THE UNIVERSITY OF ILLINOIS LIBRARY 656.05 \L N.S.V.IO NOTICE: Return or renew all Library Materials! The Minimum Fee for each Lost Book is $50.00. The person charging this material is responsible for its return to the library from which it was withdrawn on or before the Latest Date stamped below. Theft, mutilation, and underlining of books are reasons for discipli- nary action and may result in dismissal from the University. To renew call Telephone Center, 333-8400 UNIVERSITY OF ILLINOIS LIBRARY AT URBANA-CHAMPAIGN JUN 7 1990 L161 O-1096 The pages which are missing were re- moved "because they were advertisements OE, / The Penny That Brings Us Our Meal Stopping the Waste in Production Herbert Hoover Whu Rates Cannot Be Reduced Samuel O.Dunn Sending Them North on Ice T.J Qi ' Weights and Claims for Coal M.P. Blauvelt The Publics Moral Obligation- E.I. L>ewis Campaign to Save Fuel Is On J. S> . Hamilton, Ladders Our Executives Climbed 1921 Two ILLINOIS CENTRAL MAGAZINE July. 19 Jl NoMoneVDo\vn ..cJa &K-------M The Genuine GOLD MEDAL Electric Washing Machine on 4 Weeks Trial Sensational offer send coupon for free catalog. The world's best machine the winner of the Gold Medal at the Panama-Pacific Exposition in 1915-sent direct to your home for four weeks of washing without a penny down! Convince yourself first. No risk to you. Not a penny of cost not even freight charges if not satisfied. And: for a limited time, on a special fac- tory output, only Yes, 199.50 net the genuine Gold Medal machine the best of all machines, washes as well as any make at any price the very best. The factory price direct to you less than the price dealers have been paying and are paying right today for this same machine, for this exact, identical 1921 model. And besides spccia/ eaty monthly term* as low at a Mo nth! Easy terms depending upon amount of first payment but no money in advance four weeks' trial first then, if satisfied, a year to pay! the Gold Medal Washing Ma- chine exactly as you have teen it at the dealers and as we ship it to you. One-way noise- Jess cylinder daintiest laces are safe. Lovetl Electric Swinging Wringer with Automatic Safety Release, recognized the best wringer made. DOMESTIC ball-bearing motor, known as best for washers. Automatic- oiling. All moving parts enclosed no danger to children. Celebrated Armco Rust-Resisting Iron (used throughout) is proof against any hind of water, soap and alkalis. A good sized family washing finished in about IX hours at a cost of only 2^ cents for electricity. Can be run from any electric light socket or from a farm lighting plant. Every Gold Medal machine shipped on this offer is sold on a 1 ft.Vfkoi* tf"'iioi*'antaa This written guarantee i. vr' I CI olIirX Address Straus & Schram Dept. B406W. 35th St.. CkieM Send me your complete catalog of Gold Medal Electric Washing Machine- and details of your 4 weeks free trial, fasy payment factory output offer. No obligation. Straus & Schram, Dept. B406 West 35th Street Chicago, Illinois Please mention this magazine when writing to advertisers ILLINOIS CENTRAL MAGAZINE t\ 656.05" Contents Edward H. Baker Frontispiece Public Has a Moral Obligation Toward Property in Its Service 7 How 1 Cent and 2 Mills Pays the Freight on an Average Hotel Meal 11 Employe-Editor Finds Time to Be Loyal to Company and Country 14 The Story of "Old Glory" 17 Business Is Good If You Make It So 18 Sunday School Forces Praise Railroads 20 Stopping the Waste in Our Production, Theme of Herbert Hoover.... 22 Third Month of "No Exception" Campaign Proves Best of All 25 Latest Addition to the Golf Club Colony Served by Illinois Central 28 Why Rates Cannot Be Reduced Is Explained by Samuel O. Dunn 32 With the Flyers at Chanute Field, Where Even Dogs Take Wings 37 Illinois Central System Makes Appeal to Shippers and Consignees.... 40 Stage and Screen 42 The Home Division 46; Uncle Sam Builds a Great Sanatorium at Dawson Springs, Ky 48 Does the Carrier Profit in Adjustment of Claims Regarding Coal?.... 52 Chicago's $5,000,000 Municipal Pier Will House Pageant of Progress 56 Dressing Up the Illinois Central Proves Power of Good Example 59 Starting Them North on Ice a Big Item on T. J. Quigley's Division.. 63 Editorial 66 The Wayfarer 72 Public Opinion 73 Accident and Injury Prevention 81 Same Ladders Climbed by Our Executives Available to All Employes.. 83 Law Department 86 Proof of Perjury Give Illinois Central Victory in Big Suit 88 Traffic Department 91 Senate Committee's Hearing on Railways Enlightens the Public 92 Purchasing and Supply Department 96, Engineer Explains How He Manages to Let the Live-Stock Live 98 Billion Dollar Industry Flourishes Along Our Right-of-Way 100 Farm Where Worms Spin Hosiery Found at Our Southern Terminal..l03 Co-operalion Needed for Success of Fuel Conservation Campaign....l05 The Stained-Glass Window Short Story Complete in This Issue 108 News of the Divisions 116 Our Monthly Roll of Honor 130 Riblished monthly by the Illinois Central K..Ii. in the interest of the railroad and its ^4000 Employes Advertising Kates "on Application Office 13JI East 11* Place Telephone Wabash 2200 Chicago Local 182 per copy $ 1^' pur year .51 OO89 Edward H. Baker Edward Homer Baker was born at Mason, Effingham County, 111., August 23, 1870. He attended grammar school, which was all the schooling he has had except night school. He was employed as freight brakeman May 8, 1888; promoted to freight conductor Sep- tember 4, 1890; promoted to passenger conductor November 2, 1895; promoted to trainmaster September 12, 1912, Champaign district, Illinois division. He was trainmaster on the Champaign district seven years. June 1, 1919, he was transferred to be trainmaster of the Chicago district, Illinois division. June 15, 1920, he was promoted to be supervisor of passenger service employes for the system. He was a conductor on the Daylight Special for ten years. Illinois Central Magazine VOLUME 10 JULY, 1921 NUMBER 1 Public Has a Moral Obligation Toward Property in Its Service E. I. Lewis, New Member of Interstate Commerce Commission, Sees a Duty on Both Sides THE public has a moral obligation to provide adequate maintenance, re- placement and return on property dedicated to the public service, E. I. Lewis, member of the Interstate Commerce Com- mission, declared in an address which he delivered June 2 before the National Elec- tric Light Association at the Drake Hotel, Chicago. Mr. Lewis' recent appointment to the government commission was pre- ceded by service on the public utilities com- mission of Indiana. He has had many years of intimate acquaintance with the regulation of public utilities. Mr. Lewis' subject was "Current Aspects of Utility Regulation." While he did not refer specifically to the railroads in most instances, the points he made can be ap- plied also to them. After calling attention to the disturbed conditions that have followed the war, cul- minating in the present downward tendency of prices, Mr. Lewis pointed out why pub- lic utility rates have not fallen off appre- ciably. Percentage of Increase Small "One reason, forgotten by a public that generally will be reasonable when it stops to reason," he said, "lies in the fact that utility rates, as a whole, did not advance comparably to commodity prices. One may truthfully say that utility rates have ad- vanced very little from the pre-war levels. When everyone else corporation, farmer, laborer, wholesaler, retailer, property owner sailed away on the wild war-period flight, E. I. Lewis the public utility and common carrier alone were anchored to mother earth by regula- tion at no time over generous and often close to the point of starvation. They were not permitted to enjoy earnings running into the hundreds of per cent of war-period profiteers no, not even 50 per cent or 25 per cent and there is not a regulator who has not heard a war-profit-taking commun- ity protest, with all the soul that could be mustered, against the public utilities, Eight ILLINOIS CENTRAL MAGAZINE July, 1921 which were, and are, their very life, being given an earning of 6 or 7 per cent. "Time after time I, like other commis- sioners, heard a demand that the public utility be let go without earning. I have seen some come before me, men making fortunes annually in the fabrication of flour, wares and commodities and in the pro- duction of coal, stone and materials, pro- testing against relief to the seat of their operating energy. The injustice of it seared your very soul. If utility rates did not then double or triple or quadruple, it is of course impossible that they can now contract like the prices of corn, wheat, coal, etc. Business Has Not Kept Up "Another reason for failure of public util- ity rates to drop is that the utilities were called on to keep up with the abnormal war growth and expansion of cities and indus- tries and with the extravagances of the in- dividual citizen. The plants are there with their financial obligations incurred at a time when the cost of such incurrence was at its height. They are ready to serve the 1917-1920 volume of business. But the business whose demand for the conven- ience of services was so insistent is tem- porarily gone or less active. There is a shrinkage in revenues, but no correspond- ing shrinkage in fixed obligations, overhead, or even in operating expenses. "Another reason for failure of public utility rates to drop: While public and industrial demand called for expansion of plants, there was generally present a vast amount of physical emaciation. It cannot longer be ignored. When the war was upon us, President Wilson commanded scrupu- lous husbanding of men, materials and money for the big job of winning the war. Maintenance and rehabilitation suffered. Then followed the most unfavorable financ- ing period utilities have known, with con- stantly mounting operating costs, accom- panied by increasingly unfavorable finan- cial showings. The result is that many utilities emerged from the years 1917-1920 in depleted phyisical condition, though out- wardly having the appearance of financial soundness. Money now has to be used to make good deferred maintenance. "The drop in operating costs, so far as public utilities are concerned, has been more apparent than real. Taxation Also a Burden "Then there are taxes. Though public utilities constitute the only business of which I know whose operating sheets do not re- cord payment of excess profit taxes dur- ing the war, they are bowed under the steadily accumulating burden of local taxa- tion. It is popular to visit, to a persecuting degree, the full force of assessment and levy, and often special levies, on public utilities and common carriers now have which I have been most familiar, the public utilities and common carriers now have saddled on them approximately one-seventh 7>f all the taxes collected in that state. This probably is typical of the burden in other states. "If it were not for the gravity of the situation, there would be real humor in the sometimes frantic efforts of designing per- sons to curry popular favor by taxation reprisals on public utilities. Inasmuch as, of necessity, taxes go above the gross in- come line, such reprisals result only in higher utility rates to patrons. In many instances, increase in taxation alone is such as to offset all reductions in cost of coal, materials, supplies and operation, and render rate reductions impossible. In some instances taxation is forcing higher rates. Greater Interest Shown Now "When utility rates were weakly trailing far behind ascending commodity prices, the public could easily understand the rela- tion between cause and result. It must also be admitted that the public did not show very great concern about such small items as utility rates. But it is different now. Business served by public utilities has been hit; there is some unemployment; wages are beginning to descend; some commod- ities: have hit pre-war levels. People are beginning to scrutinize tnc balance sheet, and to count cost. They do not under- stand these more or less intricate condi- tions which result in utility rates' failing to respond to the downward readjustment. "The whole situation has changed. "Let us first observe that, since 1917. there has been a decided change in the July, 1921 ILLINOIS CENTRAL MAGAZINE Nir objective character of public utility regula- tion. It has become radically different from what it was before that time. Then regula- tion was enthusiastically sponsored by the public, often against the opposition of the public utilities. The constant tendency was to regulate rates downward. Commissions quite generally found in effect schedules of rates that were over adequate or unjust. Regulation downward was made possible by cutting off unjustifiable demands, by shift- ing burdens to where they should be, and also by a highly commendable increase in plant efficiency. The War Made More Work "Had there been no war, it is probable that within a few years utility regulation would have found itself with little to do. "The war changed everything. The cur- rents were reversed. Repeated high tidal waves of operating costs swept rates back, and higher and higher. "Regulatory commissions, understanding the play of economic currents better than the public, were placed in not only a new but also a most difficult position. Com- missions which, five years ago, were re- ducing rates have been standing, and now stand, between the utilities and an ill-in- formed and incited public, demanding jus- tice. It is the same justice, but its appli- cation, under changed conditions, results in rate increases or refusals to reduce rates in many instances. "That is the situation now, and it causes me to be apprehensive that both the util- ities and the commissions and, above all, regulation face a most critical period. I feel that it is so critical that it is essential to the public welfare and to the life of util- ities that utility men, such as yourselves, should fully appreciate it; also that, so far as lies within their power, utility operators should properly orient themselves toward these problems. Must Be Square W;th the Public "There is now a most compelling neces- sity that public utilities relieve regulatory bodies of some of the tremendous pressures falling upon them by reason of this new state of affairs. This the utilities can do in three ways: "(1) By educating public opinion to the true condition of the utilities and by taking that public into their confidence by placing all of their cards face up on the table; "(2) By removing all features of their business which are subject to legitimate criticism by the public, and by going more than half way to conciliate public opinion; "(3) By stopping some utilities' practice of dodging responsibilities and of 'passing the buck' to the commissions, in matters in which the responsibility lies entirely in the utilty. "It must be remembered that no gov- ernmental policy can be maintained for an extended period of time which is not backed by public approval. That is, specifically, to say that any governmental policy which aims to provide utilities with a reasonable return cannot long continue if that public approval is estranged by the beneficiaries of such laws. The only way public utili- ties can put the public in the frame of mind under which commissions permanently can exercise their functions is by cultivating relations that demand that respect and friendliness which makes the public willing that they receive a square deal. Rests on Public Approval "Let the utilities thoroughly understand that they are public servants; that good will, good public relations are to be acquired not alone by good service but by frank- ness and an everyday policy of treating even the smallest of their patrons with that consideration that is practiced by success- ful business in non-regulated fields. "The public must acquire an inkling of understanding that public utilities, whether they be privately or municipally owned, are not philanthropies; that they operate with costly materials and have heavy wage rolls and heavy investment obligations; that nothing short of real money, and a reli- ability of it, will satisfy the tax collector, bills for coal and supp!ies, the laborer and the much-courted investor. "Let there be a clear understanding on the part of all that the day has passed, under public utility regulation, when the amount of stocks, bonds, and other evi- dences of indebtedness outstanding, are de- terminative of the rates to be charged; that Ten ILLINOIS CENTRAL MAGAZINE July, 1921 the rate is built on an ascertained fair valua- tion irrespective of securities; that the pub- lic, having rightfuly demanded such a basis, has on it a moral obligation of adequate maintenance, replacement and return on that property dedicated to the public use; that repudiation of that obligation brings disaster not alone to the utility but to the commu- nity. "Let there be a full and a frank under- standing that on such basic conditions as have been herein enumerated is built the policy, and very best system known up to the present, of public utility regulation which is primarily designed not for the util- ities or those served but for promoting and extending public welfare. "Finally let there be a clear understand- ing that the disturbance of a good code of relations between those served and the servants, which code is undergoing un- usually severe strains, would in the ab- sence of substitution of another adequate system throw the utility situation into chaos and create a condition of affairs that would be highly detrimental to local wel- fare and demoralizing nationally to a little comprehended extent." A New Beauty Added to Our Collection Herewith is reproduced a photograph of one of the new switch engines. Twenty-five of these engines are being purchased by the Illinois Central from the Baldwin Locomo- tive Works. They are the largest switch engines in use on the system. Twenty- three of them have been shipped from the locomotive works. The twenty-five engines will be dis- tributed as follows: Chicago 7, Centralia 2, East St. Louis 2, Clinton 2, Freeport 2, Waterloo 2, Fort Dodge 2, Baton Rouge 4, Paducah 2. The new engines, which are numbered 3500 to 3524, inclusive, have a tractive effort of 51,041 pounds each. Their cylinders are 25 by 28 inches. The locomotive and tender weigh 376,700 pounds. Each locomotive alone weighs 221,700 pounds. The drivers are 51 inches in diameter. Each tender has a capacity of 12 tons of coal and 8,000 gal- lons of water. The wheel base of the loco- motive is 15 feet and of the locomotive and tender is 53 feet 3^ inches. The diameter of the boiler is 80 inches, and it is registered for a pressure of 175 pounds. The firebox is 102 by 72 inches. The firebox has an evaporating surface of 216 square feet. The flues and tubes have an evaporating sur- face of 2,569 square feet. The superheating surface is 637 square feet, and the grate area is 51.06 square feet. There are 230 tubes of 2-inch diameter and 36 flues of 5 l /2- inch diameter. TELLS HOW TO TRAVEL What travelers ought to know and do was the subject of an interview with R. J. Car- michael, assistant general passenger agent of the Illinois Central, which recently ap- peared in the Memphis (Tenn.) Commer- cial Appeal. His first suggestion was that all possible traveling be done via the Illi- nois Central, and after that he gave general advice relating to getting the right ticket, getting on the right train, checking baggage properly, and making a trip with the great- est efficiency. July, 1921 Eleven How 1 Cent and 2 Mills Pays the Freight on an Average Hotel Meal Analysis of Part Played by Rail Transportation in Assembling What We Eat AMERICANS are great travelers. No doubt about that. Two of them hap- pened to get together the other day for a little dinner in a hotel at Springfield, 111. As they lingered over their coffee, they drifted into a talk of their wanderings. "New Orleans is looking about the same as usual," remarked the one. "I was down there a couple of days last week, and the lights on Canal Street are just as bright as ever." "Haven't been down that way lately," ex- plained the other, "but I spent a week out in the Yellowstone district last month, and then went on to 'Frisco. And here I am, back in the middle of things again. Peculiar, isn't it, that you and I should meet here this evening, after visiting the Gulf and the Pacific? It's a small world, after all." "Shucks !" remarked the pepper to the salt, as the screen door slammed shut behind the two travelers. "How do they get that way ? Where have those two been ? They both stopped when they got to the ocean, didn't they? If. you want to see a real traveler, look at me. I'm a native of Penang, an island they never heard of, in the Straits Settlements, near Singapore. My one trip from there to here was longer than all their trips put to- gether." "As for me," sighed the salt, "I am almost one of the home folks. I was mined up in Michigan, less than a day's ride from here." A Hyphenated Traveler "True enough," agreed the pepper. "But look at one kind of coffee we have here; he's a stuck-up hyphenated mixture, for a certain. Part of him came from Java, down near my home, and the rest of him from Mocha, over in Arabia, near the Red Sea. Add his travels together, and you get tens of thousands of miles. And proud of it? You ought to hear him rub it in on the brand on this table that came merely from Brazil." "It certainly is a proud bunch of globe- trotters we have around here," broke in the strawberry that had slipped from the saucer and saved its existence by hiding under the edge of the plate. "But you mustn't forget that the good old U. S. A. comes pretty near feeding itself at that. I'm from Louisiana, and not a bit ashamed of the fact. How about it, folks?" "Good for you !" chorused the bread crumbs on the table. "Our wheat came from North Dakota, by way of a Minnesota mill, and if you left out our part of the meal, there wouldn't be any talking about the staff of life. You've got to hand it to the United States on wheat." "Count us in on that boost for the United States," suggested the flaky cigar ashes on the edge of the plate. "We hail from Havana, and that is only a step beyond Key West." A Roll-Call of the States And so the argument went on. It sounded like a roll-call of the states. It developed that the one man's order of beefsteak had come from an Iowa farm and the other man's order of spring lamb from Kentucky, but both by way of a Chicago packing house. The butter had come from Wisconsin, although a country product could have been picked up nearer at hand. The salmon in the salad was from the Columbia River, in the far North- west, and the peas had been grown and canned in Michigan. The sugar, like the strawberries, came from Louisiana. The only item in the meal that could not boast of travel by rail was the drinking water, and the power to pump that water five miles to the city was furnished by coal that traveled to the plant by rail. "Funny how we all got together here, isn't it?" The pepper again had the floor, for he seemed the liveliest talker of them all. "From all I've heard, I don't believe that this gathering could have been possible a hundred years or so ago. Most of you would have been Twelve ILLINOIS CENTRAL MAGAZINE July, 1921 consumed within sight of the place you were produced, or else you would have been re- garded as great delicacies because of the tre- mendous trouble and expense it would have taken to bring you all together. None of the folks who eat here seem to realize what a wonderful thing this assembly is." Wherein the speaker paid a compliment, too often unpaid, to the miracle of modern trans- portation, which has brought together on any one table anywhere in the United States the products of all the world. The Price of a Postage Stamp That meal cost the consumer $1.25. A rail- way man who happened to be at an adjacent table overheard the argument about the dis- tances all these parts of the meal had traveled, and just for his own convenience he took a few minutes off when he got back to the office to figure out what the cost of rail transporta- tion had to do with that charge of $1.25. The railway receipts from that meal were almost exactly 1 cent and 2 mills. This was almost exactly 1 per cent of the total cost of the meal. For bringing all these materials together from all over the United States, the railroads had received slightly more than the cost of our cheapest postage stamp. Would you be interested in his figures? Here they are. He left out the ocean trans- portation charges on the two importations (coffee and pepper), established routings that seemed most likely to him, and calculated the weights of the various portions of the meal on a basis that would make its total weight 1 pound and 7 11/16 ounces. He figured car- load rates from the producers and manufac- turers to the wholesalers, and less-than-car- load rates from the wholesalers to the re- tailers. The cost of getting this meal together ran like this : COFFEE New Orleans to Springfield $.60 a hundred pounds $.006 a pound % ounce - $.000187 PEPPER New York City to Chicago to Springfield total $1.52% a hundred pounds $.01525 a pound & ounce $.000059 SALT Ludington, Mich., to Chicago to Springfield total $.52% a hundred pounds $.00525 a pound % ounce $.000041 BEEF Des Moines, Iowa, to Chicago to Springfield total $.65% a hundred pounds $.00655 a pound % pound $.003275 WHEAT Fargo, N. D., to Minneapolis to Springfield total $.41% a hundred pounds $.00415 a pound 2 ounces $.000518 BUTTER Madison, Wis., to Chicago to Springfield total $1.12 a hundred pounds $.0112 a pound 1 ounce $.000700 PEAS Detroit, Mich., to Chicago to Springfield total $.69 a hundred pounds $.0069 a pound 4 ounces $.001725 SALMON Portland, Ore., to Chicago to Springfield total $1.69% a hundred pounds $.01695 a pound 2 ovnces $.002118 STRAWBERRIES Hammond, La., to Springfield $1.12 a hundred pounds $.0112 a pound 4 ouncea $.002800 SUGAR New Orleans to Springfield $.60 a hundred pound's- $.006 a pound 2 ounces $.000750 TOTAL $.012173 And yet we hear talk condemning our rail- roads the hands that feed us and we are always quick to believe anything that is said to their discredit and slow to believe anything that is said to their credit. What in the name of high heaven would we do without them? A Former General Manager Dies The older members of the Illinois Cen- tral family, who knew the man personally, will learn with deep regret of the passing of John F. Wallace, former general manager of the Illinois Central and later planner of the Panama Canal, who died at Washington, D. C., Sunday, July 3. Mr. Wallace's death was sudden, the cause being arterio-sclero- sis, to which the extremely hot weather may have contributed. He was living in a hotel at Washington, where he had been called to testify before the Senate committee on inter- state commerce, which is conducting a hear- ing on the railway situation. Mr. Wallace was chairman of the Chicaeo Railway Terminal Commission. He was 69 years old. As a civil engineer, beginning in 1869, he served successively as rodman with the Carthage & Quincy Railroad, as assist- ant engineer on surveys with the Quincy, Alton & St. Louis Railroad, and as assistant engineer with the United States Engineer- ing Corps at Rock Island. On New Year's Day, 1891, Mr. Wallace July, 1921 ILLINOIS CENTRAL MAGAZINE Thirteen came into the employ of the Illinois Central to assist in handling the World's Fair trans- portation problems. Seven years later he was appointed second vice-president. Then he was changed to assistant general man- ager and placed in charge of the operating department. In 1902 he was made general manager. Chicago was greatly honored in May, 1904, when the United States government offered to Mr. Wallace the position of chief engineer in complete charge of the construc- tion of the Panama Canal. Mr. Wallace ac- cepted and began work there on June 1, 1904, at a salary of $25,000 a year. Although the Illinois Central did not wish to part with Mr. Wallace, the decision was made on the recommendation of Stuyvesant Fish that the larger duty was to. the gov- ernment in this work. Mr. Fish said of Mr. Wallace: "There is no professional en- gineer I know who has in a higher degree than Mr. Wallace the special commercial and diplomatic tact needed on the new job. He has an excellent and rare capacity for dealing with men, above, beside, or below him, and he will be an honor to the gov- ernment and to himself." In 1905 Mr. Wallace became a member of the Isthmian Canal Commission and vice- president and general manager of the Panama Railroad and Steamship Company. From 1906 to 1917 Mr. Wallace served as president of the board of directors of West- inghouse, Church, Kerr & Co. His Chicago work, with the terminal commission, is best known by his designing of the Chicago & Northwestern terminals and his interest in lakefront development. He was also a cor- poration adviser and consultant. MV. Wallace was born September 10, 1852, at Fall River, Mass. He received his educa- tion as a civil engineer at Monmouth Uni- versity, Monmouth, 111., of which his father, the Rev. David A. Wallace, was founder and first president. Mr. Wallace's wife was Miss Sarah E. Ulmer of Monmouth. After the Train Won the Race Fourteen ILLINOIS CENTRAL .MAGAZINE July, 1921 Employe-Editor Finds Time to Be Loyal to Company and Country Sigmond A. Lee Doubles as Engine Foreman and Writer, and Swats the Radicals, Too ALMOST every man has some high ideal something that he is striving for. Frequently he can devote only his spare time to the attainment of his ideal. An interesting figure of this sort is found on the Kentucky division of the Illinois Central Railroad. Sigmond A. Lee is an engine foreman in the Louisville yards. He is rounding out the twentieth year with the company, and in those twenty years of service he has not received one demerit mark. This speaks for itself ; so let us see what he does during his off hours. Mr. Lee has always been a citizen who has taken a vital interest in the welfare of his community, in the progress of his state and in the development of his country. Hav- ing been denied a full school education, he has devoted himself at every opportunity to the cause of education. There has never been an educational campaign, whether it was a bond issue for the schools or an effort to eliminate the management of the schools from politics, that he has not supported with all his heart. Mr. Lee's wider influence, however, has been through the columns of his newspaper the Journal of Labor, of which he is the owner and editor. This weekly paper is pub- lished in Louisville and is devoted to the cause of the working people. After Mr. Lee is through in the railroad yards, he goes to the office of his newspaper and there super- vises its management. He realizes that the power of the press is the greatest aid to the cause of the working man. Every good and great movement in the labor world, which redounds to the interest and benefit of the man who toils, finds his hearty support in both the news and the editorial columns of his paper. Served on Council of Defense It was during the dark and anxious hours of the war that he was called upon by the governor of Kentucky to serve as a member of the Kentucky Council of Defense. This body consisted of nine men representing the Sigmond A. Lcc at His Desk entire state. The employes of the Illinois Central System already know the patriotic services of these councils of defense. In this position, Air. Lee represented the workers of Kentucky. In Louisville a radical had been preaching his doctrines of one big union from the pulpit of a church he had organized. There had developed a public resentment against these sermons, but no one seemed to have the courage publicly to repudiate this man. A mass meeting was held. Mr. Lee was one of the speakers at this meeting. After the regular program had been concluded and before this meeting had adjourned, pre- arranged calls came for this radical to speak. July, 1921 ILLINOIS CENTRAL MAGAZINE Fifteen The chairman invited this man to come to the platform. Mr. Lee immediately arose and announced that he would not remain on the same platform with a speaker who was against America in the war and who was a pro-German. He immediately left the plat- form. The Louisville Courier-Journal, in commenting upon the instance, published the following editorial : Lee's Loyalty and Sanity "Sigmond A. Lee did himself and the cause of organized labor credit when at a meeting Sunday afternoon he refused to remain on the same platform with a speaker who had made himself notorious for his un-American- ism during our war with Germany. "The committee which arranged the meet- ing had voted unanimously not to include this man among its speakers, and when in response to some call from the audience he came forward to address it, Mr. Lee, who, with Mrs. Lee, was to lead in singing 'Amer- ica,' left, explaining that 'we did not approve of his stand during the war, and we did not see how an audience could consistently sing "America" after listening to him.' "The Courier- Journal feels assured that in this action Mr. Lee, who is one of the local leaders of union labor, is representative of the body and substance of the organization throughout the country. Union labor did its part nobly and proved its patriotism signally when the test came to us all in the ordeal of 1917-18. It had no patience then with nomi- nal Americans who placed any 'issue' above Americanism, and in peace as in war it is not infected with their poisonous heresies. There are radicals and adventurers in the labor organizations, as everywhere else, who are willing to resort to Socialistic and communis- tic claptrap in order to further their ends, but the conservative mass of union labor is as sound and as much opposed to I. W. W.ism, Socialism and anarchism, as the mass of the American people in general is. The War Was a Test "The truth is that in the crucible of war much of what was labeled 'Socialism' was burnt out. One has but to look among his own acquaintances to note how many there are who called themselves Socialists at the outbreak of the war who have now abandoned that creed ; and he will find the result of his personal observations fully confirmed by the statistics of the strength of the Socialist party today and two years ago. Socialism has not increased among the workingmen, while it has waned in general. As a matter of fact, the most active of what we may loosely call our Socialists today belong to the capitalistic rather than to the labor class, including a few high-browed pedants, a sprinkling of adven- turers with money for the indulgence in freak self-advertisement, and all of our coupon- clipping 'milk-fed Bolshevists.' "Sigmond Lee does union labor a service when as a union labor man he scorns to flock with any of these birds." His Policy a Square Deal In an interview with a representative of this magazine, Mr. Lee said : "I find a great deal of pleasure in devot- ing my spare time to the management of my paper. I consider the editorial department the most important part of my work, as this is the heart and soul of the newspaper. I have Mr. Lee at Work in the Yards Sixteen ILLINOIS CENTRAL MAGAZINE July, 192J made it a policy to give every man a square deal when writing editorials, and I have been unrelenting in my fight against the radicals who have not only sought to destroy our movement but to overthrow our government. I believe the cardinal principles of a good newspaper to be these : Tell the truth and have the courage to speak your convictions. An editor of a newspaper who fears to speak courageously and boldly in the defense of the rights of all the people is unworthy of the position he holds. I am running the Journal of Labor solely in the interests of my fellow men, and my one hope and ambition in life is that I may be of service to the man who toils." From the editorial in the Courier-Journal and from the statement of Mr. Lee, it can readily be seen that the Kentucky division of the Illinois Central has in Mr. Lee another of its many valuable employes. Every man must have some great ideal to work for when he is turned loose from his daily grind, says Mr. Lee. Can a nobler purpose exist than that of service to your fellow-man? Our Flag Has Just Had a Birthday JUNE 14, 1921, was observed as the 144th birthday anniversary of the American flag. June 14 is annually observed as Flag Day all over the United States. The American flag is the oldest of those of the great nations, and only the flags of the small nations of Denmark and Holland are older. In the accompanying illustration, Figure 1 shows the coat of arms of George Washing- ton, with its stars and stripes, which probably influenced the design of our flag. Its Latin motto means "The event justifies the deed." Figure 2 shows the first official national flag raised by General Washington at Cambridge, Mass., January 2, 1776. The king's colors are in the canton, and the thirteen stripes repre- sent the thirteen original states. This was used as an ensign in colonial trade as early as 1704. Figure 3 is the flag which General Wash- ington designed and Mrs. Betsy Ross made at Philadelphia in 1777. Congress adopted this as the American flag on June 14, 1777. It was first raised over Fort Schuyler (at present Rome, N. Y.) on August 2, 1777, during an unsuccessful siege by a British army. The Fort Schuyler flag was "home made" of "a petticoat red, a soldier's shirt and a captain's cloak of blue." Figure 4 is the flag of fifteen stars and stripes adopted in 1794 after Vermont and Kentucky were admitted to the Union. This is the "Star Spangled Banner" which inspired Key's immortal lines when he saw it "still there" over Fort McHenry, which defended Baltimore from British attack in 1814. Figure 5 shows "Old Glory" our present American flag the style of which was adopted by Congress in 1818, more than a hundred years ago. It has thirteen stripes for the original thirteen states and one star for each state in the Union at present a total of forty-eight. Figure 6 is a sketch of the Betsy Ross house in Philadelphia, where, it is said, Mrs. Ross worked on the design of the flag. This old house is on Arch street, near Third street. The 144th anniversary of the adoption of the American flag was unusually observed. Thirty-nine governors, hundreds of mayors, and the federal government proclaimed that the flag be displayed on all buildings and that lodges, posts, and patriotic organizations, as well as industrial and business institutions, arrange programs. All speakers were urged to remember that Flag Day exercises are free from political or sectarian expressions. The pledge is as follows : "I pledge alleg- iance to the American flag and to the republic for which it stands, one nation indivisible, with liberty and justice for all." "Give the American flag one full and un- molested day, and inculcate lessons of pa- triotism that this is the only true symbol of American freedom 365 days of the year," urged Dr. B. J. Cigrand, president of the National Flag Day Society, in urging ob- servance of the day. (See Opposite Page) July, 1921 ILLINOIS CENTRAL MAGAZINE Seventeen The Stor of "Old L- Washington's Coat- of -Arms 2.- The Union or Cambridge fl.a& of 1776 3.- Betsy Ross Flag 4. The Stai- Spangled Banner of 1814 5.- The American Tla of Today 6.- The Betsy Ross House Philadelphia I'.iyhteen ILLINOIS CENTRAL MAGAZINE July, 1921 Business Is Good if You Make It So BUSINESS is very much what you make it, and a cheerful view will aid greatly in restoring normal condi- tions, according to A. J. Doyle of the Bur- roughs Adding Machine Company, recently quoted in the Memphis Commercial Appeal. "When I hear a man say that business is 'bad,' 'rotten,' 'dead' that things are down and no prospect of getting better in sight I wonder if that man knows how much it costs him in cold cash to make such state- ments," said Mr. Doyle. "If a man thinks business conditions are as bad as that and spreads his opinion broadcast, it is bound to react against his own business in particular and to a certain extent on business in general. "I don't mean that business men should hide their heads in the sand like ostriches or try to juggle the figures on their books to fool themselves, but I mean that in many instances the man does not know whether it is possible to transact more business in his line because he has not tried hard enough. "We have most of us been so spoiled by the high waves of prosperity in the last two or three years that we have forgotten how we used to work to get orders in the years that we considered normal. We have no right to complain that the public won't buy if .we make no real effort to sell, and at the same time discourage the public with talk of hard times. "Of course, the boom times have passed, and whether they were really good or bad years depends on the net result of business after all the 'boom' has dried up. But look- ing back over a period of ten to twenty years and comparing the buying power of the average citizen today with the money he had in his pocket or in the bank at any time during that period, who will say that the opportunity to do business today is less than it was five or ten years ago? "Of course, there are some people out of work, but even some of these are good business prospects today. The fact is that most of the people in this country have more money and more property today than they ever had before, and there are enough of them who want to spend it to make good business for all of us if we will make it at- tractive for them to buy what they need. "Just to illustrate this point: A friend of mine has about made up his mind to buy a new automobile. He knows what he wants and has the money to pay for it, but he is not yet quite willing to walk into that agent's office and lay down his check. Now if a good salesman for that particular car should get hold of my friend and take him into the office and show some interest in putting the sale across, that car would be sold tomorrow. "Another man says his wife is going to buy a washing machine. He is willing to pay for it, but isn't interested enough to shop around and look into the merits of the different makes himself. If somebody would send one of the things up to his house and show his wife how to run it, the chances are 10 to 1 she would keep it. "People are eating three meals a day just the same as ever. They are wearing just as many clothes. The movies are crowded, the best hotels are full, the roads on Sundays and holidays are jammed with automobiles all over the country. Many retail stores have so many customers that you can't get waited on promptly if you want to buy any- thing. Does that look like hard times? I should say not. "Lots of people have more money than they ever had before. Don't forget that. "There are just two things we all need to bust this business gloom. "First, stop talking poor business and talk better business. "Second, do everything in your power to start the normal flow of money through business channels." LOCAL ATTORNEY DIES St. John Waddell, local attorney for the Yazoo & Mississippi Valley for Quitman County, Mississippi, for the past twenty- five years, died at his home at Memphis, Tenn., on June 13, at the age of 66. Mr. Waddell was born in Ashley County, Arkansas, and was educated at Cumber- July, 1921 ILLINOIS CENTRAL MAGAZINE Nineteen land University, Tennessee. He began the practice of law in Tunica County, Missis- sippi, afterward removing to Quitman County and later to Memphis. He repre- sented the Y. & M. V. in Quitman County ever since the railroad was constructed in that county. He was more familiar than probably any other lawyer with the land titles in the Yazoo-Mississippi delta, and rendered the company great service in the examination and perfecting of the com- pany's titles to lands in Quitman County. He also had charge of the conduct of all railway litigation in Quitman County and rendered most efficient service. Mr Waddell also had a large private practice in Western Tennessee, Northern Mississippi and Eastern Arkansas. He con- ducted, his practice so quietly that few knew the importance and extent of the in- terests which he represented. He was an exceedingly careful, busy and industrious lawyer. On the day after his death there was a meeting of the bar of Shelby County. Seldom has there been such a large at- tendance of lawyers at Memphis, and never have there been more sincere tributes paid to any member of the bar. Mr. Waddell leaves surviving him his wife, two sons, Fred Waddell, American consul at Lima, Peru, and St. John Wad- dell, Jr., a planter at Marks, Miss., and one daughter, Mrs. W. P. Armstrong of Mem- phis. Illinois Central Boy Makes Good in Oil The many friends of J. W. Carnes, who a number of years ago was chief clerk to Su- perintendent J. J. Flynn of the Y. & M. V. at Memphis, will be pleased to learn of his rapid advancement in the oil business. Superintendent Flynn and Mr. Carnes /. W. Carnes were very close friends in fact, they were almost inseparable. When Mr. Flynn left the Y. & M. V. to go to Texas, he was soon followed there by Mr. Carnes. Mr. Flynn got to be prominent in the affairs of the Texas Oil Company, and Mr. Carnes went with that company under Mr. Flynn. A few years ago Mr. Carnes associated himself with the Sinclair Refining Company. At a meeting of the Sinclair Refining Company directors held at Chicago, June 13, Mr. Carnes, who had been manager in charge of bulk sales, was made general sales manager and a director of the company. The Oil News for June 20, in speaking of Mr. Carnes' elevation, says: "There is no more striking example of the rewards that come to the man who works his way to the front than that shown in the rapid promotion of Mr. Carnes." Mr. Carnes was born and educated in Ohio. He entered the service of the Penn- sylvania Railroad while quite young, serving successfully through the yard, station and operating departments, later going with the Illinois Central. He was superintendent of one of the Texas lines when he decided to throw the railway business overboard and go into the oil business. It is said that Mr. Carnes has developed into one of the best oil salesmen in the United States. His friends in the oil business speak of him as a "human dynamo" in a business way. Twenty ILLINOIS CENTFAL MAGAZINE July, 1921 Sunday School Forces Praise Railroads THE following is quoted from a letter received by President C. H. Mark- ham from Secretary Henry A. Boyd of the Sunday School Congress, dated Nashville, Tenn., May 31: "Your statement under the caption of 'Illinois Central System Calls Attention to Things the Public Does Not See' is to my way of thinking one of the most far-reach- ing utterances made by you as head of the great corporation. Our Sunday School Congress forces shall have all of this. I am asking that it be reproduced in several na- tional papers that are working with the Congress forces : the National Baptist Union- Review, which has a nation-wide circulation, and the Nashville Globe, which covers the southeastern territory." Another letter from Secretary Boyd to Mr. Markham, dated Nashville, June 14, is given below, together with the resolution passed by the Sunday School Congress June 10: "Our Sunday School Congress adjourned its sixteenth annual session in Little Rock Monday. During the session the Sunday school forces, representing 21,500 Sunday schools of the Missionary Baptist persua- sion, with an enrollment of more than a million and a half constituents, voiced the sentiment expressed in the following state- ment, and it becomes a part of their record and will be offered to the papers for pub- lication: " 'The Sunday School Congress forces in session here today went on record as being in hearty sympathy with the Herculean task of the railroads of the United States in ad- justing themselves' from war to pre-war con- ditions. It is the desire of the Sunday School Congress forces numbering over twenty thousand schools, with more than one and a half million pupils, to have the man- agement of these railroads understand that they appreciate the size of the task that the railroads are called upon to perform, and they would urge all railway employes to properly consider the Christian spirit of the unparalleled services that the railroads have been to the United States in helping to build up the communities and several states through which they pass, refraining from strikes and disorder that would be detri- mental to the property and progress of America's greatest industry. The Congress forces believe that the gospel of the Lowly Nazarene properly disseminated among rail- way employes will hastily bring the desired results of peace on earth and good will toward men.' ' Mass Meeting Indorses Our System A mass meeting attended by about 200 citizens was held at Durant, Miss., Tues- day night, June 21, at which resolutions were adopted pledging the support and co- operation of the citizens to the Illinois Cen- tral and the Yazoo & Mississippi Valley railroads. The meeting was arranged for by Mayor John B. Wilkes of Durant and was pre- sided over by John M. Howard, member of the legislature from Holmes County. A. D. Caulfield, superintendent of the Mississippi division, made a speech in which he described the railroads as agencies of civilization and told of the practical value of the Illinois Central to the people in the regions which it serves. He said that a cor- dial good feeling has existed at all times between the personnel of the Illinois Central and patrons, and pointed out that the Illi- nois Central has paid this year in taxes more than $650,000 on the Mississippi divi- sion, and that $60,000 of that covered Holmes County. "The railroads want only a square deal," Mr. Caulfield said, "the same as an indi- vidual property owner." Rumors that the railway shops were to be removed from Durant were denied. Other Illinois Central people who par- ticipated in the meeting were Dr. R. E. Howard, division surgeon; W. H. Petty, July, 1921 ILLINOIS CENTRAL MAGAZINE Twenty-ont trainmaster; M. T. Woods, engineer, and Ira L. Myers, engineer. Doctor Howard, Trainmaster Petty and Engineer Woods were among the speakers. The resolutions were, in part, as follows: "We fully realize and appreciate the great and incalculable benefits and conveniences en- joyed by all people living along the lines of this great system of railroads, and by the numerous states, counties, cities and towns traversed by it. "We are fully mindful of and appreciate the great benefits derived by this community as well as by all our surrounding territory from the railroad shops, roundhouse, terminal, and beau- tiful station buildings located at this town, and the munificent contributions made and taxes paid by these railroads to the commonwealth. "We gratefully acknowledge the many courte- sies and graceful acts by the ever kind and courteous officers and managers of the Illinois Central Railroad; and we have not forgotten the many acts of ready kindness and cheerful help extended the people of this in common with the people of many other communities in times of epidemic, and other visitations of suffering and distress. "We desire to express our thanks and appr.e- ciation to Superintendent A. D. Caulfleld of the Illinois Central Railroad for his attendance at this meeting, and for the interesting and in- structive address delivered by him." Labor Board Extends Wage Decision As predicted, the United States Railroad Labor Board on June 27 handed down a decision extending to virtually every rail- road in the United States the 12 per cent reduction in pay of employes authorized on some roads by the Labor Board decision of June 1. July 1 was set as the date for the decreases to take effect. The pay slash ordered by the board June 1 affected 104 roads, although all employes were not affected. The decision of June 27 included 210 roads, many of which were parties to the original decision, but which returned to ask reductions in classes of their employes not covered by the original order. A list of the decreases authorized was published in the June issue of the Illinois Central Magazine. The new order authorizes reductions identical with those ordered June 1, the only change being the addition of rates of marine workers in certain harbors and a section re- lating to dining cars and restaurant workers. The wages of that class of employes were ordered reduced 60 per cent of the in- creases given since February 29, 1920. Every railroad in the country affected by the decision of the Labor Board in July, 1920, granting a $600,000,000 increase, is author- ized to reduce wages 12 per cent with the exception of a few subsidiary lines, whose parent owners filed petitions for reductions. Most of them have received permission to make the adjustment in the pay of all em- ployes. In addition nearly two score of roads who voluntarily advanced wages in 1920 were authorized to make reductions. The estimated annual saving to the roads will be $400,000,000, or $200,000,000 less than the increase granted a year ago. In a later decision, the Labor Board held that pay of time and a half for overtime must be abolished, at the same time an- nouncing the retention of the "national agreements" until such time as conferences between managements and employes have been completed. SON OF AGENT DIES Friends and acquaintances of Agent I. C. Barbee at Herrin, 111., will sympathize with him in the loss of his son, Ira Cal- vin Barbee, who died on June 8, after an operation for appen- dicitis the day before. The boy was born May 8, 1913, and thus was 8 years and 1 month old at Ira C. Barbee the time of his death. A CONSCIENCE STILLED St. Louis division offices have received an unsigned letter enclosing a $5 bill and an ex- planation that the writer had kept some dyna- mo belting found along the tracks some years, ago. Twenty-two July, 1921 Stopping the Waste in Our Production, Theme of Herbert Hoover Secretary of Commerce Points Out Cures for Various Ills in Industrial Relations = '"' ' t i : i i i i i r i i By HERBERT HOOVER Secretary of Commerce THE waste in our production is meas- ured by the unemployment, the lost time due to labor conflict, the losses in labor turnover, the failure to secure maximum production of the individual due either to misfit or lack of interest. Be- yond this again is a wide area of waste in the poor co-ordina- tion of great indus- tries, the failures in transportation, coal and power supplies, which re-echo daily to interrupt the steady operation of industry. There are again such other wastes due to lack of standardization, t o speculation, to mis- management, to inef- ficient national equip- ment and a hundred other causes. There is a certain proof of deficient production by com- parisons of our in- tense results in 1918, when, with 20 per cent of our man- power withdrawn into the army, we yet produced 20 per cent more commodities than we are do- ing today. We are probably not produc- ing more than 60 or 70 per cent of our capacity; that is, if we could synchronize Man Wanted Wanted A man for hard work and rapid promotion; a man who can find things to be done with- out the help of a manager and three assistants. A man who gets to work on time in the morning and does not imperil the lives of others in an attempt to be first out of the office at night. A man who is neat in appear- ance and does not sulk for an hour's overtime in emergencies. A man who listens carefully when he is spoken to and asks only enough questions to insure the accurate carrying out of instruc- tions. A man who moves quickly and makes as little noise as possible about it. A man who looks you straight in the eye and tells the truth every time. A man who does not pity him- self for having to work. A man who is cheerful, courte- ous to everyone and determined to "make good." A man who, when he does not know, says, "I don't know," and when he is asked to do anything says, "I'll try." A man who does not make the same mistake twice, who is not a goody-goody, a prig or a cad, but who does the very best he knows how with every task entrusted to him. This man is wanted everywhere. Age or lack of experience do not count. There isn't any limit, ex- cept his own ambition, to the num- ber or the size of the jobs he can get. He is wanted in every big - business from Maine to California. = iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiii? all national effort to maximum production, we could produce 30 or 40 per cent more com- modities and service. Our national machine is today doing worse than usual, as witness the 3,000,000 idle men walking our streets. There is no such iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiipg thing as the nation overproducing, if it produces the r ig h t commodities. The commodities or serv- ices produced by the whole nation are cap- able of absorption by the whole nation if they are of the right character. In other words, if we could at- tune the whole indus- trial machine to the highest pitch, agricul- ture as well as manu- facture, an increasing production would mean a directly in- creasing standard of living. When ten men or one hundred mil- lion men divide their united output, they can by doubling their output have twice the amount to divide. The problem in dou- bling output is to di- rect it to commodities or services that they can use. There is no limit to the increase of living standards, except the limitations of human strain, sci- entific discovery, me- chanical invention and natural resources. It is true enough that any particular commodity or service July, 1921 ILLINOIS CENTRAL MAGAZINE Twenty-three can be overproduced, for each will reach a saturation point in demand when all the mem- bers of the community have been supplied. The absorption of increased productivity lies in the conversion of luxuries of today into necessities of tomorrow, and to spread those through the whole population by stimulation of habit and education. Wheat bread, railways, good roads, electricity, telephones, telegraphs, automobiles and movies were once luxuries. They are still luxuries to some parts of the population. It is but a corollary that certain commod- ities can better be produced for exchange for commodities from outside our boundaries of more appropriate character to our needs. To- day we have capacities for production of some commodities not only in excess of our home need, but even beyond export demand under present financial conditions. As a matter of practical remedy, we must either reorganize these financial relations or alternately abandon some part of this kind of production and turn our idle men to making things of which we are not yet fully supplied. One Limit to Consumption To put the matter in another way, there is no limit to consumption, except the total capacity to produce, provided the surplus of productive power is constantly shifted to new articles from those that have reached the sat- uration point of demand. For instance, we have the productive capacity wasted today that would improve the housing conditions of our entire people to the level that perhaps only fifty per cent of them enjoy and at the same time not entrench upon our established neces- sities. I am not suggesting that the forces of production can be shifted by imperial direc- tion. The practical thing that can be done is to eliminate some of the wastes and misfits in our production, and depend upon the normal processes of business and human desires to absorb them. The largest area of waste lies in the large periods of slack production and unemploy- ment, due to the ebb and flow of economic tides between booms and slumps. The ideal would be steadily increasing production an ideal of no likelihood of exact realization be- cause of inability to ever gauge the advance in growth consumption or the approach of sat- uration. On the other hand, there are cer- tain possibilities of stabilization worth con- sideration. For instance, we can classify la- bor into that engaged in production and serv- ice from this equipment. Our studies of industries as a whole show that we usually expand our equipment just at the periods of maximum demand for their products instead of doing our plant expan- sion during periods of slack consumption. We thus make double demands on labor and we doubly increase unemployment in periods of reduced consumption. This is indeed one of the factors in our great unemployment today. Every one knows that for our normal pro- ductivity, our transportation facilities are to- day inadequate. We know that we are insuffi- ciently housed, insufficiently equipped in our public roads and our public utilities ; that we need an entire revision of our power supply, that we need expansion of our waterways and yet armies of idle men are walking the streets. The reasons why this occurs are not far to seek, in that it is at times of high produc- tivity that capital is most easily obtained. It is then that the necessity of increased equip- ment most impresses men's minds and it is the high hopes of these periods that lead them into the adventure of expansion. Nor is it possible to expect that all industry could be so stabilized as to do its capital construction in periods of depression in commodity de- mand. Nevertheless, there are some indus- tries that could, by co-operation of the gov- ernment and co-operation amongst themselves, be led in this direction. More particularly does this apply to railways, telephones, tele- graphs, power supplies and other public util- ities, and to the expenditure upon our state, municipal and national public works. Variation in the Coal Industry Another variety of intermittent employment, and thus great waste, lies in certain indus- tries now operating upon an unnecessarily wide seasonal fluctuation, as for instance the bituminous coal industry. This is today one of our worst functioning industries. These mines operate seasonally and erratically. They proceed from gluts to famines, from profiteer- ing to bankruptcy. As already determined by our engineering bodies, the men who mine our coal find work only seventy per cent of their time. In other words, there are thirty per cent more equipment, thirty per cent more men, attached to this industry than are neces- Twenty-four ILLINOIS CENTRAL MAGAZINE July, 1921 sary if it were stabilized to continuous opera- tion. The mining engineers have already pointed out the directions in which remedy lies, through storage, through railway rate differentials and other remedies. Through constructive action an army of men could be released from this industry of necessity to convert some luxury into a necessity of tomor- row. This is no plan to control prices or profits, although through it both the producer and consumer in coal could be placed upon a sounder basis than today. The interest of the consumer and producer is, however, even less important than relief from the intermittent employment and unemployment within this in- dustry that today brings a train of indefinite human misery and some of our lowest stan- dards of living. The second largest area of waste in produc- tivity is the eternal amount of labor friction, strikes and lockouts. The varied social and economic forces involved in this problem need no repetition here. Fundamentally, this is not alone a struggle for division of the results of production between capital and la- bor, but there is also a loss greater from strikes and lockouts in the element of purely human friction and loss outside the area of dispute on wages and hours. The growth of industry into large units has destroyed the old mutuality of interest between employe and em- ployer. Our repetitive processes have tended to destroy the creative instinct and interest in employes; at times their efforts sink to low levels, indeed. We will yet have to reorgan- ize the whole employment relationship to find its solution. There is great promise in this field during the past two years, and the prog- ress in this matter is one of the subjects un- der our inquiry. Distribution of Labor Faulty Yet another variety of loss lies in the un- necessarily faulty distribution of our labor supply due to seasonal and to shifting de- mands. Probably the next largest fraction of waste in productivity lies in a too high degree of individualism in certain basic products and tools. In other words, a standardization of certain national utensils makes for economy in distribution, in operation and in repairs. The necessity of maximum production during the war opened a great vista of possibilities in this direction. Such standardization as car couplings, or wheels, and cars generally, rep- resented real progress in this direction. These possibilities lie in a hundred directions. There are all sorts of cases from sizes of chains to the size of automobile wheels. Today dozens of different sizes are placed in the market by manufacturers and entail not only special equipment and skill to produce these many varieties, but also great stocks are required in distribution and losses are entailed due to lack of interchangeability. It is certain that there are a great manv articles of everyday use in which the manu- facturer would indeed be glad to undertake some co-operation in standardization, from which the saving in national effort would be interpreted not into millions but into billions of dollars. This does not mean that we stamp the individuality out of manufacture or inven- tion or decoration; it means basic sizes tc common and everyday things. Need of Better Industrial Equipment Another type of waste lies in our failure to advance our industrial equipment. The Super- Power Board will demonstrate the saving of 25,000,000 to 50,000,000 tons of coal annually by the electrification of our eastern power supply. The St. Lawrence Waterway Com- mission will demonstrate the saving of five to ten cents a bushel to the farmers of fifteen states by unlocking the lakes to ocean-going vessels. Nor will this added efficiency to our national transport injure our present systems of canals and waterways, for we have ever found that the prosperity of an industry blesses them all. Nor do we believe it is necessary to effect those things by the government. The spirit of co-operation that has been growing in our country during the last thirty years has al- ready solved many things ; it has standardized some things and is ripe for initiative toward co-operation of a widespread character. The leadershio of nnr federal government in bring- ing together the forces is needed. No greater field of service exists than the stimulation of such co-operation. The first step is sane analysis of weakness and sober proposal of remedy. If the facts can be established to an intelligent people such as ours, action is cer- tain, even if it be slow. July, 1921 ILLINOIS CENTRAL MAGAZINE Twenty-five Third Month of "No Exception" Campaign Proves Best of All June Shows a Reduction of 78.9 Per Cent as Compared With March, Just Before Effort Began By C. G. RICHMOND, Superintendent, Stations and Transfers THE system ''No Exception" campaign conducted during June resulted in a reduction of 78.9 per cent in the num- ber of exceptions received as compared with March, 1921. There were only 1,933 exceptions charged to all stations on the Illinois Central and Y. & M. V. railroads, compared with 9,184 in March, 1921, a reduction of 7,251, or 78.9 per cent, and 14,417 in October, 1920, a reduction of 12,484, or 86.5 per cent. The following shows ihe total number of exceptions charged to the four grand divi- sions in June, tabulated as to the different classes of exceptions compared with totals of March and October. Total Northern Lines Western Shorts 176 Bad Orders 595 Pilferages 63 Overs 229 Astrays 126 Total June, 1921 1,189 Total March, 1921 5,085 Total October, 1920 7,481 The rank of grand divisions is as follows: Grand Division Rank Exceptions Springfield 11 New Orleans Terminal 12 Indiana 13 Kentucky 14 St. Louis 15 E. St. Louis Terminal 16 Memphis Terminal 17 Chicago Terminal 18 46 71 113 115 135 174 317 681 The result of the "No Exception" cam- paigns during the past three months is re- flected in a reduced number of claims paid for lost packages, and also in the number of claims presented. The total number of claims paid for lost packages during June, 1921, was 424, compared with 1,166 during June, 1920, a reduction of 742, or 63.6 per cent. The to- tal number of claims presented in June, 1921, was 8,868, as compared with 14,872 during Potal Total Total Grand rn Lines Southern Lines Y. &M.V Total. 16 37 57 286 56 104 180 935 7 4 17 91 4 67 89 389 9 47 50 232 92 259 393 1,933 1,079 1,426 1,594 9,184 1,829 2,311 2,796 14,417 Western lines 1 92 Southern lines 2 259 Y. & M. V 3 393 Northern lines 4 1,189 The rank of the various divisions, based on the number of exception reports received, is as follows: Division. Rank Exceptions. Memphis 1 15 Louisiana 2 17 Tennessee 3 22 Minnesota 4 23 Wisconsin 5 26 Vicksburg 6 29 Mississiopi 7 35 New Orleans 8 37 Iowa 9 43 Illinois 10 44 June, 1920, a reduction of 6,004, or 40.4 per cent. The intense interest and spirit of co-opera- tion manifested by each and every employe during the "No Exception" campaigns of April and May was continued during June, special attention being given to the causes responsible for the issuance of bad order re- jorts (which represented 45 per cent of the total exceptions received during the past three months), resulting in a decrease of 3,081 reports, compared with March, a reduc- tion of 76.7 per cent. This reduction was accomplished by more intense supervision of stowing and extending the bulkheading and bracing to all through destination cars at the larger platforms. Twenty-six ILLINOIS CENTRAL MAGAZINE July, 1921 The final result of the system campaign during June was even more remarkable than the showing made during the "No Excep- tion" months of April and May, the record being as follows: June 1,938, May 2,226, April 4,253 June showing a reduction of 293, or 13.1 per cent, compared with May, and 2,320, or 54.5 per cent, compared with April. The reduction in number of exception re- ports received during the past three months is truly a wonderful achievement and reflects great credit on all supervising officers and employes on the Illinois Central and Y. & M. V. railroads, and it should be the earnest desire of all employes to maintain this high standard of efficiency in the handling of LCL freight. Following is statement showing the total number of exceptions that were charged to the individual stations and divisions during the campaign: Division Chicago Terminal Station Shorts Chicago 120 Others TOTAL ....120 Orders pufera * M Overs 330 33 142 330 33 142 As trays 56 56 Total Total Total June Mar. 1921 Oct. 1921 681 2,598 3,696 24 65 681 2,622 3,761 E. St. Louis Term. E. St. Louis Illinois 12 103 11 35 13 174 627 1,189 Kankakee 3 Champagne 2 Effingham Others 1 TOTAL 6 St. Louis Centralia 5 Carbondale 2 Mounds Cairo Du Quoin 1 Others 11 TOTAL 19 Springfield Clinton 3 Decatur Springfield Others 2 TOTAL 5 "Indiana Evansville 3 Indianapolis 4 Peoria Mattoon 5 Others 2 TOTAL 14 TOTAL I. C. NORTHERN LINES....176 595 63 229 126 1,189 5,085 7,481 3 1 2 1 10 22 72 2 1 3 1 9 48 77 4 2 6 33 67 9 4 3 2 19 92 143 18 6 8 6 44 195 359 5 5 6 21 88 152 18 3 2 7 32 160 146 10 3 1 14 118 119 5 3 8 42 47 8 3 3 14 72 53 18 1 4 10 44 139 220 64 4 19 27 133 617 737 9 1 2 15 139 275 7 1 2 10 96 172 6 1 7 32 69 4 3 3 12 152 152 26 2 4 7 44 419 668 15 5 5 28 69 126 18 5 4 31 108 176 3 1 8 3 15 120 126 12 1 3 4 25 147 208 6 5 1 14 161 131 54 7 21 17 113 605 767 Wisconsin Minnesota Bloomington Freeport 1 Rockford Minonk Others 3 TOTAL 4 Dubuque 1 Waterloo Cedar Rapids Others 2 TOTAL 3 2 2 4 89 181 2 1 2 6 107 281 3 3 30 90 1 1 26 10 5 1 1 2 12 122 199 12 1 3 6 26 374 761 9 3 1 14 101 157 2 1 3 57 127 2 1 3 12 27 1 3 41 91 14 4 2 23 211 402 July, 1921 ILLINOIS CENTRAL MAGAZINE Twenty-seven Division Station Shorts B** 1 Pilferages Overs Orders Astrays Total Total Total June Mar. 1921 Oct. 1921 Iowa Ft. Dodge 2 10 1 1 14 102 157 Sioux City 4 4 8 45 81 Sioux Falls 9 12 Cherokee 4 4 86 100 Omaha 4 4 29 32 Council Bluffs 1 1 1 1 4 47 58 Others 2 7 9 176 226 TOTAL 9 30 2 1 1 43 494 666 TOTAL I. C. WESTERN LINES 16 56 7 4 9 92 1,079 1,829 Kentucky Central City 1 1 1 1 Louisville . 6 27 1 7 8 49 290 456 Paducah 5 9 20 7 41 120 151 Princeton 3 1 4 6 10 Others 4 4 1 3 8 20 75 94 TOTAL 15 43 2 31 24 115 492 712 Tennessee Jackson 19 44 Birmingham 5 4 5 14 67 113 Dyersburg 1 1 2 18 25 Fulton 25 34 Corinth Others 1 2 1 2 6 72 131 TOTAL 7 7 6 2 22 201 347 Mississippi Water Valley 1 1 3 2 Ditrant 2 2 15 52 Grenada 2 1 1 4 15 52 Others fi 16 3 3 28 70 126 TOTAL 6 21 4 4 35 103 205 Louisiana Jackson 3 3 4 10 195 327 Yazoo City 21 67 McComb 1 1 9 8 Others 2 1 2 1 6 56 113 TOTAL 6 1 5 5 17 281 515 New Orleans Term. New Orleans 9 27 1 21 12 70 349 532 TOTAL I. C. SOUTHERN LINES.... 37 104 4 67 47 259 1,426 2,311 Memphis Greenwood 1 1 30 64 Clarksdale 1 1 2 43 78 Tutwilcr 2 1 1 4 7 17 Helena 7 6 Others 1 4 2 7 126 313 TOTAL 5 4 2 3 14 213 478 Vicksburg Greenville 1 1 1 3 31 57 Cleveland 1 7 1 9 Leland Rosedale 1 2 3 3 3 Others 2 4 3 4 13 61 60 TOTAL 3 8 11 6 28 95 120 New Orleans Vicksburg 2 5 2 8 1 18 107 166 Baton Rouge 3 1 2 6 56 106 Natchez 5 5 21 20 Others o 4 1 1 8 114 124 TOTAL 4 17 3 11 2 37 298 416 Memphis Terminal Memphis 50 150 10 65 39 314 988 1,782 TOTAL Y. & M. V. 57 180 17 89 50 393 1,594 2,796 GRAND TOTAL..286 935 91 389 232 1,933 9,184 14,417 Twenty-eight ILLINOIS CENTRAL MAGAZINE '5 announcement is made by tiamjnen. of golf specials at Cfuca^o July, 1921 This city stations. The first step is Calumet' rf* * Latest Addition to the Golf Club Colony Served by the f j Illinois Cental qt Chicg^o THE Illinois Central System has encour- aged the building of golf courses along its lines out of Chicago. There are now nine golf courses (including the four of the Olympia Fields Country Club) served entirely by the Illinois Central, and the organization of another at Matteson is being discussed. The latest addition to the colony of golf clubs served by the Illinois Central line is the Calumet Country Club at 175th street and Western avenue. This club has invested in round figures about $300,000. The club has been in existence for many years. Its old grounds were on the prop- erty of the Pullman Land Association east of the Burnside Shops. It was said that more golf was played on those grounds than on any other private course in the vicin- ity of Chicago. Encroachment of industries made it necessary for the club to give up these grounds and seek a new location. After a careful examination of all the avail- able property for sale, accessible to the Ill- inois Central lines, the beautiful tract of land at 175th street, comprising 160 acres, was se- lected and purchased. Illinois Central Represented. Vernon W. Foster, local attorney of the Illinois Central at Chicago, has been one of the moving spirits in the development of the new course and is now the president of the club. Other Illinois Central officials who are members of this club are: L. W. Bald- win, vice-president; D. W. Longstreet, traf- fic manager; A. L. Davis, principal assistant engineer; W. D. Beymer, comptroller; J. F. Dartt, auditor of disbursements; R. E Kim- bell, auditor of miscellaneous accounts; J. F. Porterfield, general superintendent of transportation; F. L. Thompson, chief en- gineer, and H. B. Hull, general claim agent. The club has made great strides this year in improving and beautifying the grounds and in furnishing the new club-house. Vice- President James Rose, Secretary Frank E. Bell and Treasurer A. L. Tolin are all "live wires" in the management of the Calumet Country Club and are giving President Fos- ter the strongest kind of support in the ad- ministration of the club's affairs during the Vernon W. Foster, President fuly, 1921 ILLINOIS CENTRAL MAGAZINE Twenty-nine Thirty ILLINOIS CENTRAL MAGAZINE July, 1921 current year the year of the club's greatest achievement. The entire membership is enthusiastic and is pulling together in fine spirit for the advancement of Calumet. This club is on firm footing and its future is as- sured. A Creek on the Course. The course is being gradually improved. It is beautifully wooded, and a fascinating creek winds its way through the grounds, jfroviding an interesting hazard for the golf- ers to shoot over on a number of the fair- ways. The new fireproof club-house is said to contain the most commodious locker room of any country club in the vicinity of Chicago. An outstanding feature of the Calumet Coun- try Club is the cafe service, which has be- come noted for the excellent quality of the food that is served. The cooking is super- vised by Charles KiefFer, an efficient French chef, who made the old club at Burnside famous for the meals served. Mrs. Kieffer presides over the dining rooms and sees that the meals prepared under the supervision of her husband are properly served to the mem- bers and guests. Mr. and Mrs. Kieffer are entitled to much credit for the popularity of the Calumet Country Club. The club is also noted for the hospitality A. L. Davis, Chairman Sports and Pastimes Committee and good-fellowship of its members. This is known far and wide among Chicago golfers as the "Calumet spirit." This spirit is encouraged by scheduling, each season, a Views Along the Course July, 1921 ILLINOIS CENTRAL MAGAZINE Thirty-one number of events which tend to mix up the players and form the get-acquainted and keep-acquainted policy of the club, which is being looked after this year under the lead- ership of A. L. Davis, chairman of the sports and pastimes committee. The Illinois Central is not overlooking anything in the way of furnishing the golf patrons of its lines with proper service. Special golf trains are run on fast schedules for the accommodation of golfers, and the growing patronage of these trains has more than met the expectations of the manage- ment. Our Cliff-Dwellers Who Had to Move Cliff-dwellers are all right in their place, which is or was in the far, far Southwest of these United States. But when they start making themselves at home on the Chicago lakefront a dozen feet from the many- tracked right-of-way of the Illinois Central Railroad, their picturesqueness is eclipsed by the danger they are to traffic and to themselves. And so, more in sorrow than in anger, the Illinois Central management recently was forced to request the depart- ure of a colony of about one hundred of them from the vicinity of the tracks between Twenty-sixth street and Thirty-first street. It all came about from the unemployment situation, so the cliff-dwellers, all negroes, declared. Most of the hundred had been soldiers during the war. Finding themselves out of work, and consequently out of homes, they set about to settle down somewhere. The Chicago beach between Twenty-sixth and Thirty-first is patronized almost exclu- sively by negroes. On the well-protected shore are thousands of blocks of limestone, thrown there to hold back the water of Lake Michigan from the Illinois Central tracks, which parallel the shore line from Sixteenth street to Fifty-third. Living in dug-outs was no new experience to these former soldiers; so they proceeded to make themselves at home. In the huts which they built from the loose limestone, they were "at home" to all their friends and contributors of clothing. A community kitchen, a commissary and a barber shop were opened. The ice-box was a keg sunk in the wet sand and covered with burlap. Through donations of food from various agencies, including the many curiosity seekers who flocked to see them, and by fishing continually, the men managed to keep themselves fairly well fed. A plan of self-government was worked out. One negro was elected captain, and over his headquarters dug-out flew the American flag. Drastic regulations were enforced. The absolutely necessary work was divided. There was none of the pas- time known as "African golf," and, except for professional use, razors were forbidden. All in all, the cliff-dwellers were getting along quite well, and the interest shown in them by the many visitors was flattering. But over them hung the constant menace of the four hundred trains that rushed past their dwellings every twenty-four hours. And eventually, on June 17, despite the sys- tem of warning whistles they had established to note the approach of a train, one of the cliff-dwellers was killed. This caused the request for their removal. AN EXPLANATION OF "UNCLE SAM" "Uncle Sam" is the popular title for the United States. In the year 1812 a large quantity of provisions for the army was purchased at Troy, N. Y., by Elbert Ander- son, a government contractor. The goods were inspected by two brothers, Ebenezer and Samuel Wilson. The last named was invariably known among the workmen as "Uncle Sam." The packages were marked EA-U. S. On being asked the meaning of these initials, a workman jokingly replied that he did not know unless they meant Elbert Anderson and Uncle Sam. So the title became current among workmen, soldiers and people, and the United States Govern- ment is known now by those who affection- ately call it Uncle Sam. Thirty-two ILLINOIS CENTRAL MAGAZINE July, 1921 Why Rates Cannot Be Reduced Is Explained by Samuel O. Dunn* Editor of Railway Age Contributes a Discussion of Problem That Perplexes the Country By SAMUEL O. DUNN, Editor, Railway Age MANY persons and newspapers in various parts of the country re- cently have expressed the view that general reductions of railway rates should soon be made. Some even say that in view of the recent reduction of 12 per cent in wages made by the Railroad Labor Board, the entire advance in rates granted by the Interstate Commerce Commission last Au- gust should be wiped out. On the other hand, the National Industrial Traffic League, at its recent annual convention, adopted a resolution opposing early general reduc- tions of rates. This organization for years was the fore- most organization of shippers in seeking reductions and opposing advances of rates. The principal reason given for its present stand is that the railroads must have op- portunity to rehabilitate and expand their properties if in future they are to give good and adequate service, and that they cannot rehabilitate and expand their properties unless allowed to make larger net returns in future. On the other hand, there is widespread discontent among the farmers regarding the present rates. The farmers as a class are suffering severely from present conditions. The prices of their products have declined until, according to government reports, they average only about 15 per cent more than before the war. The prices of most of the things they buy have not declined any- where near as much in proportion. Their present situation is due in only a small measure to the present rates. But the farm- ers and their organizations, especially those in the West and South, for over forty years have tended to attribute a disproportionate part of their troubles to alleged excessive Written for the Illinois Central Magazine. Samuel O. Dunn railway rates. Many of them are doing this now. Some Reductions Are Favored It is not the position of the railroads that no reduction of rates should be made. Their spokesmen all concede that, owing to the horizontal percentage advances which were made in 1918 under government control, and again in 1920, there are now many rates which are unfairly discriminatory or too high. They agree that these unfair and harmful adjustments of rates should be rapidly eliminated, and that this should be done chiefly by reductions. They hope and believe that in course of time increases in July, 1921 ILLINOIS CENTRAL MAGAZINE Thirty-three traffic and reductions of operating expenses will make practicable and desirable some general reductions. They are opposed to general reductions in the immediate future because they believe that any early general reduction would be not only unfair and harmful to the railroads, but contrary to the public welfare. One argument which is now very often advanced for general reductions is that the rates are so high they are preventing a re- vival of general business and of railway traffic, and that therefore the railroads as well as the public would be benefited by reductions of rates which would permit of an increase in traffic. But incontrovertible facts show that the present rates are not preventing a revival of business or an in- crease of traffic. The freight business of the railroads declined about 40 per cent between October, 1920, and the end of Feb- ruary, 1921. Since then there has been a steady increase in the freight shipped. The number of carloads of freight shipped the last week in February, when the business reached its lowest ebb, was 658,282 cars. Since then the freight shipped has increased steadily, and in the week ended May 28, the latest week for which statistics are available, it was 787,237 carloads, an ad- vance since the end of February of 19 per cent. February Low Month in 1919, Too The heaviest slump in traffic which ever occurred before was between the signing of the armistice in 1918 and the spring of 1919. In 1919, as in 1921, freight shipments reached their lowest ebb in the last week in February, being in that week only 667,708 carloads. It will be noted that in 1921 the traffic declined to a lower point than in 1919. The recovery of traffic in 1919 was regarded as rapid, but the recovery which has occurred in 1921 thus far has been more rapid than it was in 1919, for in the last two weeks of May the total shipments of freight exceeded those in the last two weeks of May, 1919, being 1,441,084 carloads in 1919 and 1,455,567 carloads in 1921. The traffic moving is still 20 per cent less than last October, but it is increasing faster under the present rates than it did under the lower rates in effect in 1919. Even more convincing evidence is afforded by the statistics regarding the shipments of farm products. The prices of these prod- ucts are relatively lower as compared with pre-war prices than those of any other large class of commodities. The advances in the rates on them were relatively the same as on other commodities. Therefore, compar- ing with pre-war times, the rates on farm products are higher relatively to present prices than those on almost any other com- modities. Shows Small Effect of Rates Nevertheless, shipments of farm products have increased more relatively within re- cent months than almost any others. From January 1 to June 11, 1921, the total car- loads of grain shipped was 876,581. This was 61,803 carloads more than in the same part of 1919, and 119,628 carloads more than in the same part of 1920. The number of carloads of fruits and vegetables shipped in the present season up to June. 20 was 361,- 471, an increase over last season of 58,670 carloads. A few weeks ago propaganda was started to show that cantaloupes could not be shipped under the present rates from the Imperial Valley of California. Up to June 20 of this year, however, the total shipments were 5,170 carloads, as against 4,497 carloads last year. Valuable testimony regarding the rela- tionship of freight rates to prices of various products was given recently by W. H. Wil- liams, chairman of the Wabash, in the hear- ings before the Senate committee on inter- state commerce. He showed that on cattle sold in Chicago at $8.60 per 100 pounds the rate from Sioux City, Iowa, to Chicago was 44 cents per 100 pounds, or only about 5 per cent of the price. On hogs sold at $9.25 the rate from Des Moines was 40 cents, or about 4 per cent of the price. On a bushel of wheat sold in Chicago for $1.47 the rate from St. Cloud, Minn., to Chicago was 15.6 cents, or less than 11 per cent of the price. Another example that may be cited is that on a cantaloupe selling at retail in Chicago for 35 cents, the freight rate from California was about 4 cents. The consumer paid enough for it to cover the transportation charge, a reasonable profit to the retailer and the produce merchant, and a fair price to the grower. If the grower did not get Thirty-four ILLINOIS CENTRAL MAGAZINE July, 1921 a fair price this was not due to the railway rate. On most commodities of general con- sumption the freight rates, although higher than for years, are still low compared with the value of the commodities. Mr. Wil- liams showed the 40 per cent increase granted last August in the rate on a box of apples from the State of Washington to Toledo was only 32 cents; on a crate of 30 dozen eggs from Kansas City to Detroit only 18 cents; on a pair of shoes from New England to Chicago only 1.8 cents; on a barrel of flour from Minneapolis to Toledo only 16.33 cents; on a suit of clothes from New England to St. Louis only 3.1 cents; on 100 pounds of sugar from New York to Kansas City only 20^ cents. The Question of Argentine Wheat The extent of the misunderstanding re- garding the present rates is illustrated by a statement which recently was widely pub- lished to the effect that the Iowa farmer is paying a rate which approximates 30 cents a bushel on grain from Iowa to New York as against a rate of 10 cents a bushel from Argentine. The Argentine competi- tion, as stated, would constitute a rather serious menace to the Iowa grain grower. The rate on wheat from Waterloo and nearby points in Iowa to New York City is approximately 34 cents per bushel, and this rate carries the milling-in-transit privilege under which the wheat may be taken off, worked into flour and forwarded as flour to New York without additional charge. The lowest ocean rate we have been able to find from Argentine to New York is 13.6 cents per bushel. However, wheat is not grown at the seaboard in Argentine, and the rail rate from the wheat producing dis- tricts of Argentine to the point of export averages 10.1 cents per bushel, and the in- surance rate .4 cents per bushel. This makes the total from the wheat-growing parts of Argentine to New York 24.1 cents. This might seem to place the Iowa wheat grower at a disadvantage as compared with the grower in Argentine. But there is prac- tically no wheat consumed in New York. New York is a consumer of flour, and to ship the Argentine wheat from New York to a milling point and return it to New York as flour would add an additional charge of at least 12.4 cents in each direc- tion. This would give a total rate for Ar- gentine wheat (as flour) delivered at New York of 48.9 cents per bushel as against a rate from Iowa of approximately 34 cents. You, will readily perceive the advantage the Iowa grower has. Investigation disclosed that no wheat whatever has moved from Ar- gentine to New York this year. New York is not now and has not been a market for Argentine wheat. Expenses Higher Than Estimated Since it is clear that reductions in rates are not needed to enable the traffic of the iiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiir^ The Scandal Monger f We have many sculptors today = who are different from those of old. _ We have those who do not mold | in material substances but who | impress upon the minds of good | American citizens the crude images | of uncertainty disloyalty to coun- | try and employer, unfaithfulness = and discouragement. | You have met many of these = sculptors in the last few years | so many of them that it is hard to = tell when or how we will destroy | them. They are the greatest men- | ace to our nation today. The greatest of these is the scan- = dal monger, full of dissatisfaction = and criticism, who advances no ef- | forts toward the solution of the problems of the day. He is a poi- | sonous reptile who comes in con- = tact with clean American minds = and infects them with his poisonous | conversations. He is dissatisfied = with the administrative officers of | his country and his employers, as = well as his fellow workmen. You | meet him every day, you work jj with him, and you read his writings = in the newspapers and periodicals. _ He's on. all sides of you. It is nee- = essary to get rid of him. | When he comes in contact with | you, attack him as you would a reptile. Realize that he is danger- | ous. Be self-reliant and draw the = poison from him. | Always remember that there is | room for only two kinds of isms in this country, and those are Amer- _ icanism and patriotism. D. G. | BENKERT, Conductor, Freeport, III. = 7IIIIIIIIIIIIIIIIIIIIIMIIIIIIIMIIIIIIIIIIIIIIIIMIIIIIIII1IIIIIIIIIIIIIIIIIIIIIIMIIIIK July, 1921 ILLINOIS CENTRAL MAGAZINE Thirty-five country to move, it is desirable and neces- sary to consider the effects which would be produced upon railway earnings and serv- ice by premature general reductions. It is well known that when the Interstate Commerce Commission last August fixed the present rates it estimated that the rail- roads would derive certain earnings from them and have certain operating expenses, and would receive a net operating income of 6 per cent upon the valuation of their properties made by the commission. In the last four months of 1920, when the rail- roads handled the largest business they ever handled in those months, the net return earned by them was at the rate of only 3.3 per cent. This was because their expenses were higher than had been estimated, and because the rates did not cause as large in- creases in earnings as had been estimated. The slump in traffic entirely wiped out the net operating income of the railroads in January and February, and the net return earned by them from September, 1920, to June, 1921, averaged only a little over 2 per cent. This is hardly enough to enable the railroads as a whole to pay the interest on their bonds. Furthermore, even the very small net returns obtained within recent months have been gained only by terrific reductions of maintenance expenditures. For example, owing to these retrenchments in maintenance there recently were in the country 325,000 freight cars which were in bad order. Advance in Rates Inadequate The railroads, under government control, were not allowed, like most business con- cerns, to make large profits and accumulate large surpluses, but were restricted to the same net return they earned in the three years before this country entered the war. Their properties were allowed to deteriorate. The number of freight cars available actual- ly decreased 126,000 under government con- trol. They perhaps have suffered more se- verely from the recent depression in business than any other class of concerns in the coun- try. They must be allowed to rehabilitate their properties and get upon their feet financially if they are to be able to render the service the country will demand when general business improves and traffic in- creases. They cannot do this if general re- ductions in rates are soon made. It is argued in some quarters that the lat- est advance in rates was made to offset the advance in wages granted by the Railroad Labor Board last July, and that the rates should be reduced to where they were last August because the Labor Board has ordered two-thirds of the advance in wages elimi- nated. The facts are that the advance in wages made last July was estimated at the time at $625,000,000, while the advance in rates was estimated at $1,500,000,000. The advance in rates had to be made so much greater than the last advance in wages be- cause when the railroads were returned to private operation, before the last advance in wages was granted, they were incurring under government operation a deficit at the rate of almost $1,000,000,000 a year. Fur- thermore, the advance in rates when the railroads were handling a heavy business proved to be about $500,000,000 less than was needed to enable them to earn a return of 6 per cent. Obviously a reduction in wages of only $400,000,000 a year is not suf- ficient to justify a demand that the entire advance in rates of $1,500,000,000 be wiped out, especially in view of the fact that this advance in rates proved to be entirely in- adequate. Revival a Matter of Time General reduction of rates, which would result in large reductions of railway earn- ings, should be postponed until the net earnings of the railroads have become large enough so that general reductions of rates will not completely disable them from re- storing their properties to good physical condition. It is only a matter of time until the pro- duction and commerce of the country will completely revive again, and "unless the railroads get ready to handle a larger busi- ness than ever before the country will suf- fer enormous losses from the inability of its transportation system to handle its business. The fact seems to be overlooked by many people that the movement of traffic can be much more seriously hindered by physical inability of the railroads to handle it than by the application of rates which seem high compared with those in 1917 before the Thirty -six ILLINOIS CENTRAL MAGAZINE July, 1921 enormous advances in railway operating ex- penses due to the war and government con- trol occurred. The advance in rates granted last August was based upon estimates of future operat- ing expenses. These proved so far wrong that even when the railroads were handling a large business they were failing at the rate of $500,000,000 a year to earn the net return expected. This shows the hazards involved in estimates based upon numer- ous uncertain factors of great importance. A large part of the recent losses the rail- roads have incurred have been due to these mistaken estimates. Any general reduction of rates proposed would have to be based on estimates of future traffic and expenses, which might prove to be equally erroneous. Fairness to the railroads and the welfare of the country demand that future changes in rates shall be based on 'actual experience, and the only experience on which they can reasonably be based will be experience under the existing general scales of rates and the new scale of expenses which is now in proc- ess of being established. Y. & M. V. Loses Zachary T. Jolly Zachary Taylor Jolly, claim agent, Mem- phis division, died June 21 at St. Joseph's Hospital in Memphis at the age of 42 years. He had been in the Illinois Central Zachary T. Jolly System service since 1913 as claim agent at Clarksdale, Miss., with his residence in Memphis. Mr. Jolly was taken suddenly ill at Clarks- dale May 30. After spending ten days in the hospital for treatment of inflammation of the gall bladder, he went to his home, but returned to the hospital for an operation June 17. While the operation was a great shock to him, it was thought after twenty- four hours that he had passed out of danger and his recovery was expected. A few hours before his death he suffered a serious relapse. Mr. Jolly was born September 14, 1878, at Huntingdon, Tenn., where he lived until 1909, when he removed to Memphis as a dep- uty United States marshal, a position he held for four years, then entering the serv- ice of the Yazoo & Mississippi Valley Railroad. He was married July 6, 1919, to Miss Ola Jordan, and they have lived at 1960 Central avenue, Memphis. Mr. Jolly was in disposition all that his name implies, a sunny man who made many friends. He leaves a host of warm friends in the Illinois Central family, for he was known to officers and employes throughout the system. His place will be difficult to fill. THIS IS REAL CO-OPERATION Instances of effective co-operation between departments are cited by W. H. Brill, gen- eral passenger agent at New Orleans, who says : "I wish to call attention to the splendid co-operation the passenger department is re- ceiving from employes at New Orleans Union Station, special mention being made of Sta- tion Master McDerby, Baggage Agent Cardno and his assistant, Mr. Nugent. There have been instances where these gentlemen and their assistants have really gone beyond the scope of their own departments to solicit competitive business, namely : eight passengers to Eastern Canada and several to New York and Louisville, as well as to various other destinations." July, 1921 ILLINOIS CENTRAL MAGAZINE Thirty-seven With the Flyers at Chanute Field, Where Even Dogs Take Wings Uncle Sam's School Turns Out Mechanics and Records Along the Illinois Central at Rantoul TRAVELERS on the Illinois Central Railroad who see the numerous air- planes hopping off or gracefully land- ing in a field just south of Rantoul, 111., do not always realize that many interesting things have happened there, and that there is an invaluable store of information in the buildings at the side of the field. The place is known as Chanute Field. It is the home of the Air Service Mechanics' School of the United States Army, the only institution of its kind in the United States. A parachute jump from the greatest height ever made was accomplished at this field when Lieutenant A. G. Hamilton leaped from an airplane on March 22 at an altitude of 23,700 feet. Lieutenant Harry Wedding- ton flew the airplane from which the jump was made. It was a De Haviland B 4 type with a Liberty motor and had been spe- cially equipped in order to reach the alti- tude desired. When Lieutenant Hamilton jumped, he was not visible to those on the ground, and had probably been floating in the air for Bing Ready to Fly some time before they located him. The landing was perfectly made. June 17, 18 and 19 were the gayest of days at the field. Airplanes were taking to the air, climbing to a high altitude and then rolling over and over in all sorts of stunts. They were landing on the field just about as fast as they were hopping off, but the landings seemed to be more cautious. In fact, on several instances on the first day, wings were torn off, wheels broken and the noses of airplanes jammed into the ground when a landing was attempted. A Reunion of U. S. Aviators These three days were joy days, because it was a reunion of the aviators who were in service during the war. The government set these days aside and offered airplanes to former soldiers, that they might renew their familiarity with the airplanes and keep in the practice of flying them. Although some of the men had not been inside an airplane for more than two years, they did not hesitate to start the -motor, climb in and take to the air. The first trips of these men were interesting. The ascent seemed to be perfect. At a safe altitude the airplanes would be turned loose. They looked like birds that had been freed after a long life in a small cage. They rolled and tossed, looped and dived. The pilots seemed to be trying out every stunt they had learned. Buf when it came time to land, that was a different story. It was apparently the most difficult feat of all. Luckily, there were no serious accidents, but a number of the airplanes had to be taken to the hospital for repairs. Chanute Field had a sad day June 16. On this day Bing, a small dog, supposed to be the only one in existence that has made parachute jumps, was sent away. Lieutenant J. L. Stromme, the owner of the "sky-terrier," was recently transferred to Thirty-eight ILLINOIS CENTRAL MAGAZINE July, 1921 The Field's equipment lir^d-up for outdoor class work 'Air Servicesmech&ucsJear July, I'J-'I ILLINOIS CENTRAL MAGAZINE fliirty-nine Washington, D. C, and asked that the dog be sent to him. Lieutenant Stromme straps a parachute on the back of Bing, holds him on the wing of the airplane until they are 500 feet high, then loosens the parachute, and the dog drops safely to the ground. The ap- paratus has been specially made for the little aviator, and he has made many jumps. Sorry to Lose the Dog Every man on Chanute Field was. sorry when the word came that they were to part with Bing. He was a true friend to every- one, always in the best of spirits and ex- tremely playful. All had learned to love the little creature, and he, in turn, seemed to divide his affections so that each man felt that the dog thought most of him. Bing could not leave the field like an ordinary dog. He was respected too highly for that. When the day for his departure came, the band was called out, and the en- tire body of soldiers formed a parade. Bing had a lieutenant as escort and the honor position in the parade, just behind the band. At the station, Bing stood at attention while he was saluted by his army of friends. But the 1,128 men at Chanute Field do not have all play and no work, although, to the outsider, their work is just as in- teresting as their play. There are twenty-six courses of study in the school. The aviators are taught the construction of airplanes in every detail, and they are instructed on domestic and foreign makes of motors. Airplane bodies are taken apart and accurately put together again. Instructors cause motors to function improperly, and the students are told to lo- cate the trouble. Planes Like Those Used in War All the airplanes at the field are of the type used in the World War. There are twenty now that are in flying condition. These are of the following types: Le Pere, De Haviland, British S. E. 5, Scott, German Kokker and French Spad. Chanute Field was used as a training field for aviators during the World War. Re- cently the Air Service Mechanics' School was transferred there from Kelly Field, Texas. Kelly Field is now being used as a training field. On the Wing of a Plane Plans have been made for permanent im- provements at Chanute Field. It is ex- pected to be developed into one of the best aviation fields in the United States. Government air mail pilots make Chanute Field a landing station on the St. Louis- Chicago route, but they have no connection with the field. They alight there to replenish their supply of oil and gasoline. Visitors at the field and school are cour- teously received, and a guide is appointed to take them through all the buildings to view the classes that are under instruction. But the government has issued an order that no visitor is allowed to be taken up in an airplane. EXPLAINS TO EDITOR A recent issue of the Calumet Index, pub- lished on the lines of the Illinois Central at the southern edge of Chicago, contained a letter to the editor regarding the Esch-Cum- mins law. This letter was written by Walter E. DuBois, a clerk in the local treasurer's of- fice at Chicago, and was in reply to an editor- ial that had previously appeared in that pa- per attacking the provisions of the law. Mr. DuBois' letter pointed out how unlikely it is that "watered stock" is to be found in rail- way financing, called attention to the small effect that increased freight rates have had on prices, pointed out that the cost of living is steadily dropping, and prophesied that the pro- vision for turning over to the government all profits in excess of a certain per cent would eventually mean something to the government, citing the case of the charter tax that the Illinois Central pays to Illinois. Forty ILLINOIS CENTRAL MAGAZINE Jl y ,\92i Illinois Central System Makes an Appeal to Shippers and Consignees The amount paid out by the railroads on account of loss and damage to freight represents an economic waste burdensome alike to the rail- roads and the public. That this waste is substantial is shown by the following record of the loss and damage payments made by Class I roads : 1916 $ 23,346,965 1917 35,079,757 1918 55,852,797 1919 104,507,174 1920 104,398,930 The Illinois Central System has borne its share of the economic waste on account of loss and damage to freight, as will be seen by ex- amining 1 these figures : 1916 $ 655,293 1917 : 1,077,720 1918 1,653,706 1919 2,298,250 1920 2,745,099 The foregoing figures show how the problem of loss and damage to freight has got out of hand. The Illinois Central System, in common with other railroads, is making a determined effort to reduce this drain upon its revenues. In this we need the painstaking co-operation of shippers and consignees. We, therefore, earnestly request that all shippers and receivers of freight co-operate with us to make this move- ment a success. During May, 1921, 68 per cent of the amount paid out for loss and damage to freight on the Illinois Central System was on carload ship- ments. We request carload shippers to insist upon being provided with cars suitable for the particular kind of freight they desire to ship and to see that shipments are properly braced and stowed in cars to prevent damage by shifting. We request shippers of less-than-carload freight to comply with the rules and specifications of the Consolidated Classification Com- mittee appointed by the Interstate Commerce Commission by selecting substantial containers in which to pack their goods for shipment, so July, 1921 ILLINOIS CENTRAL MAGAZINE Forty-one that packages may not be crushed and contents damaged when load- ed into cars with other freight. We request them to mark their pack- ages plainly as to name of consignee and destination, removing all old marks that may appear on packages, and to furnish legible billing or- ders, so that billing may indicate clearly the name of consignee and destination. We also request them to deliver their goods at freight depots early in the day to avoid hurried loading and billing. The president of a large wholesale house on the line of the Illinois Central System was told by one of our agents that many packages were being sent back to his house on account of improper packing and ad- dressing. He expressed great surprise and immediately called in his shipping clerk to ask him, in the presence of our agent, how many packages were being returned from the Illinois Central System daily. The shipping clerk replied : "I cannot tell you exactly, but a good many." As a result of this interview, the necessary corrective meas- ures were immediately applied. We request receivers of freight to observe the character of contain- ers used by shippers and the manner in which goods are packed, crated and marked, particularly when goods are not received in good order, and to make those facts known to the shippers, appealing to them to use good containers on the ground that defective goods and delayed transportation service cause them a loss of trade. We also request receivers of freight to notify our representatives promptly of any concealed loss or damage to their shipments, in order that imme- diate investigation may be made. Some receivers of freight neglect to do this for days, and even weeks, after shipments have been received, rendering it difficult for the proper inspection and investigation to be made. This militates against good service. Our purpose in presenting this problem to our patrons is to enable us to render a better service, by eliminating delay in the delivery of freight in good condition, and to assist in reducing the cost of trans- portation. By no means do we claim that all of the trouble is due to lack of care on the part of shippers and consignees. We are doing everything within our power to correct abuses for which we are re- sponsible. We are putting forth our best efforts to render a service of satisfaction. By working closely with shippers and receivers of freight, we believe it possible to bring the troublesome question of loss and damage under control, to the great advantage of shippers and receivers of freight, as well as to this railroad. Constructive criticism and suggestions are invited. C. H. MARKHAM, President, Illinois Central System. Fortv-tu'o ILLINOIS CENTRAL MAGAZINE July, 1921 GEORGE M. COHAN recently said he was "through" with the stage as a pro- ducer, and events have borne out the prophecy he made. "The Tavern," in which he has been playing the Vagabond in New York, has closed it is said, at the height of its popularity. This leaves as his sur- viving production "The O'Brien Girl," which is running in Boston. All of his various other productions are off the stage, although some of them were booked as far ahead as August. TO GIVE THE UNDERSTUDIES a workout, the members of the cast of "The Bat" playing in New York are going to take two weeks' vacations this summer, one at a time. Their roles will be played by actors who will tour in the play next sea- son. AN OLD MAID CLOWN is something to look forward to. Announcement has been made that Doll I. Farlardeau has signed with A. H. Woods as the old maid clown in "Ladies Night" for next season. H. B. WARNER, long a popular movie star, has accompanied his wife, Rita Stan- wood, in a desertion of the films and is now rehearsing a new play in New York. "MILESTONES" in an actor's life, ac- cording to the Billboard, are as follows: A few seasons ago "A Prince There Was"; last season "The Meanest Man in the World" ; now "The Vagabond." CHARLOTTE GREENWJOOD, the elon- gated comedienne, is to give us another musical comedy of the "Letty" series next season, it is said. The name of the new one will be "Poor Letty." recent sign of breaking away from New York, where it has passed its twelve hun- dredth performance. Some hope had been expressed of getting Mr. Bacon and his play to Chicago this year, but the announce- ment is now made that it will begin its fourth year in the East on August 26. "PEG O' MY HEART" is to be played by Miss Elsie Janis at the Theatre de Vaudeville in Paris, France, during Sep- tember and October. The language used will be French, Miss Janis announces. TRUST SIR JAMES BARRIE to get out something new occasionally. In his new one-act play called "Shall We Join the Ladies?" Sir James introduces his audience to twelve men seated around table after the women folks have left. The host an- nounces, unexpectedly, that his brother has been murdered in Monte Carlo and that the murderer is present as one of the guests. And then he proceeds to cross-examine the twelve. MAUDE ADAMS, stage creator of "Peter Pan" and other favorite characters of recent years, received the honorary de- gree of Master of Arts from Union College at its recent 125th commencement. She is the first woman honored in this manner by Union College. THE PHENOMENAL SUCCESS, "Lightnin'," with Frank Bacon, shows no J. HARTLEY MANNERS, the drama- tist, who was recently in Chicago with his wife, Laurette Taylor, during her engage- ment in "Peg o' My Heart," is putting the finishing touches on a new play for his talented wife, which will be presented at the opening of next season, before they make their production of Fanny Hurst's "Humoresque." Mr. Manners has not dis- closed the nature of his new work. For many years he has written on an average July, 1921 ILLINOIS CENTRAL MAGAZINE Forty-three Forty-four ILLINOIS CENTRAL MAGAZINE July, 1921 a play a year. His last was "One Night in Rome," presented last season in New York and London. ETHEL BARRYMORE is back in vaudeville again with Sir James Barrie's play, "The Twelve-Pound Look," which she has played so often. "ARMS AND THE MAN," Bernard Shaw's play, has been reported as with- drawn from the stage at Vienna, Austria, because of the opposition of Bulgarian students, who regard it as an insult to their country. CHAUNCEY OLCOTT will go on tour next season in a revival of "Ragged Robin." TURNING TO THE MOVIES, one ob- serves that Bert Lytell is working on an adaptation of Franz Mollner's play, "Lil- iom." Mr. Lytell will have it titled "A Trip to Paradise." DOROTHY GISH of the movies is try- ing out a dramatic play in stock in Canada this summer, and if she makes a go of it, she intends to start out in a regular stage play with her husband, James Rennie, as leading man. MACK SENNETT has been reorganiz- ing, it is reported. Charles Murray is defi- nitely out of the Sennett forces. Others gone are Kalla Pasha, James Finlayson, Louise Fazenda and Polly Moran. Ben Turpin is still on the job, however. Sen- nett is planning to divide his productions, making half of them comedies of his usual order and half of them serious five-reel stories. In the dramatic productions now working on location are Noah Beery, Ma- bel Normand, Ben Deely, Lowell Sherman, Jack Mulhall and Jacqueline Logan. JUDGE PRIEST in "Boys Will Be Boys," the Goldwyn picture starring Will Rogers, is played by Ed. Kimball, father of Clara Kimball Young. He is an old school actor, with a long legitimate stage career, and is often seen on the screen in support of his daughter. TOM MIX'S latest picture for Fox has been titled "A Ridin' Romeo." SPEAKING OF FACE POWDER even the sun dabs it on in the movies! The other day Victor iSchertzinger, directing Tom Moore in "Beating the Game" at the Goldwyn studios, decided to photograph the sun's rays as they came through a group of trees to the scene of action. "Im- possible," said the cameramen, "to register the rays unless we put on a little make-up." So they prpceeded to throw a handful of cream colored powder into the air and, as it filtered down through the sunlight, they photographed the scene. Old Sol no doubt will be asked to endorse the brand of pow- der used. HOW MANY FAMILIES can you name which have three or more of their mem- bers in the movies? There are four Moore brothers in films, Tom, Owen, Matt and Joe. The Pickford family is represented by three, Mary, Jack and Lottie. There are three MacDonald sisters, Katherine, Mir- iam and Mary, the latter being known on the screen as Mary MacLaren. Viola Dana, Shirley Mason and Edna Flugrath are sis- ters, the family name being Flugrath. Everyone knows of the Talmadges, Con- stance, Norma and Natalie. There are three Ince brothers in films, Thomas, John and Ralph. The Stewart family has its representatives Anita, Lucille, Lee and George. Then there are Ethel, John and Lionel Barrymore. Three Marsh sisters have shown on the screen at various times, Mae, Marguerite and Mildred. CHARLES UfcfiAN has recently com- pleted a short length, "Swat the Fly," for the Kineto Review. If that will inform us how to get rid of the pest entirely then the mo- tion pictures have not lived in vain. July, 1921 ILLINOIS CENTRAL MAGAZIN Forty -five Forty-six ILLINOIS CENTRAL MAGAZINE July, 1921 Picnic Sandwiches I venture to say that the finest sandwiches we ever ate were those which were made of the bread that mother used to bake, with a generous layer of home-boiled ham, corned beef, or tongue between the slices. And she didn't remove the crusts, either. Each whole- some ptece had a golden rim which was munched with delight. .* In these days of the sanitary bakery, we find that we can purchase bread which is almost as good as mother's. The bakeries, make an excellent sandwich loaf, which can be procured for any desired day by placing an order with the baker a day in advance. To make a sandwich which is at once dainty and appetizing, the bread must be cut so that the slices are neither too thick nor too thin. A crisp lettuce leaf makes an agreeable addi- tion to almost any sandwich. The butter should be softened to spread smoothly. Waxed paper will keep the bread fresh, and if it is necessary to prepare the sandwiches the night before, they may be kept moist by wrapping them in a damp cloth. It is usually desirable to prepare at least one kind of meat sandwich for the picnic lunch. Thin slices of cold tongue, ham, corned beef, sausage, veal loaf, roast pork, roast beef, or chicken may be used. < For those who crave something different, the following is a list of appetizing sand- wiches, easy to prepare: Date and nut. Stone the dates and run the dates and shelled walnuts (equal proportions) through the food chopper. Mix with salad dressing and spread on bread. Egg and pickle. Mix hard boiled egg, fine- ly chopped, with one-half the quantity of pic- calilli or finely chopped sweet pickle. Moisten with salad dressing. Pork and peanut. Run through .the food chopper an equal quantity of cold roast pork and shelled, unsalted peanuts. Mix with salad dressing. Schmierkaese or cottage cheese. Mix finely chopped nuts with schmierkaese and spread on rye bread. Pimento cheese. There is on the market an excellent brand of pimento cheese, ready to spread, and also cheese with green pepper, both delicious for sandwiches. Household Hints for Home Makers To remove berry stains from table linen, place the stained portion over the top of a pail, and pour boiling water through the cloth until the stain disappears. Apply common salt to tea stains (if possible, while the spot is still wet), let stand for a while, and then wash as usual. To wash hairbrushes easily and quickly, add a few drops of household ammonia to the water. Grated cheese is delicious spread over apple pie. Almost every woman likes to paint or cal- cimine. Be sure to strain the calcimine through cheesecloth before applying it to your rooms. Tested Recipes PEACH SALAD. Use canned peaches. Place Yz peach on lettuce leaf for each plate. Chop finely 1 stalk celery, add 2 tablespoon- fuls of mustard seed, 1 tablespoonful of vine- gar, a dash of salt, and 1 tablespoonful of salad oil, and form little balls to place in the center of each ^ peach. Just before serving, dress with fruit salad dressing. LEMON PIE. To the juice and grated rind of 1 lemon add ^ cup of sugar mixed July, 1921 ILLINOIS CENTRAL MAGAZINE Forty-seven with 1 tablespoonful of flour; then add beaten yolks of 4 eggs. Stir all together and add Yz cup of hot water. Cook until thick. When cool, add pinch of soda, and then add the whites of 4 eggs beaten with J4 CU P f sugar until stiff. Stir together and put in crust and brown in oven. CARAMEL PUDDING. 1 pint milk, 2 heaping tablespoonfuls cornstarch, 2 eggs, 1 cup light brown sugar, 1 teaspoonful vanilla. Mix cornstarch and milk, and scald the milk, stirring often. Add the eggs, well beaten. Heat a spider hot. Into it put the brown sugar, stir and allow to caramelize. Add the custard mixture to the caramelized sugar, and cook slowly, stirring constantly, until smooth. Add vanilla last, remove from fire, and put into molds which have been rinsed in cold water. Serve with whipped cream. (This quantity will serve five persons.) Every Woman's Duty Brushing the hair is said to be fatal to the marcel wave. Nevertheless, to keep hair and scalp in good condition, the daily use of the hair brush is indispensable. Fifty strokes of the brush every night or morning will produce that clean, glossy appearance which is one of the ear marks of good grooming. (Any- way, in Paris the popularity of the wave is on the wane.) "Her neck looked old" terrible indictment ! The neck, like the hands, frequently betrays a woman's age. Massage the lines in your neck with a good skin food. Persevere in this treatment and the results will be gratifying. If a trim coiffure is your particular style, and you hesitate to go about hatless on that account, try wearing two hair nets instead of one, pinning the second in place over the first, and defy the breezes to disarrange your locks. Vinegar, applied to the affected parts, will take the sting out of sunburn. From the Shops Of organdie are the newest shades for lamps and candles. Exquisite tones are obtained by combining delicate tints of this lovely material. For sports and street wear the sleeveless slipover dress has made its bow. Any style blouse may be worn with this dress. Picturesque for midsummer are Leghorn hats, wide brimmed and laden with flowers of exquisite color. Eyelet embroidery, excellent for introducing color contrasts, is still in favor on some of the newest gowns. For sports wear white shoes trimmed with patent and brown leather are modish. Summer dresses of dotted swiss and voile are a joy to the beholder. A favorite color is the ever-popular blue, with dots of red, or gold, or white. When packing the vacation bag, one is re- minded that almost as indispensable as the toothbrush is a sweater coat. Smart slipover and tuxedo styles of pure wool or heavy fiber silk, all colors, are displayed in the stores. The Apartment House Severe against the pleasant arc of sky The great stone box is cruelly displayed. The street becomes more dreary from its shade, And vagrant breezes touch its walls and die. Here sullen convicts in their chains might lie, Or slaves toil dumbly at some dreary trade. How worse than folly is their labour made Who cleft the rocks that this might rise on high! Yet, as I look, I see a woman's face Gleam from a window far above the street. This is a house of homes, a sacred place, By human passion made divinely sweet. How all the building thrills with sudden grace Beneath the magic of Love's golden feet ! JOYCE KILMER. Life's Little Lies "It's a Paris model, Madame, and so very reasonable at $50." Moonlight on the lake. Girl : "Jack, have you ever been in love be- fore?" Jack : "Dearest, you are the only girl," etc., etc., etc. Monday in June. Boss : "Fine cool day to work." Steno : (with badly sunburned shoulders, temperature 1,000) : "Delightful !" Forty-eight ILLINOIS CENTRAL MAGAZINE July, 1921 Uncle Sam Builds a Great Sanatorium at Dawson Springs, Ky. Health Resort on Illinois Central Soon to Boast of Care for Our Disabled Soldiers OUT on a wooded hill-top three miles from Dawson Springs, Ky., the United States government is now en- gaged in spending approximately $2,250,000. That sum is the estimated cost of the new Public Health Service Sanatorium now being constructed there. Since Dawson Springs has no rail service except that furnished by the Illinois Central, the sanatorium project is of deep interest to this railroad, and con- siderable revenue has already come to the company from the freight that has had to be handled to Dawson Springs. The sanatorium at Dawson Springs is one of several which the Public Health Service is now putting up to care for the soldiers who are yet suffering from the effects of the world war. That the purpose of this sana- torium is to care chiefly for tubercular patients is to be gathered from its plan. Statistics show that many of the men who were gassed in the war have since con- tracted tuberculosis. Beds for at least 500 of these cases will be ready early next spring at Dawson Springs. The sanatorium per- sonnel will include about 250 skilled special- ists, nurses and attendants. The complete plant will almost entirely cover the broad hill-top selected as a site. Twenty-one build- ings of major importance will compose the sanatorium. Eight of these are at present under construction. $680,668 for First Eight Buildings The contract for the first eight buildings, for which a total of $680,668 is to be paid, is being executed by the George W. Langford Company of Louisville, Ky., in conjunction with the local agents, the Daw- son Springs Construction Company. Willis Kennedy of Louisville is superintendent of construction for the Langford company, while Fremont P. Ward, superintendent of construction of United States public build- ings, is on the job in the interest of the government. Murch Brothers of St. Louis, Mo., have a contract for -the building of the power house, in amount $42,000. S. W. Kitten- house of Washington, D. C, has a contract for the installation of the mechanical equip- ment of the buildings, in amount $62,000, and $52,000 for the mechanical equipment of the power house. The Wickes Construc- tion Company has the contract for the erec- tion of the 100,000-gallon water tank. All work is under the charge of Mr. Ward, A General View of the Plan for the Sanatorium. July, 1921 ILLINOIS CENTRAL MAGAZINE Forty-nint and is being handled by the supervising architect of the Treasury, Washington, D. C., who has designed the sanatorium for the Public Health Service. Every effort is being made to expedite the work and pro- vide care for the soldier boys who have lost their health in Uncle Sam's service. The first eight buildings consist of an in- firmary, one building for semi-ambulant patients, and six buildings for ambulant patients. These buildings have reached the interior plastering stage, and should be ready for occupancy by the first of October. The remaining thirteen buildings are to con- sist of a mess hall and kitchen, a recrea- tion building, an administration building, a building for nurses' quarters, one for junior officers' quarters, one for senior officers' quarters, a home for the officer in charge, a non-tubercular hospital, a building for attendants' quarters, a laundry, a power house and a gas house. Bids for the con- struction and mechanical equipment of the remaining buildings have been asked for July 13, and construction more than probably will begin within the next two months. If it does, the completed sanatorium should be ready for use early next year. Has an Ideal Situation The situation of the sanatorium is almost ideal for its purpose. The hill-top is high and dry with an elevation of more than 600 feet and a clear exposure to the light so often sung about as "The sun shines bright on my old Kentucky home." Every view is a vista of green wooded hills, as far as the eye can reach, and all of the buildings to house the patients have either southern or eastern exposure. The location is out in the quiet open places, far from the "mad- ding crowds" that somebody wrote about, and under the hill, feeding the wells, are the mineral springs that have made famous the little city ofiDawson Springs. The "hill-top is about two hundred feet above the Tradewater River. The site over- looks the surrounding country for a distance of fifteen miles. It is covered with beauti- ful woods of pine, dogwood, hickory, white- oak and persimmon. The elevation renders the drainage excellent, and the breezes blow over the hills when there is any movement of the air. This site was chosen in com- petition with many other propositions placed before Congress. This land is particularly adapted for fruit growing and pasture. Some of the finest peaches grown in Ken- tucky have been grown on this property. Uncle Sam, in his usual thorough manner, is seeing that things are done properly in the construction of the sanatorium, so that none of the advantages of the location will be lost. For the most part, the units are to consist of two-story stuccoed fire-proof buildings, built for permanency. The foun- dations are to be of concrete and the walls of load-bearing tile. The floors and ceilings are to be of concrete. The cement comes from Kosmosdale, the tile from near Louis- ville, and the sand and gravel from Paducah; so it can be seen that the Illinois Central has Open Bedrooms Shoivn at the Right practically all the traffic to itself. Certain equipment formerly used at Camp Taylor, the army cantonment at Louisville, has been utilized at Dawson Springs, and even this has had to travel over the Illinois Cen- ^ tral. The government is carrying on a large portion of the work under the purchase and hire system buying the material directly and hiring the labor and so far. this has been a saving of money for the government and has expedited the work of construc- tion. A large part of the work has been done with the salvage material shipped from other camps. About 1,000,000 feet of lumber Fifty ILLINOIS CENTRAL MAGAZINE July, 1921 has been sent besides the four tubular boil- ers, water piping and plumbing materials. Patients to Live in the Open The buildings that are to accommodate most of the patients are the ones that are being built now. For the most part they are long narrow buildings, open to the world on one side so that the patients can have all the light and air there is. They will prac- tically live out of doors. The twenty-eight bedrooms in each building for the ambulant patients will be merely booths built along what is practically a long porch; the only inclosed parts of their buildings will be the day-room in the center, with its fireplace, and the wing back of it for toilet and bath facilities. For the semi-ambulant patients, the building is being made so that their thirty-six bedrooms can be shut off com- pletely from the porch if need be; in other respects the construction is much the same as in the buildings for the ambulant patients.. About two hundred men are steadily em- ployed at the present rate of construction. As there is no community nearer at hand, these men live in Dawson Springs and travel back and forth to and from work every day by truck over those three miles of hard- surfaced road. Had to Build a New Road This calls to mind another piece of work that the government had to do. When the best is said for them, some of the dirt roads in Kentucky cannot be called the finest in the world. When the Public Health Service selected this site outside of Daw- son Springs, the government had to build a rock highway a brand-new road over the hills and across the picturesque Tradewater River to connect the Illinois Central's spur track with the site of the construction. That road is an achievement in itself. Its con- struction spurred on the Dawson Springs boosters, and now there is a hard-surfaced county road running to the sanatorium. The material for building is hauled over these roads from the freight cars to the sana- torium in motor trucks which the construc- tion company has leased from the govern- ment. According to Mr. Kennedy, superintendent for the contractors, the trucks had to strug- gle over the dirt roads when construction began at the sanatorium in October, 1920, but the work became much easier when the hard road was opened on November 10, 1920. The mineral water at the sanatorium, while providing the patients with excellent drink- ing, presents its own problems in construc- tion and maintenance. According to Mr. Kennedy, the water has (properties that hasten the setting of the plaster of paris so much that the workmen have to make un- usual speed in order to get it in place be- fore it sets. Just what measures will be taken to make the water fit for boiler use have not been explained. There is a chance that ordinary unmineralized water can be found, as the city water supply of Dawson Springs is of this nature. You can get mineral water baths at Dawson Springs if The Scene at Present Infirmary in the Center July, 1921 ILLINOIS CENTRAL MAGAZINE Fifty-one you want them, but the barber shop gives you just the ordinary kind of shave. A Western Kentucky Affair The sanatorium is really not exclusively a Dawson Springs affair. All that part of Kentucky chipped in to win its location there. Contributions from many sources made possible the gift of those 5,000 acres of land to the government. Although Daw- son Springs is in Hopkins County, the sanatorium is just over the line in Christian County, and Hopkinsville, to the south, is sharing in the boom that the sanatorium has brought. Great plans have been made for an improved system of roads, and it is pre- dicted that the location of this great gov- ernment project in that part of the coun- try will be of great and lasting benefit to the whole neighborhood. Probably the best-known backer of the movement for the sanatorium is Theodore R. Troendle, president of the Dawson Springs Construction Company and for many years a prophet of Dawson Springs' commercial possibilities. The bill providing for the sanatorium was introduced in Con- gress by Representative David Kincheloe of Madisonville. Where Town Pump Is Glorified Dawson Springs itself is a place where the town pump has reached its ultimate glorification. Without the town pump and the mineral water that bubbles therefrom, Dawson Springs would be just another sleepy little Kentucky station on the Illi- nois Central lines. As it is, Dawson Springs has become a mecca for health seekers from all over the south; its name is recognized readily anywhere in that broad region, and plans have been made to promote it as a rival for the noted Indiana spas French Lick and West Baden. There is something healthy about Daw- son Springs that the casual visitor notices without realizing exactly what it is. The altitude is considerable; one cannot help noticing that when he observes the re- grading that has been done by the Illinois Central almost all the way along the line from Paducah. Our friend, the photogra- pher, declared that "Casey Jones" had been written with the Kentucky division in mind, and that the famous wreck took place on the old grade west of Dulaney Hill; be that as it may, the traveler comes as close to get- ting mountain scenery on that stretch of the lines as anywhere else on the Illinois Cen- tral System. Known as Spring Training Camp At Dawson Springs, too, there is some- thing carefree and hopeful in the attitude of the health seekers who promenade around informally, tin cup in hand, to cluster at the pumps, who take their ease in the shadow of the hotel, or who wander out to the bath houses to get their ailments boiled and perspired out of them. More than twenty hotels are listed in the Dawson Springs di- rectory, in addition to numerous rooming houses, so that Dawson Springs is equipped to handle more than 2,000 visitors at a time almost exactly as many visitors as there are residents of the town. For many years Dawson Springs has been a spring training camp for the big league baseball teams. Mr. Troendle's big project one that has lain almost dormant for some time but which seems more than likely to be revived with the completion of the government sana- torium is that for the great Karlsbad Ho- tel, to cost $3,000,000, to have 1,100 rooms and to bring Dawson Springs to the fore as one of the greatest health resorts in the country. This project was explained in a write-up of Dawson springs in the Illinois Central Magazine for July, 1917. It is again becoming a subject for conversation around Dawson Springs, and many who feared that Mr. Troendle might not be able to "put it over" have had their expectations cheered by the winning of the public health sana- torium in itself an achievement that will be a great advertisement for the springs. The prosperity of Dawson Springs is wrapped up in the Illinois Central, as any- one can see by glancing through the adver- tising matter issued there. Any map show- ing the location of Dawson Springs is almost sure to be a map of the Illinois Central Sys- tem, with perhaps a few other lines thrown in to show the central location of the town. G. C. McAuley is agent there, and much of the good feeling toward the Illinois Central can be traced to his courteous and efficient treatment of the shipping and traveling public. Fifty-two ILLINOIS CENTRAL MAGAZINE July, 1921 Does the Carrier Profit in Adjustment of Claims Regarding Coal? M. P. Blauvelt Takes Up Question of Scale Variance and an Arbitrary Percentage Deduction The employment of a percentage deduction from the recorded scale weights in handling claims for alleged loss of coal in transit, tak- ing into account the scale tolerance permitted under government standards and loss due to the inherent vice of the commodity, does not constitute an advantage to the railroad and an injustice to the shipper. This is the attitude taken by V ice-President M. P. Blauvelt in a letter to the editor of The Retail Coalman (Chicago), in which Mr. Blauvelt defends the practice from an attack by Ralph Merriam of the Chicago Bar, under whose name a copy- righted article appeared in The Retail Coalman for May. Mr. Blauvelt explains the practice followed by the carriers in handling claims for alleged loss of coal in transit, and it is believed his letter will be of interest to readers of the Illinois Central Magazine. The body of it fol- lows: THERE appeared in The Retail Coal- man for May, pages 45 to 47, a copy- righted article by Mr. Ralph Merriam dealing with the question of scale variance as applied to claims against carriers in connection with the transportation of coal. Mr. Merri- am, assunv'ng an arbitrary percentage of the shipping weight as representative of scale variation, cites sixteen hypothetical cases by which he seeks to show that the employment of a percentage deduction in the handling of claims for alleged loss of coal in transit is unfair to the shipper in that its advantage, where an advantage occurs, is always in favor of the carrier, usually with injustice to the claimant. Mr. Merriam cites a group of eight hypo- thetical cases as representative of conditions where there has been an actual leakage or pil- ferage of coal and eight others as representa- tive of conditions where there has been no actual leakage or pilferage. The concern of the carrier is, of course, limited to a consideration of the first group, for certainly where there has been no leak- age or pilferage the carrier should not be called upon to respond for damages as a re- sult of error in the scales or manipulation of them. In fact, Mr. Merriam recognizes this point when he fails to show that the applica- tion of the percentage deduction would work unfairly against the shipper in any of the eight cases of his second group, while he does show that it would prevent an actual injustice against the carrier in three. In all cases where the evidence as developed by careful investigation indicates leakage or pilferage in transit it is the general practice of the carrier to recognize full liability based on the scale weights without a percentage de- duction. This practice exists notwithstanding the fact that the element of scale variance cer- tainly enters into the determination of the weights in such cases just as it does in cases where the only evidence of loss is a discrep- ancy in weights as recorded by scales at origin and destination. However, let us disregard the advantage to the shipper which accrues under this practice of recognizing, in spite of the scale variance equation, full liability in cases where the carefully developed evidence would indicate leakage or pilferage, and ex- amine Mr. Merriam's cases further. What the First Case Shows In the first case of his first group Mr. Mer- riam cites a hypothetical instance of an actual loss in transit and an error in the scales at point of origin, as follows : Pounds Actual weight at mines 90,000 Scale weight at mines 91,800 Actual weight at destination 88,500 Scale weight at destination 88,500 Mr. Merriam says : "If the claimant adheres in this instance July, 1921 ILLINOIS CENTRAL MAGAZINE Fifty-thret to the loss indicated by the difference in scale weights and refuses any allowance for scale variances, he would file his claim for 3,300 pounds, while his actual loss is only 1,500 pounds. If he accedes to the carrier's re- quest, and allows 2 per cent of the mine weight of 91,800 pounds, or 1,836 pounds, for as- sumed scale variance, he would file his claim for 1,464 pounds, or 36 pounds less than his actual loss." In this case it is conceded that the 2 per cent deduction would result in substantial justice to all parties. It also is conceded that, if the 2 per cent deduction were not made in this case, the claimant would be paid for 3,300 pounds, resulting in a substantial injustice. An Instance of Actual Loss In the third case of his first group Mr. Merriam cites a hypothetical instance of an actual loss in transit and an error in the scales at point of destination, as follows : Pounds Actual weight at mines 90,000 Scale weight at mines 90,000 Actual weight at destination 88,500 Scale weight at destination 90,270 The conclusion which Mr. Merriam ad- vances with reference to this case is: "The shipper, relying on the scale weights, would in this instance file no claim, although the actual loss is 1,500 pounds. The 2 per cent deduction rule does nothing to save the shipper in this instance from this injustice." It is difficult to understand wherein the in- justice in this case rests. If the coal had been sold f. o. b. the mines, shipper's weights to govern, the shipper would be paid on the basis of his invoice of 90,000 pounds. If, on the other hand, the coal had been sold with destination weights to govern, the shipper would be paid for 270 pounds more coal than he placed in the car. Wherein does the in- justice to the shipper lie? A Loss Plus Two Errors In the sixth case of his first group Mr. Merriam cites a hypothetical instance of an actual loss in transit and an error in the scales at both the point of origin and the point of destination, as follows : Pounds Actual weight at mines 90,000 Scale weight at mines 91,800 Actual weight at destination 88,500 Scale weight at destination 86,730 Mr. Merriam's conclusions in this case are : "In this instance the actual loss is 1,500 pounds. On the scale weights the claimant would file for 5,070 pounds. By deducting 2 per cent of the billed mine weight of 91,800 pounds, or 1,836 pounds, for scale variance, the claim would still be filed and paid for 3,234 pounds, or 1,734 pounds too much." It is evident that the percentage deduction rule in this case errs to the benefit of the shipper, as only sca'e weights can be consid- ered from a claim standpoint. A chief weakness of Mr. Merriam's conclu- sions is that they are the sequence of abstract hypotheses and cannot be applied to concrete claims. Where a hyothesis is impossible of application, its worth in the consideration of a question in hand is negligible. Applying the three cases given above to a specific claim filed six months later, when the identity of the shipment has been lost and the condition of the scales probably does not reflect the condition existing at the time of the move- ment of the coal, let us call upon Mr. Mer- riam to state definitely under what case the claim shall 'be considered. It is at once evident that, after the expiration of from three to six months, neither Mr. Merriam nor any- one else is in a position to say definitely under what class a specific claim should be consid- ered. What Is an Actual Weight? In the adjustment of claims for loss of coal in transit, where the carrier's record of hand- ling the car fa ; ls to disclose evidence of such defects as of their nature wou'd permit of leakage, or the condition of the load at des- tination fails to indicate pilferage, it is cus- tomary to require a percentage allowance of the net shipping weight as representative of scale tolerance and loss due to the inherent vice of the commodity. In each group Mr. Merriam makes refer- ence to the actual weight at point of ship- ment or destination as opposed to the scale weight. Commercially, actual weight is non- existent save as reflected by scale weights, Fifty-four ILLINOIS CENTRAL MAGAZINE July, 1921 and on these the coal is bought and sold and recovery is sought through claims. Weighing is simply measuring the force of gravity. There is only one never-varying measure of gravity, and that is gravity itself, constant and unchangeable. The United States Bureau of Standards, rec- ognizing the fact that scales even in perfect alignment con- stitute at best only an ap- p roximat e measure of gravity, has stated that a scale may be considered a s i n alignment when the vari- ation u nd e r test does not exceed one pound per thousand pounds of test weights. Ac- cepting this, there can be no dispute as to equity of a shrinkage a 1- lowance to rep- resent scale variation. In the ad- justment of claims for loss of coal, where the records are clear, an ad- d i t i o n a 1 per- centage allow- ance is requested to cover loss due to in- herent vice of the commodity itself. In deal- ing with the inherent vice of the commodity one of the principal factors is the loss due to the evaporation of moisture. Moisture in coal consists of (1) extraneous moisture, which comes from external sources, such as underground water trickling over the face of or through the coal bed, condensation of saturated mine air, etc., and (2) inherent moisture, which is one of the products of the original vegetable matter from which the coal is derived. From an analysis conducted by the United M. P. Blauvelt States Department of the Interior we find that the degree of moisture varies considerably with the location of the coal bed. In the case of coal from Illinois mines the moisture content varies from 6 to 18 per cent. The results of the government analysis as to the presence of moisture in coal being unquestioned, it must be conceded from ordinary observation that July, 1921 ILLINOIS CENTRAL MAGAZINE Fifty -five the exposure of this coal when taken from the mine to the action of air, light and heat will result in the partial evaporation of the moisture content, with a consequent loss in the weight of the coal. The ordinary observer unquestionably has noted atmospheric effect in the drying out and consequent loss of weight of practically all vegetable matter. Other factors to be considered are results of the human equation and the variation of scales which do not appear to be within that degree of alignment contemplated by the Bureau of Standards in fixing a variation of one pound per thousand. In considering the reasonable- ness or unreasonableness of a shrinkage al- lowance, we must not lose sight of the fact that the human equation enters into the de- termination of the measurement of the force of gravity at both point of origin and point of destination of the shipment. As long as the human element is called upon to measure the force of gravity it must be conceded that er- rors will exist. It is true that these errors are not all in one direction, yet their existence is unquestioned. When Loading Weight Is Found The loading weight of a car of coal is de- termined prior to the actual delivery of the car into the possession of the carrier. In the process of daily operation there is loss from cars due to coal falling from them; gravity tracks are used at the mines, resulting in shift- ing of the loads and consequent loss. All this is before the coal has been delivered into the possession of the carrier, but subsequent to the determination of the net loading weight. In the transportation of this or any other similar commodity, the carrier being charged under the law with the delivery of the same amount as received at point of shipment, with exception of loss due to the inherent vice of the commodity, this question arises : Where the carrier's record of handling is perfectly clear, failing to indicate pilferage or the existence of defects which might result in leakage, should the carrier be held responsi- ble for the differences indicated between load- ing and unloading scales, when the Bureau of Standards has definitely fixed the degree of error which may be permitted to creep in without condemnation of the scales, or should the carrier be asked to assume that loss which unquestionably is the resujt of partial evapor- ation of moisture content in the commodity? Eliminating entirely the human equation, there still remains the most potent argument against the absolute guaranteeing of the cor- rectness of loading and unloading scale weights, viz., the loss due to the inherent vice of the commodity by evaporation, and the tol- erance permitted under government standards. Interest The savings bank pays you inter- est on the money you deposit. That money, in most cases, is the con- sideration paid you for the work you perform; therefore the interest on your money is contingent on the interest in your work; you can't have one without the other. Inter- est in your work pays another divi- dend of far greater than monetary value pays it not quarterly, nor semi-annually, but at the end of each honest day's toil. It is self- satisfaction. If you're sufficiently interested in the particular line of work you're doing, you'll interest the other fel- low who comes in contact with you. It's bound to happen. You may not do it consciously but you'll do it just the same, and he'll pass it along until everyone of us will be full of interest, and the Illinois Central System will continue to enjoy the reputation of being in a class by itself. Start out today every day wifh the resolve that, for the time you're on duty, Old Man Interest will be working within you just as he is on your money, and that daily div- idend of self-satisfaction will roll in until you'll expand your chest to the limit and be proud of your- self and the Illinois Central. Interest is the foundation of en- thusiasm; cultivate one, and you'll acquire the other. Enthusiasm will lighten your work, make that day pass in leaps and bounds instead of just dragging by, and the first thing you know it won't be neces- sary to stimulate it you'll be full of it, and it'll bubble over and soak everyone around you like wa- ter from a spring. Buy it! Beg it! Borrow it! Dream it! Think it! But get it and use it. HARRY K. KIERNAN, As- sistant Chief Clerk, Y. & M. V., Memphis, Tenn. Fifty -six ILLINOIS CENTRAL MAGAZINE July, 1921 Chicago's $5,000,000 Municipal Pier Will House Pageant of Progress Industrial Exhibition July 30 to August 14 Planned to Be Both Educational and Amusing THE prospect of considerable passenger business for the Illinois Central is con- tained in the extensive advertising now being done for the Pageant of Progress to be held in Chicago from July 30 to August 14 this year. This industrial exhibit and enter- tainment is expected to be a great drawing card for the city on the lake, as it will appeal particularly to the attention of residents of the Mississippi Valley and will be held at a time when the advantages of Chicago as a summer resort are most apparent. The Pageant of Progress is expected to be an annual affair in Chicago, beginning with this year. It follows, therefore, that passen- gers who are pleased with Illinois Central service to Chicago this year may remain pa- trons in the succeeding years. Chicago's business mtn are combining their most serious efforts towards making the Pa- geant of Progress a complete success. The venture is under the auspices of the Giicago Boosters' Publicity Club, the Chicago Associ- ation of Commerce, the Health and Sanitation Exhibition and the Illinois Manufacturers' As- sociation. Pier an Exhibition Building The Municipal Pier, where the pageant is to be presented, was built at a cost of $5,000,000 and is said to be the largest exposition build- ing in the world. It extends almost a mile out into Lake Mich : gan, and is said to have 382,669 square feet of available floor space for exhibits and recreation. Mayor William Hale Thompson, who is sponsoring the idea of the Pageant of Prog- Auditorium at the End of the Municipal Pier July, 1921 ILLINOIS CENTRAL MAGAZINE Fifty-seven Board Walk on Top of the Pier . ress, has said that it will be three-fourths edu- cation and one-fourth confetti or gayety. Many industrial and manufacturing enterprises will be represented, and all exhibits will be educational. The automobile and airplane industries, of Chicago will occupy two sections, and leading automobile manufacturers are planning exhib- its which will show the marvelous progress this industry has made in its brief life of twenty-seven years. To Show Evolution of Clothing There will be industrial exhibits depicting the manufacture of clothing from the wool on the sheep's back to the finished garment on the back of the wearer, the progress step by step from the spinning wheel and the hand loom to the modern mills, and the evolution from the silk worm to the finished dress. The methods governing the production of food will be displayed by exhibits represent- ing the progress from the farmer to the mod- ern packing plants. Chicago's pre-eminence in the packing industry is to be shown. Transportation, an essential factor in mod- ern existence, will be exemplified by the evo- lution from the ox team to the flying machine. An exhibit of public utilities will show how gas, electricity, water and heat from central plants have replaced tallow candles, the old oaken bucket and the woodpile. Oil Well to Be Operated A miniature oil well in actual operation will be used in depicting the production of petro- leum from the time the well is driven into the ground until the refined gasoline is poured into the tank of an automobile. Progress will be shown in business office appliances, from the old-time bookkeeper with his quill pen and simple ledger to the mod- ern accountant with his bookkeeping machines, card indexes, adding and calculating machines, high-speed typewriters, billing machines, cash registers, automatic coin changers, check writers, addressing machines and hundreds of other time and labor saving devices. The fur industry, which was one of the first in the Mississippi Valley, will be shown in its every phase from the fur-bearing animal in its natural state to the finished garment in the latest mode. Logging Demonstration Planned Lumber- jacks from the northern woods will demonstrate how logs are rolled and rafted down the rivers. The Chicago Historical Society will exhibit objects illustrative of the Development of the Middle West from a trackless prairie tra- versed only by Indians to what is almost the center of the population of the United States and one of the world's greatest railroad cen- ters. One of the most interesting departments of the Pageant of Progress will be that devoted to the development and conservation of public health. Plans have been made for the con- struction of a glass house, 110 feet long and costing $5,000, in which the examination, meas- urements and classification of babies entered in the prize baby contest will be carried out in clear view of the public. Entertaining features of diversion have been planned to coincide with the general educational nature of the entire pageant. Chief among these will be a daily naval pageant, One of the Exhibition Rooms Fifty-eight ILLINOIS CENTRAL MAGAZINE July, 1921 A View Along the Pier, Looking Toward the City with 10,000 men from the Great Lakes Naval Training Station. To Show Baseball's Development Ban B. Johnson, president of the American League, has arranged daily baseball games showing the game as first played in America and in its present highly skilled form. The most modern airplanes will give dem- onstrations of passenger and freight carrying. A marine parade of more than a thousand craft, including ocean-going steamers and yachts, will transform the lakefront into a water carnival each night. A boat from Que- bec and one from New Orleans will load the parade, to symbolize the "Wedding of the Waters." Thousands of seats on the roof of the pier will overlook this spectacle. In ad- dition there will be electrical displays on Lake Michigan. Among the races that will be held will be one among a carrier pigeon, an airplane, an automobile and a motorcycle. They will all leave the Municipal Pier simultaneously for Milwaukee. Ten thousand voices, one thousand on each of ten gunboats in a semi-circle around the pier, directed by a leader on a barge with an electrically lighted and operated baton, will sing each night. From the foregoing it will be seen that the Chicago Pageant of Progress is to be in no sense a local affair but an educa- tional demonstration in which the whole country will undoubtedly be interested. THE QUIET LIFE ON THE Y. & M. V. What an uninteresting month May must have been on local freight trains No. 91 and 92, between Memphis and Clarksdale, Miss., on the Memphis division ! In those thirty- one days those two trains had no personal injuries, no exceptions, no derailments, no ac- cidents of any description, no damage or rough handling of equipment, no foreign cars delayed on the Clarksdale district, no bad order cars delayed, no supplies drawn charge- able to caboose, nothing wasted and last, but not least, no stock struck. What a dreary month ! V. R. Byrd was the conductor in charge, and he attributes the quiet existence to strict attention to business, being constantly on the job, and co-operating at all times with his train and engine crew. If any local freight had less excitement in that time, the report of it has not yet reached headquarters. July, 1921 ILLINOIS CENTRAL MAGAZINE Fifty -nine Dressing Up the Illinois Central Proves Power of Good Example Gardening Department Likewise Exerts an Influence Upon Territory Our Lines Pass Through The Illinois Central Greenhouses at Champaign, III. THE gardening department of the Illi- nois Central is striving with increasing vigor to beautify not only the prop- erly of the company but also every home in the territory that is served by the rail- road. At first glance, this appears to be an impossible task one that is far too great to be considered but the older members in the employ of 'the system say they can see a change in the twenty years since this department started its work. How is the change being accomplished? Through the power of suggestion. The company's properties are beautified, and kept in this condition by a force of men who have studied plant life. When the people of a city see the improvement work that is being done, and a little later see the wonderful results, they become anxious to beautify their own homes in the same manner. Many of them are not familiar with landscape gardening and have no idea as to where to start. They do not know the names of plants that will look best Jn their lawn nor the names of those that will thrive in that particular part of the country. Consequently they turn to the gardeners of the Illinois Central and ask their advice. The gardening department, while not tak- ing undue credit, has been the direct cause of improvements in many cities. The gar- deners have given the advice, plans and ideas that have beautified numerous homes. And they do it gladly. H. S. Moulder, chief gardener, who is sta- tioned at Champaign, 111., has noticed a two- fold result of his department's co-operation with the public. Besides lending to the beauty of the system, it has added revenue to the company. Formerly, he says, it was a rare thing to see shrubbery and trees shipped from one point to another, but no\v they are sent in car-load lots. When the department gives the names and species of plants that will be best for the particular needs of the inquirer, companies that are on the Illinois Central Railroad and deal in such material are given preference. This means that the plants are shipped via the Illinois Central. Mr. Moulder says that the members of his department do not have the time to help their friends in building their gardens, but it gives them great pleasure to study each particular case where advice is desired and to offer suggestions and ideas that will aid materially. According to the records of Mr. Moulder, the gardening department has been an or- ganization only since 1900. It grew out of Sixty ILLINOIS CENTRAL MAGAZINE July, 1921 the fact that the local organizations of em- ployes of the Illinois Central Railroad took pride in the company's property in their locality and began beautifying it. At first, it was elementary gardening. Grass was planted in the bare patches and kept mowed. Then a few flower beds were added. The idea grew from year to year, until now there are parks on the system with an area of about five acres and containing more than three thousand shrubs. On all the prop- erty of the company, there is a total of 65,000 lineal feet of hedge. A Succession of Gardeners The first chief gardener of the company was a Mrs. McCray. From 1901 to 1905, J. Porte directed the work, and he was re- lieved by G. B. Moulder, a brother of the present head of the department, who re- mained in office until 1913. C. F. Swagyer became the chief gardener that year. In February, 1920, H. S. Moulder began his present work. Mr. Moulder has had a long training as a gardener. He began working with plants, shrubs and trees at an early age, helping his father. In 1905, he entered the service of the Illinois Central as a helper to the gardener. In 1906, he was made the gar- dener of the Tennessee division, in which office he remained until he was made the chief gardener, with headquarters at Cham- paign. . Under Mr. Moulder are thirteen division gardeners, each of whom has had from five to twenty years' experience in the work. The entire force of the department numbers A Box Fit for a Porch H. S. Moulder sixty-five. This number, however, is in- creased during the shipping season, Novem- ber to June, when the department is busiest. These men constantly study the natural peculiarities and beauties of the property and parks of the company, and plan designs that will bring out the topography and in- dividual features of each park. Unattractive spots are screened from view or gently re- lieved of their harshness by means of shrubs and trees. Then, to lend an artistic air and to attract attention, flower beds are laid out in geometrical designs. Plan to Follow Natural Lines " The gardening departments of other roads lay stress on the geometrical flower beds, according to Mr. Moulder, and do not try to develop the natural beauty as does the Illinois Central. Mr. Moulder believes that the general natural landscape gardening of the Illinois Central is equaled by no other system. The department is always on the alert for new plants and shrubs that prove their merit and value for adding beauty. To this July, 1921 ILLINOIS CENTRAL MAGAZINE Sixty-one end, the gardeners constantly watch the experiments of others. The duties of the department also include the planting of vegetation on cuts, slopes and embankments along the right-of-way to prevent land-slides. The most recent project of the department is the beautiful Markham Park at Centralia, 111. This garden, which was formerly the site of the shops in that city, was finished in April. Mr. Moulder said that, in spite of the fact that there are many beautiful parks on the system, he considered the work on the Centralia property the best land- scape plan of them all. Each division garden- er heralds the gardens in his territory as the most beautiful on the system, he said, and com- petition is becoming keen. When the Mark- ham Park has had time to develop, Mr. Mould- er expects, the jealousy of the overseers of the other gardens of the system will be aroused to such an extent that they will push every effort forward to make their own beauty spots even more attractive. A glance at the records of the depart nent gives an idea of the strides it has made since its organization. The greenhouses were constructed at Champaign, 111., in 1902. Another has been built at Louisville, Ky. In 1901, 15,000 plants were used by the department. In 1910, there were 35,000, and in 1919 this number was increased to 51,000. In 1920 the department placed 82,000 plants. In 1921, a total of 140,500 already have been shipped to the various divisions. This latter figure does not include 435 plants which were sent to section houses. Much work for beautifying these properties has been carried on in the last two years, and as a result the section houses of the Illinois Central are becoming very com- fortable homes. Where conditions have warranted, sufficient fruit trees and plants have been sent to section houses to supply a family of five with fresh and preserved fruits throughout the year. The yards and grounds of these houses have been graded and seeded, new fences have been built, shrubbery and shade trees have been A Garden Spot at the Rockford, III., Station Sixty-twd ILLINOIS CENTRAL MAGAZINE July, 1921 planted, and the places generally beautified. This work is to be carried on with increas- ing vigor. Mr. Moulder is making an effort to supply the dining car service with cut flowers, but he says the capacity of the greenhouses is inadequate for this. Last season, the rec- ords show, 14,885 cut flowers were supplied. This year he is making an effort to supply double that number. Plans are now being drawn for the extension of greenhouse space. The most popular shrub for beautifying a lawn, Mr. Moulder says, is the hedge. This serves the double purpose of lending beauty and marking boundary lines. How to Start a Hedge To start a hedge, he advises the follow- ing procedure : Dig a trench 14 inches deep and fill with manure and rich loose soil. Plant the slips 12 inches apart, and pack the soil down thoroughly. The top branches should be trimmed immediately to within 8 inches of the ground. The trimming should be repeated every thirty days during the first season, and the growth at the end should not be more than 4 inches, thus making a total height of 1 foot. The second year the hedge should be trimmed every twenty or thirty days and allowed to grow an addi- tional 6 inches. The trimming should be continued each succeeding year until a height of 18 inches is reached. Then the hedge should be trimmed to fit the local conditions. Eighteen inches is the prefer- able height. Hedges for the northern, central and southern parts of the country vary. Those grown in the South are not hardy enough to endure the severe northern winters, but those of the North will grow and thrive in, the South as well as in the North. Mr. Moulder has found the following hedges to be the best for the following localities: Amour River Privet South thrives best south of Tennessee; California Privet will grow as far north as St. Louis, and Amour River Privet North, the most hardy species, will stand the winters as far north as the Wisconsin line. Other plants, shrubs and ornamental trees that are best for the different local- ities he names as follows: For Memphis, Tenn., and southward, the best shrubs are crepe myrtle, euonymous, pittosporum, pomegranate, cameaille and ligustrum. The best ornamental trees are camphor, magnolia and umbrella china. The best plants for beds are lantana, arbuliton, aclypha, calendula and the old favorites, canna and geranium. For north of Memphis, the best shrubs are spireas, althea, weigelia, buddlia, lilac and hydrangea. The best ornamental trees are maple, elm and poplar. The best plants for beds are petunia, marigold, asters, salvia, vinca and althernanthrea. Very attractive window boxes or flower boxes for porch railings can be easily made as Mr. Moulder describes below: Build an ordinary wooden box in the size and shape you desire. Then peel the bark from a tree and tack it over the box. An- other attractive box can be made by splitting small limbs or young tree trunks and nail- ing them on with the flat side to the box. If legs are desired, four round posts can be quartered and nailed on. IIIIIIIIIIIIIUIIIIIIIIIIIII iiiiiiiiiiiiiiiiiininiiiliiiiiiiiiiiliiiiiiiiiU Soliciting Business The best advertisement for the = Illinois Central is for its employes | to meet the public with a smile, 1 being courteous and polite. Every = employe should do his utmost to | secure additional business at all = times let it be one package, one' | box or one carload of freight. We f should induce our friends when = traveling to go via the Illinois Cen- - tral. By the co-operation of all | employes in one large family, we | are bound to rank first among the = great railroads of North America. = We must give the public first-class = service. If each one will take the interest | in his work that he would take if " he were in business for himself, we | are sure to reach our goal of 100 per cent. So, while working, let's = all keep this motto in mind: Courtesy and politeness to the public and loyalty to the Illinois - Central. J. D. HENDERSON, Stintch- = man, Evansville, Ind. -i July, 1921 ILLINOIS CENTRAL MAGAZINE Sixty-three Starting Them North on Ice a Big Item on T. J. Quigley's Division Southern Berry and Vegetable Growers Rely on Illinois Central Service, Superintendent Says By T. J. QUIGLEY Superintendent, Louisiana Division THE handling of strawberries and vegetables on the Louisiana division ordinarily begins the middle of March, with strawberries, lettuce and early vegetables from the Kenner-Ponchatoula section, and continues about 150 miles up the division, ending the first of July with the final shipments of tomatoes from the Crystal Springs- Jackson territory. Carload shipments of strawberries and early vegetables begin moving in March from the section of Tangipahoa Parish, Louisiana, between Ponchatoula and Amite, and west as far as Denham Springs. Vir- tually all strawberries have moved by ex- press the last few years. Auction Held Every Day The berry shipments are made by local associations or brokers. Brokers from all parts of the country, representing fruit dealers, come into this territory, and an auction is ^held at each station at about 4 p. m. each day during the season, carloads being auctioned on the ground to the highest bidder. If the associations are not satisfied with the prices offered, they fre- quently start the cars consigned to them- selves and sales are made while the cars are enroute. Ordinarily at the first of the season fancy prices are obtained for the berries, but in the past two or three years prices have remained high for the entire season. The shipping season extends ordinarily for about seven weeks, being closed by the shipments Starting from Arkansas and Tennessee towns into the north and northeast terri- tory. In the cultivation of strawberries the whole family is ordinarily engaged, and the T. J. Quiglcy entire crop is produced by the individual family, being marketed, however, through an association or dealer who undertakes for a certain percentage to sell the output and who also during the off season purchases plants, fertilizer, etc., for the members of the association, giving them the benefit of dealing in large quantities. Business Demands Express Cars The handling of the strawberry business from the railroad's standpoint requires the employment of a trained force of men to inspect and make necessary repairs on the express cars which are used in this service. Express cars owned by the Illinois Central are sent at this season into the strawberry Sixty-four ILLINOIS CENTRAL MAGAZINE July, 1921 territory, as well as cars owned by other railroads and by the American Railway Express Company. These cars are placed at McComb, where they are gone over thoroughly as to repairs and are swept and scrubbed out, after which they are iced and ordered for loading. The ordinary practice is to start a train from McComb at about 4 o'clock in the morning with cars iced for that day's load- ing, the train spotting cars at each station for loading. All the loading is done by the shippers under inspection as to proper load- ing by railway and express employes. Our schedules provide for the express pick-up train to leave Ponchatoula, the southern local loading point, at 5 o'clock. The pick-up trains are moved into McComb in from one to three sections and there consolidated and re-iced, moving from Mc- Comb north as sections of passenger train No. 6. Beans Follow Strawberries At the close, or ordinarily just before the close, of the strawberry season the move- ment of beans from this same territory begins and lasts about three weeks, running ordinarily from three to ten cars a day. At the close of the bean-shipping season green peppers and cucumbers start and, if market conditions remain good, they continue through June and July. Again in the fall, from this same territory there has been de- veloped a fall bean business which lasts for about two weeks, shipping approximately 100 cars. Indications at present are that this business may be increased. In the latter part of April the vegetable business north of McComb begins to move, the first of this business moving by express and usually consisting of English peas, carrots and radishes. In May the cabbage crop is ready for movement. This consti- tutes approximately one-third of the total vegetable movement of the division and lasts for about a month. Then the tomato crop continues until practically the first of July, which closes the spring vegetable movement from this territory. The vegetable crop is financed by a num- ber of large vegetable dealers and brokers. The bulk of the crop is made by tenant farmers, who rent or work their land on shares. The railroad handles practically the entire vegetable crop, with the exception of the early movement by express. The cabbage, carrots, beets and beans move under refrigeration. Tomatoes are shipped green, wrapped, and do not require refrigeration unless, because of diversions made by the shippers, they should remain in the cars to exceed one week. Trained Force Required The handling of the cars for the vegetable service requires also the organization of a trained force of men to inspect and make repairs. This work has been done this year at Gwin, Miss., where the cars are inspected, repaired and carefully .cleaned, false floors being removed and the vegetables loaded on the strips on the floors of cars. All of the vegetables shipped from this territory are packed in patented crates which provide for proper ventilation through the entire load in the car. In addition to the ventilation pro- vided by the package, in shipping tomatoes a small strip is used to provide additional air space circulation throughout the car. There has been an increase in the amount of land cultivated in truck in Mississippi within the last two years, and as inland transportation increases there doubtless will be an increase in the amount of truck pro- duced. It is the history of this business in the past seven or eight years that there has never been a total failure. The average farmer diversifies his crop extensively and does not suffer an entire loss, even if part of his crop is lost. All of the vegetables are sold in prac- tically the same manner as the strawberries sold to brokers on the ground immediately upon completion of the loading or forwarded by the shippers' associations to themselves for sale while enroute. Government Gives Daily Report For the past several years the federal government has rendered a good service to both the strawberry and vegetable ship- pers by giving them about 1 o'clock each day a report on the total number of cars loaded in the territory the day previous, their primary destinations, where known, and a summary of market conditions in the July, 1921 ILLINOIS CENTRAL MAGAZINE Sixty-five various large centers throughout the United States. This has enabled the shippers to select their markets and to secure an ex- cellent distribution without glutting. Vegetable cars are handled from loading points by what are known as pick-up trains, which go to these points, picking up the cars which are ready for movement. This picking up involves a large amount of switching, as it very rarely occurs that all of the cars are ready to be moved. The cars which are not completely loaded and braced are held over and moved the follow- ing day. The loading of the cars is done by the shipper under the supervision of the railroad through its agent and representa- tives of the perishable freight service bu- reau. The latter at this season of the year devote practically their entire time to the inspection of these cars. Due to the close co-operation among the various branches of service and the fact that the Illinois Central has handled this busi- ness with no delay, claims for loss or dam- age to vegetables have been practically eliminated the past two years. Prior to that lime there had been some trouble with ice and some delays which resulted in claims. So far this season, with one exception, vege- table trains have been on schedule every day. Through the entire strawberry and truck- ing territory this season the farmers are more prosperous than ever before, having had a long shipping season and having received a higher average price for their product than in previous years, in addition to having had a larger acreage and, in a number of cases, a larger return per acre. The shipments in this territory from 1915 up to date this year has been as follows: Car Loads By Express 1915 749 1916 1,111 1917 1,293 1918 1,005 1919 1,043 1920 1,264 1921 1,649 By Freight 2,977 2,480 1,752 2,827 2,160 2,368 2,914 Total 3,726 3,591 3,045 3,832 3,203 3,632 4,563 Scenes in Strawberry Land, Tangipahoa Parish, Louisiana Sixty-six ILLINOIS CENTRAL MAGAZINE July, 1921 OUR FAMILY HISTORY A wealth of information is contained in the pamphlet entitled "What Every Employe Ought to Know About the Illinois Central System," which is being distributed among employes. The pamphlet gives a concise record of the building and development of the Illinois Central System from the grant- ing of its charter in 1851 to date. The story is told in an interesting way, and the management believes employes will find it extremely useful. The idea of putting the story in this form originated with Mr. Markham, who per- sonally supervised the selection and 'prep- aration of the material. There are sev- eral histories of the Illinois Central which will be interesting to those who want to make an extended study of the develop- ment of the system, but they are too vol- uminous to assure general reading. Like- wise, the statistical records of the system's growth are too extensive for general ap- preciation. The information which is con- sidered pertinent to an elementary educa- tion on the subject has been included in the pamphlet. Those who fail to receive a copy of the pamphlet and who desire one should apply to their superior officers, who will see that they are supplied. WELL SAID "No great transportation system which is intended to serve the multifarious activities of 105,000,000 people ever can be devised or operated or managed by a few loud-mouthed theorists who destroy and devitalize every- thing they breathe upon." These are the words of Senator Atlee Pomerene (Democrat) of Ohio, member of the Senate committee on interstate com- merce, which is now conducting the railway inquiry. They were spoken before the Chamber of Commerce of Hamilton, Ohio, on June 14. ALMOST OUR BOUQUET Speaking before the National Electric Light Association at the Drake Hotel, Chi- cago, on June 2, E. I. Lewis, recently ap- pointed a member of the Interstate Com- merce Commission, made the following sug- gestions: "There is now a most compelling necessity that public utilities relieve regulatory bodies of some of the tremendous pressures falling upon them by reason of this new state of affairs. This the utilities can do in three ways: "(1) By educating public opinion to the true condition of the utilities and by taking that public into their confidence by placing all of their cards face up on the table. "(2) By removing all features of their business which are subject to legitimate criticism by the public, and by going more than half way to conciliate public opinion. "(3) By stopping some utilities' practice of dodging responsibility and of 'passing the buck' to the commissions, in matters in which the responsibility lies entirely in the utility." It is probable that Mr. Lewis did not have the Illinois Central System's policy of public relations in mind at the time he spoke, but he couldn't have expressed it more exactly. The Illinois Central is proud of the fact that it has the friendship of the public it serves. SAMUEL GOMPERS' VINDICATION Nothing done by the delegates at the Denver convention of the American Feder- ation of Labor was of more interest to the public than their refusal to relegate Samuel Gompers to private life. A study of Mr. Gompers' career as presi-' dent of the American Federation of Labor fitly, 1921 ILLINOIS CENTRAL MAGAZINE Sixty-seven reveals that he has never done anything epochal or spectacular. If, aside from his ability as an organizer, he has any outstand- ing characteristic, it is his clarity of vision. He has attended the christenings and fun- erals of more labor organizations than the average man knows of having existed. Many times he could easily have identified himself, or aligned labor's organization, with some popular movement which would have meant disaster for the organization, but he has been able to avoid them. It is quite probable that more opportun- ities of this nature have come to Mr. Gompers in the past six years than ever before. At the outbreak of the war certain socialistic elements attempted to place class consciousness above national or patriotic spirit. Samuel Gompers promptly dismissed that idea, and labor may well point with pride to his war record. The American Federation of Labor was affiliated with similar organizations in Europe, but when the communists proposed to resolve themselves into a political body for the nationalization of industries he severed his connection with them, and the Denver convention has sustained his action. In connection with that idea it is interest- ing to note that Mr. Gompers has been, and is, opposed to the "nationalization" or gov- ernment control of railroads. Likewise, it will be remembered that about two years ago what was known as the "Plumb plan" for the operation of railroads was oemg rather generally discussed. Mr. Gompers refused to be implicated in the matter, and the federation in convention has sustained his action. In the recent election, the issue was clear cut. John L. Lewis, his opponent, stood for nearly everything that Mr. Gompers has opposed. He charged, according to the press, that Mr. Gompers has outlived his usefulness, and could no longer adjust him- self to the rapidly changing conditions. The overwhelming majority by which Mr. Gompers was re-elected is not only a tribute to the man and a vindication of his policies but also a rebuke to the extremists which angurs well for the future of our country. We do not always agree with Mr. Gompers, but we do take our hat off to any man the sphere of whose influence has grown steadily wider and stronger for half a century and who, after twenty-seven years of undisputed leadership, can roll up a majority of two to one over an opponent who represents all that he has been op- posed to. OUR AIMS "The magazine should be the official organ of communication of news and matters of in- terest among the employes, and they should help to make it so," writes Agent L. L. Lamb from Madison, Wis., to the editor of the Illi- nois Central Magazine. Mr. Lamb is right, and we hasten to endorse his statement. The magazine should be and will be, if our fellow employes grant us that measure of co-operation a force in welding the family spirit of officers and employes of the Illinois Central System. Our people in Birmingham are interested in knowing how they do things at Sioux Falls ; Chicago em- ployes are interested in Illinois Central events at New Orleans ; St. Louis, at Indianapolis, and so on. If an employe in Dodgeville, Wis., is doing something above and beyond his pre- scribed duties be it in the service of the com- pany, in the service of the community in which he lives or, more generally, in the public wel- fare the tale thereof is interesting to his fel- low employes throughout the system, from Omaha and Madison to Jackson and Vicks- burg. It has been said in these columns before that we hold the promotion of better railroad- ing to be one of our chief aims in the conduct of the magazine. We believe that can be done without sacrificing readableness and human interest, by carrying these stories from one employe or group of employes to others. Noth- ing is more interesting than stories of success, regardless of whether the subject of the story has succeeded in a small way or in a big way. We hope that employes will grow to look more and more upon the Illinois Central Maga- zine as a family organ, a means of communi- cation of news and matters of interest. They can assist in its usefulness by continually making suggestions and giving information and "tips" on what they consider to be good ma- terial. The magazine cannot use all material submitted to it. Often material is held for Sixty-eight ILLINOIS CENTRAL MAGAZINE July, 1921 several issues. But that fact does not make it unnecessary for our fellow employes to give us all the help they can. That the situation of the Illinois Central System is as favorable as that of any rail- road in the United States speaks volumes for the management and the employes. Each member of the organization is entitled to his full share of credit. A THREE-CORNERED SERMON Although most fiction is carpentered to- gether for amusement only (and frequently misses its aim, at that), the kind that stays with you is the kind that has some- thing to tell you outside of the plot the kind that offers more between the lines than in them. In presenting to its readers this month "The Stained-Glass Window," by Earl Derr Riggers, this magazine suggests that the story be read by those who are thinking of putting the boy or the girl through college, by those to whom the sweetheart has become merely a wife, and by those who talk of the insignificant scandal sheet that a newspaper may be and never con- sider the force for good that can be found ih the proper sort of publicity. Something of the mission of true fiction will be found in this three-cornered sermon. COURTESY In a communication to the Illinois Central Magazine Conductor H. L. Nourse of the Ten- nessee division calls our attention to cases which have come under his observation where discourtesy on the part of certain railway em- ployes was responsible for the passing of or- dinances restricting the speed of trains through towns and other objectionable legislation, while the application of courtesy definitely and con- cretely makes for the smooth operation of trains. There is scarcely a phase of business life in which courtesy does not play an important part. It is a thing to be cultivated by all us, not only in our relations with patrons but with one another. Courtesy is the oil which lubri- cates the machinery of life and makes it run smoothly. It is sometimes the human thing to do other- wise, and yet how we disrespect the fellow who lets down, even for a few minutes ! It is said that a smile travels far and wide. A cheery word spoken with a smile and the right inflection of voice passes from one per- son to another, and so on and on, like an electric wave through a perfect conductor The growl and frown are just as far reach- ing in the opposite effect. There is no reason why it should be neces- sary for anyone to preach the practice of courtesy, and yet it is necessary because of the fellow who for any one of a hundred reasons none of them good, of course, for such reasons never are lets down in his at- titude. The application of the Golden Rule through the exhibition of a courteous attitude makes other people respect you and wai\t to serve you. It is a measure of the successful man. In the regular monthly statement by Pres- ident Markham, a copy of which appears in this issue, the question of the drain upon railway revenues caused by loss and dam- age to freight is discussed. If the reader of this statement will bear in mind that what has happened in loss and damage to freight during the past five years has been substantially true of each department of every railroad in the United States, he will have an excellent idea of the railway situa- tion today. STRAWBERRIES A $3,000,000 crop was produced this year in the Louisiana strawberry district, which is served almost exclusively by the lines of the Illinois Central System. The reader will find on page 78 a brief summary of the year's marketing, as taken from "Things to Talk About," the management's monthly bulletin of information. Tangipahoa Parish, the center of; this prosperous industry, on the main line of the Illinois Central north of New Orleans, is indeed a wonderful land of opportunities. Hundreds of farmers and their fa|milies have proved what excellent returns can be realized with only a small outlay of cap- ital. There are 5,000,000 unemployed in the country, and Secretary of Labor Davis has been quoted as urging these men to go to the farms. Some of them might well inves- tigate the strawberry country. July, 1921 ILLINOIS CENTRAL MAGAZINE Sixty -nine The strawberry growers have money in the banks and land prices are actually ad- vancing, almost a phenomenon in this period of readjustment. Building is going on, automobiles are being purchased even the "blue sky" promoters have not been without victims. But the most important thing to note in this situation from the railway stand- point is the apparent negligible effect of the present transportation rates. One hears it said frequently that rates are serving as a blight upon business, and yet conditions, in the strawberry district prove this untrue, for more berries were shipped this year under the advanced rates than ever before, and the growers never were more prosper- ous. Those seeking substantiation of their "high rates" charges will have to go else- where for evidence. THE UNBRIDLED TONGUE If all the injustices which have been caused by ill-considered words could be tabulated as a warning to those who some- times speak hastily, the evils of an un- bridled tongue might be overcome. The tabulation would be imposing. A word once spoken is gone forever. It cannot be recalled. Whether it be wise or unwise, necessary or unnecessary, it will be charged or credited to the speaker which- ever the future may determine as long as he lives. Words travel quite as rapidly on the rail- road as any other place, and the rumor whispered behind a door in New Orleans to- day may be proclaimed from the housetops in Chicago tomorrow as an established fact, leaving pain and ill-feeling in its wake. If you feel bitter over some matter, write a letter and say all the mean things you want to say, in the meanest way you know. Then tear the letter into bits, or burn it. You thus will have relieved your temper without having harmed anyone yourself in- cluded. Many smart men have found this a splendid practice. The fire of passion passes under more deliberate consideration, but words spoken in heat cannot be recalled with the change of mood. You might as well try to push the sun up, or down, as to recall a word, once it has left the lips. The man who listens learns. He may not get any definite information about any- thing except the one to whom he listens, but he is getting a more definite line on that person than would be possible in any other way. Practically every man who has at- tained greatness has been a listener. By listening, he not only obtained information pertaining to his business, but, in addition, learned the weaknesses and the strength of those who talked. Theodore Roosevelt was a continual questioner, and an excellent listener, and much of his enormous range of information doubtless can be credited to this faculty. There are conditions which demand ex- pressions of attitude, and the proper em- ployment of speech is not criticised but is to be commended; this is rather meant as a plea for a deliberate weighing of words which might be misinterpreted. TRANSPORTATION RATES The American Farm Bureau Federation is conducting a poll in which it is asking the farmers whether they believe lower freight rates would enable them "to move a materially larger amount of agricultural products." It may seem presumptuous to some of our readers for the editors of this maga- zine to take issue with the farmers, and yet we believe that the reasoning upon which their questions is based is so false that we cannot permit it to go unchal- lenged. It all comes from a widely circulated and glibly repeated phrase, "What the traf- fic will bear." The vice-president of an Eastern railroad explained what the phrase originally was intended to mean when, in a speech the other day, he defined the eco- nomic principle to which it is applied as "the total expenses of railway operation must be apportioned among the articles shipped with due regard to the proportion of the total cost which each is commer- cially able to bear." There is a great difference between those two statements, and in an analysis of the difference, we believe, is evidence of the false position of the federation. Seventy ILLINOIS CENTRAL MAGAZINE July, 1921 Suppose the farmers were correct al- though we have plenty of evidence that they are not. Suppose lower freight rates would move the great quantities of farm products hay, grain, livestock, cotton, etc. which are not moving now because there is no market for them, and not because the cost of transportation is a material fac- tor. Would that restore prosperous condi- tions in agriculture and in the country as a whole? Some farmers evidently believe in all sincerity that it would. But there is an angle of the situation to which some of the farmers evidently have given no consideration: that is, that costs of transportation have risen to such a degree that expenses have been exceed- ing revenues and the railroads have been unable to meet the actual expense of opera- tion from current funds. The farmers dislike to claim any respon- sibility for the costs of railway operation, and yet they make up the great body which, through public opinion, absolutely controls the railroads, dictating the conditions under which they shall operate, the wages they shall pay and the rates they shall charge! The railroads, to function properly and to expand from time to time to meet the requirements of agriculture and other in- dustry in the territories they serve, must be sound financially. Throw the railroads into bankruptcy, and the whole structure of the country would collapse, for the farmers, as well as every other industrial group, are absolutely dependent upon trans- portation, and good transportation at that, for their successful operation. There are always any number of healers on hand with cures for the public ills. There is a slump in traffic, and it has come about through natural economic con- ditions: war, an armistice, a flurry to make up for deferred production and distribu- tion, artificial price and wage levels, the reaction a bump to earth. The way back to normal is simple enough: getting up and rubbing the sore spots, resolving to stay on earth and going ahead. And yet there are those as there always are on "such occasions who profess -to weave a mysterious spell over the situation, to regard it as something unexplainable, baffling analysis. They are crying for arti- ficial remedies. There is no medicine in the world better than sunlight and fresh air. Castor oil, quinine and hypophosphates have their uses, but they cannot cure without the aid of nature's remedies. And so, in curing the present public ill health, our hope lies in letting nature take its course. Another of the artificial remedies pro- posed is the making of seasonal freight rates. As if rates were the element con- trolling movement of products! As if the making of a rate a few cents cheaper would open up great markets for our products, and making the rate a few cents greater would close them! However, there is some hope. The fol- lowing is from a Washington dispatch to the Chicago Journal of Commerce, under date of June 15 : "Herbert Hoover, Secretary of Commerce, has an- nounced that he has been forced to abandon the plan advocated by him for the establishment of seasonal rates on coal sb far as this year is concerned." LOOKING FORWARD Optimism regarding the present railway situation is displacing the pessimism so prevalent recently as the developments of the past few weeks are reviewed and weighed. There are unmistakable signs that the in- dustrial depression which has gripped the nation since last October is nearing an end. This depression, with the consequent falling off of traffic, has been one of the important contributing factors to the present difficul- ties of the railroads. In the latter part of March and the open- ing days of April, the number of cars of freight loaded each week a barometer of industrial activity was at low ebb; for the week ending April 2 but 666,642 freight cars were loaded for movement. From that time to the present, however, there has been a slow but consistent increase in the number of cars loaded weekly, reaching a total of 750,158 cars loaded in the week ending May 14. Again, late in March and early in April the number of idle cars was about as high as it has ever been. In the week ending April 8, 507,427 freight cars, or about 21 per cent July, 1921 ILLINOIS CENTRAL MAGAZINE Seventy-one of the roads' total car ownership, were idle. The slow but steady resumption of business, and consequently of traffic offered for move- ment, has cut this total from week to week until in the week ending May 15 the number of idle cars had been decreased by almost 57,000 cars; only 450,453 cars were idle in the week ending with the latter date. While it is true that these figures are still far from those prevailing in normal times, nevertheless they do indicate that there is a decided trend toward normal conditions in traffic. This resumption of traffic and a consequent increase in revenues will un- doubtedly aid the financial condition of the railroads. With reduced operating expenses and in- creased business in sight it is but natural that railway men should see the present situation as T. DeWitt Cuyler saw it when he said in a recent statement to the Senate's interstate commerce committee which is investigating the railroad situation: "Feeling, as we do, that the world has definitely turned the corner of its most acute depression, so we feel that the railway situation has likewise passed through its darkest hour and has now definitely turned for the better." CONTROL OF ACCIDENTS "The control of accident fatalities and in- jury is one of the outstanding problems in the movement for longer and healthier lives," says a statement by the statistical service of the American Red Cross, reported in the Indian- apolis News for May 30. The Red Cross has made a compilation showing that 4.6 per cent of the deaths occurring in 1918, the latest year for which complete statistics are available, were caused by accidents. The toll of acci- dent death in 1918 reached the enormous total of 83,852. The figures are appalling. To know that more people than live in Sioux City or Rock- ford nearly four times as many as live in Baton Rouge more than three times as many as live in Paducah nearly five times as many as live in Vicksburg nearly four times as many as live in Jackson, Miss. died in one year as the result of accidents ! Cancer is a dreaded scourge, but more persons were killed by accidents than died of cancer. The Red Cross is right in that the control of accidents is an outstanding problem. One of the chief means at our hands is education propaganda, if you want to use the word in its true sense, although its use has been gen- erally applied to something foreign to the orig- 'nal meaning. We must let the people know that accidents constitute an enormous toll up- on the life of our citizens, not only that, but that the toll may be extended next to you, second person, singular. The railway service is a good place to em- phasize this education. The railroads have been carrying on this sort of thing for years, and the Red Cross recognizes the results ob- tained by showing that, while loss of life by automobiles has increased tenfold in the last decade, "the safety movement in America," quoting the Indianapolis News, "has apprecia- bly reduced the number of deaths on railwaj and street car tracks." But our aim should be nothing short of per- fection. Railway men, by -taking every pre- caution to safeguard their own lives and by forever preaching safety, can assist in bring- ing this alarming condition under control. Readers doubtless will be interested in the compilation made of causes of accidental deaths in 1918, the period covered by the Red Cross survey, and it is given here : Per Cause. Number cent Poison 2,787 3.3 Conflagration ~ 1,799 2.1 Burns 8.418 10.0 Absorption of deleterious gases 4,247 6.1 Drowning 6,952 8.3 Firearms 2,561 3.1 Falls 13,070 15.6 Mining and quarrying 3.293 3.9 Machinery - 3,002 3.6 Railroad and street car 13,762 16.4 Automobile ~ 9,445 11.3 Other vehicles _ 2,797 3.3 Other accidents ... 11,719 14.0 Total ... 83,852 100.0 Seventy-two ILLINOIS CENTRAL MAGAZINE July, 1921 Traveling has become such a common- place thing to railway officers and employes that it is hard for them to realize what an event a railway trip is in the life of the average patron of the lines. In considering this, of course, we must first strike out of mind all traveling salesmen, actors, and major league baseball players; but even with these gone we find enough patrons left to break up all the possible two-chair combin- ations in every chair car in the country. The French have lent us a good word, "blase." (Really it has an accent on the final "e," but the American type we are using won't let it in). That word will describe some of the passengers you see in the chair car we just spoke about. The scenery doesn't interest them they have seen it be- fore, or a lot just like it; the vendor of reading and eating material, with his per- iodical promenade through the car, doesn't get a rise out of them, unless he has some- thing about half a day early in the news- paper line to offer" they would be mortified beyond measure to be seen eating an orange there or gurgling a bottle of soda-pop; the train suddenly rushing past on the other side doesn't cause them even to start from their seats. They have traveled so much, you can see at a glance, that travel means nothing to them. It merely helps them get from one place to another. But the rest of the travelers in the car the great majority of the passengers have paid their good money for the trip, and they are going to get every last thrill that the railway company and the right-of-way have to offer. The grown-ups, of course, aren't quite so excited about it as the children, and do not crane their necks quite so far out of the window; but nevertheless you will note in each eye a gleam of real interest and in each action the betrayal of some en- joyment in the trip. It has not been many years since even the blase traveling salesman asleep over in the corner was a youngster who made for himself a scenic tour of every infrequent 40-mile trip over the branch line to the city. At that time every inviting red barn and windmill on the horizon, every mysterious patch of woods, every thundering and peri- lous bridge over a gully, every horse gallop- ing in terror across a field held something of interest for him that kept him alert at the window and drew from him a sigh of regret as the train pulled into its final station. The trouble with him is that he has grown up too far. But people travel for other things besides the scenery. "I had sold thirty-six tickets on this particular morning," wrote an agent friend of ours the other day, in making some other point. "One man was going to the bedside of a very sick person and cautioned me time and again not to fail to flag that train. Others were just as anxious to have the train stop. The fact was that that train meant to those thirty-six persons the most important part of their day." The trip, nine times out of ten, is a big thing to the individual, even though the hand- ling of that passenger may be the most com- monplace thing in the world to the railway employe who has handled hundreds and thousands of passengers in his time. It is not difficult indeed, it is the most natural thing in the world for the employe to try to handle passengers in a wholesale, instead of a retail, way. But the fact it is easy is no excuse for doing it. The railroad that makes each pas- senger a guest is a really successful railroad. ANOTHER TO HONDURAS Add to the list of Illinois Central men in Honduras, Central America, the name of O. M. Suter, supervisor of bridges and buildings for the Chicago Terminal division. Mr. Suter is spending a six months' leave of absence as supervisor of bridges and buildings for the railroad owned there by the Vaccaro Brothers & Company, de- scribed in the June issue of this magazine by Chief Engineer F. L. Thompson. July, 1921 ILLINOIS CENTRAL MAGAZINE StventyJkrtt PUBLIC OPINION the A RAILROAD WITH TRADITIONS Mr. C. H. Markham, president of the Illi- nois Central Railway, has issued a neat folder under the title "What Every Employe Ought to Know About the Illinois Central System." Mr. Markham under the map of the coun- try through which the Illinois Central and affiliated lines pass calls it "The Bread- basket of the World." When one realizes that the Illinois Cen- tral touches Sioux Falls, Sioux City, Omaha, Albert Lea, Chicago, St. Louis, Louisville, Indianapolis, Cairo, Memphis, Birmingham, Jackson, Miss., Vicksburg and New Orleans, one sees the truth of the claim. The road runs north and south through Illinois and has many branches in that state. It runs west from Chicago through the great state of Iowa, and touches Minnesota and Dakota. It reaches out into Kentucky, Indiana and into Alabama. It literally covers the western half of Mississippi. In normal times the city of Memphis is the second loading and unloading point on the Illinois Central System. As indicative of the progress railroads have made, there are two interesting pic- tures. There is a Rogers locomotive, made in 1854, with a weight of 56,000 pounds. It has a tractive power of 9,000 pounds. The latest Illinois Central locomotive is seven times as heavy as that made in '54. It weighs 382,000 pounds and has a tractive power of 73,800 pounds. The Illinois Central Railroad has 14,225 stockholders. It has been selling stock to its .employes since 1893. The road has property $105,000,000 in excess of its capitalization. The Illinois Central established a pension World thinks system in 1901. Since that time $2,106,000 has been paid out in pensions. The largest terminals the Illinois Central has are in New Orleans, where the yards have a capacity for 9,384 cars. In 1920 96 per cent of the Illinois Cen- tral passenger trains arrived on time. The percentage of the prompt arrivals for all the lines for one year was 83. In 1920 72,137 people were working for the Illinois Cen- tral Railway. Some of the distinguished people who were connected with the Illinois Central Railway as attorneys and as officials were Stephen A. Douglas and Abraham Lincoln. Mr. Lincoln was local attorney for the Illi- nois Central Line. George B. McClellan was superintendent of transportation. Among men famous in the Civil War con- nected with the system were Generals Beauregard, Burnside, Banks, Walthall, Alexander, Brayman, Turchin, Robinson, Neely, Lawton and Sorrell. L. Q. C. Lamar was one time a legal representative of the Illinois Central. We have a pleasant recollection of some of. the former presidents and officials, among whom were J. T. Harahan and Stuyvesant Fish. The Illinois Central Railway has tradi- tions of which it may well be proud. Tradi- tions create sentiment, and sentiment is a factor in everything that excites the activi- ties of men. Editorial, Memphis (Tenn.) Commercial Appeal, June 25. A DEAD LOSS TO INDUSTRY The Illinois Central railroad appeals to shippers to eliminate an economic waste amounting last year to $104,398,930 on the railroads of this country through insufficient or improper packing and loading of com- Seventy-four ILLINOIS CENTRAL MAGAZINE July, 1921 modities for railroad transportation. That amount of money was paid out by the class I railroads of the country for damages. That much of this loss is unnecessary and due simply to carelessness or inefficiency is shown by comparison with the figures of 1916, when the total of such damages amounted to $23,346,965, or more than $80,000,000 less than last year. There is in the figures and the appeal a tip not only for manufacturers and shippers but for railroad employes. This sum of more than $100,000,000 annually is a dead loss to the railroads and to the public through the destruction or damaging of property. It cuts down the net revenue of the carriers and indirectly results in higher freight rates and lower wages. That, in turn, depresses every line of business. If shipping clerks would remember these facts every time they pack a shipment of goods; if truckers would remember it every time they take such goods to a freight car for shipment; if freight handlers would re- member it every time they load a car, and if switchmen, brakemen, and engineers would remember it in the handling of trains, that vast sum might go eventually into their pay envelopes. It is the inefficiency as well as the wage per hour of workmen which helps to keep up the price of products. In the matter of packing alone, we are told, large consign- ments of American goods sent to South America have been refused or subject to delay in payment and decrease of orders because the goods were not properly packed and arrived in bad order. That keeps down the expansion of American business, reduces our orders, slows down or closes our fac- tories, and reacts directly upon employer and employe alike. It is inexcusable waste. Payment of dam- ages by railroads or water carriers cannot compensate a manufacturer or exporter for the loss of a customer. It is a cumulative loss. Care and efficiency will eliminate it. In self-defense they ought to be practiced by every individual having to do with the manufacture, sale, and shipment of goods. Chicago Tribune, July 2. SHARING ALIKE The American Federation of Labor is be- coming conservative. The convention in Denver Wednesday sustained the action of the resolutions committee in striking out of the resolution a phrase that would have put organized labor on record as declaring for government control and democratic opera- tion of "all industries organized under cor- porate grants and privileges," and contented itself with reaffirming its stand for govern- ment ownership of railroads, with legislation giving the workers equal r'ghts and privi- leges in the enterprise. The right to participate with capital in the operation of railroads would give the workers the right to participate in the def- icit. It is not assumed that the railroad worker is anxious to see the fruit of his labor diverted to the sink-hole created by Mr. McAdoo, through which so many millions of perfectly good American dollars have passed never to return. On the other hand, it is pfobable that the owners of the railroads will be very glad, if it were practicable, to have the employes share alike with them in taking care of the financial problems that burden them and which are obviously destined to annoy them for many years to come. The Federation of Labor presents a prac- tical solution for the operation of the rail- roads on a cost basis, if it were not socialistic to take away from one man the thing that he has earned or rightly possesses and give it to another man who has no claim upon it. If the Federation of Labor is consistent in its demand the thing it advocates can be accomplished by the employes accepting a rate of pay commensurate with the returns yielded by the investment. The railroads are losing millions of dol- lars annually, and yet, if we remember cor- rectly, the brotherhoods protested vigorously at the hearing before the labor board in Chicago a few weeks ago against a reduc- tion in wages. If labor is to share with cap- ital in the fortunes of railroad operation it can not escape responsibility for sharing in its misfortunes. If labor is to share equally with capital in its enterprise, it would par- ticipate in the dividends as well as in the losses. Those who have invested their money in railroad stock must content them- selves to receive no return on their invest- ment. We can not conceive of railroad em- July, 1921 ILLINOIS CENTRAL MAGAZINE Seventy-five ployes being willing to receive no return from their labor. In some quarters there is a fantastic notion concerning the equal rights of capital and labor. Reasonable per- sons do not share these views. The individ- ual who invests his capital in an enterprise may profit from it, or he may lose his invest- ment. He understands that he is taking a chance. The workingman on the other hand, should not be obligated to assume any such risk. He is entitled to a living wage, whether the enterprise he serves is profit- able or not. A man may gamble with his money, but he has no right to gamble with his labor. Capital represents a surplus. Labor represents meat and bread. About all that is left of the sentiment that once prevailed for government ownership of railroads is the well established and ac- cepted policy that the government should exercise supervision over rates and quality of service. Government operation of railroads had a test under favorable conditions. Traffic was at its peak. There was not an idle car in the country. Rates were increased to. a fabulous degree and wages ascended on the same scale. Notwithstanding the condition under which the government operated the railroads, millions of dollars were lost and the public is now paying the deficit and will continue to do so for several years. The government owes it to the railroads to carry out its agreement to return the roads to private ownership in the same condition they were when placed under government con- trol. The roads were returned to the owners with the rolling stock depreciated; with trackage impaired and damage done to the property that years of rehabilitation will scarcely be able to bring back to former condition. The government can not avoid and should not wish to avoid payment of the just claims the railroads have against it. When that is done the government should get as far away from participation in the conduct of the roads as possible without neglecting rights and privileges of the public. The government found railroad operation unprofitable. The individuals who had their money invested in the roads have found it unprofitable. Employes are the only ones that have profited from the experience. They profited because they were paid for their labor and because they were not penalized for the misconduct of the roads. Their ex- perience would have been different had they shared equally with capital. If the Federation of Labor is sincere in its desire for the employes to share alike with capital, it is likely that capital will be very glad to welcome them into the debit side of the ledger. Memphis (Tenn.) News Scimitar, June 24. ON TIME Train schedules have been the butt of many jokes. A favorite one originated, we believe, in the Hippodrome in New York a number of years ago. A comedian appeared on the stage dressed as a station po.ter. He called out half a dozen trains on as nr.ny roads, stating each was a number of minutes or hours late, and giving the cause for each being late engine trouble, derailment, etc. That last train to be ca.led was reported on time, the comedian stating "the cause for being on time unknown." It always produced a laugh. None in the audience but had had experience with trains that were late so much experience had many that it seemed not unreasonable that there should be an explanation when a train was reported on time. Schedules, it seemed, were in the nature of good resolutions, lived up to occasionally, but not as a rule a sort of goal not frequently attained. The old order has changed. Railroads still have schedules, but for the most part they are living up to them. On practically all roads during the past few years consider- able effort has been put forth to run right on schedule, and splendid results have been attained. On first-class roads it is now the rule for trains to run "on the dot." As an example of what one of the bigger railway systems is doing in this connection is the record made by the Illinois Central for the month of May. This road operated 13,567 passenger trains on its system during the month, and 13,461, or 99.2 per cent, were run on schedule time. On the Iowa division of the road there were 688 trains operated, and every one maintained schedule time. This is a record worthy of praise from the public and for which the road has just rea- Seventy-six ILLINOIS CENTRAL MAGAZINE July, 1921 son to be proud. The advertised schedules of passenger trains by railroads are prom- ises to the public that such schedules will be maintained. The Illinois Central not only promises but performs. The May record of the Illinois Central eclipses any former record of the road, and perhaps never has been excelled by any railroad handling as many trains. Maintaining train schedules is good pub- lic service. Fort Dodge (Iowa) Messen- ger and Chronicle June 7. GOOD FOR THE ILLINOIS CENTRAL Charles H. Markham, president of the Illinois Central, issued an announcement to all officers and employes a few days ago that carries an important message to the public and all business. The money realized from lower operating expenses due to railway wage cuts is to be put into the maintenance of the road, pur- chase of needed equipment and upbuilding of the system. Mr. Markham, in his announcement, said: "The decision of the labor board in regard to the reduction of wages, when it becomes effective, will result in a substantial decrease of the operating expenses of the Illinois Central System. You will be interested in learning that we intend to invest that money in maintenance which has been deferred in the employment of additional men and in the purchase of materials and supplies. We have not waited for the money to come in, but we have already entered upon our pro- gram, and we believe that other railways will do likewise. "The action of the Labor Board, there- fore operates as the first signal for the open- ing up of business which will redound to the benefit of the public at large. The crop prospects are favorable. This railway rec- ognizes its pressing duty to serve them this fall. The Labor Board decision will help to enable it to meet that duty." The above policy is a direct boost to the commerce of the sections of the country served by the Illinois Central and should be followed by railroads in other sections. It means the purchase of materials of all kinds that enter into railway equipment and maintenance, and the employment of thou- sands of workmen who have been out of employment. If every railroad should follow the ex- ample of the Illinois Central, and use the money realized from decreased cost of op- eration for physical improvement, it would go far toward restoration of normal busi- ness conditions. The railways are large buyers of almost every sort, the Chicago Journal of Com- merce povits out. It says : "The railroads have been forced by lack of credit and ready money to postpone improvements and en- largements, to curtail employment, to slow down all possible activities on the road and in shops and offices, to stop the purchase of supplies and to postpone all maintenance or replacement expenditures except those ab- solutely requisite for safety. "Now comes one large railway saying through its responsible head that the action of the Railroad Labor Board in reducing wages will be accepted as the first signal for the opening up of business redounding to the benefit of the public at large. We en- visage in this announcement the most en- couraging sign for business resumption we have seen in months. It constitutes the most authoritative 'Let's Go!" signal that has appeared upon the horizon of business since the present depression set in the best news item the newspapers have been privileged to print in regard to business." Editorial, Lincoln (111.) Courier- Journal, June 21. YOUR OVERHEAD About the middle of the day as you jour- ney, there passes through your car a colored man clad in a white jacket, and distinguished from a Pullman porter by the fact that he also wears a white apron. As he returns he will call out in each car : "Lunch is now served in the dining car. Meals a la carte. Dining car in the rear. First call for luncheon." If you make it your rule to go always at the first call, and have washed your hands and brushed your hair a little while before in anticipation of this announcement, you will get a better seat You are met at the door by the steward, who shows you to your seat. A colored waiter brings you a glass with a lump of ice July, 1921 ILLINOIS CENTRAL MAGAZINE Siventy-sevtn in it, and fills the remaining space within the glass with water. He also spreads out for you a clean linen napkin. Up to that moment, your meal has cost the company 57 cents. It cost $50,000 to build the dining car, and you must pay your part of the interest on that sum, and some more for the repairs, upkeep, and depreciation. The car is fitted with ranges, refrigerators and tanks, and you must pay for your share of the fuel, the ice and the cost of procuring and filtering the water. The laundry bill is enormous, and a part of it is charged to you. The steward must be paid, and so must the four cooks and five waiters. This is what makes up the total of your 57 cents and there are at least 57 varieties of expense to absorb it. The problem of the company is not how to recover the cost of what it actually feeds you, but to distribute this 57 cents over the prices of the various articles of food you are to order, so as not to make any price prohibitive. For if they charge you too much you will eat your lunch out of a shoe-box. So it is a problem in psychology as well as in political economy. All in all, you wonder that they do as well as they do. Jackson (Miss.) Daily Nezvs. MARKHAM SAYS "LET'S GO" There was a great deal of news value in an announcement which was made to tin. officers and employes of the Illinois Central System by President Charles H. Markham 3n June 10 and published in the Chicago Journal of Commerce in its issue of June 11. We quote as follows from what Mr. Markham said in that announcement: "The decision of the Labor Board in regard to the reduction of wages, when it becomes effective, will result in a substantial decrease of the operating expenses of the Illinois Central System. You will be interested in learning that we intend to Invest that money in maintenance which has been deferred in the employment of additional men and in the purchase of materials and supplies. We have not waited for the money to come in, but we have already entered upon our program, and we believe that other railways will do likewise. "The action of the Labor Board, therefore, operates as the first signal for the opening up of business which will redound to the benefit of the public at large. The crop prospects are favorable. This railway recognizes its pressing duty to patrons to place its railway and equip- ment in condition to serve them this fall. The Labor Board decision will help to enable it to meet that duty." This means that money realized from the decreased cost of operation on the Illinois Central System brought about by the Rail- road Labor Board wage reduction will im- mediately begin to flow in the channels of commerce; that steel, lumber, ties and all kinds of materials used by the railway will be purchased on a large scale, and that thousands of men out of employment will be re-employed. Mr. Markham says in his announcement that he believes other rail- ways will pursue a similar policy of restor- ing their properties to their former state of efficiency. That would mean more toward re- establishing normal business relations than any other single factor entering into the present situation. The railways are large buyers of mate- rials of almost every sort, and they have been forced by lack of credit and ready money to postpone improvements and en- largements, to curtail employment, to slow down all possible activities on the road and in the shops and offices, to stop the pur- chase of supplies and to postpone all main- tenance or replacement expenditures except those absolutely requisite for safety. Now comes one large railway saying through its responsible head that the ac- tion of the Railroad Labor Board in re- ducing wages will be accepted as the first signal for the opening up of business re- dounding to the benefit of the public at large. We envisage in this announcement the most encouraging sign for business re- sumption we have seen in months. It con- stitutes the most authoritative "Let's Go!" signal that has appeared upon the horizon of business since the present depression set in the best news item the newspapers have been privileged to print in regard to business. Editorial, Chicago Journal of Com- merce, June 14. RELIEF, BUT NO CURE The 12 per cent wage reduction is expected to add $400,000,000 annually to railway net in- come. An additional $300,000,000 is anticipated from the elimination of the waste of the "na- tional agreements." A saving of $700,000,000 should be enough to keep the railroads going. But a mistake will be made if the public is drugged into thinking the railway problem is solved. To provide the betterments the de- mand for which is to grow stronger more is Seventy-eight ILLINOIS CENTRAL MAGAZINE July, 1921 indispensable. Railway credit must be re- their construction. No one dreamed that rail- stored. way investment, if made in good faith, could The public, through a long series of years, become unsafe. . has not dealt justly with the owners of rail- In the '80s a change in public attitude oc- way property, and has suffered the conse- curred. Speculators gambled in railway se- quences of its injustice. For fifty years the curities, sometimes winning and sometimes los- railroads were petted. Bonuses, land grants, ing, and these speculators were reckoned own- all sorts of inducements were offered to secure ers. It was said that it was necessary to iiiiiiiiiiinii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiirj Things to Talk About A few weeks before the marketing season began in the strawberry district of | Louisiana this year producers and marketing agents were pessimistic over the out- = look. Prospects pointed toward a good crop, but many were worried over the in- = creased cost of transportation. Some declared the close of the season would find | producers bankrupt. The outcome was a distinct surprise. This has been one of the most prosperous years in the history of the strawberry | district of Louisiana. The carload movement of berries from the district was = greater than ever before, exceeding that of last year by 43 per cent. Good prices | were received, berries held up well under long shipments, an excellent distribution | was secured, the marketing season was the longest on record, and producers pros- = pered. Business in the strawberry district is thriving, new land is being bought, old = land is being improved by buildings and better equipment, and there is money in | the banks and in the old family sock. The June visitor to the strawberry district gets an entirely different impression = from the January visitor. Farmers and marketing agents admit, although with some | reluctance at departing from their former attitude, that the transportation service | they received made possible the best year they have ever known, while the in- = creased scale of rates did not jeopardize their earnings. The following is a comparison of the number of cars of strawberries loaded on the lines of the Illinois Central System in the Louisiana strawberry district this | year and last: 1921 1920 Express Freight Express Freight Louisiana Division (I. C.) ................... 1,258 3 871 | New Orleans Division (Y. &. M. V.) ......... 128 96 = Totals ............................... 1,386 3 967 The cost of transportation by express from Hammond to Chicago was about 43 to 45% cents a crate this year (including refrigeration charges), as compared with about 34^4 to 36 cents a crate last year, the range being due to the variation in the capacity of express cars used, on which there is a refrigeration charge per car. The cost of transportation by freight from Hammond to Chicago was about 3l l / 2 cents per crate this year, as compared with about 26 cents last year. In spite of the fact that the cost of freight transportation this year was less than the cost of express transportation last year, the shippers voluntarily chose the higher rate, because of the more rapid service. The only difference between freight and express service is the time in transit express taking 36 hours from Hammond to Chicago and freight 60 hours. A few years ago the majority of the berries shipped out of the Louisiana district moved by freight, but there has been a gradual change to express movement, which verifies the contention that service is the more important factor, rather than the scale of rates. Any number of examples of individual prosperity are to be found in the straw- berry district. One farmer made $2,527.99 from the strawberries which he and his wife raised on 1& acres, in addition to selling $327 worth of plants from the same tract. The cost of hauling this entire crop nearly 900 miles to Chicago, the central marketing point, would be about $376.25, or 14.8 per cent of what the farmer received. Another farmer made over $3,000 on S l / 2 acres; another $194 on a patch of a dozen 60-foot rows; another over $5,000 on 10 acres; another over $2,500 on 8 acres; another over $1,000 on 3 acres. The demand for berries was so great throughout the season and increased transportation costs were absorbed so readily that the preserving plants which have sprung up throughout the district did not open up at all this year. n July, 1921 ILLINOIS CENTRAL MAGAZINE Seventy-nine establish public control. The railway man- agers used corrupt methods to avert it. This gave another ground for attack. The result was the Hepburn act. This took away from the rai 1 roads control over rates, and then, under the McAdoo regime, control over wages was also taken away. Thus, with practically nothing to say as to either income or outgo, the railroads were rapidly swept toward a Niagara. Not only was private initiative destroyed by denying to it due reward, but what was tantamount to confiscation was decreed. Hundreds of thousands of savers of the worthiest class found themselves possessed of securities of shrinking price. The tragedy of the average railway investor has never been adequately described. Other property went up. H : s declined. In ten years land, buildings and plants have doubled in value. The railway owner's possessions have been halved. Is it strange he is averse to send- ing good money after bad? In former days, when railway investment was not penalized, the public, decade by decade, saw rates lower and service im- prove. When a paralyzing hand fell on the business and there was no profit in doing specially well came retrogression. There is the old, old lesson that it does not pay to shackle capacity. The country may again expect to be sat- isfactorily served when the best managed railroad makes the most money and this is considered creditable to its managers. To treat symptoms is well enough, but it is wiser to strike at the roots of disease. Lib- erty of action is the pressing need of the railroads. The greater part of the regu- lating legislation which Congress and forty- eight legislatures have enacted must be swept from the statute books. As to our most vital industry we have been guilty of violating a natural law. The chief value of the Labor Board's decision is not in the immediate hope it holds out but in its indication of a basic change of opinion with respect to the rail- roads. It does not turn the railroads loose to work 'out their own destiny, but it sug- gests a weakening in the official habit of assuming that the railroads are always wrong. New York Tribune, June 2. GETTING A START The philosophy of Andrew Carnegie was expressed when he was asked how he got his start in life which led to such wonderful suc- cess. He had the vision and self-control. "How did I get my first thousand? By saving it." This epigram from Mr. Carnegie presents no new idea, but the truism contains more of practical wisdom, from more points of view, than is generally comprehended. The first thousand is saved under exceptional dif- ficulties. The accomplishment of it is of spe- cial value in character building. An inexperi- enced beginner's pay is necessarily limited. To establish the habit of saving demands strong qualities. If not a natural gift it must be ac- quired. Will power, a prime essential through- out life, is required. Frugality must be proof against self-indulgence. False lures or any form of harmful temptation must be resisted. Backsets may be expected and must be treated as temporary, subject to a firm purpose to "try again." Blue-sky promoters and other sharks must be avoided. They never refer to the fact that high interest means bad security. Sav- ing the first thousand is like the early training of a pilot. He gains then more knowledge of a basic nature than at any other time. A list of Mr. Carnegie's aphorisms includes this excellent reason why every one should save : "Wealth can only bring happiness in the sense that it brings great opportunities to make others happy." The stored energy of wealth can be used unselfishly, benevolently and fruit- fully for the advancement of mankind. Sav- ing the first thousand, a discipline for what follows, may be associated with high altruistic purposes and achievements. Mr. Carnegie worked for years at small compensation before he could say that he owned a thousand dollars. What followed was easier, though giving away $350,000,000 was one of the "details." Indianola (Miss.) En- terprise, June 10. TRAINS RUN BY SPIRITS The above headline sounds like the report of a dream by Sir Oliver or Sir Conan, but there is nothing supernatural about it. The spirits in the case are those that, not being allowed to drink them, we at least may use for fuel. Of course alcohol as auto fuel is an oft-told tale, and we are coming near Eighty ILLINOIS CENTRAL MAGAZINE July, 1921 to a solution of the fuel problem for motors in after-gasoline days. But down in Brazil they have taken a wider view of alcohol's fuel possibilities, probably for the reason that the big re- public astride the Amazon River is very short on coal and very long on the many forms of vegetation from which alcohol is easily and cheaply manufactured. And Brazil, as mat- ters stand, is seriously considering the in- stallation of an alcohol-burning system on locomotives serving eight hundred miles of line adjacent to the land's eighty modern cane sugar factories. We in New Orleans, who have seen the mushroom-like growth of the great industrial alcohol plant on Broadway at Leake avenue, and who recognize that the waste material from sugar manufacture is the raw material for that great plant, will not be surprised at the action of the Brazilian sugar men in proposing to save the big coal bill on their locomotives by making their own alcohol from the stuff that has been refuse on their hands. In the open market such alcohol is now selling in the Brazil market at 22 cents a gallon, but as that price includes several in- termediate profits it is clear that when the manufacturers use the stuff themselves it will show a bookkeeping value far and away less than 22 cents possibly not half that. At such a price the fuel is expected to make a distinct saving over coal and it, of course, will cause a collateral saving in labor, be- cause all the stoking will be done by a twist of the engineer's wrist. Recently our United States consul at Per- nambuco, Brazil, has become interested in having the United States manufacturers of railroad equipment prepare for the coming demand for alcohol-burning engines and has supplied the Latin American Bureau of the Bureau of Foreign and Domestic Science with all the data needful for those American concerns that deal or contemplate dealing in alcohol-burning mechanism. It would be surprising if, after all, alcohol as a heavy engine fuel should win its way before it comes full}' to its own for the lighter forms of motors. New Orleans (La.) Times-Pica- yune, June 23. Flagged a Train Evans Young Drury Young Introducing Evans and Drury Young, 11 and 13 years old, respectively, who on the evening of April 6 saved from a wreck a passenger train on the Chicago, Memphis & Gulf Railroad, of the Illinois Central System, just north of Wrights, Tenn. The C. M. & G. runs from Dyersburg, Tenn., to Hickman, Ky. After finding the broken rail, Evans and Drury walked a mile to Proctor City, notified railway officials there, procured a lantern, returned, and flagged the oncoming train from the south just in time. When the train appeared,, the boys swung the lantern frantically and the engineer responded promptly with set brakes, according to the dispatch which appeared in the Louisville (Ky.) Herald. Inly, 1921 ILLINOIS CENTRAL MAGAZINE Eighty-one ACCIDENT AND \s INJURY PREVENTION Bulletin No. 9 A Challenge IF THERE is any employe in any depart- ment of the Illinois Central System who can equal or surpass the record in accident and injury preventioa of John Morrissey, John Carey and Albert Erickson, whose pic- tures appear herewith, this magazine would like to hear from them. These men are em- ployed at Burnside Shops, Chicago. In large shops like those at Burnside, many employes receive slight injuries every year; some of the men sustain more than one injury a year; a small percentage sustain severe injuries. On the other hand, many employes work day after day without ever receiving injury. It was decided to learn from these latter what their secrets of safety were, so that their less for- tunate fellow-workers might profit. Mr. Morrissey, a machinist, says : "I have been in service forty years and have never been hurt. I have had a wife and four chil- dren, and so could not afford to be hurt. If I laid off, I wanted to have a good time, and I could not have any good time if I was off because of an injury; so I was always careful. "I don't have to wear goggles at my work, but I always wear them when I go to an emery wheel or I use the guard on the John Morrissey John Carey Albert Erickson Eighty-two ILLINOIS CENTRAL MAGAZINE July, 1921 emery to protect my eyes. When I get a chisel of which the head is worn or 'burred,' 1 have it dressed before using it, so that no piece will chip off and strike my eyes. Many men strike a file against a vise or on something else to clean it, but I never do, because a piece is likely to break off and fly into the eyes. I never wear gloves when operating a machine, because the gloves might catch and draw the hand in. When I am using an air machine, I am careful not to reverse it while the pressure is on, as I have seen men hurt that way. "That's the reason why I have ten fingers and two good eyes." Mr. Carey, another machinist, also has some suggestions. "1 have always worn goggles at my work for the last fourteen years," he says, "and I have been in service thirty-three years. I always keep my goggles on when I go to the emery wheel, i never use a tool if it is de- fective in any way, because there is no use in taking a chance with it. I never work with gloves on, because I can do better work without them, and they are likely to get caught in the machine. "Whenever a new apprentice is assigned to me, I warn him to be careful, and I show him how to do the work so that he will not get hurt. Years ago the men were more careful. Now we have better machines, with guards on tkem to prevent injuries, and the men get careless, relying too much on the guards." Mr. Erickson, who has been in service thirty-three years and who has in that time sustained but one slight injury, has had a family to support and could not afford to be laid off by injury. Says Mr. Erickson : "I am on the safety committee, and I try to prevent injuries to the other men as well as to myself. If I have to use a scaffold, I first learn, before going on it, whether the planks are in good condition and not likely to break, and also whether they are properly placed so that they will not fall. If I have to move a scaf- fold, I see to it that the boards will not fall on me, or I take the boards down. "Before starting work on the side of a boiler, I always take down from the top any tools that might be jarred and fall on me; if another employe is using tools on top of the boiler, 1 tell him to place them where they cannot fall. "I don't wear goggles, but I do wear glasses, which are for protection as well as an aid to my eyes. I always use the guard when grinding; if another man is at an ad- jacent wheel, I compel him to grind in such a way that the sparks will not fly toward me. When I go through the shop, I watch to see that I do not get struck by the crane or material it may be carrying. When I pass a man who is cutting rivets, I always put up my arm to protect my eyes until I have passed him; if he is not using a broom to prevent the heads from flying, I tell him to get one. These are my suggestions for safety." LOSS TO FORDHAM OFFICE Miss Beatrice Howarth, stenographer in the employ of the Illinois Central at Ford- ham, 111., died of pneumonia, at the home of her parents, 106 Dyer boulevard, Ham- mond, Ind., on June 16 after an illness of two weeks. .Miss Howarth entered the service of the Illi- nois Central on March 16, 1919, as stenographer in the office of E. Husband, general foreman of the car department, at Fordham, and since that time had won a place in the hearts of all the em- ployes at Fordham. The funeral was held from the residence on Monday, June 20, and was attended by a host of her friends. She was laid to rest at Oak Hill Cemetery at Hammond. Beatrice Howarth 12 THINGS TO REMEMBER The value of time the success of perse- verance the pleasure of working the dig- nity of simplicity the worth of character the power of kindness the influence of ex- ample the obligation of duty the wisdom of economy the virtue of patience the im- provement of talent the joy of originating. July, 1921 ILLINOIS CENTRAL MAGAZINE Eighty-three Same Ladders Climbed by Our Executives Available to All Employes Men High in Management Started as Section Hands, Stenographers, Clerks and the Like THERE is an inspirational romance wrapped up in the biography of the railway executives of the United States a romance that should be a spur to every American boy who starts out to make railway service his life work. It should mean to him that he has an oppor- tunity, by schooling himself in the require- ments of the service and applying himself diligently, to go to the top of the ladder. That inspiration is to be found in the lives of the men who stand at the head of the Illinois Central System. C. H. Markham, president, entered railway service as a section hand. C. M. Kittle, senior vice-president, was a station clerk. L. W. Baldwin, vice-president in charge of operation, was a chainman in the en- gineering department. F. B. Bowes, vice-president in charge of traffic, was an office boy in a general aud- itor's office. M. P. Blauvelt, vice-president in charge of accounting and treasury, was a clerk in a freight office. A. S. Baldwin, vice-president in charge of the Chicago terminal improvement, was a rodman in the engineering department. A. C. Mann, vice-president in charge of purchases and supplies, was a stenographer in a commercial agent's office. That each started at the bottom and worked his way to the top will be seen from an examination of the following records: C. H. Markham Mr. Markham was born May 22, 1861, at Clarksville, Tenn. In 1881 he entered the railway service as a section hand for the Atchison, Topeka & Santa Fe. After sev- eral months he went with the Southern Pacific in the station service at Deming, N. M. Between 1881 and 1897 he rose in the station service until he had charge of the freight and passenger business of a district. In July, 1897, he became general freight and passenger agent of the Oregon lines, and in September, 1901, he was made assistant freight traffic manager. Three months later he was elected vice-president of the Houston & Texas Central Railway. He re- turned to the Southern Pacific service April 1, 1904, as general manager, and on June 1 of that same year was elected vice-president. He severed his railway connections Novem- ber 1, 1904, to become identified with the oil industry. December 1, 1910, he was elected president of the Illinois Central. Mr. Markham served during federal control first as regional director at Atlanta, Ga., and later as regional director at Philadelphia. C. M. Kittle Mr. Kittle was born October 9, 1878, at Elkins, W. Va. He entered railway service in 1895 as station clerk on the West Virginia Central & Pittsburgh, now a part of the Western Maryland. He later was employed in station and yard work on the Atlantic Coast Line, Queen & Crescent and Balti- more & Ohio. He entered the station service of the Illinois Central October 21, 1900. In 1901 he was assigned to the staff of the roadmaster on the Illinois division and later held various positions in the main- tenance of way, mechanical, transportation and accounting departments. October 1, 1910, he was appointed freight claim agent, also in charge of loss, damage and over- charge claims. He was appointed assistant to the president July 1, 1912, and Novem- ber 29, 1916, was elected vice-president. During federal control Mr. Kittle served as federal manager, and in the reorganization Eighty-four ILLINOIS CENTRAL MAGAZINE July, 1921 after the road was returned to its owners he was elected senior vice-president. L. W. Baldwin Mr. Baldwin was born February 26, 1875, at Waterbury, Md. He entered the engi- neering department of the Illinois Central in 1896 as a chainman. In 1900 he was appointed track supervisor; in 1901, road- master, and in 1904, trainmaster of the Mis- sissippi division. In 1905 he was trans- ferred to the Indianapolis Southern as train- master. In 1906 was made superintendent of that road. In 1908 he was appointed superintendent of the Vicksburg division of the Yazoo & Mississippi Valley and May 1, 1910, was made engineer of maintenance of way of the Illinois Central system. Later he became vice-president and gen- eral manager of the Central of Georgia. He served during federal control as assistant to Mr. Markham, first at Atlanta and later at Philadelphia, and upon Mr. Markham's resignation was appointed regional director at Philadelphia October 1, 1919. He was elected vice-president in charge of opera- tion March 1, 1920. F. B. Bowes Mr. Bowes was born January 29, 1862, at Chicago. He entered railway service as office boy in the general auditor's office of the Illinois Central July 1, 1876. A short time later he was transferred to the gen- eral freight office as clerk. In 1880 he was made secretary to the general passenger agent. May 1, 1886, he was made general northern passenger agent and in 1894 assistant general passenger agent at New Orleans. He was appointed gen- eral freight agent of the southern lines of the Illinois Central and Yazoo & Missis- sippi Valley May 1, 1895. He was made assistant traffic manager January 1, 1903. July 1, 1905, he was promoted to freight traffic manager. He was appointed gen- eral traffic manager September 21, 1909, and was elected vice-president of traffic in 1911. M. P. Blauvelt Mr. Blauvelt was born February 25, 1865, at Suffern, N. Y. He entered railway serv- ice in 1885 as clerk in the freight office of the Delaware, Lackawanna & Western at Hoboken, N. J. He became a clerk in the office of auditor of traffic of the New York, Lake Erie & Western, now the Erie Rail- road, October 6, 1887, and February 1, 1891, became a clerk to the third vice-presi- dent and auditor of the same road. In 1896, he was made chief clerk in the ac- counting department of the Erie; June 1, 1902, assistant auditor; October 1, 1902, auditor; January 1, 1903, general auditor; January 1, 1904, comptroller. On February 8, 1910, he became comptroller of the Illi- nois Central System. In 1917 he went with the Lehigh Valley as vice-president and in 1918 was made an assistant regional direc- tor of the railroad administration at Phila- delphia. He was elected vice-president in charge of the accounting and treasury de- partment of the Illinois Central System in November, 1918. A. S. Baldwin Mr. Baldwin was born September 28, 1861, at Winchester, Va. He entered rail- way service as rodman for the Richmond & Allegheny Railroad, now the Chesapeake & Ohio Railroad, in 1879. Leaving the rail- way service, he taught school and later was an industrial engineer. He returned to the railway service in 1884 as a drafts- man and assistant engineer of the Balti- more & Ohio, where he was in charge of the construction of bulkheads and docks on the Schuylkill River. He later was em- ployed by the Chicago, Milwaukee & St. Paul as principal assistant engineer on the ;onstruction of the bridge crossing the Mis- souri River at Kansas City. A short time after that he was employed on the con- struction of the Louisville, St. Louis & Texas Railroad, now the Henderson Route. He entered the service of the Louisville & Nashville in 1887 and for fourteen years served as division engineer, roadmaster and principal assistant in the office of the chief engineer. He entered the Illinois Central service September 1, 1901, as principal as- sistant engineer. He was made engineer of construction May 1, 1903, and chief engi- neer March 20, 1905. During federal con- trol he was vice-president in charge of corporate affairs and at the conclusion of federal control was placed in charge of July, 1921 ILLINOIS CENTRAL MAGAZINE Eighty-five the plans for electrification of the Chicago terminals. A. C. Mann Mr. Mann was born September 1, 1881, at Effingham, 111. He entered railway serv- ice January 10, 1900, as stenographer for the commercial agent of the Illinois Central at St. Louis. Later he was bill-of-lading clerk in the same office. He became sec- retary to the general agent at St. Louis in February, 1902. Four months later he was transferred to Chicago as secretary to the coal traffic manager. He became a price clerk in the purchasing department in June, 1904, and later chief clerk in that department. He was promoted to assistant purchasing agent January 12, 1913, and in May of that year was made purchasing agent of the Central of Georgia. In 1913 he was appointed purchasing agent of the Illinois Central. He served on the pur- chasing committee under Mr. Markham at Atlanta during federal control and later was elected vice-president of the Interna- tional Steel Corporation at New York. He was /elected vice-president of the Illinois Central in charge of purchases and sup- plies December 10, 1920. successful, will mean much to the economic welfare of this state, the Illinois Central is the first Kentucky railroad to participate in a great reform." AN APPRECIATION FROM KENTUCKY Robert W. Bingham, president and publisher of the Courier-Journal and the Times at Louisville, Ky., recently addressed the fol- lowing letter to President C. H. Markham : "The Illinois Central Railroad, through Superintendent Hill, here, was so helpful and obliging and wide-awake in connection with a banker's meeting at Elizabethtown yesterday, that I take the liberty of congratulating you upon your superior organization in this state, due in large measure, I feel certain, to Super- intendent Hill. "I have been engaged in trying to organize the burley tobacco farmers of Kentucky in a co-operative marketing association, and yes- terday Mr. Sapiro, who originated the co- operative plan, was to address a most im- portant meeting at Elizabethtown. For vari- ous reasons, another company was unable to furnish the accommodations I desired for a distinguished party which assembled to make the trip. But Superintendent Hill not only was able to do it but did it most courteously and luxuriously and made our trip a delight- ful affair. Since this burley movement, if -'IMIIIIIIIIIIIIIH EIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII: It Pays to Boost A transportation representative must be a booster for his home town. He must be interested in civic affairs, at least to the point of being familiar with every angle of the situation, and, wherever con- sistent, he should be identified with them. It is not necessary for him to take the initiative, but it is help- ful to know when to get in and help pull for the "civic good of the com- munity. To be identified with the local chamber of commerce is of great value, as the important things that come up in the community usually get to the commercial body. At- tending meetings of a public nature held to advance civic enterprises is of great value. People will form the representative's acquaintance in a way that will make it easy for them to call upon him when trans- portation subjects of interest to them arise. Everything in the community life should interest him. He will find that a large number of busi- ness men are deeply interested in things of a public nature, and he will find that mutual interest is a great factor in cultivating their ac- quaintance and being close enough to them to secure consideration when they are in need of trans- portation service. This does not mean that a representative is to be a solicitor at all times. In this matter great tact must be used, otherwise a representative may db his cause more harm than good. A representative should join the clubs, do his part at all times, be ever ready to work on committees, be dependable in attendance and conservative in action. The railway representative must be a conservative and consistent believer in the city, town or com- munity in which he is stationed. This belief must be whole-hearted and of a nature that will be shown in his daily life. It pays to be a real, interested booster in your own home town. FRED AUSTIN, Agent, Sioux City, Iowa. Eighty-six ILLINOIS CENTRAL MAGAZINE July, 1921 IIIIIIIIIMIIIIIIIIII Law Department liilillllllliliililliiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniir "In the Course of Employment" Again we mention the nice distinctions which are made by the courts in construing the Workmen's Compensation Acts as between injuries occurring in the course of employ- ment and those growing out of the employ- ment. The Supreme Judicial Court of Maine has recently referred to the number of decisions construing the words "out of" the employ- ment, and the very few cases that deal with the words "in the course of" the employ- ment. The court points out that no injury can grow out of the employment unless it occurs in the course of the employment. The court seems to think that too little attention has been paid to the question as to what in- juries occur in the course of the employment. The particular case that called for the de- cision involved a state of facts in which the employe, who was hoisting cotton from a lower to an upper floor, found it necessary to go to the upper floor to see how much cotton of certain grades had been hoisted and how it was disposed of. The cotton was being hoisted by a rope. He took hold of the rope, gave the usual signal and had himself hoisted by that device. He was injured be- fore he reached the upper floor. There was a stairway provided for the employes and instructions had been issued by the employer not to use the rope in this way. It was obvious that the employe was about his master's business when he was injured. The court held, however, that the injury was one that did not occur in the course of his employment. It gave a definition of an acci- dent which does so arise, that definition being: "An accident arises in the course of the em- ployment when it occurs within the period of employment, at a place where the employe rea- sonably may be. in the performance of his duties or engaged in doing something incidental tberoto." The court held that in this case the injury occurred within the period of the employment but not at a place where the employe could reasonably be. The definition furnishes an excellent working rule, and the decision is a valuable one. The case is reported as Four- nier's Case, 113 Atlantic, 270. An Honor for E. F. Trabue Edmund F. Trabue of Louisville, our senior district attorney for Kentucky, recognized wherever he is known as one of the leaders of the American bar, has recently been ac- corded an unusual honor. Mr. Trabue for more than thirty years has been a prominent figure in the American Bar Association, serving on its most important committees and taking a leading part in all its activities. At the Boston meeting two years ago, he came within a few votes of being elected president of the association. Recently it developed that W. A. Blount of Florida, who was elected president of the association at the St. Louis meeting last year, is in such failing health that he cannot preside at the approaching Cincinnati meeting, nor is he physically able to prepare and deliver the usual president's address. It being necessary to provide a sub- stitute, the executive committee, the govern- ing body of the association, unanimously re- quested Mr. Trabue to act as president pro tern at the Cincinnati meeting. The fact that Mr. Trabue's professional engagements forced him to decline this signal mark of distinction does not make the honor any the less grati- fying to his friends. The Troubles of a Judge If any of our readers who belong to the legal profession has ever served a term as trial judge, he will appreciate the following observation made by a Kansas court in a re- cent case : "The leader of a symphony orchestra seeks to inspire and synchronize a body of players all intent and harmonious in striving to render the same service, and doubtless even the orchestra leader now and then makes mistakes. The Judge who presides over a jury trial is in a dif- ferent position. His province is to keep the best possible approach to harmony among violently discordant forces fighting every inch of the way through the case, with the witnesses eager to get awav and the taxpayers critical of every waste of time. Usually the charge must be written while the trial is going on, in the interim between rulings on evidence or attempts to quiet incipient belligerency among counsel July, 1921 ILLINOIS CENTRAL MAGAZINE Eighty-seven and the wonder is that so few mistakes are made." These sage observations were made by Judge West of the Kansas Supreme Court, in Thirlwell vs. Payne, Director General, 196 Pacific (Kan.), 1068. A reference to Judge West's biography shows that for five years he was a district judge, and he therefore knows whereof he speaks. The case before the court involved the important question of the liability of the rail- way company for loss by fire sustained by a property owner who had entered into a contract for the construction of a spur track under the terms of which the railway com- pany was not to be responsible for fires. The court, by the way, upheld the contract as be- ing in now way violative of public policy. Recovery Under Released Rates The somewhat difficult question of the amount of recovery permissible when prop- erty lost by a carrier is moving under tariffs providing for released rates was involved in the question of Lindenburg vs. American Railway Express Company, 106 S. E. 884. In that case the West Virginia Supreme Court of Appeals required the carrier to pay the full value, although a tariff of the company provided for released rates, and the shipper paid the lower rate. The difficulty, however, was that the shipper had never declared in writing any released value, nor was there any notation on the bill of lading showing that the shipment was one moving under released rates. In other words, the court ruled the case entirely upon the provisions of the bill of lading, ignoring the tariffs entirely. It justified this decision by the language of the Second Cummins Amend- ment, which provided for full recovery unless there was a value declared in writing by the shipper or agreed upon as the actual value. The case emphasizes the importance of hav- ing all railway agents make sure that where goods move under released rates there is a written declaration of value shown on the bill of lading. action that arose during federal control, can the case be removed to the federal court inde- pendent of the question of diverse citizenship? If the suit was brought before the end of federal control, the Federal Control Act ap- plied, by the terms of which it is provided : "In any action at law, or suit in equity, against the carrier, no defense shall be made thereto upon the ground that the carrier is an instrumentality or agency of the federal gov- ernment; nor shall any such carrier be entitled to have transferred to a federal court any action heretofore or hereafter instituted by or against it, which action was not so transferable prior to the federal control of such carrier." Under this provision, very generally, suits which were not removable prior to federal con- trol were considered not removable thereafter. But with the end of federal control, the Fed- eral Control Act ceased to operate. There- after, the Transportation Act, 1920, governed the matter. If this act had been silent on the subject, no suit whatever could have been brought against either the railway company or the government. The act does, however, in section 206 (A), give permission for suits to be brought against the agent of the presi- dent. There is nothing in the new law pro- hibiting removals to the federal court or limit- ing the character of defense. It does permit suits to be brought in a state court, but says nothing as to removing them therefrom. In this state of the law, Judge Bourquin of Montana has held (Stark vs. Payne, Director General, 271 Fed. 477) that any case brought since the end of federal control can be re- moved to the federal court as being a suit against the United States, and therefore aris- ing exclusively under federal law. A Problem from Federal Control If a suit is brought in a state court, after the end of federal control, against the agent of the president, designated under section 206 (A) of the Transportation Act, upon a cause of HELD 47TH ANNUAL PICNIC The forty-seventh annual picnic of the Water Valley, Miss., employes, held at Tor- ranee, Miss., on June 9, was a complete suc- cess, in spite of a shower that came up in the afternoon, according to W. J. King, chair- man of the picnic committee, who asks the magazine to express the thanks of the em- ployes to the Illinois Central band, an orches- tra from Memphis that assisted at the danc- ing, Superintendent Caulfield, Master Mechan- ic Mauldin, General Foreman Chapman, Chief Dispatcher Houston, Traveling Engineer Sieber and Sell Jones, on whose grounds the picnic was held. Eighty eight ILLINOIS CENTRAL MAGAZINE July, 1921 Evidence of Perjury in Big Suit Against Illinois Central Previous Verdict for $35,000 Set Aside in Tossine Personal Injury Case at St. Paul, Minn. AFFIDAVITS showing that perjury had been committed in a case against the Illinois Central and the director general of railroads in which a $35,000 ver- dict had been obtained were introduced in the district court of Ramsey County (St. Paul), Minnesota, June 25. Based upon a decision of the United States Supreme Court, Judge J. C. Michael dismissed the verdict as against the Illinois Central and on July 1 granted a new trial in the case involving the government. In granting the motion for a new trial, Judge Michael announced that his decision was based upon these grounds: a. Because the verdict of the jury is not justified by the evidence. b. Because of misconduct of the plaintiff in knowingly adducing perjured testimony of the witnesses Oliver and Baclet as to the manner of the happening of the accident re- sulting in plaintiff's injuries. c. Because of newly discovered evidence as set forth in the affidavits submitted by the defendants in support of this motion. Picked a Better Site for the Case The case was that of John Tossine, a Bul- garian coal miner employed by the United States Fuel Company at Benton, 111. Tos- sine was injured February 15, 1919, when he fell beneath a miners' train operated by the Illinois Central between Benton and Middle Fork Mine, where he was employed, two and one-half miles east of Benton. He made application to the industrial board and was awarded $2,600 for the loss of his right arm, which was amputated at the shoulder. The decision was appealed by the United States Fuel Company, and Circuit Judge Torrison at Chicago held that Tossine was not injured in the course of his employment, but while a passenger for hire upon an Illi- nois Central train. Suit was instituted shortly after against the Illinois Central and the director general in Franklin County, Illinois, for $50,000. Tossine employed as his attorney John H. Kay of Chicago, formerly of the firm of Barton & Kay of St. Paul. Preparations were made for trial of the case, whereupon Kay dismissed the suit in Illinois and Tos- sine left the state, taking up his residence in St. Paul, where another suit for $50,000 was instituted against the Illinois Central and the director general by Barton & Kinkead as attorneys. This is the firm of which Kay formerly was a member. It was claimed that the Illinois Central had failed to provide Tossine with proper acommodations in go- ing to and from his work, and that, as a result of a violent jerk of the train, he was thrown from the crowded platform. In ad- dition to the loss of his right arm at the shoulder, it was claimed that he had suf- fered a scalp wound, that his face had been scarred and bruised and that his left ribs had been bruised and possibly fractured. These injuries, it was claimed, resulted in a partial impairment of his vision. In the trial of the case in the district court at St. Paul in April, 1921, witnesses were produced who were upon the train and saw the accident. It was the testimony of two witnesses that on two evenings pre- ceding the injury Tossine had attempted to alight from the train while it was in motion and had barely escaped being injured. The place where he attempted to alight was nearer his home than the station. A number of witnesses also testified that the coaches were not crowded on the afternoon of the accident, in fact, that Tossine had been seated in one of the coaches and left his seat to alight from the moving train at the point nearer his home. Swore Company Was at Fault Depositions which had been secured by Attorney Kay from Charles Baclet, Jacob July, 1921 ILLINOIS CENTRAL MAGAZINE Eighty -nine Oliver and Theodore Zanotto, three labor- ers of Benton, 111., were introduced at the trial. Both Baclet and Oliver swore they were standing on the platform of the Illinois Central station in Benton and that they saw Tossine standing on the crowded platform, when the jolt of the train threw him be- tween the cars. It was upon this testimony largely that the verdict of $35,000 was brought in by the jury. The testimony given by Tossine's wit- nesses was so at variance with that given by other witnesses of the accident that the Illi- nois Central and the government made an investigation. A secret service agent was sent to Benton to form the acquaintance of Baclet and Oliver, and shortly thereafter, he represented to Oliver that he had been injured in an accident at DuQuoin, 111., when a train backed down upon him without warn- ing, breaking his lejs and causing him per- manent injury. He suggested to Oliver that he could win his "case," which he said was then pending, if he had a good witness, and offered to split the award if Oliver would testify in his behalf. Oliver went with the secret agent to DuQuoin and agreed upon the testimony which he should give, returning to Benton and making a deposition before a notary public. When Oliver had given his depos- sition, holding to his story through the ex- amination and cross-examination, he was confronted with the fact that there had been no injury and that his testimony was false. In the presence of several prominent res- idents of Benton, some days later, he made a written confession, admitting that his tes- timony in the Tossine case was false. Baclet was then sent for and he made a similar con- fession. Confession Explained Frame-up Oliver stated in his affidavit of confession that he had received a letter from Kay re- questing him to be present at a conference at the Hudson Hotel in Benton. He complied with the letter, he said, and met Kay, Tos- sine and Baclet. He declared that he told Kay at the time that he had not been a witness to the accident and did not know how it had happened. He said that Kay read to him and to Baclet a written state- ment as to what they should testify to in the Tossine case, and that the testimony they gave in their depositions was substan- tially in accordance with that outlined by Kay. A few days later, he said, he again met Kay at the hotel in Benton, and they rode to the station, where he pointed out to the attorney a miners' car similar to that used in the miners' train, which Kay photo- graphed, and the attorney pointed out to him the loading platform at the station and directed him to testify that he was leaning against this platform at the time Tossine was injured. That morning, according to Oliver's affi- davit, the four men met again, together with four others who also were to testify. They sat in the lobby of the hotel for half an hour, Oliver said, while Kay talked to them in low tones. They then left the hotel and went to the attorney's office, where they gave their depositions. Oliver said that while they were waiting for the elevator in the office building Kay told them: "Now, don't you boys forget to swear just the way I told you this thing happened." Got a Check from the Lawyer Oliver said that shortly after that time he received a check from Kay for $20. Baclet made a similar statement in his affidavit. An affidavit was obtained from Albert Davini, a restaurant keeper at Benton, who swore that Zanotto, the third material wit- ness in Tossine's behalf, was not standing near his restaurant at the time of the acci- dent, as Zanotto had claimed he was. Two weeks after Baclet and Oliver had given their affidavits admitting that their tes- timony in the Tossine case was false, they were interviewed by a representative of the United States Department of Justice, both again admitting that they had given false testimony. After Tossine's attorneys had been in- formed of the serious nature of the affidavits which Oliver and Baclet had given, the two men disappeared from Benton and were next heard from in St. Paul. When the case was brought before Judge Michael June 25, coun- ter affidavits were produced from Oliver and Ninety ILLINOIS CENTRAL MAGAZINE July, 1921 Baclet, in which they confirmed their orig- inal stories as set forth : n the depositions used in the Tossine case a -id contended that they were frightened into making the state- ments admitting perjury. In his counter af- fidavit, however, Oliver made no effort to explain his action in giving testimony in the faked case. The affidavits of business men and the Department of Justice representa- tive covering admissions that they swore falsely in the Tossine case stood uncontra- dicted. The disclosures that the verdict had been obtained on perjured testimony aroused the newspapers of St. Paul, and they gave con- siderable prominence in their news columns to the developments of the case. The following is an editorial from the St. Paul Pioneer Press of June 30 : OUR "FOREIGN" LAW SUITS St. Paul has no ambition to deserve the repu- tation industriously spread for sinister purposes, that "heavy verdicts are easy in personal in- jury cases," and its taxpayers object strenu- ously to paying the costs of the trials of suits to recover damages for injuries incurred in dis- tant states and in which they have neither in- terest nor concern. Under a tortured construction of the Consti- tution and through the solicitation of a corps of agents scattered throughout the Middle West these personal injury damage suits against railroads are brought into our courts for trial. The accidents from which these injuries resulted may have ocurred in Illinois or in Mississippi usually the farther away the better for the dis- reputable purpose yet the damage suits are in- stituted in St. Paul at the expense of the time of our courts and the cost laid upon our tax- payers. It is pestiferous situation from which there is no escape save in the way of public opinion in protest. A pending motion for a new trial in the dis- trict court of a suit in which a verdict of $35,000 was recorded, revives interest in the subject and calls for a renewal of the expression of public opinion in opposition to the system. The allegations of conspiracy and subornation of perjury in the case are important as far as the motion is concerned, but do not affect the gen- eral question. Whether the suits are clean and honest or whether they seethe with crookedness they ought to be kept out of the courts of Min- nesota and tried in the communities where the injuries were incurred and where opportunity is equal for obtaining evidence. Ambulance chas- ing and the solicitation of personal injury cases are evils of themselves, but they are not in con- sideration now. We are dealing solely with the importation into Minnesota state courts of these outside cases, which is an annoying and ex- ""sive proposition without regard to the merits r" the cases of the methods, good, bad or in- f^rent, of the lawyers associated with them. .Several years ago, when this importing prac- tice was at its height, this newspaper directed public attention to it as involving an unwarrant- ed reflection upon Minnesota and an exasperat- ing expense tp its taxpayers. Remedial legis- lation was undertaken as the result, but a con- struction of the Constitution barred the way to closing the doors of our courts. Federal admin- istration of the railroads intervened shortly after this effort and foreign personal injury cases dis- appeared for the time being, but with the res- toration of the railway properties to their own- ers the censurable practice has reappeared and we are threatened with the old-time deluge. We have no brief for either side in a case of this character. But we have the liveliest concern in terminating a practice based upon spreading the reputation of St. Paul for easy verdicts in such cases and which is an unwar- ranted drain^n the time of our courts and the pocketbooks of our taxpayers. If a lax public opinion is to blame, we ought to be ashamed of it; and if we are at fault in any way in per- mitting it to go out and be exploited that it is easy to win damage suits in our courts, we ought to be ashamed of that also. The case was handled for both the rail- road and the government by C. C. LeFor- gee of Decatur, attorney for the Illinois Central, assisted by Butler, Mitchell & Doherty of St. Paul, also of the Illinois Central law department. The investigation was supervised for both the railroad and the government by P. M. Gatch of Chicago, as- sistant general claim agent. The Wrigley Building, Chicago Juty, 1921 ILLINOIS CENTRAL MAGAZINE Ninety-one Traffic Department j : -.iiiiiiiiiiliiliiiiiiiiiiiiiiiiiiiiliiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiliiiiiiiiiniiiiHiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiini,' The Coal Situation By B. J. ROWE, Coal Traffic Manager ONE is frequently asked whether coal is going to be plentiful this fall and whether it will be cheaper. The answer to the first question is that it will not be plentiful unless consumers start buying right now and keep it up. No one seriously denies the advisability of early buy- ing. The trouble is that Mr. Average Citizen wants the other fellow to do it. While con- sumers all over the country are debating the question, bituminous production drags along at a weekly average that cannot but be alarming. The cumulative output of the country as a whole during the first 126 working days of the past five years has been as follows, in net tons : Years of Activity 1917 220,432,000 1918 225,058,000 1920 207,749,000 Years of Depression 1919 171,885,000 1921 160,513,000 This spells but one thing coal shortage for this fall. A decrease in production of more than 11,000,000 tons under 1919 makes for a repetition of 1919 conditions (minus the strike). Three major arguments are advanced for deferred buying. These are the propaganda for a general reduction in freight rates, the hope that mine wages will go down, and gen- eral industrial conditions. Until such time as the railroads of the country are earning the return provided for by the Transportation Act (and this cannot be until operating costs have been reduced), no general reduction in transportation charges can be expected. Is coal going to be cheaper? All signs point to the contrary. The price at the mine mouth has steadily advanced about 20 cents per month since early spring. So with the approach of the buying season there is no reason to expect a decline in price. The wage agreement with the miners does not ex- pire until March 31, 1922, and with no modi- fication of these wage agreements in sight, or even remotely considered, it does not re- quire any strain of the imagination to reach the conclusion there can be no great reduc- tion in production costs. There is no general reduction of transporta- tion charges on coal under consideration at this time by the railroads, although readjust- ments and restoration of previous relation- ship are being considered at all times. Sup- pose some reduction in coal rates should be made? It would not be enough to offset the advancing cost of the coal at the mine, and it could not be made in time to take care of the fall movement. It took the railroads six months to get their rate schedules in shape to increase the rates last year, and while it would not take quite so long to prepare them for reductions, it would take months, or weeks at best. So it can be seen there is nothing to gain and much to lose by holding off buying in the hope that either the price of the coal or the transportation cost will come down this year. Railroad facilities are adequate to handle only the necessary annual bituminous output if transported with fair uniformity through- out the year. If the demand is concentrated during a few fall and winter months, there will not be transportation enough to go around, and coal prices will go soaring, as we all know from past experience. Buy noiv and save money. BRING ON YOUR LOGS There seems to be some question about the "banner carload" of lops pictured on page 21 of the April issue of this ma^a- zine. The twelve logs loaded at Erot's Spur, Miss., totaled 11,282 feet. According to C. R. Young, superintendent of the Ten- nessee Division, twenty-six logs loaded on August 26, 1920, car G. R. & I. 897, at Har- ris, Tenn., totaled 12,451 feet. Ninety-two ILLINOIS CENTRAL MAGAZINE July, 1921 Senate Committee's Hearing on Railroads Enlightens the Public Managements' Side of Presentation Ended With an Explanation of Handicaps Since the War IN the Illinois Central Magazine for June there appeared on pages 74 to 78, inclusive, a summary of the testimony which had been presented during May in the hearing which the interstate commerce com- mittee of the United States Senate is con- ducting at Washington into the railway situation. At that time eight railway offi- cers had testified. The hearing has continued through June. The railroads completed the presentation of their case on June 17, and S. Davies Warfield, president of the National Association of Own- ers of Railroad Securities, took the stand June 17 to explain the so-called Warfield plan of co-ordinating the roads. He was followed by Forney Johnston, Edwin Ludlow, John F. Wallace, L. B. Stillwell and W. A. Colston, also interested in his plan. On July 1 the com- mittee took an adjournment until the middle or latter part of August. Four More Executives Heard The railway executives who appeared in June before the committee to testify on be- half of the railroads included: John G. Walber, secretary of the bureau of infor- mation of the Eastern lines; E. T. Whiter, chairman of the conference committee of managers, Association of Railway Execu- tives; L. E. Wettling, manager of the bureau of statistics of the Western lines, and W. H. Williams, chairman of the board, Wabash Railway Company. Mr. Walber in his testimony described the inequalities in the treatment of railway em- ployes as a result of the application of the wage standardization policy of the Railroad Administration to the diversified conditions of employment. The uniform application, Mr. Walber said, of the 8-hour day to all of these differ- ent classes of employes working under dif- ferent conditions produced very pronounced distortions in the monthly earnings of these different classes of employes themselves and also in comparison with other classes of employes. Mr. Walber told the committee that great disparities also resulted from the application of minimum rates to large numbers of em- ployes who had previously received different rates in accordance with different conditions and also from the methods used in convert- ing former monthly rates to new hourly rates. Took Up "National Agreements" Mr. Whiter, who followed Mr. Walber on the stand, denied contentions that the rail- roads are not penalized under the operation of the "national agreements." While one or two of the rules contained in the "nation- al agreements," or rules similar thereto, may have been in the schedules of the individual railroads, "in no case were all of the rules or any material number of them in effect on one railroad," he said. Mr. Whiter said that the estimate that the 'national agreements" cost the railroads ap- proximately $300,000,000 annually is under- rather than over-estimated. He said that the provision in the "national agreements" re- quiring the railroads to allow employes one hour extra pay each week for punching the clock regardless of the number of hours actu- ally worked cost the railroads $6,445,658 during the first six months of 1920. He also brought out that the agreements required the railroads to pay for work not performed and to em- ploy from two to six men to do a job that one could have done formerly. Mr. Wettling's testimony had reference largely to the performance of maintenance work during federal control and after the rail- roads were restored to their owners. Chairman Cummins called attention to the July, 1921 ILLINOIS CENTRAL MAGAZINE Ninety-three fact that this increase in the cost of mainte- nance was particularly marked during the six months' guaranty period, and, in reply to this question, the witness explained that it was nec- essary to make extraordinary expenditures for maintenance immediately after the termination of federal control. Expenditures for maintenance work in 1919 were subnormal because of restrictions placed by the director general, Mr. Wettling ex- plained. "Because of urgent necessities the carriers continued their program of restoration of the properties until in October, 1920, when it be- came apparent that a general business de- pression was imminent and that the full ne! revenues anticipated as a result of the ad- vances granted were not being realized. Most of the roads had little hope of further ad- vances from the Railroad Administration and, because of the refusal of the Secretary of the Treasury to honor certificates of partial payment of the guaranty period, the carriers found themselves short of funds and were thus manifestly unable to continue the neces- sary maintenance expenditures, and expendi- tures since November, 1920, have suffered a substantial reduction below the necessary re- quirements by many roads." Work Increased in 1920 Mr. Wettling said the railroads performed more maintenance work during the past year than in either 1918 or 1919, when they were under federal control. Reports from 93 per cent of the Class I railroads, representing approximately 218,000 miles, show that in 1920 they laid 2,262,033 tons of new and second-hand rails, the total cost of which was $82,219,999, compared with 2,027,159 tons costing $69,961,049 in 1919 and 1,615,963 tons costing $50,836,964 in 1918. During the test period the yearly average was 2,041,676, while the total cost was $54,- 166,631. Figures on the ties placed during those years follow : Average per annum Test Period Switch ties (feet) 172,689,571 Bridge ties (feet) 55,625,964 Other ties (number) 83,885,109 Total cost $58,135,355 Taking up the question of ballast, Mr. Wett- ling said those roads in 1920 applied 19,118,553 yards at a cost of $12,045,000, or an average cost of 63 cents per yard. In 1919 those roads applied 17,518,791 yards at a cost of $9,481,545, or an average cost of 54 cents, while in 1918 they applied only 14,796,252 at a total cost of $6,472,151, or an average cost of 43T 7 n cents per yard. Of the total cost of maintenance of way and structures, $577,688,000, or 60.09 per cent, was paid to labor. Cost of material was 29.67 per cent. During the test period $209,906,000, or 54.71 per cent went to labor; $401,331,000, or 65 per cent, in 1918, and $439,140,000, or 60.35 per cent, in 1919. Public Misled, Senator Says In connection with a table comparing oper- ating accounts from 1912 to 1920, Senator Cummins said that the public is being misled by the repeated publication of figures showing the net operating income earned in 1918 and 1919 during the period of federal control, be- cause people are led to believe that the gov- ernment's loss from the operation of the rail- roads was only the difference between the amount actually earned and the guaranty to the railroads. If the government had prop- erly maintained the properties, he said, the net operating income would have been smaller and the loss to the government would have appeared larger, and he estimated that the government's loss after allowing for under- maintenance claims would be at least $1,500,- 000,000 instead of $700,000,000, $800,000,000 or $900,000,000. "The public will never comprehend what government control cost," he said, "until we have to make an appropriation to pay the final bill." Mr. Wettling described to the committee how increases in railway earnings resulting both from increased traffic and from increases in rates have been more than absorbed by in- creases in operating expenses, chiefly by in- creased payroll costs, which in 1920 practi- ca'ly wiped out the net operating income. From 1912 to 1920, he said, the increase in 1918 1919 1920 - 160,024,789 176,079,389 170,345,383 45,400,555 49,644,851 41,533,926 69,327,243 73,398,922 77,015,580 $62,886,865 $84,156,035 $107,772,885 Ninety-four ILLINOIS CENTRAL MAGAZINE July, 1921 total operating revenues was $3,366,000,000, or 120 per cent, while the increase in operating expenses was $3,809,000,000, or 194 per cent, and the increase in compensation of employes was $2,489,000,000, or 205 per cent. The pay- roll was 43.13 per cent of the revenues in 1912 and 59.92 per cent in 1920. The average com- pensation per employe during this period in- creased from $736.68 to $1,820.05, or 147 per cent, and during the latter part of 1920 the average wage was at the rate of $1,904 per year. From 1916 to 1920, acocrding to the wit- ness, the revenues increased $2,575,000,000, or 70 per cent, but operating expenses increased $3,411,000,000, or 145 per cent, and the pay- roll increased $2,230,000,000, or 152 per cent. In 1916 the payroll was 40.83 per cent of the revenues and 62.3 per cent of the expenses. From 1916 to 1917 the revenues increased $418,000,000, or 11 per cent, resulting in part from increased traffic and in part from an increase in rates ; but expenses increased $472,- 000,000, or 20 per cent, and the payroll in- creased $271,000,000, or 18.6 per cent, largely as the result of the passage of the Adamson law in 1916. Expenses Increased 100 Per Cent From 1917 to 1920, comparing the years be- fore and after the period of federal control, the increase in revenues was $2,157,000,000, or 53 per cent. The increase in expenses, however, was $2,839,000,000, or 100 per cent, or $682,000,000 more than the increase in earnings. The increase in the payroll was $1,959,000,000, or 113 per cent. In 1917 the payroll was 43.33 per cent of earnings and 61.43 per cent of the expenses. In 1920 it was 59.92 per cent of the earnings and 64.11 per cent of the expenses. The net operating in- come fell from $934,000,000 in 1917 to $62,- 000,000 in 1920. Besides the increase in ex- rillllllllllllllllllllllllllllllllll Things to Talk About A remarkable record for passenger train performance was made by the Illinois Central System in May. A total of 13,567 passenger trains were operated, with 13,461, or 99.2 per cent, maintaining schedule time. The division standing fifth on the list made a record of 100 per cent, and it stood fifth only because four other divisions also established records of 100 per cent and, having run more trains, were entitled to a higher rating. The division standing eleventh on the list had a record of 99 per cent, and the division standing in sixteenth position had a record of 98.4, while the division at the bottom of the list had a record of 97.7. This brilliant record of passenger train performance for May eclipses any former record of the Illinois Central System and perhaps has never been excelled by any railroad handling as many passenger trains as were handled by the Illinois Central System during May. The record, by divisions, follows: No. Trains No. Maintain- Operated ing Schedule 1,178 1,178 930 930 744 744 688 688 414 414 558 557 1-292 1,289 548 545 684 679 620 614 808 800 848 839 632 623 806 794 589 580 1,298 1,278 930 909 Rank 1 Division Memphis 2 Memphis Terminal. . . . 3 4 New Orleans Terminal... Iowa 5 Indiana 6 Vicksburg 7 Chicago Terminal 8 New Orleans 9 Wisconsin 10 Mississippi 11 Springfield 12 Kentucky 13 Minnesota 14 Tennessee 15 Louisiana 16 Illinois 17 St. Louis . Percentage Main- taining Schedule 100 100 100 100 100 99.8 99.7 99.4 99.2 99.0 99.0 98.9 98.5 98.5 98.4 98.4 97.7 SYSTEM 13,567 13,461 99.2 ~t in. i it mil., iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiniii.il liiliiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiiiiiiiiiiiii* July, 1921 ILLINOIS CENTRAL MAGAZINE Ninety-fivi penses there was an increase of $65,000,000 in taxes and there were also some increases in equipment and joint facility rentals. The testimony offered by Mr. Williams dealt with maintenance work and freight rates. Mr. Williams told the committee that the increase in freight rates had been so small that it cannot be said to account for any appreciable amount of the charges in livestock and grain prices. The wholesale price in Chicago of cattle in 1920 was $14.50 per hun- dred pounds and so far this year aproximate- ly $8.60, Mr. Williams said, while to ship cattle from Sioux City, Iowa, it costs only 44 cents per hundred pounds. The wholesale price of hogs, he said, was around $14.85 in 1920 and $9.25 this year, while the freight rate from Des Moines, Iowa, to Chicago is only 40 cents a hundred. Freight Rate a Small Item Last year, according to the witness, the wholesale price of corn in Chicago was $1.41 a bushel ; it is 64 cents this year, while to ship a bushel from Decatur, 111., to that city costs only 7% cents. To ship a bushel of wheat from St. Cloud, Minn., to Chicago, Mr. Williams said, the cost is 15% cents; in 1920 the wholesale price in Chicago was $2.80, and this year $1.47. Mr. Williams submitted the following sug- gestions as a possible means of providing some relief for the railroads : State commissions have required the re-es- tablishment of unremunerative passenger serv- ice, erection of new passenger stations, and other expenditures which ought to be de- ferred. The Interstate Commerce Commis- sion, which has authority to regulate the re- ceipts of the carriers, should be the sole agency authorized to require additional service or ex- penditures for plant facilities. Freight rates for carlot shipments should be based upon the cars' being loaded to their weight capacity or cubical content capacity. This would make it unnecessary to buy freight cars other than for replacements during the next five years ; it would minimize the pos- sibility of car shortage, and would materially add to the revenue tons per train and thereby lessen the cost of operation. Would Save Cars for Coal Governmental work particularly road work should be done at such times and by such methods as to interfere as little as possible with private enterprise. Materials for such work ought not to be moved by rail when open top cars are needed for the coal trade. The existing rules with relation to seniority rights when men are promoted or forces are curtailed should be modified so as not to ap- ply when those by whom they are claimed are seriously inferior in qualifications. "During the past three years," the witness explained, "the railroads have found it neces- sary to employ men not the most competent or qualified to perform the work for which they were taken into the service. Many of these men are not capable of assuming in- creased responsibility and should not be re- tained in their present positions." A SLIP IN FIGURES Owing to the fact that the figures and the dates got juggled in making up the June issue of this magazine, the "Things to Talk About" on page 27 failed to make good sense. The figures were exactly reversed from what they should have been. The table showing the percentage of each revenue dollar paid out for expenses and taxes, but not including fixed charges, should have read as follows: 1916 65.55 1917 70.57 1918 81.54 1919 85.25 1920 93.59 which shows that expenses have encroached on earnings so closely that a considerable reduction in expenses has become neces- sary. ON SUPPLY ORGANIZATION Wm. Davidson, general storekeeper of the Illinois Central, is the author of an article on "Results Obtained From Proper Organization," which appears in the June issue of Railway Purchases and Stores, a magazine published in Chicago and devoted to the subject which its title indicates. Mr. Davidson points out how much like a smoothly operating machine is a properly formed organization and goes on to explain certain points that he has found of value in his work with the Illinois Central. Mr. Davidson's picture accompanies the article. Ninety -six ILLINOIS CENTRAL MAGAZINE July, 1921 HASING ENT Proper Care of Materials By G. D. TOMBS, Assistant Division Storekeeper, Vicksburg, Miss. THROUGH the medium of the Illinois Central Magazine and the Railway Purchases and Stores Magazine, we have been taught many lessons in caring for and reclaiming second-hand material that are without a doubt invaluable to the com- pany. Too much has not been said in this regard. In fact, reclamation is one of the most important enterprises engaged in by the various railroads of this country. We must not, however, be over-zealous in this regard to the extent that we overlook the proper care of new material. On the line of some railroads, at tool- houses, strong bins have been constructed for handling scrap, as well as handy boxes with handles for use in picking up scrap to be stored in these bins, so that at the first opportunity it may be forwarded to the storehouse and sold when a sufficient amount has accumulated. Some persons handling new material, however, do not al- ways use the best judgment in storing it. On the road it is frequently noticed that track bolts, spikes, nails, nutlocks, etc., are stored underneath toolhouses, on the ground and exposed to the weather, or perhaps left at the rear of the toolhouses with no pro- tection whatever. There has been a continual campaign to instruct all concerned regarding the value of new material and the importance of car- ing for it. In some cases, in shops, the men are often careless with nails, screws, nuts and carriage bolts by allowing them to lie on the ground and rust, instead of pick- ing them up after the job has been finished and taking them to some central point where they can be re-issued. Another important item is in lumber used to cooper cars and make scaffolds. New lumber should never be used when service- able second-hand lumber is available. Of course, where such new material is used, it usually reaches the reclaiming plant, and the better part of it is eventually used again, but no credit is due reclamation for this saving. New material should always be handled in such a manner as not to allow it to reach the scrap dock. The first cost is the highest therefore we should not allow new material to reach the reclaiming docks and flatter ourselves by claiming a large amount of money saved by the reclamation plant. The appearance of new material on the scrap dock is always evidence of careless- ness or inefficient work. It behooves all of us at this time, when prices of materials and labor are high, to do everything possible to conserve our new material, preventing waste wherever possible. Wherever ma- terial can be saved, a corresponding amount of the allotment for labor is made available, and the man who is saving material is largely paying his own salary. Things We Should or Should Not Do Let's keep our passenger trains on time; you can help. Assist in keeping down personal injuries. Take care of yourself; if you don't, who will? Call trains so that customers will under- stand what you say; they don't know the railroad as you do. Why not clean out the dirty corners and cupboards? It lessens fire risk. Be interested in leaving your work in good shape when you take your vacation; you should have the same interest in this respect as in planning for your vacation. July, 1921 ILLINOIS CENTRAL MAGAZINE Ninety-seven Do not lay lighted cigars or cigarettes on window-sills of cars. They burn the varnish. It may not cost you anything, but it is expensive to the company. When business opens up, everyone should be in first-class condition to handle it. You know at this time how you are in this respect. Do not ask for transportation the same day it is needed. Anticipate your wants. At this time of the season, requests for transportation are heavy and require con- siderable work to handle as promptly as you think they should be handled. Do not put your head or arms out of the windows. Windows are to look out of not to place half your body out of. Why not turn off your fans when leaving the office at night? It costs money to allow a fan to run twenty-four hours a day. Be careful to see that all trucks and bag- gage are taken off the platforms and set up next to the buildings at night. Why let passengers stumble over these, causing an injury and possibly a law suit? You should be interested in properly ventilating your office and shops. Good air is necessary. Let everyone assist in having every coal car available when the coal traffic begins to move. Do not forget to keep the grass and weeds from around buildings. When grass and weeds dry, a fire is liable to occur. Wait until the train stops before you get off. Save all you can of labor and material. This will assist in allowing you to employ more men. Use your head. It counts in many ways. A Week-Day Meeting at Waterloo A Wednesday noon meeting in the Illinois Central machine shop at Waterloo, Iowa, under the auspices of the Railroad Y. M. C. A. there, whose renaissance was described in the June issue of this magazine. The speaker is Dr. J. R. Macartney, pastor of the First Presby- terian Church of Waterloo. His subject at this meeting was "The Most Popular Sin in the World." This, he decided, ivas ingratitude. Ninety-eight ILLINOIS CENTRAL MAGAZINE July. 1921 Engineer Explains How He Manages to Let the Livestock Live James H. Evans, Running on Unfenced Track, Has a Record for Preventing Deaths of Animals THE striking of livestock by locomo- tives on the waylands has long been one of the problems of the railroad. Officers and employes alike are anxious to eliminate this economic waste. The striking of stock by locomtives has. of course, been more extensive on unfenced track, but it has been learned that it can be prevented even on unfenced track. An ex- ample is the case of Engineer James H. Evans, who for years has been running on unfenced track between Baton Rouge and Covington, La. There is a great deal of livestock in this territory, and how Engi- neer Evans has been able to establish such a good record for not striking stock has been the subject of a good deal of interest. Mr. Evans was born at Jackson, Miss., February 7, 1854, and has been a locomotive engineer for this company for thirty-eight years. He was asked to explain how he was able to make such a good record in the pre- vention of the striking of stock on the un- fenced track on which he runs. His own story follows: Studies Actions of Stock "I really do not know just how to proceed to tell you how I have prevented striking stock, and I don't remember just when I struck a head of stock, but I do know that it has been a long time. With my long years of service as an engineer, I have grown into the habit of studying the peculiarities and ac- tions of the various kinds of stock. An en- gineer pursuing this method is able to tell in almost every case just what each head will do when they are seen upon the right- of-way, ana, basing his actions on his con- clusion, he is able either to proceed or to stop and in this manner succeed in avoid- ing any damage. "There are cases, however, where the strik- ing of stock is absolutely unavoidable, and James H. Evans I would not presume to say that my effici- ency along this line is entirely responsible for my success. The grades and curves and embankments have more or less bearing on an engineer's ability to prevent striking stock, and while it is true that for 1 some time past I have been operating through partially unfenced territory the ground is for the most part level and the view is prac- tically unobstructed. "On the New Orleans division I have ob- served in recent months a growing spirit of co-operation among supervisors and bridge gang foremen and laborers. We have also succeeded in enlisting the co-operation of stock owners along our territory, and they assist us materially in many ways. Cards Notify Section Gangs "By the system recently inaugurated on the New Orleans division, each engine is equipped with a supply of red cards marked July, 1921 ILLINOIS CENTRAL MAGAZINE Ninety-nine 'STOCK,' and the engineer throws one of these cards to the first bridge or section gang he reaches after having observed stock on the right-of-way. This enables the fore- man to send men to drive them off the right- of-way, and I say without hesitancy that this method is enabling us to prevent strik- ing a large number of head of stock. It is surprising to note the interest manifested not only by the classes of employes above mentioned but by all employes in general with a view of decreasing the number of stock struck, and I feel that the pursuance of present methods in keeping this matter on the minds of the other employes, with their real spirit of co-operation, will enable us not only to maintain our present show- ing but to improve it from month to month. "I am sure there is no engineer or other employe on this division who would not do everything within his power to avoid damage of this kind which we realize costs money and does no good to any one. You may ex- pect my continued co-operation." A Decrease Since 1920 For the five months ending May 31, 1921, 1,870 head of live-stock were killed or in- jured on the Illinois Central System, com- pared with 2,725 head for the same period in 1920, a decrease of 855 head, or 31 per cent. The following record for this period, by divisions, will be found interesting: Division Number of Head Killed 1921 Chicago Terminal Illinois 14 St. Louis 16 Springfield 14 Indiana 17 Wisconsin 27 Minnesota 16 Iowa 51 Kentucky ....: 132 Tennessee 93 Mississippi 257 Louisiana 241 New Orleans Terminal 23 C. M. & G 26 Memphis Terminal 15 Memphis 316 Vicksburg 183 New Orleans .. ....429 1920 11 29 46 35 42 38 112 305 207 365 296 13 47 9 458 221 491 1,870 2,725 Independence Hall to* ra +;, w-i^epetidence Bail * | tiie Dec/ai'^o/i of/ncfepen^nce "r- ^A u?a5 5;yned ^i______ | IKftere de fast July 4'~ was celebrated One Hundred ILLINOIS CENTRAL MAGAZINE July, 1921 Billion Dollar Industry Flourishes Along Our Right-of-Way Mississippi, in Particular, Shows Good Record in Number of Cows and Production of Butter By H. J. SCHWIETERT, General Development Agent THE lowly dairy cow has forged her way ahead in the industrial world amid all sorts of adversities until she has become a vital factor in our economic and commercial life. According to figures furnished by the United States Department of Agriculture, the value of milk produced in 1919 by the dairy cows of the United States was $2,578,600,000, which was $354,392,000 greater than the value of our entire wheat crop for the same year. Only one other farm crop had a greater money value than milk, and that was corn. Milk had a greater money value than cotton by $411,457,000. With these comparisons one gets an idea of the importance of dairying from a mone- tary standpoint. There were produced in 1919, in round numbers, 90,000,000,000 pounds of milk. Of this amount 45,430,000,000 pounds were used in the manufacture of various products, some of the more important being as follows: 18,000,000,000 pounds manufactured into creamery butter; 14,000,000,000 pounds manufactured into dairy butter; 4,000,000,000 pounds manufactured into cheese: manufactured into manufactured into 5,000,000,000 pounds condensed milk; 3,500,000,000 pounds ice cream. According to figures sent out by the U. S. Department of Agriculture there was a decrease in the production of milk for 1920 as compared with 1919 of 400,000,000 pounds, and a decrease in the number of dairy cows of 298,000. While there was a decrease in milk pro- duction in the United States as a whole, Mississippi showed a remarkable increase in the territory traversed by the Illinois Central Railroad, and especially in the fol- lowing counties, where the Development Bureau has conducted dairy campaigns and lectured to thousands of farmers, urging more and better dairy cows and also more economic production: Adams, Alcorn, Attala, Benton, Clay, Copiah, Hinds, Holmes, Jefferson, Lafay- ette, Madison, Marshall, Montgomery. Panola, Tallahatchie, Tate, Yalobusha. Instead of a decrease in the number of dairy cows in Mississippi, there was an in- crease of 22,000 head in 1920 over 1919. Creameries Show Big Increase Reports just received from the managers of some of the creameries located on the Illinois Central show a tremendous growth in the production of butter for the first five months of 1921 as compared with the first five months of 1920. BUTTER PRODUCED JANUARY 1 TO MAY 31: Lexington Water Valley Aberdeen Kosciusko Jackson Winona Brookhaven . West .. 1920 1921 Increase 15,733.75 Ibs. 38,216.5 Ibs. 143% 18,612.375 Ibs. 61,614.625 Ibs. 231% 106,812. Ibs. 233,766. Ibs. 118.8% 53,037.5 Ibs. 106,130. Ibs. 100% 61,755. Ibs. 101,943. Ibs. 65% 38,598.75 Ibs. 56,138.5 Ibs. 45.4% 97,156. Ibs. 125,218. Ibs. 28% 46,854. Ibs. 56,177. Ibs. 20% July, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred One Although we have not yet received a re- port from the manager of the Canton creamery, we are in receipt of the follow- ing from the secretary of the Madison County Chamber of Commerce: "After eighteen months of struggling in an effort to see the light, the Canton Dairy Prod- ucts Company, the local creamery, is at this season of the year eclipsing all previous records and its business is growing by leaps and bounds. On Monday, the 27th of June, the creamery churned twice 1,500 pounds aggregate and one day last week one shipment of cream totaled 55 cans. The quality of butter manufactured re- sults in a big demand all over the South." The following report showing the in- crease in number of 5-, 8-, and 10-gallon cans of cream and milk shipped from sta- tions in Mississippi and Louisiana during May, 1921, as compared with May, 1920, may be of interest: 1920 1921 5-gal. cans 13,214 19,812 8-gal. cans 7,278 12,766 10-gal. cans 11,522 19,100 Total 32,014 51,678 The total increase is 19,664 cans, or 61 3/7 per cent. We believe the future holds out great op- portunities for the dairy farmers in the ter- ritory contiguous to our southern lines, and they will become from year to year greater contributors to this billion dollar industry. Penny Saved Is Penny Earned Here, Too The possibility of saving in little things as well as big ones has been proved on the Illinois Central and Yazoo & Missis- sippi Valley by the success of a campaign to hold down purchases of small tools. The campaign started in February, when Vice- President L. W. Baldwin organized all the roadmasters in the system into a Shovel Club, whose purpose was to hold to a minimum the investment in all small tools, except shovels. As a result, the small-tool account for the first four months of 1921 shows a decrease of 40.2 per cent from that of the first four months of 1920. The saving in dollars was $57,457.32, the differ- ence between $142,850.58 and $85,393.26. Below is the summary by divisions: Division 1921 Chicago Terminal $ 3,310.28 Illinois 4,529.72 St. Louis 6,608.83 Springfield 3,161.42 Indiana 2,735.09 1920 $ 6,637.34 10,555.37 11,823.54 5,568.32 5,961.30 Total Number Lines $20,345.34 $40,545.87 Wisconsin $ 6,155.68 Minnesota 3,612.82 Iowa 5,354.14 Kentucky $ 3,754.08 Tennessee 4,572.01 Mississippi 5,029.16 Louisiana .._ 9,324.30 New Orleans Terminal 1,634.22 Total Southern Lines $24,313.77 $10,547.39 4,818.29 9,707.14 Total Western Lines $15,122.64 $25,072.82 $10,756.41 9,258.32 6,707.98 15,118.39 4,215.55 $46,056.65 Total Illinois Central Railroad $59,781.75 $111,675.34 Memphis Terminal $ 569.32 Memphis 1 2,011.72 Vicksburg 5,136.30 New Orleans 7,895.17 $ 4,555.44 14,062,23 5,589.83 6,967.74 Total Y. & M. V. Railroad $25,611.51 $31,175.24 Total Both Roads $85,393.26 $142,850.58 Per Increase Cent Decrease $ 3,327.06 Per Cent 50.1 6,025.65 57.1 5,214.71 44.1 2,406.90 43.2 3,226.21 54.1 $20,200.53 49.8 $ 4,391.71 41.6 1,205.47 25.6 4,353.00 . 44.6 $ 9,950.18 39.7 $ 7,002.33 65.1 4,686,31 50.6 1,678.82 25.0 5,794.09 38 3 2,581.33 61.2 $21,742.88 47.2 $51,893.59 46.5 $ 3,986.12 87.5 2,050.51 14.6 454.53 8.1 $927.43 13.3 $927.43 $ 6,491.16 927.43 Net Decrease $ 5,563.73 17.8 $57,457.32 40.2 One Hundred Two ILLINOIS CENTRAL MAGAZINE July, 1921 Farm Where Worms Spin Hosiery Found at Our Southern Terminal New Orleans Contains One of the Few Silk Establish- ments in the Country, It Is Said THE Illinois Central System, being in what is known as the "bread basket of the world," has in its terri- tory farms of many kinds. Most persons know of our grain farms, our stock farms, our dairy farms, our fruit farms, our truck farms and all the other common varieties, but extremely few know that on the Illinois Central we have one of the few silk farms in the United States. More than that, this farm of Dr. Vartan K. Osigian, adjoining the Illinois Central tracks at New Orleans, is "what may properly be called the largest silk farm in the United States," according to a report made by Daniel Waters, United States trade commissioner, to the Bureau of Foreign and Domestic Commerce at Washington, D. C. Doctor Osigian and His Trees "The silk-growing industry, which before the Civil War attained some prominence in the southern states, is in the process of being revived," Mr. Waters' report declared. "Should the inhabitants of the southern states take up seriously the process of silk raising, it is believed that the United States should then produce the $200,000,000 worth of silk now imported annually from France, Armenia, China and Japan. The American cocoon is twice the size of the Oriental species, and the silk is of an excellent grade. In fact, before the Civil War, American silk sold for more in the European markets than that of any other country." Can Produce Colored Silk But that is far from all. Doctor Osigian has a secret which he guards zealously, and that is the composition of various pigments which he feeds his silk worms, thereby causing them to produce silk of any desired color. This color, it is claimed, is absolutely fast an achievement that may threaten the dye industry as applied to the treatment of woven silk. The Osigian Silk Corporation, of which Doctor Osigian is president, has approxi- mately twelve acres in New Orleans, bounded by Tchoupitoulas street, Nash- ville avenue, State street and Leake avenue. Past this plot of ground run the Illinois Central tracks. On this farm are approx- imately 80,000 mulberry trees and 100,000 silk worms. The farm has been in oper- ation about two years and a half. The yield in that period has been estimated by Doctor Osigian as 500 pounds, which he ships raw to a silk manufacturer in Patterson, N. J. The raw silk can be manufactured into thread, hose, cloth and silk goods in general. Doctor Osigian is proud not only of his achievement in turning out colored silk but also of his achievement in producing a food July, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred Three tree for the worms superior to the ordinary run of mulberry trees. This tree, the result of an experiment in grafting, grows with great rapidity and is extremely prolific in leaves. The leaves are many times the size of mulberry leaves and much more succulent. When a leaf is pulled from the tree, a cluster of leaves springs up from the wound in a few days. Likes New Orleans Climate The climate of New Orleans is acclaimed by Doctor Osigian as being well suited for silk-worm cultivation. His super-worm weaves into its cocoon 1,800 yards of silk, while the foreign worms produce only 400 to 1,000 yards. Foreign countries produce but one crop of silk worms each year. The New Orleans farm produces eight. Decem- ber and January are the only two months of the year in which the worms do not thrive. Doctor Osigian himself is an unusal char- acter. He is a native of Harpoot, Armenia, where his ancestors for more than seven hundred years were producers of silk. He is a graduate of the Pasteur Institute in France and of the University at Brusa, in Asia Minor. After losing his relatives and possessions through the activities of the Turks, Doctor Osigian found a haven in this country. Eventually he wandered to New Orleans, where he succeeded in winning financial backing for his project. The discovery of silk, as told by Doctor Osigian, is interesting. Its history dates back to Sie Lang Chi, queen of China cen- turies before the dawn of the Christian era. While walking in the palace gardens one day she found some cocoons of the silk worm, and conceived the idea of having them unwound so that the beautiful thread could be woven into a fabric. The result was so pleasing and the possibilities for the new industry so great that the ancient Chinese lady invested all her personal wealth in developing it. Chinese Guarded the Secret For thousands of years the Chinese care- fully guarded the secret of silk manufacture. Visitors to the country were bewildered and completely charmed by the beauty and pleasing effect of the fabric. Curiosity prompted them to try to learn the process of its manufacture, but they were always unsuccessful. Spies were sent into the heart of China for the purpose of stealing the secret, but they consistantly failed to return. King Lavon of Armenia, about ten cen- turies ago, sent two ministers into China over the road through Persia. Their mission was to live among the Chinese, preaching, A General View of the Silk Farm One Hundred Four ILLINOIS CENTRAL MAGAZINE July, 1921 and at the same time endeavor to learn the secret. It was a dangerous undertaking, for at that time the Chinese could exchange a pound of silk for a pound of gold. The two Armenians were successful in their hazardous journey. By making hollow walking canes, they succeeded in escaping from the country with seeds of the mulberry tree and eggs of the silk worm. On their arrival in Armenia, they established the industry there, and made it successful. It has now spread to several countries where the climate is favorable for the growth of the mulberry tree. How the Cocoon is Unwound To obtain the valuable silk thread is an easy task. After the worm has eaten heart- ily for twenty-five days, it spins its cocoon. The worm is then killed by passing bisul- phide of carbon through the walls of its silken house. The cocoons are placed in hot water, and stirred with a brush a short time. When the brush is removed, there are a few ends of the silken strands clinging to it. These ends are fastened to a revolving wheel. The cocoons are left free to bob up and down in the water while the thread is being drawn from them. When the silk has dried, it is ready for the weaver. The eggs of the moth may be kept in cold storage almost indefinitely, it is said. To hatch them it is only necessary to ex- pose them to the ordinary atmosphere of New Orleans. It requires from three to eight days for the worms to hatch out. And then they begin their twenty-five days of eating. After the cocoons are spun, the lives of some of the moths are spared for breeding. The female will lay about 800 eggs. "In 1655," according to a writer in the New Orleans Times-Picayune, "Edward Diggs brought some Armenians to Virginia and started the silk industry in America. From that time on to the opening of the Civil War the business was quite profitable, especially in the Southwest. In 1759 the state of Georgia ex- ported silk to the value of $75,000. In 1840 the United States produced $250,000 worth of silk. Queen Caroline in 1735 wore a silken robe produced in Georgia. After the Civil War the silk industry languished, and was never revived because of the lack of people with expert knowledge of the business. The Silk Worm at Work Now comes Doctor Osigian, who says Louisiana and the adjacent southern states are the best adapted region for growing silk to be found anywhere in the world." H. M. SIDLER WEDS Miss Ebba Marie Johnson and Hobart McKinley Sidler were married Saturday evening, June 18, at 8 o'clock, at the resi- dence of the bride's sister, Mrs. H. L. Fox, 4015 Addison street, Chicago. The Rev. Louis J. Velte officiated. The bride's attendants were Miss Ann Johnson as maid of honor and Miss Florence Helsenfinger as bridesmaid. Philip M. Sidler, brother of the groom was the best man. Mr. Sidler has been in the employ of the Illinois Central at Central Station, Chicago, for ten years, and was admitted to the bar in December, 1920. The gift of the law department was a copper percolator set and salad bowl. HELD MEMORIAL SERVICE One of the most successful memorial ser- vices in the history of Division 99, B. of L. E., was held at Water Valley, Miss., on Sunday, June 12. It has been a custom to rotate the services annually among the various denominations, and this year the gathering was held in the First Methodist Church. A program of considerable length was given, in which Judge J. G. McGowen delivered the address of welcome and the Rev. L. P. Wasson delivered the memorial address. The list of deceased members contained forty-three names. fitly, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred Five Co-operation Needed for Success of Fuel Conservation Campaign Each Employe Can Find a Way to Help, Trainmaster J. B. Hamilton Points Out; The Committees By J. B. HAMILTON Trainmaster, Chicago Terminals THE thing of first importance in fuel conservation is securing the co-opera- tion of every employe on the railway system whose work in any way concerns the handling of fuel. Our work is so inter- woven, one department with another, that this practically means every employe, re- gardless of position. When we have the whole-hearted, unstinted co-operation of every employe, we shall have taken our first step. The second step is education, but when we have interest and the desire to co-operate, the task of education will be made comparatively easy. The employes of the Illinois Central Sys- tem, I believe, have demonstrated time after time their willingness to support any meas- ure which means greater efficiency and econ- omy in operation. Their loyalty to the wel- fare of the company is beyond dispute. I think we have only to present the message of conservation to them to preach the gos- pel of saving fuel and their response will be forthcoming. It was for this purpose that the fuel conservation organization was outlined, with one general committee and a local committee on each division, for through this organization the need for fuel saving and practical means for accomplishing it can be brought to the attention of every rail- way worker on the Illinois Central System. Coal a Big Item of Expense The United States produced 676,000,000 tons of coal in 1920, and 26 per cent of it was consumed by the railroads. The coal used by the railroads cost $763,153,000. On the locomotives of the Illinois Central System last year 5,000,000 tons of coal were consumed, at a cost of $16,600,000. During the first five months of this year, 1,730,451 tons of coal costing $5,928,048 were con- sumed on our locomotives. /. B. Hamilton These are staggering figures. Fuel is the most important natural resource with which the country is blessed, and it is being wasted, .not alone on the railroads (for through conservation campaigns and con- stant watchfulness practices have been adopted which have curbed much waste) but by all consumers, the householder who burns six or eight tons in one season as well as the industry which consumes thousands of tons a day. However, the railroads consume 26 per cent of all the coal produced, and it is up to us not to parallel the savings which are made in other industries or by other con- sumers but to do our utmost. I believe a point too often lost sight of One Hundred Si.. ILLINOIS CENTRAL MAGAZINE July, 1921 in pointing out to the average railway em- ploye the need for coal conservation is the benefit which will accrue to him through economical practices. The wages of em- ployes constitute by far the biggest item of operating expense in the conduct of the railroads of the country. Those wages must be paid out of the earnings of the property. There is no other source of railway revenue. Money to meet the payrolls does not fall out of the sky and is not taken from an in- exhaustible mine. And, when coal bills on our own railway system mount into the mil- lions of dollars, it must be self-evident that any saving in this great sum will make more money available for meeting the other ex- penses of operation, in which wages figure so prominently. In other words, every dollar's worth of coal saved for the system is that much money put into a fund from which it can be drawn to pay good wages and to employ more men. When employes realize that that it means more money in their pockets I think they will be given an incentive which will make them enthusiastic conservation- ists. Must Apply to Each Employe One point which should be impressed upon employes early in this conservation effort we are making is that every employe can find a way to help, and that no one else is in as good a position to discover that way as the individual himself. The success we meet depends to a great extent upon the individual initiative of the employe, not in following printed instructions, but in using those instructions for a guide, applying them to himself and figuring out what he can do. We can accomplish a lot by the elimination of carelessness and indifference" which are great makers of waste. By being careful in our daily work and by taking the cause of fuel conservation to heart, with a firm resolution of "I will," we can win. Following are the committees which have been named to further the campaign for con- servation of fuel : GENERAL COMMITTEE J. F. Porterfield, general superintendent of transportation, chairman; J. L. Marley, secre- tary; R. W. Bell, general superintendent of mo- tive power; A. F. Blaess, engineer, maintenance of way; W. A. Summerhays, purchasing agent; J. F. Dartt, auditor of disbursements, and J. W. Dodge, transportation inspector. DIVISION COMMITTEES CHICAGO TERMINAL: A. M. Umshler, ter- minal superintendent, chairman; A. Bernard, superintendent passenger service, vice-chair- man; E. A. Axen, chief clerk to terminal super- intendent, secretary; J. E. Carroll, station in- spector; J. J. Casey, roundhouse foreman, Burn- side; W. B. Davis, traveling engineer; J. J. Desmond, roadmaster; G. L. Dunbar, signal su- pervisor; A. Frantz, terminal freight agent; J. B. Hamilton, trainmaster; H. J. Iseman, switch- man, Fordham; Otto Larson, fireman, Burn- side; W. J. Leahy, superintendent freight serv- ice; Dan Mallon, engineer, Burnside; M. Mc- Loud, track supervisor; V. U. Powell, master mechanic; R. Rogerson, traveling engineer. ILLINOIS DIVISION: J. W. Hevron, super- intendent, chairman; J. L. Downs, roadmaster, vice-chairman; J. T. Stanford, trainmaster, sec- retary; V. U. Powell, master mechanic; W. E. Rosenbaum, traveling engineer; E. R. Fitzger- ald, road supervisor; H. W. Weatherford,' train dispatcher; A. Mclntyre, engineer; H. Conn, fireman; C. E. Schoenberg, conductor. ST. LOUIS DIVISION: W. Atwill, superin- tendent, chairman; F. E. Hatch, trainmaster, vice-chairman; J. L. Butler, secretary to su- perintendent, secretary; L. A. Kuhns, master mechanic; J. H. McGulre, traveling engineer; J. W. Kern, roadmaster; T. A. Robertson, road supervisor; Pat Brennan, dispatcher; Lou Wolly, engineer; J. E. Beasley, engineer; Guy Tate, conductor. SPRINGFIELD DIVISION: C. W. Shaw, .su- perintendent, chairman; W. A. Goolze, train- master, vice-chairman; J. Stroat, secretary to superintendent, secretary; H. L. Needham, mas- ter mechanic; J. Mclntyre, traveling engineer; W. . E. Russell, roadmaster; E. Wood, super- iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiini IIIIIIIHIIIIIIIIIIIIIIIIII An Example The Mississippi division is very much interested in fuel conservation. As an example of co-operation by trainmen and cnginemen, Engine 844, manned by Engineman L. C. Hirsch and Fireman W. F. Hobson, em- ployed on a work train driving piling, was furnished with tank of 15 tons of coal on the night of June 19. It worked 6 days 59 hours, 50 minutes without any additional coal. The engine was tied up at an outside point where it was necessary to use some coal in firing up each morning. The total time between coalings was 144 hours. The number of pounds of coal consumed per hour was 208. Engine Watchman F. R. Williamson has also been commended for eco- nomical use of coal while lying over at night and firing up engine in morning. July, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred Seven visor; H. S. Macon, train dispatcher; Frank Gallagher, engineer; Jeff Sweezey, fireman; V. E. Daniels, conductor. INDIANA DIVISION: H. J. Roth, superin- tendent, chairman; G. H. Danver, traveling en- gineer, vice-chairman; Florence McShane, sec- retary to superintendent, secretary; J. A. Bell, master mechanic; G. M. O'Rourke, roadmaster; H. H. Cordier, road supervisor; P. G. Evans, train dispatcher; H. A. Nickerson, engineer; L. Armes, fireman; C. E. Thompson, conductor. WISCONSIN DIVISION: J. F. Dignan, su- perintendent, chairman; W. J. Ormsley, master mechanic, vice-chairman; R. Barshinger, sec- retary; M. P. Flanagan, trainmaster; G. F. Rough t, trainmaster; W. G. Geddy, traveling engineer; H. G. Bridenbaugh, traveling engi- neer; E. J. Boland, roadmaster; J. Pierce, road supervisor; A. C. Taylor, dispatcher; F. Hinton, engineer; T. Joice, fireman; T. R. Keilin, con- ductor. "MINNESOTA DIVISION: L. E. McCabe, su- perintendent, chairman; L. E. Strouse, train- master, vice-chairman; R. L. Guensler, sec- retary; H. Rhoads, roadmaster; N. Bell, master mechanic; G. W. Parker, track su- pervisor; W. L. Ickes, traveling engineer; E. P. Russell, chief train dispatcher; R. C. Walker, conductor; E. L. Blrchard, fireman; W. G. Wise, engineer. IOWA DIVISION: T. H. Sullivan, superin- tendent, chairman; S. B. Chapman, traveling engineer, vice-chairman; I. J. Bain, secretary; N. C. Mills, trainmaster; N. Bell, master me- chanic; E. I. Rogers, roadmaster; H. Huffstut- ter, track supervisor; J. W. Seip, train dis- patcher; A. G. Haines, engineer; J. E. Shouse, fireman; J. S. Pyle, conductor. KENTUCKY DIVISION: T. E. Hill, super- intendent, chairman; J. F. Walker, master me- chanic, vice-chairman; A. Pritchard, secretary, secretary; J. B. Thomas, trainmaster; P. H. Ryan, traveling engineer; P. Glynn, roadmaster; A. Wilson, supervisor; J. W. Taylor, train dis- patcher; L. D. Smith, engineer; J. W. Tichener, fireman; J. D. Arnult, conductor. TENNESSEE DIVISION: C. R. Young, su- perintendent, chairman; L. Grimes, master me- chanic, vice-chairman; W. C. Valentine, statis- tician-secretary, secretary; A. W. Ellington, trainmaster; J. W. Shepherd, traveling engi- neer; W. H. Cox, road supervisor; R. M. Alford, train dispatcher; C. Schmuck, engineer; W. P. Orr, fireman; E. H. Stockwell, conductor; S. J. Holt, roadmaster. MISSISSIPPI DIVISION: A. D. Caulfield, su- perintendent, chairman; N. W. Spangler, train- master, vice-chairman; G. W. Hadaway, con- ductor, secretary; W. H. Petty, trainmaster; S. R. Mauldin, master mechanic; C. E. Sieber, traveling engineer; T. M. Pittman, roadmas- ter; Geo. H. Peacock, road supervisor; J. M. Colson, train dispatcher; W. R. Ruffin, engine- man. LOUISIANA DIVISION: T. J. Quigley, su- perintendent, chairman; H. C. Roddie, master mechanic, vice-chairman; W. D. Dodds, stenog- rapher, secretary; H. P. Campbell, trainmaster; G. D. Harrell, traveling engineer; C. M. Chum- ley, roadmaster; T. A. Winborn, road super- visor; C. E. Henley, train dispatcher; Geo. Mc- Intyre, engineer; C. S. Railsback, conductor. NEW ORLEANS TERMINAL: J. W. Cou- sins, superintendent, chairman; C. T. Beven, trainmaster, vice-chairman; J. N. Chapman, district foreman, secretary; J. D. Harrel, trav- eling engineer; J. E. Rogan, roadmaster; P. Mumford, engineer; R. J. Lacey, fireman; H. Moore, engine foreman. MEMPHIS TERMINAL: E. Bodamer, ter- minal superintendent, chairman; B. J. Feeny, traveling engineer, vice-chairman; A. W. Gieh- ler, assistant chief clerk, secretary; J. A. Za- none, trainmaster; O. A. Garber, master me- chanic; C. J. Harrington, roadmaster; C. S. Ward, road supervisor; H. O. Shellman, train dispatcher; T. S. Matlock, yard engineer; R. E. Stokes, Jr., yard fireman; R. P. Scruggs, yard conductor. MEMPHIS DIVISION: J. M. Walsh, super- intendent, chairman; O. A. Garber, master me- chanic, vice-chairman; W. K. McKay, train- master, secretary; E. Von Bergen, traveling engineer; C. A. Maynor, roadmaster; J. W. Fowler, road supervisor; A. T. King, train dis- patcher; A. J. Pichetto, engineer; J. L. Presley, fireman; T. M. Rabb, conductor. VICKSBURG DIVISION: T. L. Dubbs, su- perintendent, chairman; H. I. Fletcher, travel- ing engineer, vice-chairman; I. F. Loyacono, trainmaster's clerk, secretary; J. M. Chandler, trainmaster; G. C. Christy, master mechanic; J. W. Welling, roadmaster; H. Maynor, super- visor; R. L. Page, train dispatcher; E. R. Jones, engineer; W. N. Gibson, fireman; F. A. Harmon, conductor. NEW ORLEANS DIVISION: F. R. Mays, superintendent, chairman; G. C. Christy, master mechanic, vice-chairman; S. F. Lynch, secre- tary; F. H. Anderson, trainmaster; J. Cronin, traveling engineer; E. W. Brown, roadmaster; J. M. Harper, road supervisor; W. H. Shields, train dispatcher; J. D. Riggs, engineer; J. D. Coffey, fireman; R. A. Stafford, conductor. W. H. SHERMAN DIES William H. Sherman of Pinckneyville, 111., was born in 1855 and died June 1, 1921. He entered the service of the Illinois Central as bridgeman June 17, 1893, and was promoted to assistant foreman in 1903 and to fore- man of bridges on November 24, 1914. Aside from his time on the Illinois Cen- tral, he worked on railroads in Ohio and California and also on the Eads Bridge at St. Louis, Mo. "Uncle Bill," as he was familiarly known, had scores of friends not only on the St. Louis divi- sion but throughout the country. Through his kind words and jovial disposition, all who knew him will cherish his memory. He was 66 years old at the time of his death, having been pensioned April 1, 1921, after twenty-eight years of service with an absolutely clear record. Interment was in the Pinckneyville cemetery. W. H. Sherman One Hundred Eight ILLINOIS CENTRAL MAGAZINE July, 1921 The Stained-Glass Window By EARL DERR BIGGERS A Short Story Complete in This Issue MISS PARKINS left her desk, piled high with small town exchanges, and stepping to the window of the Eagle office, stood gazing out on Main street. In the bright light of the August moon, Mapleton looked idyllic; its little brick business blocks exuded a warm glow, as if they were there to give, rather than to receive; its white stone courthouse was suddenly the abode of a kindly jus- tice; its library harbored poets; the citizens who walked its streets were friends and brothers. The August moon, however, did not de- ceive Miss Parkins. For thirty years she had translated Mapleton's daily life into news items for her paper, and it was too late now for her to see the town as idyllic. She knew that, like the people who made it up, Mapleton was a mixture of good and bad. Humanly it strove to be virtuous; humanly it often failed. She could forgive it, serve it, even love it whole-heartedly. But she could not be fooled by the August moon. A few of those who passed in the street looked in at the plump, cheerful-eyed spin- ster in the window and smiled. "Ad- vanced," Mapleton called her, and said it with a sneer. It mattered little to Maple- ton that her vision was the broadest it knew, her sympathies the warmest that she was, in truth, a great woman among little men. It was enough for Mapleton that, when her old father had died, she had herself assumed control of the Eagle, nor felt it necessary to call men to her aid save in subordinate positions. It was enough that, in her paper, appeared strange talk of a new and wonderful era dawning for women an era at which Mapleton sniffed. But Miss Parkins smiled her calm, rest- ful smile, and helped the people of Maple- ton even while they smiled. Many of those who passed by her office now had come to her at some time or other with stories she had no desire to print, and gone away warmed and comforted by her understand- ing. She was Mapleton's guide, philoso- pher, and friend, and though the town might deride her philosophy it accepted her guidance and, deep down in its civic heart, loved her as its friend. Down the street, a market basket on his arm, his wife by his side, came John Wil- lets. Two years before, the woman had sought out Miss Parkins, in tears, with the news that Willets had found the struggle in Mapleton unbearable, and had run away. In a dark corner at the station, where he was waiting for a train, Miss Parkins had discovered him, and sent him, shame- faced and repentant, back to his family. Out on the asphalt, the new automobile of young Jack Hemphill sped by. Once, in panic times, his business had hovered on the edge of ruin, and it had been Miss Parkins, with her own money and her own courage, who had set him back on the road to prosperity. Fannie Jaynes passed, a good-looking young man at her side. Only a year ago Fannie had tired of the fac- tory, and had looked with willing eyes at the primrose path. It had been Miss Par- kins, alone of all those in Mapleton, who had seen and understood; and it had been she who secured for Fannie another posi- tion, and drove the bitterness from the girl's soul. So they came and went, those who had known this little spinster in the crises of their lives. And if Miss Parkins' great heart had done much for them, it had also done much for Miss Parkins herself, for it had kept her from getting angular and querulous and old as the years went by, and it had preserved for her the curves July, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred Nine and the bloom of youth. Her face was wrinkled, but they were the wrinkles of long years of smiling. Through the plate-glass window she caught a faint echo of melody, and re- membered that it was "band concert night." She opened the door; from the direction of the band-stand in the park the lilt of a new tune drifted in. It was the very latest thing in turkey-trots, but Miss Parkins did not know this. She only knew that she liked it for its cheerful swing. Tapping one foot on the floor, she began to hum the tune beneath her breath. Then she started suddenly, and the gid- dy song died on her lips. For it seemed to her that crossing the street toward her came Mary Underbill, the friend of her youth long, long ago. Surely that was Mary Underbill's step, alive, eager; her face, fine, fun-loving; her golden hair, gleaming in the moonlight. The long years rolled away, and Miss Parkins was young again, waiting for her friend. By the time the girl got to the door, however, Miss Parkins was back in the present, and it was Mary Underbill's daughter that she stepped forward to greet. She noted quickly that the girl's eyes were red with weeping, and that her hands moved hysterically despite the library books that weighted them down. "Come in, Ina," Miss Parkins said, hold- ing open the gate by the counter over which the "classified ads" were received. "I was hoping you'd drop in for a talk before you went away." The girl turned, and fixed tragic eyes on Miss Parkins' face. "I'm not going," she said bitterly. "Not going?" Miss Parkins frowned. "Why. I thought it was all settled." "That's what I thought. That's what mother thought, when she was dying. But he's gone back on his word to her." Mjss Parkins led the way to the rear of her office, lighted only by the green shaded lamp above her desk. The sound of their footsteps on the bare floor echoed through the deserted room. "She'll put down a velvet carpet, and pin tidies on the chairs," male Mapleton had sneered when Miss Parkins took her father's place at the head of the Eagle. But male Mapleton was wrong, as it very quickly learned. Miss Parkins pointed to a chair beside her desk. "Sit down, dear," she said. The girl flung herself down. "He told me today," she continued, that same incongruous bitterness in her voice. "He said he'd been to too much expense and that, anyhow, my place was here at home." "As his servant," said Miss Parkins, with a sigh. " 'In mother's place,' he said." "That means as a servant," remarked Miss Parkins, more to herself than to the girl. "I never cared so much about going away to college while she lived," the girl con- tinued. "But her whole heart seemed set on it I never could understand just why." "I could," said Miss Parkins, beneath her breath. "She fairly fought to get father to prom- ise." The girl's eyes widened with the won- der of it. "It was the only time I ever knew her to oppose him." "Poor Mary," Miss Parkins whispered. "Yes I didn't care so much about it then. But now that she's gone" the girl's voice broke "I want to go. It was her great wish. I want to go. And he says I can't." Hot anger in her heart for once, Miss She threw her arms doivn on the desk and her head upon them. Her slim shoul- ders shook. On K name VJIxUdlx I \JLJt\l tape. Just say. send r Do not enclose a penny. Don't delay. Write today. Our 128 page catalog. No B406 thaws more I going in diamonds, watches and jewelry. HYt_,^_. .,. vrr . JTV/f T VryMJPrrYk J Dept.n Maiden Lane . IVi. Li 1 Ui> QI I/O. \ B406 I NewYcrkCity and address. No rd me the Bunn Special." KERITE Insulated Wires and Cable Out of the experienced past, into the exacting present, KERITE through more than a half-century of successful service, continues as the standard by which engineering judgment measures insulating value. 1850 KERITE NEW YORK: 1921 CHICAGO Pleave mention tbU magazine when writing to advertisers One Hundred Twenty-two ILLINOIS CENTRAL MAGAZINE July. 1921 won by a score of 6 to 5. Clarence Miller, who has been working in the superintendent's office, has resigned to accept a position in the Carbondale postoffice. T. J. Montgomery, carpenter foreman, has re- turned from a trip to Los Angeles, Cal. R. A. Trammel resigned his position as die clerk in the roadmaster's office on June 15 to take the position as record clerk in the super- intendent's office. Clyde Conatser succeeds him in the roadmaster's office. Mrs. Louise Bradshaw, who has been a clerk in the car distributor's office, has resigned, as she is moving to Paducah, Ky. Vivian Hopper, formerly record clerk in the superintendent's office, is filling the vacancy. Miss Eula Clanton, supervisor's clerk, Mounds, has resigned. Miss Lurlene Featherstone has accepted the position. Charles Johnson, material clerk, who has been attending the national convention of the Mod- ern Woodmen of America at St. Louis, Mo., was selected as a state delegate from Illinois. Car Distributor Frank Rauch, Carbondale, and Agent H. L. Dye, Brand Tower, 111., went to Jersey City to see the Dempsey-Carpentier fight. Agent S. F. Quinn of Logan, 111., while m Florida suceeded in capturing a large alligator and forwarded It to Carbondale. It is now installed in the fountain in the park just south of the division office. There are now heavy shpments of tomatoes, cucumbers, melons and mixed vegetables mov- ing from points on the St. Louis division, such as Dongola, Balcom, Anna, Cobden and Ma- kanda. Operator W. H. Milo at Marissa, 111., observed a broken beam dragging on I. C. 32913, Extra 1852, the evening of June 18. The train was stopped and rigging removed, which no doubt prevented serious accident. Conductor E. M. Wilkerson was in charge of 1-271 out of East St. Louis on June 17. On ar- rival at Belleville his fireman took sick. As there was no fireman at Belleville to relieve the fireman in charge, Conductor Wilkerson volun- teered to fire the engine to Coulterville, at which point there was a fireman sent from Carbondale. East St. Louis Local Office Collector J. T. Quirk of the cashier's depart- ment and Miss Felicite Davenroy were married June 15 in St. Phillip's Church. The bride was attended by her sisters, Edna and Veronica, the groom by his brothers, Richard and Paul. Mem- bers of the cashier's department were guests at the wedding supper, and during the evening the cashier's department quartet sang. E. L. Breeding, clerk in the accounting de- partment, has returned, after a short stay at the company hospital in Chicago. W. J. Thebus, clerk in the inbound depart- ment, who has returned from Dallas, Tex., where he spent his vacation, also attended the convention of the Junior Chamber of Commerce held in that city. Car Record Clerk John Peters is the proud father of a 14 -pound baby boy. The local office baseball team is anxious to schedule several games during July and August and would like to get in touch with such teams as Carbondale, Clinton, Springfield and any others interested. For information as to open dates, etc., kindly address G. E. Dickerson, care Local Freight Office, East St. Louis, 111. Demurrage Clerk J. H. Muelken is actively Bird's-eye View of the Endicott-Johnson Plant. Endicott-Johnson employ 13,000 people. The output of the six large factories is over 81,000 pairs of shoes daily The raw hides are bought in the markets of the world and tanned in their own tanneries. 10 Yt tons of tacks used every day in the making of shoes. ENDICOTT-JOHNSON Shoes for Workers and Their Boys and Girls ENDICOTT, NEW YORK JOHNSON CITY, NEW YORK (Ask your dealer to see our line) Please mention this magazine when writing to advertiser* July, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred Twenty-three soliciting all of his friends for business via our line. To date he has a record of securing 125 carload shipments of lumber for movement in connection with the Illinois Central. Cairo Freight Station G E Patterson, acting general superintendent, Chicago; W. Atwill, superintendent, Carbon- dale; Trainmaster Hatch, Carbondale, and oth- ers were in Cairo on an inspection trip June 21. Louis Wettman, uncollected items clerk at this station, is now the proud father of a little daughter, who arrived at his home Tuesday, June 14. Bernard White, chief clerk, was away the week of June 19 to 25, with other officers of Company K, National Guard, in training for a vacation camp which the company will enjoy in August. John Cain, chief clerk at Greenville, Miss., re- cently was called to Cairo by the death of his mother. John Bentley, local bill clerk, is at home, quite ill. Guthrie LeRoy, interchange clerk, has re- signed his position, the vacancy being filled by Zeno Hook, formerly freight bills clerk. Mr. Hook's position is being filled by Patrick Law- rence. George Voght, southbound rate and bill clerk, has resigned. Harry Hudson, formerly recon- signing clerk, has been assigned the position. John Hodge, night clerk, is filling the position left by Mr. Hudson. The work of building and repairing the Illinois Central incline, which has been leased by the Federal Barge Line for the construction of a terminal here, began June 27. The track barges, which are of concrete, are at New Orleans, and reports from that place indicate that the sheds being built on the barges to prevent the mer- chandise from being damaged by the weather when being transhipped from barge to cars will be complete in another week, and the barges will then ba towed to Cairo. With the river falling very fast both below on the Mississippi and the uppr Ohio. Cairo will again become the terminal point of the barge line, as it will be impossible for the heavy loaded barges and steamboats drawing eight feet to go to St. Louis. All of the new boats now stop at Cairo and de- pend on the smaller boats to bring their tows out from St. Louis to Cairo for them. INDIANA DIVISION A. C. Preigo. chief dispatcher, with Mrs. Freigo, is spending a vacation in Yellowstone National Park. Miss Helen Hennessey has filled the vacancy in Roadmaster O'Rourke's office as stenogra- pher, Miss Cora Tiffany transferring to the gen- eral offices, Chicago. Miss Lucille Yount is spending her vacation in Kansas City. Mattoon Shops W. M. Ballard. M. C. B. clerk, spent his vaca- tion with his mother on a farm near Mount rarmel, 111. R. K. Downing, division storekeeper, has left to attend the Elks' national convention at Los Angeles. Cal. J. J. Wallace, stockkeeper, with Mrs. Wal- lace and their son, James, spent the vacation on a farm near Toledo, Ohio. S. Anderson, bolt machine operator, who has been off duty on acount of sickness, is mucii improved. T. O. Paskins, inspector, has been off duty on account of illness Send No Money and address U.S.A. Not one cent in advance far thit combination 7-Window Pass Case, Card Case and Bill Fold Will show 7 regular size passes, identification cards and photos, each under : separate transparent celluloid face protecting it from dirt and wear. Also has gusseted pockets for smaller cards and roomy billfold pocket in back. Railroad men tell me it is the handiest thing they ever saw. Over 2O.OOO of them now being carried. Your name and address (3 lines) and your emblem or insignia (order, brother- hood, lodge I have them all) engraved in 23K gold absolutely free. This work alone is worth $1.50 of anybody's money. Case ia beautifully made of fine black seal grain genuine leather. Strongly sewed, neat and conven- ient. Size, 31-2x4 1-2 inches closed. Don't send me a single penny in advance. Just send your name and address on the coupon below with the emblem or insignia you want. I will send you this won- derful pass case at once, and when the postman deliv- ers it to you, when you actually have the goods, pay him only $3.00 and postage. I positively guarantee that if yon don't think this is the best buy you ever made, you may return it and I will refund your money immediately. I have been in this busi- ness for over 10 years. You take no risk! Send the coupon TODAY! ,,., Olaf HalTomn, The Pass Case Man imm , Dept. B406 Masonic Temple, Chicago You may send me your genuine leather 7-Window Pass Case with my name, city, state and emblem engraved in 23K gold. I will pay the postman only $3.00 and postage whenTie delivers it. If I am not entirely satisfied with tfie caap. I will^ return it and you will refund my money at once. Emblem Name Address City State Be sure to print name, etc. clearly W,G. LLOYD COMPANY $26 to 636 Clark Street, Sou. t CHICAGO Manufacturer* of Perpetual Account Books &ose Leaf Specialties Books High Grade Printing Please mention this magazine when writing to advertisers One Hundred Tiventy-four ILLINOIS CENTRAL MAGAZINE July, 1921 Agent's Office, Indianapolis W. M. Rhett, general foreign agent, was at Indianapolis for a conference. While here he took the opportunity of calling upon patrons of the department. For the past month Indianapolis has been enjoying a heavy run of perishable traffic through here. If you don't believe it, ask some of the employees of the Terminal. Agent William Ward and family left recently to tour the western states for a much-needed rest. Jud Wells and family are contemplating an overland trip to points in Iowa. Rockford Freight Office H. R. Aufdenspring attended the annual ses- sion of Freight Station Section, American Rail- way Association, held at Hotel Sherman, Chi- cago, June 21, 22 and 23. Agnes Pierson, car department, and Ann Pier- son, accountant, are spending their vacation in Yellowstone Park. WISCONSIN DIVISION Dixon Freight Office Yardmaster C. H. Ruggles was on the sick list during the last week of June. Chief Clerk Paul Reilly was confined at home several days during the week ending June 21. Switchman J. E. Mclntyre is also on the sick list, being relieved by D. S. Mclntyre. Roy Withers discovered a brake beam drag- ging on M., K. & T. 1892 in Train No. 171, Con- ductor Burns, while crossing Rock River bridge at Dixon, 111., June 15, stopped the train and possibly saved a wreck and heavy damage to the company. Galena, III. L. E. McCabe, Superintendent H. Rhoads and B. Jump visited Galena on May 24 in the interest of building a new stock yard at Ga- lena. H. L. Day, agent, accompanied the officials on an inspection trip over the Minnesota divi- sion, leaving May 1, returning May 6. J. J. Davis, first trick ticket clerk, has re- turned from the O. R. T. Convention at Savan- nah, Ga. During his absence his position was filled by Russell Ward. Rockford Warehouse Paul Knopp was a contestant in the national skat player's tournament held at Milwaukee June 11. John Gutzwiller has returned from an ex- tended trip through South Dakota. Fred Stern is arranging for a vacation trip to Elmira, N. Y. IOWA DIVISION E. J. Doll, who has been employed on the Iowa division for the past seven years as oper- ator and relief agent, has been promoted to agent at Onawa. W. W. Hollingsworth, agent at Wilke, has been absent for some time past on account of ill health. Word has recently been received that he would be unable to return for some time. I. E. Poulson, agent at Aplington, is absent from service on account of poor health. RAILROAD POLICIES FOR RAILROAD MEN An Income for Life is provided for you and your fam- ily if you are a Continental policy- holder, the latest policies issued by the "Railroad Man's Company" pay as long as the insured is totally disabled by accident or illness. See our agent on your line or inquire by means of the coupon. About $27,500,000 paid to 1,000,000 policyholders and their beneficiaries. Accident and Health Insurance (Cut out aad mail today) Continental Casualty Co. 910 Michigan Ave., Chicago, III I am employed by the ILLI- NOIS CENTRAL RAILROAD. Please send me information in regard to your accident and health Insurance such as is carried by hundreds of my fellow employes. &ge Occupation Division ._.,_ Hess* Address ConittWtttal Caaualtg Cnmpang " a %*JS^, NDER Cljtrag0 Please mention this magazine when writing; to advertisers July, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred Twenty-five C. W. Gardner, pensioner, who is visiting in Fort Dodge, will return soon to his home in California. Word has been received of the death of K. I. Alexander, Norfolk, Va., August Pherson, Port Dodge, Iowa, and John Nord, Council Bluffs, Iowa all Iowa division pensioners, these men having been employed as agent, coalman and section laborer, respectively, prior to their retirement. In the name of the Iowa division baseball team, a challenge has been issued to the Illi- nois Central transportation department baseball team, the members of which, it is understood, are employed in Mr. Porterfleld's office at Chi- cago. "That's where the tall corn grows." No better proof of the truth of these words can be found than in the stock of corn which is be- ing exhibited in the Messenger window this week by W. R. Schaffer of Harrison county. The stock is 9 feet 11 inches high, in full tassel with two embyro ears. The corn was planted May 2 and made a phenomenal growth of over two inches a day. It was grown on Mr. Schaffer's farm in Harrison county. In addition- to being the champion corn grower of Harrison county, he is an authority on agricultural subjects and owns one of the best farms along the Illinois Central railway. Mr. Schaffer is also an agent for the Illinois Central at Euclid, la., where he is widely known for his geniality and courtesy to the traveling public. Fort Dodge (Iowa) Messenger and Chronicle. MINNESOTA DIVISION Superintendent's Office The Transportation Department baseball team from Chicago met defeat at the hands of the local Illinois Central team Sunday, June 26, at Dubuque. It was a tight game until the fifth inning. The final score stood 7 to 2. The Dubuque team will go to Chicago to play there July 10. R. L. Guensler, chief clerk to the superin- tendent, spent his vacation around the lakes in Minnesota. Conductor and Mrs. C. H. McCarthy wish to thank their friends on both the Iowa and Min- nesota divisions for the sympathy extended them in their bereavement, and also for the beautiful floral offerings. Maxine Harrison, 17 years old, died at Fin- ley Hospital, Dubuque, Monday, June 27, after a two days' illness. She was the only daughter of Conductor and Mrs. J. H. Harrison, who, with one brother, survive her. Burial was at Rushville, Wis. Maintenance of Way Department Leo Rust, section laborer, Menominee, 111., was married June 21. After a short honeymoon the bride and groom returned to Menominee to reside. Foreman P. J. Smith, Jr., of Galena was called to Independence May 26 by the death of his mother. Mr. Smith's father is section fore- man at Independence. R. E. Rodeberg has just put the last coat of paint on his canoe, making it ready for his trip to New Orleans. Dubuque Freight Mr. and Mrs. J. E. Allison attended the first annual meeting of freight agents, Section 1, A. R. A., which convened in Chicago June 21- nap up this chance to get this ne w Betty Gordon summer Btyle creation. This truly gorgeous fine Organdie Polka-Dot De- sign Wash Dress will delight the heart of every woman and girl. A dress for which yon would ordin arily pay from $8 to $10. What a marvelous value! Don't miss this opportunity just the exquisite, modish model you've Money postal and dashing sty I creation to y. all delivery M paid. ; os arriv at y . bar, Gordon guarantees you satisfaction. Mon- y back if not satisfied. BigSummer Bargain , This beautiful dress is the b dot design. Laun Blouse has plain ivith self color material edging. Vestee plain organdie with polka- dotorgandie heading. Regulation craistline. Girdle of self material terminates in bow or sash at back. Short stylish sleeves have plain organdie turn back cuffs with edging of self material. The plain skirt has two deep folds of plain colored organdie. Closing Is st left side of vestee. This dress Is a duplicate of models shown in the ACT QUICK! K>. lected. Be one of the lucky fe by No. 12A19 garment. We pay all delivery charges. Cornea in Harding Blue. Brown, Heliotrope and Rose with White Polk.-DoU. Misses' Sizes: 14 to 20 years. Women's Sizes: 34 to 44 bunt measure Be sure to Kive size and color. Order by No, 12A19. GORDON'S CLOAK HOUSE "America'* Leading Mail Order Women's Specialty Haute" 366 W. Monroe St. Dept. 520 1 Chicago, III. Please mention this magazine when writing to advertisers One Hundred Twenty-six ILLINOIS CENTRAL MAGAZINE July, 1921 23. Two hundred and eighty-seven agents, rep- resenting every important railroad from Maine to California, were in attendance. KENTUCKY DIVISION The first death from heat prostration in Pa- ducah this year occurred June 22, when Thomas P. Curley, 44 years old, a locomotive engineer on the Illinois Central Railroad, died at the railroad hospital. While making his run between Louis- ville and Paducah on the Illinois Central Rail- road June 16, Mr. Curley became overheated and had to be relieved from his engine cab. His general health had been bad for several months and he failed to rally from the heat prostration. Elizabethtown (Ky.) News, June 23. The construction of the new yard south of the P. & Li. crossing at Paducah is progressing nicely, a good start of the grading and part of the track work being completed. Instrument- man Boes and Chainman Brannon are now at Paducah taking care of the engineering work in connection with the construction of the new yard. Contractors Ellington and Miller have arrived at Paducah with their forces and have started the extension of six additional roundhouse stalls to take care of the new Central type engines, which are now arriving at Paducah. Miss Marion "Waggener, clerk In the bridge and building department, is now touring in Europe with a party of young people. They will visit France, Belgium, Switzerland, Italy and England, and will return home about Sep- tember 1. Traveling Engineers Ryan, Millet and Shep- herd are "breaking in" the new Central type engines, which are now arriving at Paducah. Since the last writing, the Princeton base- ball team, composed of Illinois Central em- ployes, has won the following games: Morgan- field, one game; Clinton, one game; Central City, two games, and Sturgis, three games. TENNESSEE DIVISION H. B. Butterworth has been granted a three months' leave of absence on account of ill health. Everyone is taking an interest in the lovely park that the Illinois Central and the citizens of Martin are building at Martin, Tenn. The park is the pride of the surrounding country, having cost the people $225,000. A $1^010 playground for the kiddies is a marked feature of the park. Ninety days' leave has been granted Con- ductor D. A. Kenny, on account of his physical condition. Conductor S. E. Matthews and family of Jackson, Tenn., will leave soon for a visit to Detroit, Buffalo, Niagara Falls, Quebec, Can- ada, and other points of interest. R. E. Pickering, Jr., accountant, and Miss Elizabeth Osgood were married at Fulton, Ky., on June 8. Their wedding trip was to Niagara Falls. J. B. Good, for more than thirty years a loco- motive engineer on the Tennessee division, was retired on a pension June 1. Mr. Good plans to move his family to Hardy, Ark., in the Ozark Mountains. Sam Edwards, engineer at Fulton, is justly wearing a big smile a 10-pound girl is some- thing to be proud of. Miss Jennie Pritchard, clerk at Dyersburg, is spending her vacation in California. Pointing out the profit to be made in cabbage raising (more than $3~>0 on one acre), a letter written by W. B. Hunt and published in the Dyersburg (Tenn.) State Gazette June 21 had the following to say for the Illinois Central: "The service I got from the Illinois Central =i F. W. NAGEL Established 1865 H. L. MEYER NAGEL & MEYER, Jewelers Third and Broadway PADUCAH, KY. Expert watchmakers (only) employed to care for your watches. Ball and other popular makes of railroad watches for your selection. Loose Leaf System Order Blanks Telephone Harrison 245 H.J. Armstrong &Co. Blank Book Makers Railroad and Commercial Printers 538 So. Clark St. CHICAGO Chicago Bearing Metal Co. Offices: 2234-52 West 43rd Street CHICAGO Journal Bearings Engine Castings, Brass and Bronze Castings for all purpose*. Babbitt Metal. Illinois Central Concert Band of Waterloo, Iowa "Iowa's Best Concert Band" Band Mnsle Furnished for any occasion* front g 25 to 50 pieces Best equipped, best uniformed band in Iowa .. For engagements address ' Mr. W. P. Robinson, Mgr. WATERLOO. IOWA S K :5 Please mention this magazine when writing to advertisers lu,ly, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred Twenty-seven The Railroad Timekeeper of America" On Time You buy a watch to tell you accurate time. Nowhere are watches more carefully checked up for accuracy than in railroad service. We show here Conductor G. W. Valentine and Engineer W. S. Robinson of the Pennsyl- vania Eastern Lines comparing their Hamiltons. They run the Manhattan Limited between Harrisburg, Pa., and Manhattan Transfer Station right outside of New York City an important run. Engineer Robinson recently received the following letter : PENNSYLVANIA RAILROAD Eastern Lines Office of Superintendent Philadelphia Division Harrisburg, Pa. Mr. W. S. Robinson, Passenger Engineman Dear Sir: I am pleased to note the fact that you have made a perfect record during the month of March, 1920, as all trains you were in charge of made schedule time or better than schedule time, and I desire in this manner to commend you for this excellent performance. (signed) E. J. Cleave, Superintendent This splendid record was achieved by men who run their trains by the Hamilton Watches they hold in their hands. Hamilton Watches are the favorite time- keepers of American railroad men. When you buy, inspect the Hamilton models that railroad men favor, particularly 992 (16 size, 21 jewels). Hamilton Watches range in price from $40 to $200; movements alone, $22 (in Canada, $25) and up. Send for "The Timekeeper" an interestine booklet about the manufacture and care of fine watches. The different Hamiltons are illustrated, and prices fiven. HAMILTON WATCH COMPANY Lancaster, Pa. Please mention this magazine when writing to advertisers One Hundred Twenty-eight ILLINOIS CENTRAL MAGAZINE July, 1921 Railroad Company was all that I could have asked. My cabbage left here at 3 o'clock one afternoon and was in St. Louis the next morn- ing at 8 o'clock, and my treatment from the Illinois Central was as courteous as it was efficient." MISSISSIPPI DIVISION Operator R. J. Hufft of Sardis, Miss., and Miss Helen Carlton, also of Sardis, were mar- ried in Memphis, Sunday, June 19. Trainmaster and Mrs. Spangler have just re- turned from a two weeks' vacation spent in Kansas City, Mo., visiting relatives. B. A. Boydston, engineman, is in Chicago for treatment at the Illinois Central Hospital. Dispatcher W. J. Tipler is receiving con- gratulations on the arrival at his home of a fine girl. Dispatcher E. L. Shelton attended the train dispatchers' convention at*Kansas City, Mo. Miss Christine Adams, stenographer to the roadmaster, is spending her vacation visiting Richmond, Washington and other eastern points. Miss Annie Bell Anderson, stenographer, has returned from her vacation spent with friends and relatives at Fort Dodge, Iowa. Water Valley Shops The body of Corporal Bernard B. Gooch was laid to rest in the Oak Hill Cemetery on May 16. Corporal Gooch secured a position with the Illinois Central at Water Valley as call boy, afterward as clerk in the master mechanic's office. When war was declared, he volunteered with the Eighteenth Infantry, Company D, and landed in France on June 26, 1917. When the Americans cnecked the German drive, his regiment was in the thickest of the fight. On the morning of May 22, 1918, his commanding officer was killed, and B. B. took his orders and carried them to another officer, walking a distance of three hundred yards in front of the enemy's guns, delivered the orders and returned to his company. For this act, the French government awarded him the Croix de Guerre. He was made a corporal and fought hard and valiantly until he met his death by a bullet in the forehead from a German machine gun, July 21, 1918. The funeral was the largest ever held in Water Valley. He was buried with full military honors under the direction of Curtis E. Pass Post of the American Legion, the Illinois Central Railroad band rendering music. The mechanical department has organized a band of thirty pieces, and several are fine mu- sicians. After two months' practice, they are delighting the town with concerts. The follow- ing officers are elected for the year: S. R. Mauldin, J. L. Chapman, W. E. Hoyt, staff officers; W. J. King, manager; J. G. Bennet, di- rector, and Joe Gooch, treasurer. The name of the band is the Water Valley Illinois Central Railroad Concert Band. The Water Valley baseball team, under the management of our popular storekeeper, W. E. Hoyt, won six games and lost one. Most of the members of the team are Illinois Central boys. exception campaigns, have been somewhat neglected. In other words, the editor has been busy fighting exceptions. When the campaign is over, we do not expect to draw a breath of relief as if it were just a passing show, but we will continue our efforts in behalf of re- ducing the number of exceptions and the num- ber and amount of claims paid and presented on the system. The greatest excitement we have had in McComb in a long time was on the morning of June 1, about 4:30 a. m., when fire was dis- covered in the shops, which resulted in the de- struction of the car shops and about forty cars. Nearly all of McComb was there to as- sist, if they could, in the quenching of the flames. Jackson, Miss. Mrs. Homer Hill has applied for and received a leave of absence for sixty days, in which to recuperate from her recent operation. Freight solicitation is still booming. At the close of June 11 our record for less than three months' work was 830 solid carloads and 91 LCL orders. As we average over 50 cars per week, it will not be long before we are in the "1,000 Class." L. E. Bonner has been in the Company Hos- pital at New Orleans for minor operations in the throat and head. NEW ORLEANS TERMINAL A series of three baseball games between Superintendent Cousins' office and District Foreman Chapman's mechanical department was won by the superintendent's force. The Union Station boys captured every game with- out a struggle; scores 12-1; 12-9; the last game a forfeit 9-0. D. E. Moodie is our new joint accountant. Yard Clerk C. W. Trenchard has been "sub- ing" for Chief Clerk Dalrymple, now conva- lescing after a minor operation. Yardmaster Thomas Johnson is having the time of his life keeping cars moving out of Levee Yard since St. Joseph street has been closed to daylight traffic. L. J. Grady, engine foreman "sub-ing" for Yardmaster Wyman, is receiving praise for the good condition of Poydras Yard. Germain T. Nodier, formerly chief clerk to General Yardmaster Mora, is now night assist- ant general yardmaster at Harahan, La. MEMPHIS DIVISION Division officers of the Yazoo & Mississippi Valley Railroad on May 30 tendered a dinner to V. V. Boatner, retiring superintendent of the Memphis division of the Yazoo & Mississippi Valley. Among those attending the dinner at Hotel Gayoso at 8 o'clock were: J. W. Rea, trainmaster; C. A. Maynor, roadmaster; A. A. Freiberger, chief dispatcher; P. C. Pettit, as- sistant chief dispatcher; H. V. Neville, travel- ing engineer; E. Von Bergen, traveling en- gineer; A. O. Garber, master mechanic; G. W. Rice, division storekeeper; H. E. Wolf, super- vising agent; F. D. Theobold, chief clerk to the superintendent, and W. K. McKay, trainmaster. LOUISIANA DIVISION The Louisiana division is alive in everything except magazine notes, which, owing to the VICKSBURG DIVISION F. L. Clark of Cleveland, Miss., general me- chanical department foreman, attended a fuel meeting at Greenville Saturday, June 18. Mr. Inly, 1921 ILLINOIS CENTRAL MAGAZINE One Hundred Twenty-mne Clark drove from Cleveland to Greenville In an automobile, bringing with him his wife, his son and a friend of the family. On the return trip, while on the concrete highway between Magenta and Stoneville, with the car running twenty or twenty- five miles an hour, a rubber foot mat resting on the footboard of the car immediately in front of the seat occupied by Mr. and Mrs. Clark, came in contact with the exhaust pipe, which was sufficiently hot to scorch the foot mat, and cause it to smoke. Mrs. Clark became frightened and jumped from the moving car, falling upon the highway and fracturing her skull. Mr. Clark immediately returned to Green- ville with Mrs. Clark. She was attended by Company Surgeon Gamble, who found it neces- sary to operate. Mrs. Clark did not survive the operation and died that night. The body was taken to her home at Roxton, Texas, on June 22 for burial. NEW ORLEANS DIVISION Vicksburg. Miss. Master Mechanic G. C. Christy has undergone an operation for appendicitis at the Vicksbu^r Sanatorium, and just a few days ago was able to go home. His condition is dally improv- ing. The uniforms for the Y. & M. V. baseb-'ll team have been received. To celebrate the event, the team preceded to defeat the crack Max Isaacs team of Vicksburg on June 22 by a score of 9 to 7. Miss Edna Mahin, head tonnage clerk in the superintendent's office, has been confined to the Sanatorium for two weeks sufflerlng from an attack of pleurisy. Her condition is now much improved. Baton Rouge, La. Trainmaster Anderson has just returned from his vacation, having visited the far North and East. The many friends of Joseph McGulre, chief clerk in the yard office, will be sorry to learn that he has been very ill for several weeks. A few days ago he went to Denver, Colo., where he expects to remain about sixty days In the hope of regaining his health. A new yard office is being constructed at North Baton Rouge and will be ready for oc- cupancy about August 15. Natchez, Miss. Stenographer John H. Martin recently spent a few days' vacation on the Mississippi Gulf Coast at Biloxi. The Mississippi Coast surely is a fine place, winter or summer, to spend a few days' vacation. In talking up its many de- lights to your friends outside of the service, be sure and mention that the Illinois Central Sys- tem can go a mighty long ways toward taking them there in comfort. Accountant E. D. Goza has joined the Natchez baseball club. The Natchez freight office, having had the dis- tinction of furnishing to the army of the United States during the World War a major, a cap- tain, a regimental supply sergeant, a corporal and five privates, bids fair to have its martial history greatly augmented. Nathaniel Clal- borne Hale, one of the young clerks of the office, has been appointed to the United States Military Academy at West Point by United States Senator John Sharp Williams, and has been ordered by the War Department to re- port at the Academy early in July. Claiborne has successfully passed both the mental and physical examination. Engine Foreman F. J. Moore has returned from Chattanooga, Tenn., where he was called by the death of his mother. We are going to have some movie stars. The Oliver Morosco Company of Los Angeles, Cal., has been here filming a picture, "Slippey MoGee," and a few days ago issued some free meal tickets. In consequence, we are going to see Claim Clerk Homer Green and Rate Clerk Thomas Bloodworth prominent in the first scene when "Slippey McGee" is released. Some of our men spent a most enjoyable day at Rosetta, Miss., on Sunday, June 5, attend- ing a freight service meeting and picnic. In the forenoon Superintendent Mays held a most pleasant and Instructive freight service meeting, discussing in detail the campaign against the filling of stock, that of no exceptions, and that of solicitation of freight for the Illinois Central System. "NO CLAIM" CAMPAIGN, TOO With reference to the "No Exception" cam- paign, the meaning and intention is ".No Claim" campaign, and I believe that it is the greatest movement that has ever been started by any railroad for this purpose. The only bad feature is that it was not started sooner. I have had five claims filed, amounting to $41.88, on shipments moving in April. We handled 38,764 pieces of freight outbound and about the same number inbound, and all claims for this month have been filed. For the last five years we have been hav- ing at this station from twenty to seventy claims a month, amounting to from $400 to $3,000. These figures show what the "No Claim" campaign has done for this station, and I believe that we will have similar re- sults at practically all stations on the system. The campaign for June is now on, covering the entire system. It should show better re- sults than May, for the men have had one month to experiment in, and as an educational feature there has never been anything started that trained men as quickly to stow, mark, receive, deliver and bill freight correctly. I would like to see this campaign special- ized on at certain months in each year. All that is necessary to get the desired results is to keep each employe who has anything to do with the handling of freight as careful and interested in the work as he is now. In addition to the claim feature, it has done much toward improving soliciting, made less work for employes handling claims, and provided satisfactory service for our patrons. R. SMITH, Agent, Greenwood, Miss. One Hundred Thirty ILLINOIS CENTRAL MAGAZINE July, 1921 Our Monthly Roll of Honor Below is a list of employes who were retired at the meeting of the Board of Pensions held on June 29: Years of Date of Name Occupation Service. Retirement. Henry C. Mullan Conductor, Iowa Division 43 12/31/20 John Kampschrader Laborer, Emngham, 111 24 10/12 12/31/20 Henry G. Young Engineman, Chicago, 111 33 1/31/21 William Wooten Carpenter (B. & B.), Waterloo, la 20 2/28/21 Thomas Mahoney Section Laborer, Menominee, 111 26 2/28/21 John G. Evans Engineman, Louisiana Division 40 2/28/21 Peter C. McKay Section Foreman, Gibson City, 111 38 4/30/21 James -E. Poole Engineman, Chicago, Illinois Division 38 4/30/21 Harrison Jackson Laborer (B. & B.), New Orleans, La 22 5/31/21 James C. Martin Paint Foreman, Paducah, Ky 41 5/31/21 Hillory Green (Col.) Engine Cleaner, -McComb, Miss 31 5/31/21 Frank Harris (Col.) Laborer, Memphis Shops 21 6/30/21 Jonas Cole (Col.) Laborer, Memphis Shops 21 6/30/21 Jeff Taylor (Col.) Section Laborer, Mounds, 111 25 6/30/21 Christian Kumerle Laborer, Burnside Shops 30 6/30/21 Robert M. Morgan (Col.) Train Porter, Mississippi Division 27 6/30/21 Philipp Glaeser Agent, Richton, 111 30 6/30/21 Preston Smith (Col.) Section Laborer, Fulton, Ky 26 3/31/21 Y. & M. V. R. R. Tom Burton (Col.) Laborer, Vicksburg, Miss 21 3/31/21 James Copse Laborer, Memphis, Tenn 28 6/30/21 The following deaths of pensioners were reported at the same meeting:. Name Last Employment Date of Term as Death. Pensioner. William L. Reynolds Asst. Lumber Agent, Purchasing Dept.. 5/7/21 6 years Silas N. Barr Machinist Helper, St. Louis Division 5/28/21 5 months Silas Mitchell Machinist, Kentucky Division 5/24/21 11 years William H. Sherman Foreman (B. & B.), St. Louis Division.... 6/1/21 3 months August Peherson Coalman, Iowa Division 6/7/21 13 years Edmund T. H. Gibson Treasurer 6/22/21 8 years Y. & M. V. R. R. David Collins (Col.) Section Laborer, Vicksburg Division 6/1/21 6 months T. S. LEAKE CONSTRUCTION CO. GENERAL CONTRACTORS 7th Floor, Transportation Building 608 SOUTH DEARBORN ST., CHICAGO, ILL. Telephone Harrison 7682 Railroad Buildings Oar Specialty Spencer Otis Company RAILWAY SURPLUS Chicago, Nw York and St. Lout* Niles-Bement-Pond Co. Ill Broadway, New YorK McCormicK Bldg., Chicago COMPLETE EQUIPMENT For Locomotive and Repair Shops NILES RAILWAY MACHINE TOOLS NILES CRANES BEMENT HAMMERS PRATT & WHITNEY SMALL TOOLS AND GAUGES Pleaae mention this magazine when writing to advertisers teJI^ipBJSpE: '^^M^mmj^m Oui' ^Veterans of Fifty Years A Spare -Time Chicken Raiser . Kittle Wiites on Rates Busiest Part of the System Three Angles on Saving Coal No E/xceptionf Results Analyzed An Actress Truli; Our Own In the Old Shops at Amkoij Major Walsh's Stag of the War Tu;,:; .., x . : v .. : i%?L; ;:;rti- : : : v The Genuine GOLD MEDAL Electric Washing Machine on Trial Sensational offer send coupon for free catalog. The world's best machine the winner of the Gold Medal at the Panama-Pacific Exposition in 1915 -sent direct to your home for four weeks of washing without a penny down! Convince yourself first. No risk to you. Not a penny of cost not even freight charges if not satisfied. And: for a limited time, on a special fac- tory output, only Yes, 99.60net the genuine Gold Medal machine the best of all machines, washes as well as any make at any price the very best. The factory price direct to you less than the price dealers have been paying and are paying right today for this same machine, for this exact, identical 1921 model. 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Every Gold Medal machine shipped on this offer is sold on a "1 f\ *^^OQI* f 11 lf*51 Ytf0f^ This written guarantee .I.VF1CCE VfU01OUl**%* sent with every ma- chine. Longest and most sweeping absolute guarantee ever given on a washing machine. Sample copy sent with catalog. Catalog Free 5000 of These 1921 Model Gold Medal Washing Machines were offered to us by the manufacturer (who was overstocked) at the factory cost for quick sale. We guar- antee that these machines were formerly priced by the factory, to sell at $150.00 up. But on this factory output offer, only $99.60 direct to you - the equal in value of other machines at huge prices - $150. 00 and up. Andon4 weeks free trial and easy terms. Send coupon no ob- ligation. Get our com- pletely illustrated catalog, FREE. Learn about our special fac- tory output offer: 5,000 Genuine Gold Medal Electric Washing Machines, x" 1921 Model, while they last $99.50! X Name First come, first served. Don't X wait- send f or catalog OM>/ , A ddre ** ' Straus & Schram DeptC406W.35thSt.,Coicar* Send me your eompMe catalog of Gold Medal Electric Washing Machines and details of your 4 Wf-eks free trial, easy payment factory output offer. No obligation. Straus & Schram, Dept. C406 West 35th Street Chicago, Illinois; ily py aw I PleaM mention thl magazine when writing to advrtlieri August, 1921 ILLINOIS CENTRAL MAGAZINE Contents C. A. Stang.... ^,1. ,.......,,.. ......Frontispiece* September Has Been Designated as "Fuel Economy Mo"nih v . 7 Illinois Central Has Twelve Pensioners of Fifty Years,,' -Service 9 Illinois Central System Betters Service by Co-operating With Public.. 20 He Finds Contentment, Pride and Profit in Raising Fine Chickens ... .. 21 Dr. W. W. Leake Resigns to Head Charity Hospital at New Orleans.. 27 "Pis an Exciting Summer for Baseball Fans on Illinois Central System 29 Busiest Part of Whole System Spreads Along Chicago Lakefront...' 32 Coal, Once Burned, Is Gone Forever, and With It Its By- Products, Too 36 For Saving in Locomotive Maintenance .'.. 38" How Others Can Help to Save Coal.* 40 Pictorial History of Our Bridges ",.-i.. 43 Analysis Shows Most Excellent Results of "No Exception" Campaign 44 One Actress All Our Own Is Found for fllinois Central Theater-Goers 46 < What an Apprentice Saw and Did Thinty Years Ago in Amboy Shops 49 s ' Sta^ge and Screen ., ^,.^7. .54^ Senior Vice-President Show&" That Rates Have Not Been Set Too High 59* A Man's Story of a Man's War, as Related by Major J. M. Walsh. .62' Editorial ...M; :.... 67" Public Opinion .... 70 Even Stephen, By Horace, Complete Short Story 745) Neatly Kept Section Home Is An Asset/. 841 Giant Dirigible Is Soon to Be Housed Near Illinois Central Line 85 Workers' View of the Railway Problem Explained by a Machinist 88 Here Are the Ladders That Have Served Some General Officers 91 Work to Increase Facilities Is Under Way at Several Places at Once 98 Illinois Central Co-operates in Running First "Dairy Special" 100 The Home Division * 102 Law Department ~ 105 Hospital Department ....-_ .....>. '. 109 Accident and Injury Prevention 112 Purchasing and Supply Deparment 114 Traffic Department 116 Claims Department , , - 130 News of the Divisions * 123 Our Monthly Roll of Honor 130 Riblished monthly In? the Illinois Central R..R. in the interest of the railroad and its _54000 Employes Advertising Kates on Application Office 13Jj> East ll*Place Telephone Wahosh 7200 Chicago Local 182 pen' copy $ l$P per year C. A. Stang C. A. Stang was born in New Orleans, April 17, 1883. He began railway servjce with the Southern Pacific lines at New Orleans in May, 1901, coming to the Illinois Central November 1, 1904, as stenog- rapher in the freight traffic department. He later served as rate clerk, chief rate clerk, executive clerk and chief clerk. May 1, 1921, he was appointed assistant general freight agent at New Orleans. ft* Illinois Central Magazine VOLUME 10 AUGUST, 1921 NUMBER 2 September Has Been Designated as "Fuel Economy Month" Great Campaign Will Be Waged by Officers and Employes to Reduce Coal Consumption 20 Per Cent ILLINOIS Central System officers and employes have set a record for making good on campaigns. They have ac- complished much good in the "No Acci- dent," "No Personal Injury" and "No Ex- ception" campaigns, and now September has been set apart for a great campaign having for its object the saving of coal. For this purpose, September has been designated as ''Fuel Economy Month." The campaign will apply to all depart- ments using fuel transportation, shop and power plants, water stations, depots and office buildings, etc. The fuel consumption for all departments of the system in September of the five pre- vious years was as follows: Avg. Cost Per Ton Including Total Cost Handling 1916 322.217 tons .... ....$ 419.641.79 $1.302 1917 376,323 tons .... .... 705,528.53 1.875 1918 403,664 tons .... .... 1,084,255.52 2.686 1919 378,099 tons .... .... 943,766.38 2.496 1920 425,626 tons .... .... 1,542,046.70 3.623 Engine Results in Five Years The September fuel consumption by classes of engine service for the past five years was as follows : 1000 Ton Miles 100 Passenger Freight Service Car Miles 1916 151 Ibs. *1717 Ibs. 1917 *149 Ibs. 1830 Ibs. 1918 158 Ibs. 1873 Ibs. 1919 151 Ibs. 1857 Ibs. 1920 *149 Ibs. 1785 Ibs. Switching Locomotive Miles 127 Ibs. 128 Ibs. *117 Ibs. 131 Ibs. 125 Ibs. *(The stars mark the best records.) The goal for September, 1921, has been set at 20 per cent less than the best Sep- tember record in each class shown above. In transportation freight service the best month's record made was 133 pounds per 1,000 gross ton miles in June, 1918. In transportation passenger service the best month's record made was 1,637 pounds per 100 passenger car miles in August, 1916. In transportation switching service, the best month's record made was 117 pounds per switch engine mile in September, 1918. All Are on Their Toes The members of all departments of the Illinois Central System's organization are on their toes to obtain results for the com- pany. It is to their credit that they watch eagerly for the signal from the management to do outstanding things that will redound to the best interest of the company. It is well known that coal is a big item in the company's expenses. It is well known that substantial savings can be made in this item. That has been demonstrated time and again in the past. The purpose of set- ting aside September as "Fuel Economy -Month" is that the greatest effort of all will be made to save coal. The general fuel conservation committee, division fuel conservation committees, di- vision officers, train dispatchers and oper- Seven Eight ILLINOIS CENTRAL MAGAZINE August, 1921 ators, enginemen and trainmen, shop of- ficers and employes, coal chute foremen and employes, power plant and water station employes, maintenance of way employes, agents and all other employes having to do in any respect with fuel consumption, are getting ready to proceed to the task that of making September, 1921, the outstand- ing month in the saving of fuel. Weekly progress reports will be made by divisional fuel committees. These reports will be watched eagerly by all concerned. The Illinois Central System organization knows no such word as failure. It is there- fore predicted that "Fuel Economy Month" will result in the usual success. A WORD FROM BATON ROUGE Commenting on the arrival of four of our new switch engines at Baton Rouge, La., the Baton Rouge State Times of July 29 had the following to say about the Y. & M. V.: The assigning of these four big engines to Baton Rouge gives emphasis to the growing importance of Baton Rouge to the Yazoo & Mississippi Valley road, and the growing importance of the road to Baton Rouge. Next to the Standard Oil, the Y. & M. V. has the largest payroll in Baton Rouge, amounting to nearly three-quarters of a mil- lion a month. Twenty-six trains are made up here every day, and twenty-six crews, comprising five persons to a crew, go out of Baton Rouge every day. During the busy season there are thirty- two crews and thirty-two trains to go out of and come into Baton Rouge. The roundhouse and roundhouse yards contain on an average of twenty-three en- gines a day. These engines are being over- hauled, and minor repairs made. There are ninety-six men employed at the Y. & M. V. shops on locomotives, and sixty-four men employed on car repairs. The total expense of the Y. & M. V. shops is $650 a day. Plans are being made to enlarge the shops, the roundhouse and the yards. Kent Chemical lahoraton niversity of Chicago -Familiar to I.C, Patrons . , Ida Noxjes Hall I^i'^' Manorial Librar - law School August, 1921 ILLINOIS CENTRAL MAGAZINE Nine Illinois Central Has Twelve Pensioners of Fifty Years 9 Service Veterans Who Are Older Than the System Relate Inci- dents of Days When the Road Was New FIFTY years is a long time in anybody's life. Fifty years of service with one company is a record made by few em- ployes. A check of the list of Illinois Cen- tral pensioners, however, discloses the fact that the company at present has a total of twelve living pensioners who have served half a century or more. All of these men are older than the Illinois Central, for the company was organized in 1851, and the youngest of these veterans was born in 1849. Their combined service totals 615 years and 11 months an average of approximately 51 years and 4 months apiece. Needless to say, their experiences have covered a host of things the present-day em- ploye knows little or nothing about. Almost every branch of the service is represented by these twelve. Here Are the Record Holders These pensioners, arranged in order of length of service, are: John Kief, service 53 years; last employed as tinsmith, Burnside shops; born May 15, 1839; retired May 31, 1909; residence 6512 Ross avenue, Chicago. John J. Egger, service 52 years and 11 months; last employed as boiler inspector, St. Louis division; born March 21, 1840; retired July 31, 1917; residence 729 South Elm street, Centralia, 111. Hugh Gilleas, service 52 years; last em- ployed as roadmaster, Iowa division; born December 28, 1849; retired October 31, 1916; residence 1722 Douglas street, Sioux City, Iowa. Daniel S. Bailey, service 51 years and 11 months; last employed as supervisor, Spring- field division; born November 5, 1846; re- tired November 30, 1916; residence 208 West Church street, Champaign, 111. John W. Carlin, service 51 years and 10 months; last employed as assistant treasurer; born October 31, 1846; retired October 31, With years a richer life begins, The spirit mellows : Ripe age gives tone to violins, Wine, and good fellows. TROWBRIDGE I have but one lamp by which my feet are guided, and that is the lamp of experience. I knozv no way of judging of the future but by the past. PATRICK HENRY i i i i i i i i i ; i ; j : miiiiiiiiiiiiinir 1916; residence 93 South Arlington avenue, East Orange, N. J. Michael English, service 51 years and 8 months; last employed as crossing flagman, Illinois division; born November 15, 1839; retired December 31, 1909; residence Effing- ham, 111. Louis H. Kell, service 51 years and 6 months; last employed as foreman, McComb shops; born February 29, 1844; retired Feb- ruary 28, 1914; residence McComb, Miss. Daniel W. McMillan, service 50 years and 7 months; last employed as blacksmith, Mississippi division; born December 20, 1845; retired December 31, 1915; residence Water Valley, Miss. Two From Wisconsin Division John Sullivan, service 50 years and 3 months; last employed as supervisor, Wis- consin division; born February 2, 1848; re- tired December 31, 1915; residence 1030 South Galena avenue, Freeport, 111. John S. Lonergan, service 50 years and 3 months; last employed as section foreman, Wisconsin division; born July 14, 1841; re- tired July 31, 1911; residence Route 1, Polo, 111. James T. Tait, service 50 years; last em- ployed as claim agent, general claim depart- ment; born June 13, 1848; retired October 31, 1918; residence 297 West Eighth street, Dubuque, Iowa. John A. Norman, service 50 years; last em- Ten ILLINOIS CENTRAL MAGAZINE August, 1921 ployed as crossing flagman, Minnesota di- vision; bom August 20, 1845; retired Sep- tember 30, 1915; residence 434 Almond street, Waterloo, Iowa. In addition to these twelve men on the records for service of more than fifty years, mention should be made of Locomotive En- gineer William Beven of McComb, Miss., father of J. L. Beven, assistant to the senior vice-president. The senior Mr. Beven, who began railway work in 1866, at the age of 17, was retired December 31, 1918, after fifty- two years, with a pension record of 48 years and 6 months of total and last continuous service. There is almost a coincidence in the rec- ords of Mr. Bailey and Mr. Carlin, as there is less than a week's difference in their ages and only a month's difference in length of service. Their dates of retirement, also, were just a month apart. Mr. Kell, it will be noted, is one of those who have a birthday only every four years, as his comes on the twenty-ninth of February. Six of the twelve are named John. There was almost an equal division in number between office John Kief workers and outdoor workers at the time of retirement, but this is not necessarily an Argument for longevity one way or the other, as office workers frequently got their start in the open in the earlier days. Old Resident of Chicago, Too But let them tell their own stories. "I am now 84 years of age," says Mr. Kief, who heads the list of pensioners. "While I was born in Toronto, Canada, my residence in Chicago dates back to 1846. On June 1, 1856, I started work for the Illinois Central. Now I enjoy the record not only of being one of the oldest living residents of Chicago but also of having been in continuous service for fifty-three years. "I started to work under Gus D. Clark, the first master mechanic the road ever had. During my service I have seen the company grow from a miniature road to one of the largest in the country. "My only regret is that I was compelled to get out of the harness in 1909. My prin- cipal delight is to relate to my many friends and acquaintances the remembrances of my early days with the Illinois Central. On my retirement from the road I was presented with a handsome new watch and chain, a leather chair and a meerschaum pipe, and also was given a banquet by my co-workers." Started When 15 Years Old Mr. Egger, who was born at St. Gallen, Switzerland, was left an orphan at an early age and had his own way to make in the world. "I came to this country in the spring of 1864," he says, "and entered the employ of the Illinois Central in the same year, on September 1, as an apprentice boiler makor at the age of 15 years, under the foreman- ship of John K. Lape. I served my time and worked as journeyman for a number of years. I held the position of foreman for six or more years, but went back to journeyman work again, as there was more money in it for me. "In October, 1895, while I was at work, a piece of steel struck me in the eyes and destroyed the sight of one of my eyes. The doctors found it necessary to remove the eye entirely. This was a great blow to me. I was not able to work for some time, and when I did go back to work again I was handicapped in many ways. I was not able to do the same kind of work as before; in August, 1921 ILLINOIS CENTRAL MAGAZINE Eleven John J. Egger consequence, I had to take reduced pay, which was very hard for me at the time, as I had a large family to provide for. "For eight or ten years previous to my retirement I worked as boiler inspector, a position I held up to the time of being re- tired. I have seen many changes since the time I first started in as an apprentice boy, and I still feel a great interest in the Illinois Central and its progress. "As a citizen of Centralia, I feel truly proud of the fine new station the Illinois Cen- tral recently built. Although a long time coming, it is all the more appreciated." From Laborer to Roadmaster Mr. Gilleas began work October 27, 1864, at Epworth, on the Dubuque division. For ten years he was a laborer; for thirteen years, a foreman; for eight years, a supervisor; and for more than twenty years, a roadmaster. "Since I started working for the Illinois Central, conditions have changed greatly," he says. "At the time I began to work, the company was operating only ninety-nine miles of railroad in Iowa, the road being laid with 42-pound rail. The capacity of all boxcars was ten tons; the tonnage train was thirteen cars; locomotives were forty tons. Today the road is laid with 90-pound rail; the tonnage train is 3,000 to 3,500 tons; locomotives are in the neighborhood of 200 tons. "At the time I began, the wages of sec- tion men were $1.10 a day; section foremen were paid $40 to $45 a month, and we did not know what overtime meant. If we worked twelve hours a day, it meant only a day, and the same was true of trainmen. "Passenger rates at that time were 5 cents a mile. They ran only a mixed train west one day and back the next when they first began running west of Fort Dodge, as the country was not settled and there was very little business to handle. Most of the set- tlers were homesteaders and lived in whflt were called dugouts. I remember of times when the road would be blocked with snow for two weeks at a time, as we had no snow plows or locomotives to handle the snow- drifts. "Sioux City at that time was a very small town. The line now owned and operated by Hugh Gilleas Twelve ILLINOIS CENTRAL MAGAZINE August, 1921 Daniel S. Bailey the Illinois Central was the second line built into Sioux City, the first being the Sioux City & Pacific. "During- the" early days we had no gasoline cars, while at the present time each section gang is provided with one to carry them back and forth to their work." Pitched Hay in Chicago Mr. Bailey left this father's farm at Ken- sington, 111., in November, 1864, to learn telegraphy. Before that he cut and stacked many tons of hay from land now occupied by houses south of 116th street, Chicago, and hunted snipe where the Pullman Works now stand. The house on his father's farm had to be moved when the Blue Island line was built. He learned telegraphy at Ashley and be- gan work January 1, 1865, as station helper. Mr. Bailey was in the employ of the Illinois Central System as telegraph operator, night ticket agent, train dispatcher, assistant trainmaster, assistant division superintendent and superintendent of division. He was su- perintendent of trains and track at the time of retiring on pension in November, 1916. His name was never omitted from the pay- John W. Carlin roll during that fifty-two years' service. He worked on all the divisions in Illinois ex- cept the Peoria division. He never asked for promotion or for a position but once, and did not get that one. He says he is glad to call those he worked with, both superior officers and those who worked under his jurisdiction, "friends." Didn't Fill the Ink Stands Mr. Carlin, who retired as assistant treas- urer, says: "When I made my first appearance in the office of the company in the old Bank of Commerce building, at the corner of Liberty and Nassau streets, Chicago, I was the first arrival, but presently came a gentleman with beautiful whiskers, regular Lord Dundreary style (he was an Englishman), and I asked him if I should fill the ink stands. He said, 'No, let the negro do it,' and the negro did. "This lifted me a peg in my own estima- tion. "The man's name was Avery, and he occu- pied a dark room, lighted by candle. This room was called 'Cudjo's Cave,' as I after- ward learned. "My first duties were with the stock trans- August, 1921 Thirteen fer department, and continued so to the time of my retirement. In a vault there were seem- ingly a million canceled stock centificates, and I was to sort them according to numbers and paste them in the books from which they were taken. So, in a few minutes, I was up to my neck in actual business and forgot to count how many steps were between me and the top of the ladder. "My friend with the whiskers (we were good friends by this time) gave up his posi- tion with the company, and his work of filling in the names on the stock certificates was given to me my first regular work after pasting. Gradually my work increased, and when the transfer clerk resigned his position was given to me. Paid Dividends Personally Then "The manner of paying dividends was very different from the present method. The num- ber of stockholders was not very large, and they signed a receipt in the dividend book, either individually or through a power of attorney given to some banking or brokerage house or other individual. "Lynde A. Catlin (now dead) was then secretary of the company, and a very careful gentleman. Everything was done precisely, even if it took all night, and we worked to- gether amicably as late as necessary to get the dividend books ready for dividend day and the customary rush. "The waiting line extended from the back of the office, down a long hall, down the stairs to the street and some distance along the street. Great times those days! "Then the manner of collecting the divi- dends was changed. The stockholders filed a permanent mailing order, and the dividend was sent by mail. The gummed envelope was moistened by mouth or sponge, but now it is moistened and sealed by electricity. Other changes were gradually installed, and the work was specialized with an increasing force of clerks." Started With Illinois Central in 1857 Mr. English was born in the southern part of Ireland. When he was 9 years old he was brought to Canada. About four years later he came to the United States. It was in 1857 that Mr. English perceived the Illinois Central as his opportunity. In that year he entered the service of the com- pany as a section hand at Pana, 111. After about six years he was transferred to a sec- tion on the line which then ran between Cen- tralia and Cairo. This was the first section on that part of the system. In 1866 his efficient service was in the minds of the officials of the road when he was made foreman of that sec- tion. For thirty-three years -h-c^rved faith- fully and to the best interest of trie company as foreman of that part of the line. He then was made crossing flagman at Effingham, 111. He watched over two crossings Ahere from a station halfway between until tHe'time of hisl retirement from service, December 31, 1909. In all, Mr. English served the Illinois Cen- tral fifty-one years and eight months. And he bristles with pride when he makes the statement that in all that time-h,was never ' ''j^y*^ the cause of an accident on the line, caused the officials a minimum amount of trouble and received not the slightest personal in- jury. The Last Survivor of His Family Growing close to his eighty-second birth- day, Mr. English is the only survivor of his Immediate, family. ' He was marrfed twice, Michael English Fourteen ILLINOIS CENTRAL MAGAZINE August, 192 1 Louis H. Kcll the first time at the age of 28. A daughter, war born to this happy union, but the mother died a short time afterward. The baby was taken Jo a sister in Chicago, where she could have the benefits of a woman's care and a ifome. But Mr. English was lonesome. : Two years later, the desire to have his daughter by his side prompted him to marry again, so that he could provide an adequate home for her. They were extremely happy, he said, and the daughter bloomed into wo- manhood. She married, had a son, who is now in California in successful business, and died only a short time ago. Mr. English's second wife died about eight years ago. Mr. English is apparently very happy un- der the care of the St. Anthony Hosp : tal at Effingham, 111. While in the service of the company in that city, he made many friends. They always have a pleasant passing word for him, and see that he is well supplied with his favorite delicacies, bananas and candy. Worked During Civil War Mr. Kell was born in Alexandria, Ya. lie entered the shops of the M. & O. R. R. at Columbus, Miss., as machinist apprentice in 1859. The shops were moved to Jackson, Tenn., the same year. "In May, 1862, after the battle of Shiloh, when the Federal troops cut the railroad line between Corinth and Beth, all the fine tools were loaded in a boxcar," he says, "and with Master Mechanic Hugh Boylan, I took an engine over the Mississippi Central, now the Illinois Central, to Grand Junction and over the ^Memphis & Charleston, now the South- ern, to Corinth. 1 ran this engine in yard service until the evacuation. "Then I went to Grenada and into the shops of the M. & T. R. R., now the Illinois Central, then on the Mississippi Central in a small wooden shop moved to Water Valley after the war. In 1866, I was sent to Durant and got the engine 'Holmes,' named after that county. This engine and others had been damaged and burned by the Federal .roops. I carried this engine to Water Valley, and in February, after the engine was re- built, I started running as engineer. I kept this up until 1874, when I was made fore- man at Water Valley and transferred to McComb a few months later, where I have since worked. When I came to McComb, the company had a small roundhouse hold- ing thirty-one engines; all the houses and the hotel belonged to the company. ''When I was running as an engineer, there one flag indicating a train following but not giving rights, two red flags displayed, giving following train same rights as pre- ceding section; all engines were wood burn- ers. . ''An engineer's salary was $125 a month. As the road was not making any money, Colonel West requested a loan of $15 a month from all engineers, which was con- ceded; and after the Mississippi Central was taken over by Colonel McComb, I received $90, that being the amount I lent for six months out of my salary." Made Repairs After Civil War Mr. McMillan, according to an account prepared by L. C. Barber, was born near Oxford, Miss., and received his early train- ing on the farm. When he was about 12 years old, the Mississippi Central, now the Illinois August, 1921 ILLINOIS CENTRAL MAGAZINE Fifteen Central, was built through that region, and people came for miles to see the trains. When 20 years old, Mr. McMillan began his career as a railway man. His first job was on the construction or work train in charge of James Robinson, one of the oldest conductors on the road, beginning work on June 1, 1865, repairing the track and road- bed destroyed by Federal raiders during the war. On September 1, 1865, he came to Water Valley, then a village of less than two hundred and boasting of only four busi- ness houses, where he began work as a sec- tion hand under Albert Simmons, section foreman. He continued in that capacity about fourteen months. In 1866 the company began the erection of railway work shops in Water Valley, fin- ishing the plant during 1868. On August 6, 1866, before the shops were completed, Mr. McMillan began work as a car repairer under John E. Becton, master car builder. In 1868 he changed to the blacksmith shop and began as helper to learn the trade. In June, 1869, he was given a forge and fire un- der Blacksmith Foreman Pat Kehoe, and continued as blacksmith in the same shop for forty-six years. During this half century of service "Uncle Dan" saw many changes in the shop, its equipment, personnel of the employes, of- ficers, etc. He served under every president of the Illinois Central Railroad and under every master mechanic and foreman of the shops. He began under Master Mechanic John E. Becton, who died in 1878, and served also under Jack White, T. J. Price, J. C. Ramsey,. J. W. Lutterell, George Dic- key, Mr. Barton, Jake Neudorfer, John Price. Will H. Watkins, Claude Stark and S. R. Mauldin, the present master mechanic. Has Seen Men Come and Go "Uncle Dan" has had apprentice boys to work with him, and has seen them "grow'' in both age and the work until time marked them with silvery hair, and their sons began work at the same anvil their fathers formerly used. It is with pride "Uncle Dan" recalls that Will J. King, the present efficient fore- man of the blacksmith shop, began as helper for him. "Uncle Dan's" whole life's interest has been closely associated with the railway company. On April 28, 1880, he was married to Miss Elizabeth Turner, who passed to her reward several years ago. To this union were born six children, four sons and two daughters. One daughter became the wife of John W. Tarver, who, at the time of his death some years ago, was chief clerk in the superin- tendent's office of the Mississippi division and also mayor of Water Valley. "Like father, like son" is a true axiom applied to "Uncle Dan" and his four sons, Joe, Daniel, Dewitt and Charles. Like their sturdy father, the sons grew into strong muscular men. Charles, the youngest, after a few years' service as clerk, entered other vocations, but Dewitt became an expert ma- chinist and remained with the company un- til his death a few years ago; the next son, Daniel L., also became an expert machinist and today is a valued employe of the Y. & M. V. at Vicksburg, Miss.; and Joe, the eldest son, became an expert blacksmith and today has a forge and fire in the same shops his honored father served so faithfully and efficiently for half a century. As a workman "Uncle Dan" has repaired the little old 12-inch cylinder wood burner Daniel W. McMillan Sixteen ILLINOIS CENTRAL MAGAZINE August, 1921 engines and also the modern type having a cylinder 27 by 30 inches. As a beginner he helped repair the old wooden frame cars of only 30,000-pound capacity, and he fin- ished on the mammoth 55-ton ail-steel cars. In the early days he has many times, unas- sisted, taken off and put on the track car wheels, but these have been so much in- creased in size and weight that at the time of his retirement it required the service of several men to handle them. When he worked on the section in the 60's a strong man could easily pick up and walk off with the iron rail used at that period; now rails are made of steel and carry the weight of ninety pounds to the foot. When you see one of the fine Illinois Central trains pass by today, you would hardly believe that at one time the lowly mule was the only motive power available from Water Valley to Holly Springs, but such was the case at one period of the rail- way company's existence, according to 'Uncle Dan." This was during the turbulent war times between '61 and '65. The Federal forces frequently sent out raiders to de- stroy tracks and roadbed between Water Valley and Holly Springs. It was to avoid Cap*fure of motive power, and also to afford means of necessary transportation for, needed supplies, that Henry Armsby, then living at Holly Springs, organized his famous "mule trains." A Mule -for Motive Power The trains' consisted of one little old box- ear, with a mule attached for motive power. Only food, medicine a.nd possibly war sup- plies were hauled no passengers. "Trains" were scheduled so that one each day would Arrive at and leave from Holly Springs and Water Valley. In crossing bridges, men pushed the "train" across by hand while the mule engine either forded or swam the stream below. "Uncle Dan" many times made repairs on cars of those famous "trains," but declares he never attempted to put in new cylinders or to monkey with the mule motor. Mr. McMillan is Hearing his 76th birthday and is blessed with good health. He is liv- ing in a modest little home on Main street in Water Valley, Miss., with his son Joe and an aged sister, enjoying the evening of a life well spent. He is a member of the I. O. O. F. and Masonic orders and takes a keen and active interest in both. He is highly esteemed by all in the city and by the "railroad boys" from Chicago to New Orleans. He speaks only in the highest terms of praise for the courtesies extended and excellent treatment afforded him while an employe of the com- pany for half a century, and he deeply ap- preciates the courtesies and favors so gen- erously extended since his retirement. A Native of Ireland Mr. Sullivan was born in Ireland in 1848. He came to Massachusetts in 1863 and to Earlville, Iowa, in 1865, where he began work on the section. His service to 1868 was as section laborer at Earlville; 1868 to 1871, section foreman at Floyd; 1871 to 1877, yard foreman at Dubuque; 1877 to 1881, section foreman at Lemars; 1881 to 1887, road sup- ervisor at Dubuque; 1887 to 1895, roadmaster at Cherokee; 1895 to 1898, roadmaster at New Orleans; 1898 to 1902, roadmaster at Clinton, 111.; 1902 to 1916, road supervisor at Freeport. "There is a great difference between the railroads of the present time and those of over fifty years ago, as to track and equip- John Sullivan August, 1921 ILLINOIS CENTRAL MAGAZINE Seventeen ment," he says. "The track on the Earlville section, when I began work, was laid with 50-pound rail, eight feet long; some was laid with 42-pound rail. Quite a contrast between those light iron rails, with what were known as chair points, and the heavy steel rails of the present time! "I remember having a work train sent to the Earlville station to do some ditching. The train consisted of the engine, seven flat cars and caboose. When the flats were loaded, the engine could not pull them. Imagine the difference between that work train and the number of cars one engine can haul now! Economy in Those Days "The road west from Dubuque was known then as the Dubuque & Sioux City Railroad. It was acquired by the Illinois Central in the fall of 1867. "Strict economy in the road department, as to cost of labor and material, was prac- ticed in those days. For instance, in shipping tools to the shop for repairs, we used to make our own tags of the most suitable ma- terial available. In making weekly reports, instead of using new envelopes, the super- visor used to cut the ends of old ones which bore his address and send them to his fore- man to be used again. In those days money was not so plentiful in Iowa as it is now. People appreciated having steady jobs of any kind. The only work open was on the sec- tion and farm. "I enjoyed my work and always aimed to get the best results for the company a duty which I think is incumbent upon all. I have always enjoyed and appreciated kind- ness and favors which I have received from the officers of the Illinois Central Railroad during my time of service and since. I feel proud of the progress the Illinois Central is making and feel for it as if I were still in the harness." Came to United States in 1860 The story of a man who placed the affairs of the Illinois Central Railroad Company foremost at all times is told in the life of Mr. Lonergan. He is now retired and liv- ing happily with his daughter on a farm near Polo, 111. Mr. Lonergan was born at Waterford, Ireland, in 1841. When 19 years old, the John S. Lonergan United States loomed as a land of promise to him. He made the voyage in 1860, and traveled west to Eldena, 111., where he en- tered the service of the Illinois Central Railroad as a laborer on a section. This was his first work in America. Anxious to make himself of more service to the com- pany, he was constantly going out of his regular routine to do the little things that he was not told to do, but which had to be done by someone. Walked Track in the Storm Then in 1866 he received an offer of a larger salary with another railroad, and ac cepted. But by the time he had been with them a year, he considered his move a mis- take. In 1867 Mr. Lonergan returned to the Illinois Central as foreman of the section just south of Polo, 111. He remained in that position until the time of his retire- ment. On the night of June 30, 1882, a raging rain storm came up. He was awakened from deep slumber by shrieking winds, deafening blasts of thunder and blinding flashes of lightning. He hurriedly dressed, lighted a lantern and bravely faced the savage storm to see that his and adjoining sections of the Eighteen ILLINOIS CE 4TRAL MAGAZINE August, 1921 right-of-way were in condition for the pass- .ige of the night trains. It was not long until the most important train on that part of the system was due. Mr. Lonergan, bent almost double in the effort to resist the great force of the wind and rain, walked the track from Polo to the end of his section. Every joint in the rails was examined, as well as the ties. The water was coming down in torrents, and it was sure, sooner or later, to wash the earth from under the track. Suddenly there was a sharp whistle be- hind. At the same moment, just at the ex- treme limit of his view of the track, Mr. Lonergan saw the rails move. The move- ment was slight at first, but his eyes caught it. There was a lurch, a sway, and forty rods of the right-of-way was swept away with the water. Horror stricken, he turned to stop the rapidly approaching train, whose headlight was now plainly seen through the downpour of water. The wind dealt a death blow to the struggling flame of the lantern. Mr. Lonergan huddled his lantern close to his breast, folded his coat about it and frantically made the effort to give it life. His matches became soaked before he could strike them, and when he was able to light one, the wind quickly put it out. Finally he was successful. The feeble rays of the lantern stretched out into the darkness. Signal Saved the Train Carefully shielding the lantern from the storm, Mr. Lonergan signaled the engineer. A smile of relief spread over his face and his whole body relaxed when the air was split by the shrill whistle that told him the engineer saw the light. The train was stopped within a few feet of the gaping stretch of track. The engi- neer alighted, grasped Mr. Lonergan by the hand and greeted him as a true hero should be greeted. The two then walked back to Polo to wire Amboy of the washout. But the wires were all down. The train remained there until the telegraph line was mended, Amboy was informed and a work train was sent to repair the track. Mr. Lonergan has been seriously disap- pointed at the attitude of some employes toward the company in the later years of his service. As new men joined his gang, he says, they showed a lack of interest in it and did not seem to have the company at heart. He says it is more and more that way in the present day, and that many em- ployes do not seem to realize that they are benefiting themselves by giving their best service to the company and by keeping its interests foremost. Mr. Lonergan was married March 1, 1868, and had seven sons and two daughters. Six of the sons worked for the Illinois Central, and two were killed while serving as brake- men. Two of his boys were in service in France during the World War. Mrs. Lonergan died December 27, 1918, while her two sons were in France. Today, Mr. Lonergan is the picture of health. Strong, robust and always in the best of humor, he has an army of friends in Polo, and they all have the highest praise for him. Tried a Good Many Jobs Mr. Tait was born in Cold Springs, oppo- site West Point, on the Hudson River, New York, in 1848. He emigrated to Amboy, 111., in 1857 and made his home there until 1895, when he moved to Dubuque, Iowa, where he has since resided. "When scarce fifteen years of age," he says, "I and three or four other 'kids' were graduated with high honors through the back door of the building, and my school boy days were then and there ended. As my father had me lined up for the legal profession, to please him I attended the law office of W. H. Ryan at Amboy. As a starter, two days was spent therein, when I learned the basic principle that law was founded on common sense and I quit the job never to return to it. "Later in the season of 1868, another young man and myself made an informal tour of the South, during which time we never lost a meal, had a hand-out, nor 'flipped a train,' and at end of three weeks we returned to Amboy to get a piece of the 'fatted calf and incidentally tackle the wood- pile. "A couple of weeks or so after my return, August, 1921 ILLINOIS CENTRAL MAGAZINE Nineteen I formed a co-partnership with a gentleman who was engaged in general merchandise business in Amboy. He was to attend to all inside matters, except such as sweeping, dusting and cleaning lamps, etc., which I had charge of, and in addition I was to see that such articles as needed special delivery were attended to. This place burned to the ground in a month or two, the loss being total, even to my one asset the wheelbar- row and I never recovered sufficiently to enter the merchandise line again. "My next move took me into railroading. On October 2, 1868, I met Superintendent Jacobs on Main street. He and I were scarcely on speaking terms, as I had in mind the diploma he gave me some little time be- fore when he was chairman of the school James T. Tait board. Much to my surprise, he wanted to know if I could help him out in his office for a month or two. After discussing the mat- ter for a few moments, it was agreed that I was to begin work at noon at a salary of $36. During the first eight or ten years of my service I never crossed the threshold of the 'old man's' office unless by request, and that was seldom. Given Charge of the Office "In 1876 I was called to his office one morning and was told to close the door be- hind me. In a few words he advised me that he had made up his mind to have a house- cleaning in the office, and that he had de- cided to place me in charge of the office. I held the place until he retired April 1, 1892. "In the meantime, William Head, who was then local claim agent with one assistant, wanted me to take the place of the man he then had. I was called to Chicago, and an arrangement made whereby I was to re- tain my place at Amboy until July 1, to start as Mr. Jack's successor, and then be trans- ferred to the claim department with an office at Dubuque. I came to Dubuque July 5, 1895, and remained there as claim agent until October 31, 1918, when I retired. "From October 12, 1868, to October 31, 1918, my name was never off the payroll for a single hour. In those fifty years I never played a game of cards or pool or attended a baseball game, but did take in every horse race in sight. "When I came to Iowa, more than twenty- five years ago, the country west of Fort Dodge might have been called frontier. There was not a clean or modern hotel in the northwest part of the states. Roads at that time were in such a condition that the only way to make the outside border was to 'foot it.' During three months of the winter season, much of one's time was spent in taking care of frozen members of his body. In March and April, when you had to make a drive, much of the time was spent in getting the horses and vehicle out of the mud. In the winter two scoop shovels to use in a snow blockade were made a part of every equipment sent out of a stable. In June and July a greater part of the time was spent in dodging cyclones and hail- storms and in an effort to keep out of the path of 'hot winds.' The fall season was ideal. Land Is Worth Much More Now "Land was then selling for from $8 to $10 an acre. The same land sells at present for from $200 to $300 an acre, and in the last ten or fifteen years the country has become almost a Garden of Eden. "For some years I kept watch of the mile- age I covered and found it to be nearly 00,000 a year. "During these years I had some of the (Continued on Page 82) y ILLINOIS CENTRAL MAGAZINE August, 1921 Illinois Central System Betters Service by Co-operating With Public This is the twelfth in a series of monthly public statements which the Illinois Central System is making through the newspapers on its lines. Each preceding statement has treated of some railway problem of current importance, setting forth information which we believe the public should have and inviting construc- tive criticism and suggestions. Our aim has been to bring about closer co-opera- tion with the public in such a way as to be reflected in the constant betterment of the service rendered by the Illinois Central System. Our program was begun September 1, 1920 the day the railroads resumed operations under their own financial responsibilities. The results we have obtained convince us that the plan we have followed has -been worth while. We believe that we and our patrons have received, through the better understanding which has been brought about between us, full value for our efforts in news- paper advertising. Consequently we hold.it to be our duty to continue to play our part in disseminating information that will give the public a more adequate idea of the problems which railway managements face which also are the public's problems. We have decided therefore to continue our program another twelve months. Railway management is the trustee of a vast investment in the railroads, an investment fixed by ihe Interstate Commerce Commission for rate-making pur- poses at $18,900,000,000, but in reality greater than that, for upon the satisfactory administration of railway properties depends the future welfare not only of the railway properties themselves but also of all the manifold activities of our entire national business life. We believe the railway problems of the United States require the best and most constructive thought of all the people farmers, business men, professional men and railway men working in harmony. The railroads are ruled by public opinion. If public thought on railway questions is unprogressive, the railroads cannot make progress, which means that they will not be enabled to meet the constantly increasing demands of public service. The public is not entirely to blame for such unsatisfactory railway conditions as have obtained in the past. We believe the reticence of railway men them- selves, in failing to keep the public well informed, has been one of the causes of the growth of restrictive legislation, of unprogressive regulation and of an anti- railway spirit, which have worked a hardship upon railway development, and consequently upon the public itself. That our discussions have contributed to a better understanding of railway problems on the part of the public served by the Illinois Central 'System is v evidenced to us in many ways. Not only have our patrons helped us in the solution of many problems which we have presented to them, giving us their hearty support and co-operation in carrying out our programs for better serv- ice, but the better mutual understanding which has been awakened a better understanding on our part of our patrons' problems, and a better understanding on their part of ours has been reflected in generally improved service. Our discussions have also been a means of perfecting within our organization that spirit of loyalty and service which always has characterized the Illinois Central System. Railway rates are standardized under governmental authority. Service is the basis of competition among the railroads. Service is the measure which de- termines the worth of a railway system. Service must be unselfish. It must find expression in safety, efficiency and economy. We pledge our best efforts toward serving the patrons of the Illinois Central System. Constructive criticism and suggestions are invited. C. H. MARKHAM, President, Illinois Central System. August, 1921 Twenty-one He Finds Contentment, Pride and Profit in Raising Fine Chickens E. O. Birchard, Employe at Waterloo, Iowa, Wins Success in His Spare- Time Work on Farm WASN'T it a Nebraska blacksmith who attracted considerable attention some time ago by proving that he was the richest man in the world because he was the happiest? The Illinois Central has a man something like that at Waterloo, Iowa. His name is E. O. Birchard, and he is an extra engineer, firing at present on passenger runs between Waterloo and Freeport, 111. He wouldn't thank you to tell him how well off he is, for maybe he doesn't quite realize it him- self; but he has a little farm, a little family, a little motor car, enough work to keep him busy, enough trouble to make life in- teresting, and enough in the larder to keep the wolf a respectable distance from the door. Of course, he has his family living in what was built for a chicken house and what will be a chicken house when he builds his regular home and he says that the movies would have to close down if they depended on him for their patronage; but outside of that, he and his are getting along as well as anybody could wish. He even finds time to indulge in a hobby a paying one and the chicken house above mentioned is the key to that. Raises Chickens in Spare Time Briefly, Mr. Birchard is a chicken fancier a spare-time chicken fancier. He is one of the growing number of Illinois Central employes who have found better ways of spending their leisure than loafing or sleeping or walking the streets. On his neat little 10-acre farm on the outskirts of Waterloo on Route No. 3, to be exact, out beyond where the county hospital is likely to stand some day you will find 250 high-grade White Wyandottes housed in five well-painted wooden buildings, with carefully fenced yards to run in, receiving patient and intelligent attention. E. O. Birchard and a Prise Winner Mr. Birchard has worked for quality rather than quantity, and in his flock can be found numerous county fair prize winers. Some of his chickens will be shown this year at the Iowa State Fair at Des Moines, August 25 to September 2, and there is a possibility that he may take in some na- tional show. Naturally, as in previous years, he will be represented at the shows in and around Black Hawk County, his home county. As far as financial results go, Mr. Birchard says he is not getting rich off his chickens, although he always has plenty of eggs and good frying meat and a little something in the way of money. Last year, which was his second season, his expenses for new equipment and up-keep totaled $261. His income from all sources for the chickens and their products was $248. This looks like a deficit of $13, but he points out that his profit was in the fifty head of young Twenty-two ILLINOIS CENTRAL MAGAZINE August, 1921 stock he had left over. These fifty chickens were worth about $3 apiece, which meant a season's profit of about $140, plus the eggs and other supplies they provided. Started Out Three Years Ago Three years ago Mr. Birchard bought this 10-acre farm, after having lived in Waterloo for several years. At the time his work was so arranged that he was home every third day. He thought that it might be worth while taking up some spare-time occupation; so he talked the matter over with his wife. She agreed, and they decided to try chicken raising, as he had had some experience with them while a boy on the farm. So they visited the poultry shows, studied the poultry magazines, and eventually picked two varieties to begin with. Mr. Birchard chose the Single Comb Black Minorcas, and Mrs. Birchard chose the White Wyandottes. As frequently happens in many families, the wife was right, and the Black Minorcas were discarded after one season. It is a mistake, anyway, Mr. Birchard says, to try to keep two varieties. The first year that was in 1919 they raised fifty chickens. Last year they had about two hundred. This year they have about fifty more than last year. Right here Mr. Birchard rises to remark that the chicken raiser has to have a lot of stick-to-it-ive-ness. He has to know how to stand discouragements. There's no rosy road to success. You can't get it all from books and magazines; you've got to have practical experience. Has Increased His Equipment Mr. Birchard admits that he has pro- gressed gradually in knowledge of the work. The more he learned, the more equipment he picked up. He now has two small in- cubators. The first season he had one in- rubator, and he let the hens assist him with ihe hatching and brooding. The next sea- son last season he got the other incubator, and he got a coal-burning brooder, which he says is the best single piece of equipment the poultry raiser can have. For example, this year, he hatched his first chickens on February 6, and he couldn't possibly have kept them without the brooder. He goes in for trap-nests, too. In cold weather you have to watch both these and the little chicks constantly, which makes the work a trifle monotonous at times. Mr. Birchard now has one large brooder house and five small pens for breeders, in addition to a few minor coops. He says he will soon start work on a large laying house to accommodate two hundred layers this winter. It will be constructed so that it can constantly be added to as the flock increases. Then, of course, when he builds the home he intends to build for his family, he will have available for his chickens the house he has been living in. As his farm faces a well-traveled highway, he has every- thing carefully fenced, as he says it is cheaper to fence that to lose his chickens. Ideal Bird a Combination To start his White Wyandottes, Mr. Birchard imported his settings from Canada. He now has both of John S. Martin's famous lines of White Wyandottes the Regal for exhibition and the Dorcas for laying. To show the quality of the laying strain, how- ever, he points out that many of his prizes have been won with birds from the Dorcas line. The ideal of the modern poultry- man, he says, is to combine both exhibition and utility qualities. The first season he was in the business he started entering his fowls in the shows but he won only a few minor prizes. The second season, in good competition, he won at several fairs in and about Black Hawk County, and in the local winter show he won several good prizes in competition with old breeders. His chief preparation; for th~ shows is to tame the birds he enters and wash them up "put 'em in a tub and scrub 'em like a kid," he says. Usually he goes with them to the shows. He will take his vacation to attend the Iowa State Fair this fall and will visit relatives in the neighbor- hood at the same time. He picks his birds for showing by the standard of perfection published by the American Poultry Associa- tion. In order to keep their homes, how- ever, even the layers have to show good qualities on the Birchard farm. Gets Eggs in the Winter Within another year Mr. Birchard plans to have baby chicks for sale, as well as August, 1921 ILLINOIS CENTRAL MAGAZINE Twenty-three hatching eggs and breeding birds. At pres- ent he markets all his spare eggs to private customers, and he finds they bring good prices, especially in the winter. By having good quality layers, he manages to get eggs in the winter; in fact, his hens average a 50-per-cent production the year around. His main return, however, is from stock and market poultry, which he sells at the local markets. By culling out the inferior stock all the time, Mr. Birchard manages to avoid much of the usual trouble poultry raisers have. He culls for disease with the ax. Generally he culls as the chicks come from the in- cubator. Those with slight ailments then are killed and burned or buried deep in the ground. The mortality is very low in his flock, Mr. Birchard says, and he at- tributes this to the superiority of the parent stock. He keeps only about a dozen males among his 250 chickens, as the fertile egg is largely a loss on the market. And he is strong for the White Wyan- Center T/ie Bircf&rd e, k. Genmm, '.O.B}'rc/ml'$ Farm. Twenty-four ILLINOIS CENTRAL MAGAZINE August, 1921 dottes. Anybody going in the business, even if merely for a backyard pastime, can make no mistake by starting with good quality White Wyandottes, he claims. They make a picture on the lawn or in the field; they are the ideal dual purpose birds; they eat and weigh well; they are of medium size, the standard weight of the males be- ing 8^4 pounds and of the females 6J^ pounds; they can't be beaten for winter layers, and winter eggs bring the good profit. White Wyandottes are always at- tractive in the showroom, too, he says, and he claims they are worthy of everything they win. Mr. Birchard has a hopper feeding sys- tem for his flock, with dry mash constantly before both old and young. He gives them grain once a day, just before roosting time. He tries to see that they have plenty of range, plenty of grit and plenty of green fopd. In fact, he says that one noted poultryman summed success up in five words: Grit, grains, greens, grubs, gump- tion. You Must Know Your Business Close attention and study are necessary for success, Mr. Birchard adds. It is well to take poultry magazines. In addition, he and Mrs. Birchard took a course on poultry raising in a correspondence school that is, they never completed the lessons, but they have the books to refer to. It gives them a chance to follow one man's idea by reading a book, Mr. Birchard says, while in the magazine you find many different ideas, occasionally conflicting. You have to like the work and watch the details, but you can make a neat profit in your spare time and enjoy yourself meanwhile. You have to have some leaning toward it, of course, and a liking to be out-of-doors. The greatest satisfaction, he claims, is gathering the eggs in the winter time. An- other good thrill, he finds, is in standing in the showroom and listening to compli- mentary remarks on his own fowls. Mr. Birchard has been with the Illinois Central fourteen years. He started work July 1, 1907, just after he finished high school. He passed the examination to be an engineer in 1912, but has actually worked as one only about a year since then. He and Mrs. Birchard have two children: a boy 6 years old and a girl 4 years old, both of whojn are shown with their parents and playmates in the picture. Left a Last Word to the Magazine Chilton R. Pleasants, agent at Bloom- ington, Indiana, was born November 27, 1875, and died May 9, 1921, at the age of 46 years, 5 months and 12 days. He entered the service of the Illinois Central Rail- road Company in November, 1896, and worked twenty-five years as a faithful em- ploye. He started as agent at Poseyville, Ind., coming to Bloomington, Ind., in 1912, as general agent, a position he held until his death. Mr. Pleasants had not been in the best of health for the past year, but his death came as a shock to the entire com- munity. On May 6 he left Bloomington with a party of friends in an automobile to attend the races at Louisville, Ky. While return- ing home, he suffered a stroke of paralysis. He was hurried to Paoli, Ind., a distance of about twelve miles, but he was unable to finish the trip home, and died there at 2 p. in., Monday, May 9. He leaves to .mourn his death his wife and two daughters, Carol and Eugenia. Mrs. Pleasants and Miss Carol were with him when the end came, but Miss Eugenia, who was attending college at Greens- burg, Pa., did not arrive until the fol- lowing day. "Chilt," as he was familiarly known, was a member of the Masonic and Elk fraternities and had a large acquain- tance covering al- most the entire Illin- ois Central System. His ever-present C. R. Pleasants August, 1921 ILLINOIS CENTRAL MAGAZINE Twenty-five smile (a. characteristic of Mr. Pleasants), and his presence in general, will be keenly missed by his host of friends and relatives. He was succeeded by W. T. Pemberton, formerly agent at Linton, Ind. Just a week before his death Mr. Pleasants wrote the following contribution on "Cour- tesy" for the Illinois Central Magazine : "Through my twenty-five years' experi- ence as an agent of this company, it has been proved to me beyond all question or doubt that courtesy .and kindness in dealing with patrons of this company are the best busi- ness getters an agent has. "No matter how small a patron's business is with us, he is entitled to kind and cour- teous treatment, and if such is received, he will go away satisfied. As all I have ever come in contact with have some little in- fluence with friends, they will continue not only patrons of our company but advertisers as well. "I have had hundreds of passengers brought to our line by people I did not even remember of having seen. My attention was called to the fact that they once took a trip over the Illinois Central Railroad, after buy- ing a ticket from me, and that they got along all right, had no trouble at all changing trains and making connections with the cor- rect and full information given them when they started. They wanted their relatives and friends to go via the Illinois Central be- cause they would have no trouble. "We all know that about 30 per cent of our passengers are inexperienced travelers and dread a trip of any distance. Disappoint- ments with occasional late passenger trains and fall-downs in freight service can in al- most every case be overcome by kindness and sympathy, and hundreds of small claims can be avoided by the same method. "And so it goes, all the way down through our various departments. A courteous and attentive employe will always get along and is a railroad's best asset. Let's all resolve to practice this virtue even more than at present." A Worthy July 4 at Gloster, Miss. We think that the picnic given by the rail- way men of the New Orleans division of the Y. & M. V., at Gloster, Miss., on July 4, is well worth more than the casual mention it received in the newspapers, writes a corres- pondent. On the day the Y. & M. V. ran special trains from both Baton Rouge and Vicks- burg for the accommodation of the railway workers, their families and friends. At 9:45 a. m. about fifteen hundred of these detrained at the spur north of Gloster and sought the cool shade of a fifty-acre park upon the rolling hills of Amite County with beautifying oaks and rolling lawn. A splendid dancing pavilion in the center afforded ample room for the younger and older couples who delight in these amuse- ments. The music furnished by the Vicks- burg Band must have been good to dance by, as we saw an aged minister whose feet involuntarily dropped into the two-step. But dancing wasn't the only amusement, for every form of amusement that could appeal to the athletic or esthetic sense was provided and indulged in, from foot races for boys and girls less than 5 years old to the race of the fat men. It was noted that the prizes furnished by the merchants of Vicksburg were won by those railway people residing at Baton Rouge. Baton Rouge has got so in the habit of growing that she followed her usual course of annexing the prizes, as she does other good things. I must not forget to mention the fact that Judge I. D. Wall of Baton Rouge was the orator of the day. He pointed out the obligation that every 100 per cent American citizen was under to maintain, conserve and hand down the glorious inheritance won for us by those Men of massive and gigantic mold, Whom we must measure as the Grecian sage Measured the pyramids of ages past, By the long shadows that they cast. The speech was only twenty-five minutes long, but was packed with good logical rea- sons for the observance of law as the means of the perputation of the rights and privi- lege of all under the guaranty of the Con- stitution. The day passed off without anything to Twenty-six ILLINOIS CENTRAL MAGAZINE August, 1921 mar its beauties and its pleasures. Every- I have not mentioned what I think was thing had been foreseen and provided for; the best feature of the whole entertainment, plenty of ice water distributed in coolers Men who had read each other's letters, re- all over the grounds; plenty of cold soft ports, etc., met for the first time and looked drinks, and one of the most magnificient into each other's faces, felt the warm clasp dinners that it has been the pleasure of of personal contact and realized that they anyone to enjoy in a country noted for were co-workers in a great enterprise of picnics and barbecues. Truly everything service, not for themselves alone, but for went on merrily as wedding bells; music humanity. The railroad that furnished the and laughter and dancing and songs were transportation and the railway men who the constant order of the day, and not a gave it and had the observance of the day single accident of any kind on the ground in charge may safely congratulate them- or on the train; all arrangements carried out selves that not a soul failed to enjoy the according to schedule. day. Things to Talk About There is every reason to believe that the winter will find the country in the throes | = of a serious coal shortage, with industry paralyzed and widespread suffering, unless = = a much greater quantity of coal is mined during the next two months and placed in = = the hands of retail dealers and consumers. s It is a simple problem in mathematics. The country uses so much coal every year. = The mines are able to produce and the railways are able to move this fuel, if the | _ demand is distributed over the year. They are physically unable to mine and move = ? more than a comparatively limited amount during the period of the year when the | | demand is greatest the fall and winter. If sufficient coal is not moved, therefore, | | before this period of heavy demand, there will be suffering next winter. The demand for coal so far this year has been exceptionally light. During the first | | four months the production of bituminous coal ran at the rate of more than 12,500,000 = = tons a month less than during this period last year. We know it was only through = = giving priority to coal movement that the railways were enabled to keep the country | | from freezing last winter and the winter was one of the mildest of recent years. = What will be the result of our folly next winter, if the condition which has existed 5 - during the first four months of the year is allowed to continue until too late? = Many thousand miners are idle or working only part time. Thousands of railway f | men who should be moving the coal traffic are out of work. Hundreds of thousands = | of coal cars and locomotives are standing on the sidetracks, wait ng for the coal de- s = mand which must come. The miners would be glad to work full time. The railway - men are demanding employment. The railways want to turn their equipment to use, = | to set it to earning. | | But the mines can't operate unless they can sell their coal. They can't produce it | and store it against the time of heavy demand as other industries can produce and 5 ; store their merchandise. Individual .consumers must buy. Shortages of materials make for higher prices. If the country is vastly understocked | | on fuel and the mines and railways are overtaxed to produce and move the coal to | = supply demands, prices probably will advance. They certainly will not be reduced. = = Railway freight rates cannot be reduced until operating expenses are lowered and _ | business stabilized; railway men see no hope for a general rate reduction this year. | These factors mean that now is the time to buy coal. | | It is a big task to make people realize during the summer that they may freeze in 5 = winter. We are too prone to drift and throw ourselves into a frantic last-minute = | effort to save ourselves. But we must wake up on the coal situation. We should make | | it our duty as railway men to see that the country is apprised of conditions, and real- | izes their seriousness. ^ The urgent appeal which President Markham of the Illinois Central recently made r I for coal-buying has met a great response. His statement has been widely copied, = = circulated and commented upon. Numerous letters have been received stating that | | the writers had been moved by his appeal to lay in their winter supplies. The men = ; of the Illinois Central have taken the cue and are laying in their own supplies. This I | is fine, but it must be continued. ^IIIIIIIIIIMIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIlnlllllllllllllnlllllllllllllllllllllllllirT August, 1921 ILLINOIS CENTRAL MAGAZINE Twenty-seven Dr. W. W. Leake Resigns to Head Charity Hospital at New Orleans Former Assistant Chief Surgeon, Army Major, Is Succeeded in the Work by Dr. H. W. Kostmayer DR. W. W. LEAKE, assistant chief surgeon, Illinois Central and Y. & M. V. railroads, in charge of the Il- linois Central Hospital at New Orleans since its founding in 1912, has resigned to accept an appointment as superintendent of the Charity Hospital at New Orleans, suc- ceeding Dr. Stephen W. Stafford. Doctor Leake took up his new work August 1, 1921, but will continue as consulting sur- geon on the hospital department staff at New Orleans. To succeed Doctor Leake, Dr. H. W. Kostmayer has been promoted to the posi- tion of assistant chief surgeon, effective Au- gust 1. Doctor Kostmayer has been on the hospital department staff for ten years, and during his service he has been alternately district surgeon, consulting surgeon and acting assistant chief surgeon. During Doc- tor Leake's absence from this country while serving in the United States Army, Doctor Kostmayer was appointed acting assistant chief surgeon, and filled the position so sat- isfactorily that he has been selected as Doctor Leake's successor. Doctor Kost- mayer is a graduate of Tulane University, served his hospital service in the Charity Hospital and since that time has been a member of the staff of the Charity Hospital. Second Largest in Country The New Orleans Charity Hospital is the second largest of its kind in the country, the Cook County Hospital, Chicago, hold- ing first place. There are more than 1,200 beds in the New Orleans institution, and the work of superintending such a large institution is a great responsibility. How- ever, the many friends of Doctor Leake among the employes and officials of the Illinois Central and Y. & M. V. railroads are quite sure that he will prove equal to the added responsibilities. Dr. W. W. Leake Doctor Leake is the son of Hunter C. Leake, district attorney for the System at New Orleans. He was born in West Feliciana Parish in 1884 and has been a resi- dent of New Orleans since 1886. He re- ceived his early education in the public schools and T. W. Dyer's University School, graduating there in 1900 and enter- ing the academic department of Tulane Uni- versity. Upon receiving the degree of B. S., in 1904, he began his study of medicine at the medical department of the university and in 1906 received the degree of M. Ph. In 1907, during his junior year at the medi- cal department, he was selected by com- petitive examination as an interne for Char- ity Hospital, remaining there two years, Twenty-eight ILLINOIS CENTRAL MAGAZINE August, 1921 until he received his degree of M. D. upon completion of his medical service in 1909. Headed the Company Hospital After graduation, Doctor Leake became house physician at the St. Charles Hotel and associate district surgeon of the Illi- nois Central Railroad Company. A year or two later the hospital department of the Illinois Central and Y. & M. V. Railroad companies was formed, and Doctor Leake was appointed as one of the four district surgeons to look after the hospital depart- ment work in New Orleans. On March :;. 1913, when? the Illinois Central Hospital was established in New Orleans, Doctor Leake was appointed assistant chief s