA DIVISION 

Conductor M. Tyndall on train No. 612, 
June 25, lifted returning portion of trip 
pass account going portion having been 
used for passage by party who was not en- 
titled to transportation thereon, and col- 
lected cash fare. 

TENNESSEE DIVISION 

Engineer J. B. Howard and Fireman Jim 
Spann have been commended for resetting 
tire on engine 1741, train 55, at Bradford, 
Tenn., July 14. This action undoubtedly 
prevented possible accident. 

Mr. W. H. McNally, Mounds, 111., has 
been commended for discovering and re- 
porting about ten inches of flange broken 
off wheel on Sou car 26735. This action 
undoubtedly prevented possible accident. 

MEMPHIS DIVISION 

Section Foreman Joe Rogers, Hushpuck- 
ena, Miss., has been commended for dis- 



covering and reporting bent axle under 
Southern 12585 at Duncan, July 2, train 
extra north, engine 835. This action un- 
doubtedly prevented possible accident. 

Conductor J. R. Hoke on train No. 15, 
June 6, lifted banana messenger's ticket 
account being in improper hands and col- 
lected cash fare. 

MISSISSIPPI DIVISION 

Conductor S. R. Cain on train No. 1, 
June 28, lifted trip pass account being in 
improper hands and collected cash fare, 

LOUISIANA DIVISION 

Conductor L. E. Barnes on train No. 33, 
June 6, lifted trip pass account not being 
good for passage in territory in which pre- 
sented and collected cash fares. 

On train No. 33 June 20 and 22 he lifted 
thirty-trip family tickets account having ex- 
pired" and being in improper hands and col- 
lected cash fares. 

He also lifted card ticket from passenger 
who admitted having previously secured 
transportation thereon, and collected cash 
fare. 

On train No. 33, June 24, he lifted annual 
pass account date of expiration having 
been altered, and collected cash fare. 




Ciuditor of Station Accounts Employee's 

Picnic 
By G. A. Riggs 

Employees in the Auditor of Station Ac- 
counts office, on Saturday, July 12th, at 12:30 
P. M. laid down their pens and pencils an<3 
spect to all cars whch may, during the 
left the perplexities of accounts behind to 
enjoy a real old-fashioned picnic. 

With their wives and sweethearts and many 
others, numbering about seventy in all, they 
took the one o'clock train for Homewood. A 
picnic was held at the home of Mr. H. E. 
Foskett, which was an ideal place for such a 
gathering. 

It was a continuous round of pleasure from 
the start until nine o'clock that night. Vari- 
ous outdoor games and contests were played. 
One of special noteworthy was the ball game, 
Between the married and single men. They 
played nine innings, resulting in a score of 
13 to 9 in favor of the married men. 



Mr. L. B. Butts, Auditor of Station Ac- 
counts, was umpire and displayed a great 
deal of interest in the game. Through his 
natural ability in dealing out justice in a 
business way, made him very much at home 
in deciding the right when a technicality of 
the game was manifested. 

Following are the names who took part in 
the game, and without exceptions it might 
be said that they belong in the class of base- 
ball celebrities. 



MARRIED MEN 

Keating c. 

Lamon p. 

Woodmansee Ib. 

Hawkins 2b. 

Ramsen 3b. 

Goe s. s. 

Foskett r. f. 

Riggs 1. f. 

Cole .. c. f . 



SINGLE MEN 

Callarman c. 

MacSweney p. 

Hulsberg Ib. 

Ryan 2b. 

Murphy 3b. 

Parks s. s. 

Casey r. f. 

Diamond 1. f . 

O'Rourk c. f. 



ILLINOIS CENTRAL MAGAZINE 



About five o'clock a scrumptious repast was 
enjoyed from tables artistically decorated 
with the national colors. 

A vote of thanks is extended to Mr. and 
Mrs. Foskett for their generous hospitality, 
also to their neighbors who so kindly as- 
sited them in making the occasion a most 
enjoyable one. 

Picnics of this nature should be more uni- 
versally given among employees, as they 
naturally tend to create a congenial tie that 
binds our friendship ; gives not only recre- 
ation, but stimulates one to take up the battle 
in the business world with renewed vigor. 



had such a good time that he did not leave 
until Sunday afternoon. 



There were many regrets expressed on 
account that Mr. S. J. Lawshe, Chief Clerk 
and Mr. C. L. Hodgdon, Assistant Chief 
Clerk, were not able to enjoy the picnic 
with us. 



Miss Tracy, our expert Steno, kept tally, 
and knew the "ins and outs" of the game as 
well as an old-timer. 



R. B. Goe, Supervisor of Weighing, demon- 
started his ability as a professional ball player. 
He was the main spoke to the wheel that ran 
the married men's team. 



C. C. Woodmansee, the gentleman that keeps 
the legal department busy collecting bad ac- 
counts, also kept the umpire busy deciding 
whether he made first base or an "out." 



Miss Cowles, our proficient mail distributor, 
was very busy at the piano "distributing" 
music to the delight of many of the young 
people who were doing the two-step and 
many other "artistic" dancing steps. 



P. J. Ryan arrived late upon the scene. 
From the rumor that "cupid" has started re- 
garding his contemplated voyage upon a cer- 
tain sea, his apologies for being late were ac- 
cepted by all who knew the secret. 



T. Y. Dillman, one of our uncollected in- 
vestigators, was missing in the married -men's 
team. It was soon learned that he was busy 
"investigating" the commissary department. 
It was especially noted that he stayed near 
the ice cream stand throughout the afternoon. 



W. T. Hawkins, at first sight leaves an im- 
pression that he " is long for this world." In 
the ball game he proved a hard hitter, and the 
celerity he displayed in making home runs 
was a wonder. 



O. E. Hulsberg, Accountant, played a good 
game with the "singles." After the game it 
was noted that he was carrying a kodak and 
seemed very much absorbed in taking snap- 
shots of a special breed of "chickens." He 



There are many others that should have 
personal mention, but for the lack of space 
it is not possible. However, it is hoped that 
this will be a yearly occasion as every one 
expressed himself as having a delightful time. 



ST. LOUIS DIVISION. 
Carbondale, 111. 

Mr. R. G. Miller, assistant chief clerk in 
superintendent's office, has been promoted to 
chief clerk to Superintendent H. J. Roth of 
Mattoon. Mr. Miller has been on this division 
for a number of years and we regret to lose 
him, but are glad to see him promoted. Mr. 
M. L. Foley takes Mr. Miller's place as as- 
sistant chief clerk. 

Accountant Eunice E. Nissen has returned 
from Gilliam, Mo., where she spent her vaca- 
tion. 

St. Louis Division had a very heavy wind 
storm Friday, July llth. File Clerk H. Lar- 
son seemed to think it was safer in the base- 
ment, as he was seen with his hat headed that 
way. 

Also want to commend Mr. L. L. Heilig 
for his heroic effort in saving his Ford in our 
recent cyclone. 



SPRINGFIELD DIVISION 

Mr. W. E. Hausen, of Chicago, was a busi- 
ness visitor at Clinton first part of July. 

Mr. W. H. Doyle, division claim agent, spent 
a day in Decatur recently. 

Roy Kimler, formerly accountant in the 
division office, called on friends in Clinton 
recently. 

Miss Jennie Gleadall and Mrs. H. M. Glea- 
dall were shopping in Bloomington recently. 

Miss Helen Benson spent the week end in 
Springfield recently. 

Miss Clara Hoyt visited friends in Havana 
recently. 

Miss Elsie Vollrath visited in Vandalia re- 
cently, the guest of Miss Madeline Bradley. 

General Superintendent Pelley spent Tues- 
dav, July 1st, in Clinton. 

General Superintendent of Transportation 
J. F. Porterfield spent a few hours in Clin- 
ton, afternoon of July 9th. 

Miss Julia Coffey went to her home in Van- 
dalia Wednesday, July 16th. to visit with her 
brother, who just returned from France. 

Mrs. H. W. Doyle visited Wednesday after- 
noon in Bloomington. 

Superintendent C. W. Shaw made a trip 
over the Rantoul District July 17th. 

Mr. G. W. Morgan and H. Kippenhan, of 
Decatur, P. Cheek, of Springfield, and M. 
Sheahan, of Rantoul, attended the safety 
meeting held in Mr. Shaws' office July 16th. 

Mr. W. J. Apperson has been appointed 
rodman on the Springfield Division. 



ILLINOIS CENTRAL MAGAZINE 



85 



Mr. and Mrs. H. E. Shelton have gone to 
Fulton, Ky., where Mr. Shelton has been as- 
signed to duties on the Tennessee Division. 

Mrs. E. R. Banks, who was formerly Miss 
Louis Reiser, delightfully entertained twelve 
girls from the different division offices at her 
home in Clinton July 16th. Refreshments 
were served and all departed at a late hour 
after having spent an enjoyable evening. 

Operator Theodore Beach, who recently re- 
turned from military overseas service, resumed 
work as day operator at Divernon July 16th, 
releaving E. R. Lisle, who goes on the extra 
list. 

Agent W. R. Barber, at Pawnee Junction, 
is taking a vacation, being relieved by W. H. 
Rooker, second trick operator, who is being 
relieved by O. H. Murray. 

Operator A. Meliza, second trick, Decatur, 
is taking a few days' vacation, being relieved 
by Operator C. D. Roby. 

Operator W. F. Peine, first trick, Spring- 
field, passenger station, is taking a few days' 
vacation being relieved by Operator C. L. 
Frazier. 

C. E. Ritchie, first trick in "CO" Clinton, 
returned from a trip to Arkansas July 15th. 
While he was gone his position was filled 
by Operator C. L. Frazier, who recently re- 
turned from overseas military service. 

Chief Dispatcher P. J. Mallon and family 
left July 14th for an outing at Tomohawk 
Lake, Wis. Mr. Mallon is being relieved by 
J. A. Vallow. and his place as first trick dis- 
patcher on Springfield District is being filled 
by A. L. Vallow. 

J. L. Fleming, who recently returned from 
overseas service, has resumed his position as 
second trick operator Clinton Yard office, re- 
lieving B. W. Tilbury, who is now handling 
third trick in same office, relieving A. L. Val- 
low. who is working as dispatcher. 

Kathryn Henson made a flying trip to De- 
catur immediately after the last pay checks 
arrived. 

L. C. Briges is relieving- Agent R. I. Lief, 
aerent Lake Fork, for thirty days, while the 
latter is spending his vacation in Colorado 
and Wyoming. 

Clinton, 111. 

Passenger Flagman E. L. Mitchell has re- 
turned from a several weeks' fishing trip at 
Havana, 111., and reported for duty. 

Conductor W. Westbrook, who has been 
out of service on account of sickness for the 
past three or four weeks, has gone to Chi- 
cago for medical treatment. 

Passenger Conductor Joseph Lordan is lay- 
ing off for several days in order to meet his 
son. who has just returned from army service 
in France. 

Passenger Conductor W. G. Knowles is 
taking a lay off and during his aSsence Con- 
ductor T. J. Boyle is in his place. 



Brakeman F. W. Gabbert has been granted 
a leave of absence and has gone to Ft. Dodge, 
la., to visit with relatives. 

Conductor F. F. McMahon, Brakeman R. 
H. Watts, W. R. Seaton, and Brakeman F. B. 
Dyer have recently been discharged from 
army service after serving in France for the 
past year and have returned to their old posi- 
tions on this division. We certainly welcome 
them back. 

Dan Cupid visited the office on July 6th 
when we were not looking. Mrs. Hester Fish 
and Clarence May were married at 1 o'clock 
Sunday afternoon in the Christian church par- 
sonage by Rev. R. L. Cartwright. The couple 
were attended by Miss Myrtle May, a sister 
of the groom, and Miss Glenna McKinney, 
a friend. Immediately after the ceremony 
they left for Chicago and from there they 
went to Colorado on their honeymoon. 

Mrs. May is employed as stenographer in 
the office of Master Mechanic Needham. Mr. 
May is employed in the office of Superintend- 
ent Shaw was assistant chief clerk. Both are 
old employes of the company and, we all wish 
them the heartiest of congratulations. 



INDIANA DIVISION. 

A Safety Meeting was held at Palestine, 
111., the evening of July 16th, in a local mov- 
ing picture theatre. The meeting was well 
attended, being open to the public. Talks 
were made by several prominent speakers of 
that vicinity, and pictures were shown illu- 
strating dangerous and unsafe practices. It is 
expected that good results will be forthcom- 
ing from this meeting. 

Miss Lucille Yount of the Road Master's 
Office has returned from Chicago, where she 
underwent treatment for her eyes. 

Mrs. Zella Mac Nair Rose has resigned 
her position in the Chief Dispatcher's Office; 
she is succeeded by Maring Crane, of Master 
Mechanic's Office. 

Miss Florence McShane has returned to 
work after a month's absence. 

Miss Essie Reams is spending a month in 
Denver, Colo. 

Miss None Daly and Miss M. Tiffany are 
at Stoy. 

Conductor C. H. Richmond has laid off 
to go to Kansas to look after his wheat 
crop. Dispatcher J. N. Smith : Ditto. 

The building of hard roads has commenced 
in the vicinity of Pekin and Green Valley. 

Brakeman Vic Haynes has returned from 
the Army and taken his old run on the Pe- 
oria layover local. 

"Captain" F. P. Nash after two years' ser- 
vice Overseas, has changed his title to "Gen- 
eral Foreman" Palestine, 111. Everyone was 
glad to see Mr. Nash again and his welcome 
at Palestine was a warm one. 

C. R. Plummer, chief accountant in office of 
Master Mechanic Bell, has returned from 



86 



ILLINOIS CENTRAL MAGAZINE 



France, and tells many interesting stories of 
his last year's experience. 

Miss Gertrude Hasler, stenographer in of- 
fice of division storekeeper at Mattoon, is 
haying a vacation. 

Yard Clerk A. H. Walling at Evansville, 
Ind., announces the arrival of an eight pound 
boy at his home. 

When you notice disfigured and discolored 
hands on the members of the accounting de- 
partment, don't be alarmed it is only the 
"blackberrying" fad. 

Lots of collars turned down and sleeves 
rolled up these days 100 plus in the shade! 



WISCONSIN DIVISION 

Employes on Western Lines who were ac- 
quainted with Supervisor Charles Carney will 
be grieved to learn the fact that Mr. Carney, 
who has been carried on the Honor Roll for 
some time, passed away at his residence at 
Chicago at 2 a. m., June 20th. Mr. Carney 
was an efficient supervisor and loyal employe 
of the Illinois Central Railroad for a great 
many years. 

Engineer Fred Hinton is reported to be im- 
proving and we hope that Fred will soon be 
able to handle a Mikado on a full tonnage 
train over the Amboy District. 

Chief Dispatcher C. O. Richards is absent 
on his vacation. We understand "Ollie" in- 
tends to spend his time between home and 
the Amboy District. 

Edward Cahill, chief dispatcher's clerk, has 
accepted position of stenographer in division 
store keeper's office, this vacancy being filled 
by William Love. 

Catherine Farnum, accountant, has just re- 
turned from a week's vacation. 

Frances Lavell is spending her week's vaca- 
tion in Minneapolis and St. Paul. 

W. H. Deifenthaler has just returned from 
the Elks' convention at Atlantic City. 

Every effort is being made to get new yards 
at Amboy in shape to handle the heavy busi- 
ness which we no doubt will have this fall and 
winter. The mechanical facilities have been 
completed. 

Miss Mary.H. Peck, chief clerk to Freight 
Agent Riordan of Freeport, has been granted 
sixty days' leave of absence because of ill 
health. 

Bloomington, 111. 

Agent Slonaker and wife visited relatives a 
few days in July at New Harmony, Ind. 

Switchman Earl Richards and wife are 
spending a three weeks' vacation in Nebraska. 
L. W. Becker, of Amboy, is relieving Rich- 
ards. 

John Henninger, car repairer, has accepted 
position as car foreman at La Salle. We all 
congratulate John on his promotion. 

Chas. S. Kerwin, night bill clerk, has re- 



signed, his positon being filled by Alfred 
Klang, Jr. 

Wm. Brown and family are spending a 
month at Ionia, Mich., on a vacation trip. 

Harley Owen spent July llth, 12th and 13th 
in St. Louis. 

Assistant Cashier Carl Fisher and wife are 
spending vacation with relatives at Mt. Car- 
mel. 

C. E. LeNeve, towerman, at Big Four cross- 
ing, has been off duty one week in July. While 
Cal was not around Bloomington much of 
the time we understand that he spent one day 
at Starved Rock fishing with exceptionally 
good luck. 

Rockford, 111. 

Ed. Gillan, formerly employed as day bag- 
gageman and who afterward saw service in 
France with the A. E. F., has returned to 
Rockford and is again filling his old position 
in an efficient manner as before. 

The following members of the downstairs 
force contemplate taking some side trips in 
the near future ; Vern Lawson goes to New 
Orleans, Ridgley Fisher to Baltimore, Md., 
Sanford Collins to Boston, Chas. Holmes to 
Portland, Ore., D. M. Evans to Omaha, Geo. 
Wells to Savanna, 111., and Howard Young to 
Northern Wisconsin. 

The downstairs office has been recently 
equipped with screen doors and windows giv- 
ing it a very cool and cozy appearance and 
adding much to the comfort of its occupants. 
In passing it might be interesting to state that 
in this office there are no "Don't spit on the 
floor" signs and nothing has been said to those 
entering it concerning spitting on the floor, 
yet its clean interior and white floor has 
served as a sort of moral teacher and it is as 
spotless and clean as the day it was built and 
everyone seems anxious to co-operate in this 
direction which speaks well for the class of 
patronage the local station enjoys. 

Geo. Campbell, formerly car clerk, has been 
transferred to the car sealer and yard check- 
er's desk. George is a competent man and 
discharges his duties in a highly capable man- 
ner. 

Mr. S. J. Rasch, building inspector and who 
had charge of the erection of the new freight 
house here, dropped in for a few hours' visit 
with the Rockford boys recently. Mr. Rasch 
is a hale fellow well met and he made a friend 
of everyone here during the time he spent in 
Rockford last fall and winter and he is al- 
ways a welcome visitor at this station. 

Milton Stevens, a valuable member of the 
delivery department, has been appointed plat- 
form or receiving checker. Mr. Stevens is an 
experienced railroad man, being familiar with 
commodities and routing and is a man well 
fitted for the position. 

Jud Wells and Elmer Gruber are again liv- 
ing at home after an enforced absence due to 
Quarantine for scarlet fever. They say that 
the free and easy life of batchelorhood may 



ILLINOIS CENTRAL MAGAZINE 



8? 



be all right, but for them there is no place 
like the old home table. 

Carl Grey complains that since Sam North- 
all has a Ford in his family he devotes his 
time to joy riding and permits his choir prac- 
tice to go by default. Sam has been more 
or less inclined in the past to criticise auto- 
mobilists and to class them as undesirable citi- 
zens, but now that he has joined their num- 
ber, Sam has experienced a change of heart 
and holds that autoists are human beings after 
all. 

Richard Jensen spent a recent Sunday at 
Aurora. Dick seems to enjoy the sunny at- 
mosphere of that city and the boys here are 
laying wagers on just when the event will 
occur. 

Harry Mutimer has been transferred to the 
position of checker. Harry has had much 
experience in this line of work and in addi- 
tion is a general all around man here. 

Frank Holmin, who has had charge of the 
Kishwaukee Street crossing for some time 
past, has been transferred to the platform 
force. 

Henry Johnson, one of the best freight 
callers on the system, has purchased a piece 
of land near Camp Grant and is soon to be- 
come a suburban resident. Hank is a plod- 
ding sort of a chap and he has made no little 
sacrifice in thus acquiring a home of his own. 

Thos. Martin is a baseball fan of the old 
school and is taking much interest in the 
ganies played by the local league. However, 
Tom has lost confidence in the Rockford team 
to play anything stronger than ping pong and 
he favors organizing a team from 'this sta- 
tion and going out to clean up the league 
team. Tom says it can be done and we are 
willing to accept his judgment. 

There has been no little amusement afforded 
here recently in the manner of heated argu- 
ment between Robert Williams and Michael 
Kelley. Bob is, or at least was, an admirer 
of Willard, while Mike pinned his faith to 
Dempsey and that gentleman did not fail him 
on July Fourth at least. These two local 
men are close followers of the prize ring, 
both of them having attended the bouts which 
sent Sullivan, Corbett, Fitzsimmons and other 
to the mat, and to private life as well, and 
since Bob and Mike have first hand knowledge 
of the game, it is indeed interesting to have 
explained the ins and outs of the roped en- 
closure as well as the good and bad points of 
noted boxers. 

Ed Ray is contemplating a trip to his old 
home jn Switzerland some time within a year. 
Ed was but a boy when he came to America 
some twenty years ago, but during that time 
he has improved his every opportunity, has 
educated himself in railroad work to the ex- 
tent that there is scarcely a positon in station 
work that he can not fill and he is an au- 
thority on routes and connections of foreign 
roads. Ed is at present employed as checker 
here, although there are many other positions 



which -he could fill very easily in this or a 
larger station. 

John Shrinn has been appointed checker on 
incoming freight. Jack is patient and careful 
and holds the record for rapid promotion here. 

Joe Pielo is known as the man with a smile, 
for no matter what goes wrong with Joe, he 
never complains but goes along with a smile 
and a cheerful word for everyone. Things 
occur in Joe's working day, which would cause 
the average man to employ strong swear 
words but Joe merely grins, says "all right" 
and things do eventually come out all right 
for him, too. But it is a pleasure to meet 
and to associate with a man of Joe's nature. 

Dad Wallin is contemplating a trip to St. 
Louis sometime this summer. Dad is a dili- 
gent man and has not lost a day's work at 
this station in a long while and he plans on 
a big time during his contemplated trip. 

Rockford Freight Office 

Miss Lottie Prial spent ten days in Wash- 
ington, D. C. 

Miss Pearl Friemark, stenographer to Chief 
Gerk Howard, slipped away to La Crosse, 
Wis., and when she returned she was Mrs. 
Charles Jeffries. 

Indications now are that there will be a new 
voice on the switchboard soon, as Miss Geiler 
came down one morning last week exhibiting 
a big diamond on her left hand. 

Miss Vera Seaburg is visiting friends in 
Louisville, Ky. 

. Hazel Tunison and Marie Van Aken are 
.new clerks in the freight office. 

Mrs. Josephine Smith, very efficient abstract 
.clerk, has resigned, much to the regret of the 
entire force, as she was very popular with all 
the employes. 

Carl Graden. yard clerk, has returned to 
work after a siege of scarlet fever. 

Mr. E. W. Brown, who was recently mar- 
ried, has returned from a trip through Yel- 
lowstone and Glacier Parks, Seattle and Port- 
land. 



SILAS B. MAYBE. MANY YEARS A 
CONDUCTOR, DIES. 



Retired Illinois Central Man Passes Away 
This Morning; Aged 69. 



Silas Maybe, a veteran Illinois Central con- 
ductor, passed away at his home, 176 
Mechanic street, recently. Death was rather 



MURINE EYE REMEDY. 

Murine Allavs Irritation Caused by Smoke 
- Cinder Alkali Dust Strong Winds. 
Should be used for all Eves that Need Care. 
These suggestions must surely anpeal to Men 
in all branches of Railway Service. See 
Murine Eye Remedy Co. Adv. in this issue 
and write for their Book of the Eye. 



88 



ILLINOIS CENTRAL MAGAZINE 



unexpected as Mr. Maybe was not taken 
seriously ill until Tuesday evening, June 24. 
He was about his home and down town Tues- 
day but was taken ill shortly after the supper 
hour and gradually weakened until death 
came in the morning. He suffered a serious 
accident while in the employ of the railroad 
company on December 27, 1915, and never 
fully recovered. Because of his condition he 
retired from active work in 1916. Last Jan- 
uary he submitted to a serious operation but 
was apparently recovering nicely up until 
Tuesday evening. His death was caused by 
peritonitis. 

Decedent had been in the employ of the 
Illinois Central since 1880, having entered the 
service of the company at Amboy as a brake- 
man. In 1881 he was promoted to the position 
of conductor and traveled between Freeport 
and Centralia for many years. He was an 
honest and faithful employe and was held in 
high esteem by the officials of the company 
and by his many friends. He was also a 
preacher having been educated in the public 
schools at Albany, N. Y., and also in a theo- 
logical school at that place. At the age of 
23 years he began preaching in the First 
Advent Christian church at Albany and con- 
tinued that work until 1880 when he was 
forced to resign because of ill health. He 
lived a true Christian life and was ready and 
willing at all times to occupy the pulpit when 
called upon to do so, even in late years. He 
was a member of the Adventist Christian con- 
ference of northern Illinois. 

Mr. Maybe was born at Albany.. N. Y.. Aug- 
ust 19, 1850. He resided there until 1880 when 
he moved to Amboy. He was married to Miss 
Leona LeDair, who survives. The following 
brothers and sisters are also left to mourn 
his loss : Nettie Vores and Mrs. Al Rice, of 
Springfield. Oregon; Mrs. D. P. Burch. Bell- 
"ood, Nebraska : Joseph Maybe. Omaha : Wil- 
liam and Edward Mavbe. Springfield. Oregon. 

He was a member of Evergreen lodge No. 
170. Freeport Journal-Standard, June 28, 
1919. 



MINNESOTA DIVISION. 

The Illinois Central Band, at Waterloo, 
has scored another triumoh, and commenc- 
ing: Saturday, July 5th, the band has been 
giving: onen air concerts at Waterloo and 
which will be continued for everv Satur- 
dav night for nine consecutive weeks. 

The band is under the direction of Cal 
Huntsinger and Is one of the fastest grow- 
ing musical organizations in this nart of 
the state. It was oreanized last vear and 
since that ti