THE UNIVERSITY OF ILLINOIS LIBRARY IL n-s vi il The person charging this material is responsible for its return to the library from which it was withdrawn on or before the Latest Date stamped below.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 ILLINOIS CENTRAL MAGAZINE "Vicksburg Honors Wor of Y&M.V , B,Mason,IUinois Central Pioneer C.J.G>rliss Waterloo Employes Own QOOHomes Tiie Romance of ^fellow Pine "W. A. Bradley A Plea for Good Citizenship W. G.Ant, O.Ks Crossing Campaigrt^ Two ILLINOIS CENTRAL MAGAZINE July, 1922 Loose Leaf System Order Blanks Telephone Harrison 245 H.J. Armstrong & Co. Blank Book Makers Railroad and Commercial Printers 538 So. Clark St. CHICAGO WE WILL BOND YOU UNITED STATES FIDELITY & GUARANTY CO, BALTIMORE, MARYLAND Total Rotrcs $31,433,868.05 FIDELITY JUDICIAL SURETY BONDS Accident and Health Burglary Automobile Liability and Plate Glass and all Casualty Lines CHICAGO OFFICE 134 S. LA SALLE ST. (.tORGE E. BRENNAN. Mannr T'kpbm* Frakh MOO ADVERTISERS desiring to reach the great Illinois Central family of 60,000 employes one of the best markets in the Middle West should make use of the ILLINOIS CENTRAL MAGAZINE Advertising rates upon application 818 Central Station, CHICAGO, ILL THOMAS Rail Anchor Tie Plate Two Devices Combined In One. Efficient, Eco- nomical, Reasonable in Price Manufactured for all sections of rail by th CHICAGO MALLEABLE CASTINGS CO, West Pullman Station CHICAGO. ILLINOIS Chicago Bearing Metal Co. Offices: 2234-52 West 43rd Street CHICAGO Journal Bearings Engine Castings, Brass and Bronze Castings for all purposes. Babbitt Metal. United Supply & Manufacturing Co. McCormick Bldg. Chicago Wool and Cotton Wiping and Packing Waste Nnti, Bolts, Rirets, Spikts, Azles American Rail Leader 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 ^0 (O.U O TL f'S. V.ll Contents for July G. J. Bunting Frontispiece Public Opinion Supports Crossing Campaign 5 Don't Block the Game, Urges H. S. Taylor 13 Give Dinner in Honor of Floyd R. Mays 16 Movie Show Tried Out on Our Train No. 3 24 Roswell B. Mason, Illinois Central Builder C. J. Corliss 26 The Dollars and Cents Side of a Home W. L. Larsen 30 Uses His Head in Jackson, Miss., Yard 32 How Our New Mechanical Stokers Work J. Mclntyre 36 Employes Own 900 Homes at Waterloo 40 I See 46 Some Small Homes Worth Looking Over 48 New McComb, Miss., Car Shed Completed E. W. Bullard 50 Making Sure of What We Buy and Use J. L. Carver 53 Concrete Bungalows Are Strong and Cosy 58 The Romance of Yellow Pine on Our Lines W. A. Bradley 60 My Country Dr. Frank Crane 66 Editorial 67 Public Opinion 70 Material Means Money 72 Five of Our Vicksburg Division Veterans 73 The Home Division 78 Patriotic Citizenship Badly Needed Now W. G. Arn 84 Where Switching Is Down to a Fine Art Fred T. Collar 88 Our Monthly Roll of Honor 90 Accident and Injury Prevention 91 Communications 93 Some Aspects of a Roadmaster's Work G. M. O'Rourke 94 Sports Over the System 97 Traffic Department 99 Claims Department ..103 What Patrons Say of Our Service -106 Lest We Forget Horace 109 News of the Divisions 115 Illinois Central System Dollar: Where It Comes From and Where It Goes... ...182 566924 G. J. Bunting Mr. Bunting, who was appointed comptroller of the Illinois Central Rail- road Company, with headquarters at Chicago, effective May 15, was born at Portsmouth, Va., July 14, 1881. He entered railway service in 1900 as general accountant of the Cashie & Chowan in North Carolina, a position which he later relinquished to become associated in an accounting capacity consecutively with the Audit Company of New York and Indiana Audit Company, in which service he remained until May, 1909, when he was appointed examiner of accounts for the Interstate Commerce Commission. He re-entered railway service on July 15, 1911, as general accountant of the Chicago, Milwaukee & St. Paul Railway Company, with headquarters at Chicago, a position which he held until March 15, 1913, when he was promoted to assistant general auditor and later to comptroller. He left the service of that road on November 1, 1920, to become assistant director of the Bureau of Finance, Interstate Commerce Commission, in which capacity he was engaged in effecting settlements between the carriers and the government for the guaranty period, until May 15 of the current year, when he resigned to accept the position with the Illinois Central. ftibftRTtfirttfftfrft^^ VOLUME ELEVEN NUMBER ONE ILLINOIS CE JULY NINETEEN TWENTY-TWO Published monthly by the Illinois Central System in the interest of the system, its officers and employes, and the territory served by its lines. Address all communications to: The Editor, Illinois Central Magazine, Room 818. Central Station, Chicago. Manuscripts, photographs, etc., will not be returned, except upon request. All contributions should be typewritten double-spaced and signed. Advertising rates upon application. GEORGE M. CROWSON, Editor. CHARLES E. KANE, Assistant Editor. Public Opinion Supports Crossing Campaign Prominent Citizens From Four Points on Illinois Central Sys- tem Agree Upon Need for Improvement THE full force of public opinion is solid- ly behind the "Careful Crossing" cam- paign of the American Railway Associa- tion, in progress from June 1 to September 30, the Illinois Central Magazine has reason to believe. This campaign, which was announced in the June issue of this magazine, has the hearty approval and full support of the man- agement and employes of the Illinois Central System. The leading article in the June issue of the Illinois Central Magazine consisted of inter- views with twenty-one of the Illinois Central System's locomotive engineers. The interviews gave the opinions of these engineers on the problem of grade-crossing accidents and dis- closed several good suggestions to increase safety at the crossings. In pursuance of this line of thought and to ascertain what public opinion was on the sub- ject, members of the magazine staff took four representative small cities on the Illinois Cen- tral System Clinton, 111., Fort Dodge, Iowa, Grenada, Miss., and Baton Rouge, La., one on each grand division of the system and inter- viewed several prominent citizens in each city on the subject of grade-crossing accidents. The interviews are presented herewith. These interviews disclose a general demand for a reduction in the number of grade-cross- ing accidents. The suggestions for their pre- vention vary, but there is a general agreement that, under existing conditions, the railroads are doing all they can along this line and that something must be done to curb reckless auto- mobile driving and to make drivers "Stop, From President Harding | Here is what President Harding thinks I of the "Careful Crossing" campaign. He = wrote the following letter to J. T. | Broderick, chairman of the safety sec- = tion of the American Railway Associa- | tion : "My attention has been called to the = fact that, under the auspices of the 1 American Railway Association, an in- tensive campaign is to be waged for | eliminating accidents at railway-highway I crossings. | "The complete success of such an effort 1 would mean the saving of thousands of lives, the prevention of many more thou- 1 sands of injuries and incidentally the pre- | vention of a great property loss. Of | course, the ideal solution is elimination 1 of -grade crossings, to which all possible energy and means should be unceasingly | directed. But the extent of our country ; and its railway mileage make apparent | that not for many years of utmost effort = could this be effected. There should be | constant pressure for elimination of these = danger spots, particularly in the more populous areas, pending which there is | need for just the kind of preventative I effort that your association is planning. 1 Among these measures, the most effective | would seem to be to arouse in the minds I of drivers a sense of their personal re- | sponsibilities. When thoughtlessness is I allowed to usurp the place of vigilance, | as too often happens, the scene is set for | tragedy. Reminders, and still more re- minders, of the need for caution at rail- | way crossings are needed. = "Surely, the effort you are undertak- = ing is appealing, and it ought to have the | most generous and general support." lllllllllllllllllllllllllllllllllllllllllllllllllMIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIt ILLINOIS CENTRAL MAGAZINE July, 1922 Look and Listen" at grade crossings. The sug- gestions vary from a campaign of educational publicity to the placing of obstructions in the road which will stop the most thoughtless mo- torist. From the tenor of these interviews representing a cross-section of what Illinois Central System patrons agree upon it appears that there would be little difficulty in passing and enforcing laws to cover this matter. Here are the interviews : Would Teach School Children O. F. LAWRENCE, editor, The Grenada Sen- tinel, Grenada, Miss.: The railroads of the country are to be commended and congratu- lated upon the cam- paign they are putting on to save reckless au- tomobilists from their own recklessness. The campaign is humani- tarian and altruistic. A failure to think is largely responsible for so many people being killed and seri- ously injured at rail- way crossings. And the failure to think, to measure consequences, is largely responsible for the moral, social and economic uncer- tainty that disturbs the American people to- day. I confess that I am somewhat at a loss to suggest what to do, more than the railroads are now doing, to lessen the number of auto- mobile grade-crossing accidents, but I think if I were confronted with the situation that con- fronts the railroads I would just continue to use newspaper space some sage has said that a thing can be written up or down and, in addition, I believe I would seek, through the state superintendents of public instructions and the school principals, to get the idea out to the public through the school children. This latter might be done by having persons address the schools throughout the country at some par- ticular hour of the same day. I think people are in too much of a hurry ; they may not have any place to go, but they are in a hurry to get there. I want to tell you that an engineer is in a heap bigger hurry than I am when it comes to my crossing the railway tracks. O. F. Laivrence J. H. Brown A $50 Fine Might Help J. H. BROWN, former mayor, Grenada, Miss.: The problem of getting automobile drivers to be more careful in crossing railway tracks is a hard one to solve. It does look as if any sane man would have enough intelligence not to commit suicide simply because he is a free moral agent and can do so if he chooses. It might help if there were a law passed in each state forcing all drivers of automobiles to stop before attempting to cross a railway track, with a $50 fine for each offense, one-half of the fine to go to the person reporting the offense to the proper officers. With a law like that, drivers might be persuaded to use reasonable care. Not long ago I was making a trip in the Delta country, and the negro driver ran his car for a distance parallel to the railway tracks and dodged over ahead of an approach- ing train. I made him stop the car, and I cer- tainly gave that driver a lecture he'll probably remember as long as he lives. I recall I told him that I would thrash the life out of him if he did it again while I was in the car. If the railroad were planning an excursion and would announce that the locomotive handling the train would be in charge of an engineer without any more experience than thousands of automobile drivers who are daily menacing their own lives, the lives of those who ride with them and the lives of those who cross their paths, how many passengers do you suppose there would be? I doubt whether there would be any. And that is in spite of the fact that a locomotive, in the hands of an inexperienced engineer, is a whole lot safer than an automobile in the hands of an inexperienced driver, because the locomotive is confined to a definite right-of-way. Would Enlist Aid of Women WILLIAM DUBARD, farmer, Grenada, Miss.: I thoroughly sympathize with the object sought to be attained in this national campaign to prevent accidents at railway grade crossings, and I would be very glad to say or do some- thing that might help to make a success of the July, 1922 ILLINOIS CENTRAL MAGAZINE Seven William Ditbard I doubl my ability to do so, hut I give you this thought for what it may be worth : I am one of those who believe that the future of our country is in the hands of the women, and that their attitude toward public- questions will in a large, perhaps in the largest, measure de- termine the conditions, whether good or bad, in which we must live. Believing this, I sug- gest that the railroads appeal to the women, through their various patriotic, civic and other organizations, to give aid to this movement. With the help of the women, public opinion may be so educated and aroused as to put the ban on reckless automobile driving. If our women fail us in this crucial period, this and other terrors are on us in full force. Careless driving is taking its toll in thou- sands of lives, not only at grade crossings, but upon our highways everywhere. The public must be educated to the great economic loss of this menace of carelessness. I think Mr. Markham was right when he said, in his re- cent address, that we need to have "teeth" in the laws. I certainly would not try to ford a stream whose depth I did not know. And I cer- tainly would not drive over a railway track without first satisfying my own mind that it is perfectly safe to do so. Worth While to Save One Life W. E. JACKSON, oivner of a printing business, Grenada, Miss. : I think each community should exert its best efforts to deal with its own problem of care- less automobile driv- ing. I would suggest that automobile clubs institute campaigns to punish reckless driv- ers by the force of public opinion. They could do this by hav- ing charts on which the members could vote on the most reckless driver. W, E. Jacksoti There must be a campaign of education to bring the situation home to the public. If the campaign results in the saving of one human life, it is not without its results. I think the cards which the Illinois Central System is having its representatives circulate among automobile drivers will do good. Agent E. M. Sherwood had me sign one of the cards yesterday, and last night ;is I was out driving with my family I stopped at a railway cross- ing and explained to my wife about the cam- paign and the card I had signed. We are going to do everything we can to make the campaign a success. Engineers Do Their Part DAVE DOGAN, ex-service man and sheriff, Grenada, Miss.: I think the railroads are do- ing everything they can do to prevent acci- dents at grade crossings. As I was driving into town the other day I noticed how an en- gineer blew his whis- tle. Long before I got to the crossing I heard his whistle, when he was still a great distance from the crossing, and after I had crossed over, far ahead of the en- gine, I stopped my car and watched him come along, with his whistle valve open, all the way. With the railroads and their engineers doing all they can do, it is plainly up to the drivers of the automobiles themselves. They can make the campaign a success if they will do so. Would Favor Markers and Laws WILLIAM QUERFELD, county superintendent of highways, Clinton, III.: By virtue of my posi- tion I have to be familiar with the roads of this county and with the railway-highway grade crossings. The situation is pretty well taken care of in DeWitt County as far as the rail- roads are concerned. Superintendent C. W. Shaw of "the Illinois Central has always given valuable co-operation in the matter of improv- ing conditions whenever the railroad can do so. " I saw one place this week where the Illinois Central can help prevent grade-crossing acci- dents, and I am going to ask Mr. Shaw to fix Dave Dogan Eight ILLINOIS CENTRAL MAGAZINE July, 1922 William Querfeld it up. By lengthening the planking at a crossing the railroad can make it easier for motor cars to cross and may prevent any accident due to "kill- ing" a motor on that particular crossing. I have no com- plaints to make re- garding the attitude of the railroads. Nothing could be more fair. However, most grade-crossing accidents are the fault of the motor car drivers. We must make them "Stop, Look and Listen." I am not in favor of bumps in the roads near grade crossings, as they may cause more accidents to speeding motorists than they will prevent. A marker in the middle of the road to make the driver turn out and thereby slow down would be the best suggestion, I believe. A law on the matter that could be enforced would do good, too. We must stop hard, fast, reck- less automobile driving. Gets Out and Looks for Trains J. Q. LEWIS, cashier, John Warner Bank, Clinton, III.: I am astonished to see the chances that are continually being taken by reckless motor car drivers at grade crossings. In a recent motor car trip which I took to Buffalo, N. Y., I saw numerous instances of narrow escapes at grade crossings, and you can rest assured that I am an advocate of greater care on the part of motor car drivers. My brother, David Q. Lewis, has been in the employ of the Chicago & North Western Rail- road about twenty years and is now assistant general claim agent of that company. Through him I am enabled to learn the railway side of the matter. Not long ago he told me of a grade-crossing accident in which a girl was dragged in front of a train by a frightened horse, but there should be none of that danger when an easily controlled motor car approaches a grade crossing. You can rely on me to do all I can to fur- ther this campaign. I don't drive a motor car, but I hate to see drivers take chances, particularly when they have their families in the car. On our recent trip east, I made it a point to get out and act as flagman for our car at dangerous grade crossings. Must Stop Such Carelessness H. H. BURCH, secretary, Chamber of Com- merce, Clinton, III.: I am not sure that I would be in favor of a law forcing motor car drivers to stop at all grade crossings, as that would probably merely increase public hostility to the railroads. We have had too much of this sort of sentiment in the past. I would favor having bumps in the road or some other sort of handicap to force drivers to slow down and to make them realize a grade crossing is near at hand. Anything that will slow a man down and make him look is good. Of course, if a man is bent on suicide, he will go ahead and do as he pleases. Where possible, the railroads should be re- quired to improve conditions at the more dangerous crossings. I am in favor of the "Careful Crossing" campaign because I have observed many such accidents and near-accidents. I was once in newspaper work and frequently had to write reports of such affairs. The average man has no way of judging the speed of a train. Just the other day, while on an interurban, I saw one driver escape by running his motor car into the ditch when he saw he couldn't get across the track. And once I was in an interurban car which ran down a bicycle rider. He had his head down and never looked up to see where he was. We must stop such carelessness. Most grade- crossing accidents are due to -carelessness on the part of those using the highway. For a Campaign of Education H. R. BEATTY, hardivare dealer and presi- dent of the Illinois Retail Hardware Dealers' Association, Clinton, III.: It seems to me we need a campaign of education among the people who use the roads. The railroads should be complimented on this "Careful Crossing" campaign, and I hope it will suc- ceed in its purpose. No engineer will deliberately hit an auto- H. H. Burch July, 1922 ILLINOIS CENTRAL MAGAZINE Nine H. R. Beatty mobile on a crossing. I have had Illinois Central engineers here repeatedly tell me of races to the crossings with motor car driv- ers, and I have some idea of the worry it causes the engineers. I believe that 99 per cent of the accidents are the fault of the persons hit. Several things ought to be done. The en- gineers can sound their crossing signals plainly (although there may be some objections to that within city limits). A campaign can be conducted among the patrons, the consumers, the users of the crossings. Proper signs can be placed in per- haps better locations (but I am afraid bumps in the roads would cause too many law suits). Proper publicity on the matter should be em- ployed at all times. But, in spite of all these things, we could easily have an accident when two trains are passing a highway on double track. It all re- verts to care on the part of the individual con- cerned. Educate the people ! Make Drivers Protect Themselves E. H. PORTER, editor-manager, Clinton Reg- ister, Clinton, III.: My first suggestion would be to remove all protections at grade crossings and let the motor car drivers shift for them- selves. Placing the responsibility squarely upon the driver to protect himself might have the desired effect. The railway company is the "goat" in a large per- centage of such acci- dents ; so I would use the crossing watch- man to protect pedes- trians and let the mo- tor car drivers look out for the trains. There is only one way for the train to go, while there are several ways for the motor car drivers to go and to stop. It is time for the public to equip itself for E, H. Porter safety, since the railroads are now doing all they can. The point right now is to improve the people, not necessarily the crossings. I have to pass a grade crossing about 7 a. m. every day on my way to the office, and you can bet I have studied out which way the train is coming, so that I can use caution at that crossing. In one case I recall, an electric railroad improved a crossing by moving it out of a cut into the open, and right soon after that some people who had been using the crossing a long time proceeded to get hit. Since my original suggestion is not likely to be adopted, I would suggest, under present con- ditions, that all motor car drivers be taught to change gears at grade crossings, so that they will not "kill" their motors when on the track. A Timely and Necessary Campaign CHARLES P. MANSHIP, editor, The State Times, Baton Rouge, La.: Perhaps the best statement from Mr. Manship would be to quote the editorial which he wrote for his paper and pub- lished June 9. It follows : "The railroads of t^e country have put 011 a campaign calling the attention of the American people to the need and neces- sity for more care in the crossing of rail- way tracks. Such a campaign is timely and necessary. It should be heeded. It should save human life. "There has been an appalling increase in the number of railway grade-crossing acci- dents ; even in Baton Rouge the tragedy and horror of it have been brought home to us all too frequently. Less than a year ago, below the city, three negroes were killed trying to beat a railway train over the crossing, and only two weeks ago, just .1 few miles north of the city, a little boy was killed and his mother and father seriously injured by careless driv- ing over the crossing of the Y. & M. V. road. "It takes two to prevent accidents. No matter how many safety devices the railroads have, as long as the railway grade crossings are there accidents are possible. "The increase we have witnessed has been C. P. Manship Ten ILLINOIS CENTRAL MAGAZINE July. 19-' 2 due to the automobile and the temptation which apparently comes to many with auto- mobile driving to try to beat the train across the track. The records show that during 1920 there were 1,907 people killed and 5,077 in- jured in grade-crossing accidents. Sixty- seven per cent of the accidents were in auto- mobiles. During the year there were more than 3,000 automobiles struck by trains, mak- ing, during every day of the year, eight auto- mobiles hit, four persons killed and 11 persons injured. "This should be changed. It will be changed if the automobile driver is careful. " 'Stop, Look and Listen' is the slogan the railroads are sending out. It should be fol- lowed. If followed the number of accidents will be reduced almost to the vanishing point. "There is nothing to be gained by beating a railway train over a crossing, and there is everything to be lost, including life, if the at- tempt is not successful. " 'Stop, Look and Listen' when you reach a railway crossing. A second of care may save your life, and the lives of all in your party." Would Teach Drivers the Rules I. M. CAUSEY, retail dealer and president, Kiwanis Club, Baton Rouge, La.: I think it would be helpful if the manufacturers of automobiles would is- sue booklets giving the dangers of reck- less driving, and if these booklets were placed in the hands of all automobile buy- ers. In that way, the information would come into a man's hand at a time when he is greatly inter- ested in the handling of his car, and it would no doubt make^j a lasting impression upon him. These booklets could be in the nature of a code of instruc- tions on automobile driving, but in them the peril of reckless driving over railway tracks could be forcibly emphasized. I think, further, that every automobile driver ought to be required by law to keep in his car a set of traffic regulations and instructions. These also could tell him his plain duty in avoiding accidents at crossings. I believe he /. .U. Cause v would refer to such a book or pamphlet from time to time and be guided by it. One way to get at the subject would be to put on a safety campaign in the schools. Chil- dren could be taught the danger of reckless- ness. That might not do so much good in help- ing the immediate situation directly,' but it would be instilling safety habits in the minds of those who will be driving automobiles in a very few years from now. No Automobile Driver Immune T. L. SMALL, manager, Baton Rouge Elec- tric Company, and president, Rotary Club, Baton Rouge, La.: I suggest that there is a great need for educa- tion on the exercise of caution at railway crossings. The auto- m o b i 1 i s t must be trained out of the habit of thinking: "It happened to the other fellow because he was foolhardy ; it will never happen to me." The fact is that it can happen to anyone who does not exercise the greatest caution. The railroads are able to discipline their employes who grow careless, but there is no way of disciplining the careless automobile driver. Some way of disciplining him must be found. I think every railway crossing should be as fully protected as possible. Where there are blind crossings, warning signs should be placed back along the street or road at least 100 yards. That is what the railroads can do. But after they have done every- thing they can do. loss of life will con- tinue to result unless drivers can be forced to exercise caution. Experienced Drivers Are Needed ALEX GROUCH v, mayor, Baton Rouge, La.: The loss of life resulting from care- less automobile driv- ing is appalling. 1 have often thought that certain experience Alex Grouchy T. L. Small July, 1922 ILLINOIS CENTRAL MAGAZINE Eleven should be required by law of all drivers before they are given charge of automobiles. Inex- perienced drivers cause a great deal of the loss and suffering. Above all, the public must be taught to be eternally vigilant at grade crossings. A grade crossing is never safe ; at best, it is highly dangerous. Regardless of what the railroad does in trying to prevent crossing accidents, accidents will continue unless drivers of auto- mobiles do their full share, too. Safety With the School Children .Miss ANNA A. JOHNSON, county superintend- ent of schools, Fort Dodge, Iowa: Naturally the grade-crossing problem is of interest to me, since we have seven consolidated schools in the county and close to fifty motor busses operating every school day to carry the pupils to and from these schools. Since there is an average of sixteen young passengers in a bus load, you can figure the damage that could be done by one serious grade-crossing accident. There are six railroads in the county, but we have been fortunate up to the present in having drivers who look out for the trains. It is my understanding that all of our con- solidated school districts require their drivers to sign contracts covering the matter of safet> . A violation of a safety rule in transportirg these children would make it possible to bre ik the driver's contract. We absolutely cannot be too careful. I am in favor of teaching the principles of safety in the schools. At present the teachers dis- courage the children from walking on the tracks, and it ought to be possible to tcaci: them to observe the rules at grade crossings. The fact that our consolidated school system, with its motor busses, has been in operation Miss Johnson wouldn't break her rule against allowing her photograph to be published, but here, with her regards, is one of the fifty rea- sons why she favors the "Careful Crossing" campaign. eight years ought to prove that consolidation is a success and that it is possible to handle motor vehicles over grade crossings year after year without accident. Would Make Driver Responsible R. O. GREEN, secretary of the Commercial Club, Fort Dodge, Iowa: Compelling every ve- hicle crossing a railway track to stop absolutely still for a reasonable length of time would elim- inate 75 per cent of the grade-crossing acci- dents, in my opinion. Stating such percentages, however, gives merely an approximation of the idea a man has in regard to the number that could be prevented. If the two objects are not permitted to come together, there will be no accident at the crossing. Few seem to realize that a railway train cannot turn out of the way as an automobile can. Running on a track placed along a certain right-of-way, a rail- way train is required, in order to keep up its schedule, to main- tain a certain rate of speed. Drivers of automobiles are not surrounded by such rules or requirements. Motor vehicle drivers are free agents. When they deliberately run up on rail- way crossings without making every effort pos- sible to ascertain whether a train is coming, they should be forced to accept the responsibil- ity for the accident which may follow. If I had the making of the laws, I would make grade crossings safe by placing the re- sponsibility for an accident on the driver of the motor car if it could be shown that he had his vehicle moving at any rate of speed above 10 or 12 miles an hour. I am not sure that I would make many ex- ceptions to this rule. Even a deaf man gen- erally has his sight and can look to see if a train is coming. Of course, there are some bad crossings where it is almost impossible to see approach- ing trains. In such cases I would require the railroad to grade down the embankments so as to improve the view. One of the worst accidents of the sort I re- call, however, happened on a clear track where there was a view of the train for miles The R. O. Green Twelve ILLINOIS CENTRAL MAGAZINE July, 1922 highway paralleled the track; the driver had his curtains down, and turned to cross the track right in front of the locomotive. A man, like myself, who does not drive an automobile is often in a better position than the automobile driver to observe what risks are being taken. The general, fatal carelessness of the public is to be seen every day in every city. On most persons the bump of caution seems un- developed. I would, if I could, make a law to enforce the "Stop, Look and Listen" rule, and I would make its violation a crime, for the grade-cross- ing accident is also hazardous to the lives of the passengers on the train. It ties up busi- ness and blocks traffic, all of which is reflected back to the public, which has to pay the toll in the increased cost of doing business. Favors Elimination of Grade Crossings W. S. KENYON, judge of the United States Court of Appeals of the Eighth District and former United States Senator from Iowa, Fort Dodge, loiva: I certainly wish the railroads suc- cess in the campaign to prevent grade-crossing accidents. It all goes back to the question of being careful. Too many are willing to be careless a moment or two and then to regret it a long time. I am glad that the railroads are carrying on this campaign. I have always been an advocate of the elimi- nation of all grade crossings. The railroads will find it to be a good thing from even a purely financial point of view. It may take a long time and cost a great deal of money, but I believe that it will come eventually. Be c a r e f u 1 be careful nothing else; that is nearly a tru- ism, but it is up to every individual to observe it. Speaking of r a i 1- roads, I recall that Tom Marshall used to say that the great- est need of the coun- try was a good 5-cent cigar, but after, traveling around a while I am inclined to believe that the country's greatest need is more air in Pullman cars. Force Them to Slow Down and Look W. L. TANG, city clerk, Fort Dodge, loiva: W. L, Tang W. S. Kenyan The prevention of grade-crossing a c c i- dents, reduced to its purely physical aspect, lies in making auto- mobilists slow down when approaching railway tracks. Near- ly all grade-crossing accidents are caused by motor car drivers having a chance to go too fast when get- ting near the track. If the road made a sharp turn on each side of a grade crossing preferably a double turn, so that the driver could see the track both ways then the two objects would be accom- plished of slowing down the motor car and al- lowing the driver to see if the track is clear. Anything that will slow down an automobile and thus give the driver a chance to look and listen and a better chance to stop will help to reduce grade-crossing accidents. Fort Dodge has been fortunate in not having many fatal grade-crossing accidents. The rail- roads have proved willing to co-operate in meas- ures of prevention. Very few accidents have happened on the most dangerous crossings, as everybody is looking out for them ; the great- est carelessness and most accidents are noted at the supposedly less dangerous crossings. A Matter for Proper Publicity J. FLOYD RICH, assistant cashier, First Na- tional Bank, Fort Dodge, loiva: The only ad- vertising poster you will find in our bank is the one announcing the "Careful Crossing" cam- paign. It has a place of honor where every customer can see it. We are glad to co-operate in the movement, since no one particular rail- road is affected more than another and the work is for the good of all, and most of all for the good of the public. The number of motor cars in the county has increased greatly in recent years, and there is more necessity than ever for such a campaign. It is a fine campaign and should have all the prominence possible. The big thing is to get the idea of safety firmly rooted in the minds of the people. Constant publicity may have the desired effect. It takes a bad accident to make the matter most impressive, but I hope that this campaign will accomplish the same results in a better way. July, 1922 ILLINOIS CENTRAL MAGAZINE Thirteen Don't Block the Game, Urges H. S. Taylor Hustling Chief Clerk to General Superintendent W. S. Williams Preaches and Practices Ambition IF you are not working for advancement, resign now, and get out of the way of the others below you don't block the game. That's the advice of H. S. ("Hodge") Taylor, chief clerk to General Superintendent W. S. Williams at Waterloo, Iowa. In Mr. Taylor's opinion, the employe who is absolutely satisfied and contented with his position can never advance into the ranks of the officers. It takes that restless spirit and eagerness to accomplish something that is un- looked-for and yet needed, for a man to gain promotions. He who sits back and does only that which he is told cannot have the initia- tive that is required in the higher positions. And "Hodge" Taylor's record exemplifies his statements. His every deed is an example of energy and ability. He has always been on the look-out for new things to do and has done them with a thoroughness that is ad- mirable. A review of his service with the Illinois Central shows that. He entered the service of the company April 25, 1904, as a yard clerk at Carbondale, 111., after having attended the public schools and the Southern Illinois State Normal School there. At the time he entered the service he was studying stenography, and he continued in that course while he was at work. Got a Promotion to Pass Clerk He had been at work but three months when a position as pass clerk in the superintendent's office became vacant. That position offered more stenographic experience than the one he had, and he was anxious to master the type- writer. He made an application and received the position he desired. Young Taylor was proud of that new posi- tion. It was a small increase in salary for him, but above that he appreciated more the fact that opportunities were broadening for him. Here was a chance for him to exercise his fingers on a typewriter, while at the same time the new position was to teach him more about the railway business. There was no such thing as a definite quit- ting time for him. He had much work before H. S. Taylor him if he were to accomplish all that he would like to. He realized that the more and better work he did, the more benefit it was to him. He was not selfish in his thinking constantly of his own betterment, for his strenuous efforts to turn out the very best work in his ability proved to be more than beneficial to the company. And it was not long before he was really a better man than the position he held called for. His Experience in Road Work Nine months passed, and then the supervisor of bridges and buildings needed a clerk. Mr. Taylor saw immediately that some very valu- able information could be obtained in that office. As young as he was, he realized the importance of a knowledge of the road work the foundation of a railway system. He was given that position, a place in the office with the roadmaster and road supervisor. The experience he gained in that office was Fourteen ILLINOIS CENTRAL MAGAZINE July, 1922 probably more important to him than the ex- perience in any position he has held, he says. It was there that he gained a general knowledge of maintenance of way work. And he went about learning it in such a way that it stuck with him. Problems come up today, he says, that he could not handle so promptly and thoroughly were it not for the experience he had in the supervisor's office. His next position, which he accepted nine months later, was as clerk to the chief dis- patcher. The coal fields made that division the busiest on the system, and that made the chief dispatcher's office busy. That's why young Taylor wanted to be in that office. He worked hard every week day, every night and Sundays. Six months later he became the assistant car distributor, and in another year Trainmaster George W. Berry made him his clerk. He had been in this position about a year when Mr. Berry was appointed superintendent of the Iowa division at Fort Dodge. Mr. Berry knew what kind of mettle his clerk at Car- bondale had in him. On July 17. 1910, he made Mr. Taylor his assistant chief clerk at Fort Dodge. Originated a New Report In December of that year, Mr. Berry was promoted, L. A. Downs was made the superin- tendent at Fort Dodge, and the chief clerk there was promoted to chief clerk to the general superintendent at Chicago. Mr. Downs made Mr. Taylor his chief clerk. Mr. Taylor made a lasting impression on every man he worked for. He made himself so valuable that they could scarcely get along without him. Mr. Downs was transferred to Dubuque July 15, 1913, and by September 1 of the same year he had Mr. Taylor there as his chief clerk. While in this position, Mr. Taylor origi- nated a piece of work that benefited the entire system. He saw how trying it was on the superintendent to sum up the entire business of his division. It took valuable time and caused many gray hairs. Mr. Taylor planned a monthly report sheet with every item of business on the division properly tabulated. As reports came in, he entered them on the blank sheet, and when the last one came he totaled the whole thing at the bottom. Then he turned the completed report over to the superintendent. With such a report on his desk, the division officer was able to tell at a glance exactly what his di- vision was doing and had done in the past. A copy of the report was sent in to the gen- eral manager. He was so impressed with it that he sent it out to all the division officers with the request that they compile similar re- ports each month. Thus Air. Taylor's work spread over the entire system. Became Secretary to President Such a piece of work was sure to attract the attention of the officials at Qiicago. The originator of it was undoubtedly a man \vh<> was needed higher up in the organization. About the middle of February. 1'.i1.">, Mr. Taylor was surprised by a telephone call from the president's office in Chicago asking him to report there for a conference. On his arrival in Chicago, Mr. Kittle asked him if he would consider a position as secretary to President Markham. He was more or less bewildered, he says, but lost no time in ac- cepting the offer. He reported for duty March 1. Mr. Taylor says that his days with Presi- dent Markham were pleasant and indeed valu- able. He gained further knowledge in opera- tion by being with Mr. Markham on the road. He also had the good fortune of attending Mr. Mark ham's conferences with the division officers. August 1, 1917, the general superintendent's office of the Western Lines was opened at Waterloo, and Mr. Taylor was chosen to be the chief clerk. He continued to prove himself of value to the company by getting out comparative state- ments that drew things down to a final figure where the officers could tell at a glance the performance of that division without having to go through detailed statements to compile the desired information. Mr. Taylor's reports again attracted the attention of the entire system. A Good Worker and a Good Fellow Mr. Taylor keeps a daily record of all phases of operation. He makes the reports himself, so that he will become acquainted with the figures as they come in. The report blanks contain the figures of a normal busi- ness for comparisons. He places much stress on the correspondence of his office and never lets the sun go down on an unanswered letter. He insists that the office force give even more information in short, snappy and to-the-point sentences than July, 1922 ILLINOIS CENTRAL MAGAZINE Fifteen is asked for, to prevent the disgrace of hav- ing a letter come back asking for more in- formation. In his office, Mr. Taylor is stern. He at- tends strictly to business, but he never misses an opportunity to praise a piece of work by praise. On the other hand, he is just as free in criticising poor work and uncalled-for errors. He has the highest admiration of every employe in his office. On the street, Mr. Taylor is a mighty good fellow and a thorough gentleman, as all his one of his subordinates when it is worthy of acquaintances testify. BIBLE CLASS HAS ILLINOIS CENTRAL GROUP Young men's class of the Woodlaivn Methodist Episcopal Church, Chicago. Illinois Cen- tral men iti the picture are, reading from left to right: First row: No. 2, C. S. Clark; No. 3, C. H. Mottier; No. 4, R. S. Criswell; No. 12, C. J. Corliss. Second row: No. 8, C. D. Turley. Third row : No. 9, George Walkup; No. 16, W. S. Morehead. Fourth row: No. 2, W. E. Walkup; No. 3, E. R. Word; No. 8, C. M. Bell. Fifth row: No. 3, A. A. Shil- lander. Sixth row: No. 1, G. E, Heniken. E. T. Howson, leader of the class, is No. 9 in the second row. Perhaps no other Bible class in Chicago is at- tended by so many Illinois Central men as the Young Men's Class of the Woodlawn Methodist Episcopal Church, 64th Street and Woodlawn Avenue. This organization of 150 active mem- bers is believed to be the largest men's class in Chicago. It is led by E. T. Howson, editor of the Railway Maintenance Engineer and of the western edition of the Railway Age. C. H. Mottier, office engineer, Chicago terminal im- provement, is song leader, and C. M. Bell, as- sistant engineer, is pianist. C. D. Turley, as- sistant engineer, Chicago terminal, is the re- tiring president ; C. S. Clark, assistant engi- neer, building department, and R. S. Criswell, mechanical department, each head a committee ; and C. J. Corliss, chief clerk, valuation depart- ment, and George Walkup, correspondence clerk, general manager's office, are secretaries. Other Illinois Central men who are active in this class are : H. E. Byrum and E. R. Word, engineer auditor's office; C. M. Said, Illinois Central Magazine cartoonist, general manager's office; Arthur Howson and A. B. Johnson, Chicago terminal improvement department; A. A. Shillander, chief engineer's office ; E. P. Wright, A. L. Leach, W. D. Peeso and W. J. Swisher, bridge department; E. D. Bullard, building department; W. E. Walkup, traffic de- partment ; Oscar Shultz, signal department ; G. E. Heniken, formerly assistant engineer, valua- tion department, and L. D. Clark, valuation de- partment. W. S. Morehead, assistant general storekeeper, is in the group above as a guest of the class, Sixteen ILLINOIS CENTRAL MAGAZINE July, 1922 Give Dinner in Honor of Floyd R. Mays Citizens of Vicksburg, Miss., Praise System and Superinten- dent for Fighting Recent High Water THE friendly spirit which for many years has marked the relations between the Illinois Central System and the busi- ness men of Vicksburg, Miss., was evidenced in a dinner given by 210 Vicksburg business men the evening of May 30 in honor of Super- intendent Floyd R. Mays, the members of his division staff and other officers of the Illinois. Central and Yazoo & Mississippi Valley rail- roads. The dinner was in appreciation of the flood control work carried on at Vicksburg and other points along the Mississippi River by the railroad's forces during the April floods. Speeches of appreciation, telling of the work performed by the railroad and the materials furnished, describing the devotion to duty dis- played by the railway men of every rank and pledging Vicksburg's unending gratitude, were delivered by Mayor J. J. Hayes, Major Alex- ander Fitz-Hugh and B. W. Griffith. Major Fitz-Hugh is a business man with large inter- ests on the river-front. Mr. Griffith is presi- dent of the First National Bank of Vicksburg. He was chairman of the committee which ar- ranged the dinner, and he served as toast- master. Responses were made by a number of the railway officers present. As a testimonial of their appreciation for the work carried on under his supervision and his part in it, a watch and fob were presented to Mr. Mays by Ben H. Stein, a member of the arrangements committee, on behalf of the business men of the city. An Unselfish Tribute Speakers declared that the occasion was es- pecially noteworthy, in that it was the first time, to their knowledge, that the citizens of a community had ever met to pay their unsel- fish tribute to a railroad and its representa- tives for an unselfish public service. It was, indeed, a history-making occasion. Frequent references were made to President C. H. Markham and the spirit of public service which characterizes the organization of which he is the chief executive. Mr. Markham was prevented from attending by a business engage- ment which could not be deferred. Toastmaster Griffith read the following telegram to the com- mittee, which explained his absence and pledged Floyd R. Mays the 100 per cent co-operation of the Illinois Central System : From President Markham "Fully conscious of the unusual character of the dinner to be given to Superintendent Mays and other officers of the Yazoo & Mississippi Valley Railroad Company by the business men of Vicksburg, I have been trying my best to shape my plans so that I could be present to meet the business men of Vicksburg and to tell them how deeply appreciative I am of their kindly feelings toward our company and its officers. "I regret that my plans have not worked out as I hoped they would. I now find that I must be in New York on Wednesday morn- ing to attend a meeting of the board of direc- tors which could not be deferred. However, the Yazoo & Mississippi Valley Railroad Com- pany will be well represented at the dinner by a number of its general officers and local offi- cers. I feel that this occasion will serve fur- ther to cement the friendship which has always July, 1922 ILLINOIS CENTRAL MAGAZINE Seventeen existed between our company and the business men of Vicksburg. "The company's friendship for Vicksburg has been fully demonstrated, not only by the recent fight against high water but also by the large payroll which it has maintained in Vicksburg for many years and by other ways which I will not attempt to enumerate. We are anxious to work with the business inter- ests of Vicksburg for the advancement of your city. We believe that you business men can do a great deal to help Vicksburg and Missis- sippi by building the right kind of foundation of confidence which will attract and encourage the investment of foreign capital. Any move- ment for the advancement of Vicksburg and Mississippi which may be made will receive 100 per cent co-operation from us. "The thought I should like to leave with the business men of Vicksburg is this : Let us not only be good friends in the future, but be more active in promoting one another's best inter- ests." At the conclusion of the dinner a toast was given Mr. Markham, to which the business men responded heartily. A Spirit of Good Feeling The dinner was in the ballroom- of the B'Nai Brith Club, which had been handsomely deco- rated and converted into a banquet hall seating 250 men. At the rear of the speakers' table was the stage ; before the dinner began the room was darkened and the drop curtain lifted, disclosing a large American flag and, in elec- tric lights, a sign with the letters, "Y. & M. V. R. R." Toastmaster Griffith struck the keynote of the dinner when he repeated, as a text for the evening, the phrase, "Know one another and you will love one another." " 'The welfare of a community is indissolubly linked with the welfare of its railroads," Mr. Griffith said in his opening remarks. "The railroad and the community have common ad- versities and common prosperities. What helps one helps both, and what hurts one is hurtful to both. The railroads should have the same fair treatment accorded individuals. The com- munity should ever be alive to promoting the interests of the railroad which serves it with transportation. This community of interests, this interdependence, was remarkably demon- strated by the work performed by the Yazoo & Mississippi Valley Railroad during the flood season, and this dinner was arranged as a testi- monial of the appreciation which the business men of Vicksburg have for the unselfish efforts put forth by the railroad and its representa- tives. "The spirit thus far advanced should go on. A view of the banquet hall. At the speaker's table, left to right, first row: W. L. Jaquith, agent, Vicksburg; W. B. Ryan, assistant general freight agent, Memphis; J. F. Porterfield, general superintendent of transportation, Chicago; R. V. Fletcher, general solicitor, Chi- cago; Toastmaster B. W. Griffith, banker, Vicksburg; L. W. Baldwin, vice-president, Chicago; F. R. Mays, superintendent, Vickburg; F. L. Thompson, chief engineer, Chicago. Second roiv: Mayor J. J. Hayes, Vicksburg; J. Morgan, foreman, car department, Vicksburg; F. H. Anderson, trainmaster, Vicksburg; Fred Hattic, general yardmaster, ^Vicksburg; S. F. Lynch, chief clerk to superintendent, Vicksburg; H. R. Davis, assistant engineer, Vicksburg;^ H. W. Doyle, claim agent, Vicksburg; E. W. Sprague, assistant general claim agent, Memphis; V. V. Boatner, president, Peoria & Pekin Union Railroad, Peoria, III. Eighteen ILLINOIS CENTRAL MAGAZINE July, 1922 The community and the railroad should in the future, as in the past, be zealous for the best interests of the other." "The officers of the Yazoo & Mississippi Valley Railroad have worked closely with our people for a good many years," Mayor Hayes said in his speech, "and there has always been the finest co-operation between us. When the river threatened us we were powerless, and we called upon the Yazoo & Mississippi Valley Railroad, and it came to our ^rescue. There was never a time when the railway men offi- cers and employes alike did not do everything that could have been asked, more than was ex- pected of them from the standpoint of duty, I am sure. If anything was needed, we had only to say the word. In one instance, I recall, a force of several hundred men was at work on the ground, with all the materials needed, fifteen minutes after I had called up Mr. Mays and advised him of the situation." Kept Trains Moving Mayor Hayes told how trains were kept mov- ing throughout the period of high water, on both the Vicksburg and New Orleans divisions. At no time was train service completely aban- doned. For several days trains were operated through water which stood several feet over the top of the rail, carrying food, supplies and materials to the stricken territory. "I tell you," the mayor said, "that men who have the courage to carry on work of that sort deserve anything we can give them." Mr. Hayes spoke of his observations of the work while it was in progress, of the fact that Superintendent Mays, wearing hip boots and wading through the flood waters, spent eighteen hours a day on the job. Other offi- cers and employes were commended. "Vicksburg people should stand up for the Yazoo & Mississippi Valley Railroad," he said. "I'm going to do it as long as I have breath in my body." Major Fitz-Hugh gave a summary of the work done by the railroad and urged that the gratitude of Vicksburg citizens to the railroad be demonstrated in a practical way. The fol- lowing is his address, in part : Address by Major Fitz-Hugh "A levee of sacks four feet high and of sufficient thickness and base to withstand flood water was constructed from Glass Bayou on the north down to the corner of Clay and Levee streets, and from the intersection of Clay and Depot streets down to Kleinston, or the lower landing. After citizens had objected B. W. Griffith to the levee adjacent to the passenger station, alleging that they were damaged by seep water, the company opened it up and the street was flooded. When these citizens were convinced that their property could be protected by the levee, and the street kept open for business and railway traffic, the levee was reconstructed and the water pumped out of the street, so that it was dry except for a slight seepage. Men Displayed Initiative "The forces of the company were freely given to aid the great lumber interests along the river front, to protect the compress con- taining a million dollars' worth of cotton, and to aid and assist the wholesale interests in protecting their large stocks. Sacks, lumber and other materials were furnished by the company for this purpose. "The striking feature of the service of the company was the extent to which the whole force seemed to be impressed with the idea of the duty and of the opportunity to serve the public to the utmost, under trying condi- tions. When Mr. Mays was asked to do some- thing to help any particular industry, he did not say that he would have to get authority from Colonel Egan. In the midst of his many July, 1922 ILLINOIS CENTRAL MAGAZINE Nineteen official duties, when his chief clerk, Mr. Lynch, \vas appealed to, he did not say that he would have to get authority from Mr. Mays. When Mr. Brown, the roadmaster, or Mr. Haddic, the yardmaster, or Mr. Roberts, the efficient storekeeper, were asked for help, it was freely given without having to wait for the author- ity higher up to grant permission. This spirit was strikingly displayed by the yard crew and switchmen, who in rain and water performed services that were often extraordinary and not contemplated in their regular line of duty. "A fine young man, Jack Penalva who, by the way, had his first position as a boy in my office lost a leg in line of duty switching cars in the water at night. "The policy which Mr. Markham has sought to put into effect on the lines of the Illinois Central System reasonably to decentralize authority and enable the local man on the ground, who is familiar with local conditions, to handle the situation was splendidly demon- strated. "Next to agriculture, transportation is the most essential industry to mankind. His prog- ress, his pleasures, his happiness, his very ex- istence depend upon transportation. The his- Major Alexander Fits-Hugh tory of civilization from the time of the Phoenicians up to our own day is largely the history of transportation transportation of matter and materials by railroads, ships, motor and air craft, transportation of sound by the telephone, telegraph and radio, and transporta- tion of the great forces of nature through wires that transmit the power of great hydro- electric plants. Playing Fair With the Railroad "Let us ask ourselves the question : What is a railroad? A railroad is an institution for the construction and maintenance of which some of the people furnish the money, and which some of the people are employed to manage and operate, in order that a much greater number of the people may be furn- ished with the great service of transportation. "What does the Yazoo & Mississippi Valley Railroad mean to Vicksburg? It has 1,100 em- ployes here, including 800 heads of families, and furnishes support to 5,300 persons. To these 1,100 persons are paid $2,000,000 annu- ally in wages and salaries. The Yazoo & Mississippi Valley Railroad pays over 10 per cent of the total taxes of Warren County, or about $51,000, and over 5 per cent of the total taxes collected by the city, or about $17,000. The tax which the county retains for county expenses amounts to about $33,000, or about sufficient to pay the annual interest on the $600,000 bonds recently authorized and sold to construct good roads which will partly com- pete with the railroads. "This splendid entertainment in this beauti- ful club in which so large a number of our citizens have joined together to express appre- ciation to Mr. Mays and to other officials of the company is a fit and proper recognition of what the company and its officers and em- ployes have done. I wish to ask you, how- ever, whether our appreciation should end with this. Should it not go farther, and should we not see to it, so far as our influence goes, that the railroad gets fair treatment from the people and from the institutions of the people ? This Is Practical Appreciation "What will be our attitude in the future to men seeking public office who try to impose upon the ignorance and prejudice of the mass- es through unjust, unwarranted and inaccur- ate statements about the railroads? "What shall be our attitude toward the law- yer who seeks to prey upon the ignorance '1'wenty ILLINOIS CENTRAL MAGAZINE July, 1922 and prejudice of the juror by making im- proper, unjust, untrue statements about the railway companies? Are you going to com- plain about unjust verdicts against the rail- roads in damage suits and then seek to evade jury duty when you are summoned?- In making this statement I do not mean to sug- gest that I do not believe that a citizen has a perfect right to go to the courts in order to obtain the damages he feels he is justly en- titled to, when he is unable to effect settle- ment with the railway company. I have served on railway cases and have rendered verdicts against the railroad. "What is going to be the attitude of the laboring man and other employes of the com- pany and I wish more of them were present to hear what I have to say when the labor agitator from some far-off city or state, who is unfamiliar with the local conditions and unacquainted with the pleasant relations exist- ing between the company and its employes of such long standing, comes to disturb these pleasant relations and to seek to put into effect working conditions that are uneconomic and onerous to the company? Whatever harms or retards the company harms or retards its em- ployes, who in this community constitute over 30 per cent of the population, and who to that extent are an important part of the public. One Conscience for All "We cannot have one conscience for the in- dividual, and another conscience for the rail- road. The railroad, although a corporation, is in a sense an association of individuals. It is a fundamental principle of law that the corporation is entitled to enjoy all the rights and privileges of the individual, so long as the acts of the corporation are consistent with the purpose for which it was formed. "There will be the dawn of a new day in our community, and in our state, if there will be a just and fair treatment of corporations and a recognition of the fact that their best interests and the best interests of the people are mutual. When this comes, I believe the waste places of the state will become fertile, the education and intelligence of the people will be advanced and their happiness and prosperity promoted." Farmers Express Their Thanks Representatives of the territory to the north of Vicksburg, on the Vicksburg division, of which T. L. Dubbs is superintendent, were present and told of the appreciation of their communities for the flood control work carried ItllllllllMIMIMIMIItlltllll Kept on the Job | _ A number of the members of Super- = intendent Mays' staff were unable to at- = = tend the testimonial dinner given in their | | honor May 30 at Vicksburg. The fill at 1 Big Black, nineteen miles south of Vicks- = | burg, began settling as the water receded, | | and on May 28 all traffic was halted = \ over that portion of the main line. Crews | _ worked day and night to put the line in = = shape, and on June 4 traffic was resumed, = but on the night of May 30 Roadmaster - | E. W. Brown, Supervisor J. W. Harper I = and others were on duty nearly twenty | | miles from where Vicksburg citizens = = were praising them for their good work. = The Big Black fill is about 1 mile - | long, from 10 to 40 feet high, and from = = 12 feet wide at the top to 150 feet wide = = at the bottom. The water came to with- | | in a few feet of the top, and when the " = river began falling it fell at the rate of | | about a foot a day. The fill had been = 2 thoroughly soaked by the high water, and = | with the recession of the flood it began - | sliding and settling. More than 1,000 = = cars of dirt were used in reclaiming the | | embankment. = niniiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiii!" on. Dr. R. P. Crump of Nitta Yuma, Miss., was to have been on the program, but he could not be present and sent a telegram which was read, praising the work of the railroad and its representatives. Henry Kline of Anguilla, Miss., spoke for his community, and in con- clusion declared that he and the other farmers of that section were going to raise all the cot- ton they could this year for the railroad to haul. The Rev. E. J. O'Neill of Rolling Fork, Miss., substituted on the program for J. B. Sinai of that community, telling of how grate- ful Rolling Fork citizens were to the railroad for its timely assistance. T. H. Powers of Gary, Miss., chairman of the board of super- visors of Sharkey County, expressed the ap- preciation of his community. How Affair Was Organized In presenting the watch and fob to Mr. Mays, Mr. Stein spoke as follows : "I do claim considerable responsibility for this affair, and, while I have not had all to do with it, I feel very much honored that it has been the means of our getting together in this beautiful place. To tell you the truth about it, I was standing on the corner, near one of our prominent banks, in the portals of which I am constantly going with requests, and I just re- marked that it appeared to me that we ought to get up a little testimonial of appreciation to July, 1922 ILLINOIS CENTRAL MAGAZINE Twenty-one Floyd Mays. This remark was made by me to another fellow who loves Vicksburg just as I do, and we began to frame up a little dinner party in our own minds, when along came a couple of other fellows who also love Vicks- burg, and we then began to realize that the plans we were talk-ing about were not nearly big enough to indicate what we considered the proper appreciation for the most valuable services we have had rendered us here as a community for many years ; so we then began to look farther ahead, and as we worked the idea grew and grew on us until now you see a part of the result. "We have with us tonight more than 200 of the flower of Vicksburg's business interests ; they are gathered here from every line of busi- ness known to our community, and they are here with one mind alone to express by their presence and their words their hearty apprecia- tion for the valuable services rendered to them, to their community and to the people in the overflowed area in their trade territory by the superintendent of the Yazoo & Mississippi Val- ley Railroad Company Mr. Floyd R. Mays his superior officers and the men under him. A Rather Unusual Situation "Vicksburg is especially fortunate in many ways. Among its most fortunate happenings is the fact that Floyd R. Mays is a citizen of this town and has its interests at heart the same as you and I have. He has shown it many, many times before, but never has he been put to such a task as he has in handling the complex situation which has confronted everybody during this 1922 high water. "It is especially gratifying to the committee in charge of this affair that its chairman, Mr. B. W. Griffith, its other members, Mr. Neil Callahan, Mr. Lindsay McGee, Mr. John Hen- nessey and myself, have had a hand in the mak- ing of this evening. Here you will find a bunch of men bent upon the one idea, of giv- ing this corporation something almost unheard of in the annals of the business community. Usually they invite these fellows and get them together for the purpose of asking something ti f them. We might have had that idea in mind ourselves, but we have felt that we are for the railway company; that they know what Vicksburg means : that they know that Vicks- burg needs them; that they need Vicksburg, and that whatever is necessary for the develop- ment of their interests and our interests they are going to do, without our having to go to them with appeals of various kinds through Ben Stein trade organizations and otherwise in order to get what we rightfully deserve. "It does me good to be able to honor a man like Floyd Mays. He came to us some twenty- odd years ago, a mere boy working in the shops of the Yazoo & Mississippi Valley Railroad, and he has worked himself up from the very bottom to the very high and important office he now holds, and in which office he is given rein to exercise authority by his superior offi- cers, for they have confidence in his ability as a railway official and honest integrity as a man. Presented Watch and Fob "We are especially gratified to have with us so many of the officers of the Illinois Central and Yazoo & Mississippi Valley railroads. We want them to know how we feel toward them and in what esteem their loyal superintendent is held by the citizens of this community. Sonic of these days, fellows, we are going to hear that our genial friend and wonderful co-worker, Colonel Egan, is going to be made a bigger man than he is today, and so is Floyd Mays ; and all we ask is that, when Floyd Mays is made president of a railroad, just as our good friend Vic Boatner has been, they will let him have his office in Vicksburg, for we want to keep him here with us. "And now, Floyd, I have a word or two to Twenty-two ILLINOIS CENTRAL MAGAZINE July, 1922 say to you on the part of this assembled audi- ence which is somewhat personal. When we told them we were going to give a dinner to you and your officials, we also told them we wanted just enough to give you a slight token that you could keep. This token can in no measure express to yoy the full sentiments that are in our hearts, but we want you to have it, coming from the citizens of your home town, with every bit of love and affection and ap- preciation that I might express to you, for we realize in you, Floyd, the qualities of the man you are, and I earnestly hope that you will always remember that in the hearts of your community you have an abiding place. "I take pleasure in presenting to you, on the part of the citizens of Vicksburg, this watch and fob." Superintendent Mays' Response When Superintendent Mays arose to express his appreciation of the gift, he was given a rousing cheer. He said : "Certainly no achievement of mine has mer- ited the honors which you have bestowed upon me this evening. If I have done anything which merits your commendation, believe me, it was only in the line of my duty to the community in which I live. "To be of service to you is my utmost am- bition, and I bless the fates which cast my lot among such as you. Words are useless to me on such an occasion as this, and my best response can only be, I thank you." The representatives of the Illinois Central from out of town who were present at the din- ner included : L. W. Baldwin, vice-president ; Judge R. V. Fletcher, general solicitor; F. L. Thompson, chief engineer ; A. F. Blaess, engi- neer, maintenance of way ; J. F. Porterfield, general superintendent of transportation, and George M. Crowson, editor, Illinois Central Magazine, all of Chicago; Colonel A. H. Egan, general superintendent ; E. W. Sprague, as- sistant general claim agent, and W. B. Ryan, assistant general freight agent, all of Mem- phis. In addition to Mr. Mays, the following mem- bers of the division staff were present : S. F. Lynch, chief clerk ; F. H. Anderson, train- master; Fred Hattic, general yardmaster; H. R. Davis, assistant engineer; T. C. Carter, gen- eral foreman ; J. Morgan, foreman, car depart- ment; C. S. Roberts, storekeeper; Henry Fletcher, traveling engineer; H. W. Doyle, claim agent, and W. L. Jaquith, freight agent. Talks were made by Vice-President Baldwin, General Solicitor Fletcher, Colonel Egan and Mr. Crowson. Vicksburg Division Service During Flood Residents of the Delta country above Vicksburg, Miss., came to have a new ap- preciation of what the Illinois Central Sys- tem means to them when they were threatened with the recent flood waters. Men and ma- terials were furnished for the work of pro- tecting the levees, homeless families were furnished box cars as temporary homes, rapid transportation was furnished for the handling of materials to needed points, and officers and employes generally entered into the spirit of the work in a way which won unstinted praise for the Vicksburg division. Perhaps the most noteworthy accomplishment of the flood period was that, in spite of the fact that at one time twenty-two miles of main line track on the Cleveland district were under water with the water thirty-three inches over the top of the rail at the highest point train service was not discontinued for a single day. Water went over the top of the rail at Smedes and Issaquena, twenty-eight and thirty-four miles above Vicksburg, on April 13. The water continued to rise until May 5, when twenty-two miles of main line track were under from one to thirty-three inches of flood water. The water fell gradually, and on the morning of May 23 it cleared the top of the rail. Certain trains were discontinued from time to time as track and other conditions required, but throughout the period of high water the Yazoo & Missis- sippi Vally Railroad continued to operate at least one passenger train and one freight train daily in each direction. These trains carried food, materials and supplies to the stricken district. During the period of high water the levees were taxed to capacity, and weak places de- veloped from time to time at various points. As a result, the railroad was frequently called upon to perform special train service on from ten to thirty minutes' advance notice. An idea of the volume of this service is shown by the report of Superintendent T. L. Dubbs that the carrying of laborers from one point to another July, 1922 ILLINOIS CENTRAL MAGAZINE Twenty-three Flood Scenes on the Vicksburg Division on the account of the levee board amounted to 381,863 passenger miles. Several special freight trains were operated from time to time on the Vicksburg and Mem- phis divisions to handle boats, levee bags, etc. Many shipments of emergency character were transferred from freight cars into baggage cars and handled on passenger trains to expedite their movement. Newspapers throughout the South commented upon the movement of a special train of twen- ty-four cars of levee bags from Schenectady, N. Y. to Greenville, Miss., division headquar- ters, a distance of 1,455 miles, in eighty-nine hours. The train left Schenectady at 2 o'clock on the morning of April 21 and at 7 o'clock on the evening of April 24 it was standing on the team track at Greenville. The sacks were from the army supply base at Schenectady. It is believed that the operation broke the record for the fast handling of a freight train over a similar distance. Superintendent Dubbs writes that at one time more than l.GOfl families were living in box cars furnished by the railroad. Not all the trouble was encountered on the main line, however. On March 9 the back water from the Yazoo River reached our em- bankment on the Silver Creek district, and on March 25 it stood approximately six inches over the top of the rail for a distance of five miles. On March 26 the remaining trains on that district were taken off. On May 29 twelve miles of track were under water, with the water 8 1/2 feet deep in the deepest place. At one time eighteen miles were under water, the greatest depth over the rail being 13^ feet. Train service was not resumed on the Silver Creek district until in June. Superintendent Dubbs, in a letter to the Illinois Central Magazine under date of May 29, said: "The spirit of co-operation which existed be- tween government officials and employes, levee board officials and employes, railway officers and employes and the general public was one of such complete harmony that it has frequently been said that no better results could have been obtained if all these bodies had been con- solidated and operated as one unit." That the residents of the Delta country, the cepresentatives of the government and the of- ficers of the levee board appreciated the part played by the railroad in the fight against the floods is demonstrated by the numerous letters received by the management. The Vicks- burg division can truly be said to have won the thanks of the Delta country. Twenty-four ILLINOIS CENTRAL MAGAZINE July, 1922 Movie Show Tried Out on Our Train No. 3 Passenger Department Joins in Experiment to Give New Pleasure to Patrons of the Illinois Central MOTION pictures on a moving Illinois Central train were demonstrated purely as an experiment for the first time on June 7. No. 3, out of Chicago that evening, has the distinction of being that train. The pictures were shown in the diner after all meals had been served. Few, if any, of the passengers on No. 3 that day knew what a treat was in store for them, but the crew knew, and all the trainmen were more than eager for the performance to begin. It was nearly 9 p. m. before the last pas- senger left the diner, and that coach was to be taken off the train about 10 o'clock at Mattoon. That left only one hour to clear the diner of its dishes and tables and to transform it into a theater. Immediately after the last passenger had finished his meal and left the car, the work of transformation began. J. W. Stevenson, assistant general passenger agent, R. B. Gray, advertising agent, and E. H. Baker, supervisor of passenger service em- ployes, who were overseeing the demonstration, pitched right into the work with the rest. The waiters carried the dirty dishes to the kitchen, the steward put the soiled linen out of sight, and the others interested in the show took down the tables. The chairs were placed facing for- ward and four across the car, with a narrow aisle down the center. A small white curtain was hung at the front end, and two portable motion picture machines were set up at the rear. By 9:15 o'clock, the diner really re- sembled a "movie" house. The passengers were pleasantly surprised when a porter calmly stepped into their cars and announced : "Harold Lloyd, in a three- reel comedy, 'Now or Never,' is being shown in the diner, at the rear. Admission is free." There were a lot of "movie" fans on the train that night. Every seat in the diner was taken, and many stood in the aisle. Before the machines started clicking, the Making a Theater Out of a Dining Car July, 1922 ILLINOIS CENTRAL MAGAZINE Twenty-five :linor was given a more complete theatrical at- mosphere by shouts of "Wo want music !" from some of the restless ones. The noisy per- son who tries to force almost every show to begin by banging his calloused hands together was also there. Then there was a click, and the diner was in darkness. That brought forth a round of applause. Another click, a whir, a series of many little clicks, and the "movies" were on. The audience was in an uproar, but the picture soon became so interesting that all else was forgotten. A few minutes before Mattoon was reached, Harold Lloyd had gone through three reels of pleasing antics. When the last click had died away, the audience burst forth in applause. The lights came on as expectedly as in any "movie" house, and the passengers walked lei- surely to their berths. One girl with bobbed hair, painted cheeks and lips, a wad of chewing gum that kept her jaws, busy, short skirt, rolled hose and low- heel shoes (we've often heard the type called "flapper") was heard to remark about the idea of having "movies" on a train: "I think that's cute." And an Illinois Central employe at the other end of the car said : "I've been rail- roadin' thirty-five years, and I never expected to see 'movies' on a train." Everyone agreed that the demonstration was a complete success as regards the possibility of showing motion pictures on a moving train. The screen was fastened so that it carried the motion of the car, as were the projection machines. The audience, of course, had the same motion. The picture was small, about 3 by 4 feet, but very distinct. The light was obtained from the generator of the car. A report on the experiment has been made to the management for consideration in con- nection with a proposal to work out a schedule of offering motion picture entertainments regu- larly to patrons on through passenger trains. AMERICAN RAILWAY EXPERTS IN ROME, ITALY An American party at the Ninth Congress of the International Railway Association at Rome, Italy, April 18 to 28. Left to right, front row: Eugene L. Sullivan ( Worthingt on Pump & Ma- chinery Corporation) ; Samuel O. Dunn (editor of the Railway Age) ; L. A. Downs (vice-presi- dent, Central of Georgia); A. S. Baldwin (vice-president, Illinois Central); J. E. Fairbanks (general secretary, A. R. A.); F. K. Vial (American Association of Chilled Wheel Manufac- turers) ; Ernest Lloyd (American Locomotive Company) ; Miss Pattison; Hugh Pattison (elec- trical engineer, Illinois Central). Second row, left to right: Count Coruini; Captain Priviteau (Regan Safety Devices Company); Dr. D. Z. Dunott (chemical, medical and surgical section, A. R. A.) ; D. F. Crawford (delegate of United States State Department); F. A. Poor (presi- dent, P. & M. Company); Mrs. Downs; Mrs. Fairbanks; Colonel L. P. Winby (P. & M. Company). Third row, left to right: Mr. Werlich (American Locomotive Company); W. F. Drysdale (Worthington Pump & Machinery Corporation) ; Miss Tollerton; Mrs. Drys- dale ; Donald Rose (European traffic manager. Illinois Central). Fourth roiv. left to right: L. G. Culleton (Worthington Pumt> fy Machinery Corporation) ; Mrs. Baldwin; Mrs. Dunott; Mrs. Tollerton. Fifth rorv, left to right: Mrs. Dunn; W. J . Tollerton (chief mechanical superinten- dent. C. R. I. & P.). Photograph by courtesy of The Railway Age. Twenty-six ILLINOIS CENTRAL MAGAZINE July, 1922 Roswell B. Mason, Illinois Central Builder First Chief Engineer and General Superintendent Was Fore- most in His Line in the Early Days By C. J. CORLISS, Chief Clerk, Valuation Department, Chicago COLONEL ROSWELL B. MASON, first chief engineer and general superintend- ent of the Illinois Central Railroad, and mayor of Chicago at the time of the great fire, was one of the foremost railway builders of the 19th century. Colonel Mason's earliest ancestor in this country was a member of Cromwell's famous "Dragoons" who emigrated from England and settled in Massachusetts in 1649. His grand- father was a soldier of the American Revoln- tion, and his father was an officer in the War of 1812. Colonel Mason was born on a farm at New Hartford, Oneida County, New York, on September 19, 1805. After leaving the rural district school he attended an academy at New Hartford two winters and studied mathematics and surveying two years at Utica. During his vacation periods he was employed as a rodman on the construction of the Erie Canal. A Builder of Canals and Railroads In the spring of 1824 Mason went to Penn- sylvania as assistant engineer on the Schuylkill Canal, and later that year ran a survey and prepared maps and estimates for a canal from Lake Champlain to the St. Lawrence River. From 1825 to 1831 he was employed as assist- ant engineer successively on the Morris Canal, the Delaware and Raritan Canal and the Mauch Chunk Canal. In the spring of 1831 he became principal assistant engineer of the Pennsylvania Canal, and the following year superintendent of a section of the Morris Canal, and then superintendent of the Mauch Chunk Canal, which office he held until the fall of 183G. The age of railroads was then beginning to dawn, and Colonel Mason turned his attention to this new and promising field of engineering. During the winter of 1836-37 he made a survey for the Housatonic Railroad, and the following spring became chief constructing engineer of that project. The Housatonic road extended from Bridgeport, Conn., to Stockbridge, Mass., and was one of the largest of the early rail- roads of our country. On the completion of the road he was made general superintendent of operation. He served in that capacity and Roswell B. Mason resided at Bridgeport until the spring of 1848, when he was appointed chief engineer of con- struction of the New York & New Haven Rail- road ; and when that road was completed in the fall of 1849 he became its general superintend- ent. During 1847 he was also consulting engi- neer for the Naugatuck Railroad project, and in 1849-50 he had charge of the construction of the Vermont Valley Railroad. Building Our Charter Lines As an engineer and railway executive Colonel Mason then stood in the front rank, and when the great Illinois Central Railroad was pro- jected in the spring of 1851 he was immediately offered the post of chief engineer of construc- tion. This offer was accepted on March 22. 1851, and he entered at once upon the selection of- his assistants and the making of preparations for his journey to what was then considered this "far Western country." A corps of sev- enty young engineers was carefully recruited in New York and New England, and on the 14th of May the chief and his party left New York for Chicago, where they arrived after five days' journey, and the location and con- struction of "the longest and finest railroad in the world" was soon under way. The route extended from Cairo to Dunleith, opposite Dubuque, with a branch from near July, 1922 ILLINOIS CENTRAL MAGAZINE Twenty-seven Centralia to Chicago, a total distance of 705.5 miles. The largest railroad in the country at that time was the New York & Erie, 301 miles in length, and the building of the "Central" was looked upon in that early day of railway development much as we looked a few years ago upon the construction of the Panama Canal or the Trans-Siberian Railway. It was a colos- sal undertaking, and during the five years which followed Colonel Mason's ability as a railroad builder was tested to the utmost. How well Colonel Mason fulfilled his great trust the records of the company, the newspaper files of the period and the road itself bear ample evidence. "The substantial, durable and highly satisfactory character of the work un- der Colonel Mason's direction" was the subject of a special report of Directors Sturgis, Neal, Wiley, Ketchum and Burrall upon the com- pletion of their tour of inspection in the fall of 1853. The correctness of their observations was confirmed sixty-three years later by Ex-Presi- dent Stuyvesant Fish, who wrote President Markham in 1916: "It is due to Mr. R. B. Mason and others in the engineering department that I should say to you that I have no recol- lection of ever having heard of a failure of a bridge on the Illinois Central resulting in the loss of a human life. A good many bridges were in my day carried out by freshets, but I do not think one ever failed under traffic." Had Almost Complete Authority With President Schuyler in New York, Colonel Mason was given almost complete au- thority over the entire project, from the selec- tion of the route to the location of towns and the disbursement of millions of dollars for labor, materials and supplies. And on many occasions, notably before the city councils of Chicago and Galena, he proved a more skill- ful negotiator than the company's best attor- neys. It is due largely to his efforts that the Illinois Central occupies its splendid and uni- que location on the lake front at Chicago. At Galena he went before a hostile council and amicably adjusted a controversy of long stand- ing after the company's best legal talent had failed. General Solicitor Brayman wrote President Schuyler on that occasion : ''That energy of character, tempered with mildness; and thorough knowledge, adorned and half- concealed by unaffected modesty, which so strikingly characterize the acts and intercourse of Colonel Mason, fit him for such a difficult task as this, and he has finished it under cir- cumstances likely to have defeated most oth- ers." On March 16, 1853, in addition to his other duties, Colonel Mason was made general su- perintendent of transportation, and in March, 1855, additional executive powers were granted him in Illinois. An Anecdote of His Career A characteristic anecdote of the colonel's care and firmness as a railway manager has been preserved. One train had been directed to wait on a side track until another had passed safely by. "How long must I wait?" inquired the impatient conductor. "Wait till your wheels rust off," was the colonel's reply. On September 27, 1856, the last rail of the charter lines was laid. Colonel Mason ten- dered his resignation shortly afterward, and it was reluctantly accepted. During the three years which followed he was engaged as a contractor on the construction of the Dubuque & Pacific, the Minneapolis & Cedar Valley and other roads in Iowa and Wisconsin, and in 1860 he became superintendent of the Chicago & Alton and receiver for the Logansport & Peoria Railroad. In the fall of 1861 he re- turned to the Illinois Central as comptroller of the land department, which office he held until August, 1867, when he became chief engi- neer on the construction of the Dunleith and C. J. Corliss Twenty-eiylit ILLINOIS CENTRAL MAGAZINE July, 1922 Dubuque bridge. This was completed in De- cember, 1868, and for the next several months he was engaged by the State of Illinois on lowering the summit of the Illinois & Michi- gan Canal. In the meantime a political upheaval was taking place in Chicago. Public spirited citi- zens, aroused over the corruption, extravagance and inefficiency of the city government under the notorious "Hickey Ring," organized the Citizens' Party for Municipal Reforms, and sought as a candidate for mayor "a clean, capable, and courageous business executive who could neither be bought nor sold." They found such a man in Colonel Mason. A strenu- ous campaign was wagd in his behalf, and in the election which followed he received a plurality of 12,000 votes over his principal opponent. On November 2, 1869, he took the oath of office and became thirtieth mayor of Chicago. A Great Mayor of Chicago Mayor Mason administered the affairs of the city in a highly efficient manner, enforced the city ordinances without fear or favor, and turned a deaf ear upon every faction or in- fluence which sought to swerve him from his sworn duty. He was truly a mayor of the people and for the people ; and, fortunately, his administration occurred at a time when his distinguished ability as an engineer and an ex- ecutive was most sorely needed. The great fire occurred during the closing days of his term, and it is due to his skillful handling of the situation that portions of the city were saved from destruction and untold suffering and loss of life was prevented. His residence stood for many years at the southwest corner of Michigan Avenue and Twelfth Street, opposite the present Illinois Central station, and for several days following the fire it was a beehive of activity as the temporary headquarters of the city government. On November 7, 1871, Mayor Mason was succeeded by Joseph Medill, editor and pub- lisher of the Chicago Tribune, and for the first time in his life he decided upon a temporary respite from his labors. That winter he and Mrs. Mason sojourned in Southern California, and the following summer they toured Europe with a party of distinguished Americans. Up- on returning to Chicago the colonel established an office as consulting engineer at 94 Wash- ington Street, and that was his headquarters for the balance of his life. His habits were always simple and temperate, and his days were prolonged with remarkable vigor beyond most of his contemporaries. When past 80 years of age he was active as president of the Chicago South Branch Dock Company, and his opinions on engineering questions were constantly being sought and safely relied upon. He Was a Noted Churchman Colonel Mason was for many years an elder in the Fourth Presbyterian Church, and was one of the incorporators and a life-long di- rector of the Presbyterian Theological Semi- nary of the Northwest. In 1872 he became president of the Western Presbyterian Publish- ing Company, and from 1873 to 1883 he was one of the trustees of the Illinois Industrial University. He died at his new home at 27 Delaware Place on January 1, 1892, at the age of 86, and his remains now rest in Rosehill Cemetery in this city. One of his sons was killed on the Rock River Bridge at Rockford, 111., in 1855. Another son, Edward Gay Mason, was a distinguished lawyer and historian and was for many years president of the Chicago Historical Society. Another son, Henry B. Ma- son, and at least three grandsons are now honored members of the Chicago Bar; and an- other grandson, Julian Mason, formerly editor of the Chicago Evening Post, is now editor of the New York Tribune. HAVE YOU EVER THOUGHT If nature has given you a little temper, be careful not to lose it. Life is a burden to those only who have nothing to carry. Bachelors speak of marriage contemptuously married men do not mention it. Failure exists only when it is recognized. If you wait for things to turn up, you're sure to be turned down. You don't have to go to the back door if you really have something worth delivering. Even the stingiest man sometimes gives him- self away. It's better not to jump at a conclusion until you can see it. The interest on borrowed trouble is gener- ally usurious. The foolishest fool is the fool who fools himself into thinking he is fooling others. V. T. A MOTTO The man who will do as much today as he is going to do tomorrow will get things done. July, 1922 ILLINOIS CENTRAL MAGAZINE Twenty-nine Honored for Good Work in Saving of Fuel As a reward for unusual interest in fuel- saving during the last year, two enginemen from each of the grand divisions attended the International Railway Fuel Association meet- ing at Chicago May 22 to 25 at the company's expense. In addition, each one was given free membership in the railway fuel association for the year. The enginemen who carried on the good work of fuel-saving to their fellow employes on the Northern, Western and Southern lines and the Yazoo & Mississippi Valley are : Northern Lines, Frank Gallagher, engineer, Clinton, 111. ; J. E. Beasley, fireman, Carbon- dale, 111. Western Lines, A. G. Haines, en- gineer, Fort Dodge, Iowa ; E. R. Fortsch, fire- man, Waterloo, Iowa; Southern - Lines, S. J. Rice, engineer, Memphis, Tenn. ; O. F. Mont- gomery, fireman, McComb, Miss. ; Y. & M. V., Elmer Lees, engineer, Natchez, Miss. ; J. D. Coffey, fireman, Vicksburg, Miss. Frank Gallagher entered the service as a fireman August 30, 1890, and was promoted to engineer October 16, 1895. J. E. Beasley entered the service as a fire- man January 24, 1916, and was promoted to engineer January 11, 1921. A. G. Haines entered the service as a fire- man October 7, 1879, and was promoted to en- gineer October 16 1885. E. R. Fortsch entered the service as a fire- man January 19, 1910. S. J. Rice entered the service as a fireman December 11, 1902, and was made an engineer November 10, 1906. O. F. Montgomery entered the service as a fireman November 25, 1915, entered the United States Army May 24, 1918, and returned to the Illinois Central service May 26, 1919. Elmer Lees entered the service as an engineer November 2, 1893. J. D. Coffey entered the service as a fire- man June 5, 1918, and was promoted to en- gineer September 4, 1921. {rank Gallagher J. E. Beasley A. G. Haines E. R. Fortsch S. J. Rice O. F. Montgomery Rimer Lees J. D. Coffey Thirty ILLINOIS CENTRAL MAGAZINE July, 1922 The Dollars and Cents Side of a Home Ownership Brings a Man Thrift, Good Citizenship, Confidence, Loyalty and Business and Social Standing By W. L. LARSEN, Chief Accountant, Master Mechanic's Of- fice, Waterloo, Iowa EVER since I was old enough to realize some of the hard battles of life that were ahead of me, my first thought was : When I get married I must have a home. I always figured on giving the girl of my choice, who was to share her life with me, just as good a home and place to live in as I took her from. But when I got married and was ready to settle down, my hopes were not real- ized. I entered the service of the Illinois Central in 1914, when I was 21 years old. I worked hard and steadily, saved all the pennies I could and had a nice little nest-egg stored away, when in 1917 the World War came. On April 28 of that year, I enlisted in the service of Uncle Sam and worked for him until May 18, 1918. After Uncle Sam was through with me, I was again given my old position with the "Old Reliable," the Illinois Central Railroad. I was married in .February, 1920, just at the time when prices were at their peak. The little nest-egg I had laid away all went to furnish a 3-room apartment, which was the best I could get at that time. Hoped to Own a Home We lived in the apartment for one year, and paid $38 a month rent. I was getting only $112.50 a month, but my wife worked for some time after we were married to help us get a start, which helped considerably to keep the wolf from the door and to save a little for the future. All the time we lived in the apartment our motive and ideal was to have a home of our own. We were not contented with being cooped up inside all the time and saving "rent receipts." We always considered money paid to our land- lord and the rent receipts that we received in return as poor expenditures. Our friends were nearly all owners of their own homes, and they always tried to persuade us to invest and own our own home. But the venture on this proposition seemed too much of a re- sponsibility. The Lor sen Home We stood it as long as we could, and in the spring of 1921 various real estate dealers took us out as prospects for buying a home. The more they took us out, the more we desired to buy, but after we talked the matter over, on all of our return trips from looking at homes, we didn't have the nerve to venture on buy- ing, thinking we couldn't handle a proposition of this kind. Helped by Building and Loan Finally we found a place, the bungalow \ve now live in. This was to be our first home ; it suited us in all ways, and badly did we want to buy; but, as I said before, we always thought : How can we get the money and can we make our monthly payments? I got busy and counted my pennies, which we found enough to pay the owner his equity, and the balance we carried in the building and loan association. My total loan from the Waterloo Building and Loan Association is $2,800. On this I pay $32.67 a month. Many employes do not understand the propo- sition as offered by the building and loan asso- ciation. In my case, of the $32.67 that I pay each month, $18.67 pays interest on the $2,800, and $14 goes to apply on the principal. On the money that I pay in on the principal, I get a guaranty of 7 per cent interest compound- ed semi-annually, but the rate of interest gen- erally amounts to more than 7 per cent, as it is based on the prosperity of the company. My accumulated interest every six months is add- ed to the money I am paying on the principal. July, 1922 ILLINOIS CENTRAL MAGAZINE Thirty -otic In other words, the building and loan associa- tion lent me $2,800 at the rate of 8 per cent interest, while I, in turn, am lending the build- ing and loan association $2,800 in payments of $14 a month at a guaranty of 7 per cent inter- est. If I desire to make larger payments at any time, I am credited with the additional amount I deposit at the same rate of interest I receive on the principal. By virtue of this proposition, I give the building and loan association credit for the possibility of my owning my own home. What a Home Owner Has "Do you own your own home?" Alany times have I been asked this question, and I am proud to be able to answer in the affirmative. Owning one's own home establishes in a man five things : thrift, good citizenship, con- fidence, loyalty to his community and credit for himself in the business and social world. Thrift applies to me in the payments that I make on my house, which I consider as a savings account. The more I can pay in on my home each month, I figure, that much more am I saving. Thrift also applies to the up- keep of my place. The better I can make it look, that tmivh more of an impression upon the public can I make that I am thrifty, Thr nicer I can keep my lawn and the more shrub bery I can place in it, that much more does my thrift show itself. By good citizenship, I mean, more attention do I pay to public administration and to help make my city just a little better than the other one, by helping put into office the clean, con- servative officer for the benefit of myself and property. I am led to favor the proper up- keep of public roads and property and a clean administration, both as to social conditions and conservation of public funds, funds to which I contribute by payments of taxes. Home Owning Gives Confidence By owning my own home and now being satisfied that I have been able to handle my payments upon it, and keep up the other neces- sary expenses which are incurred in connection with owning a home, without serious difficul- ties, I have gained confidence in myself to do other things equally as large. By loyalty to the community I mean : Do unto your neighbor as you would have him do unto you, and always try to establish friend- ship and good will with him. My fifth and last point is credit in the business and social world. Credit by business men is a mighty nice thing to have in your home community, and this can be obtained much more easily if the business man knows you are a resident of the home town and a taxpayer. One's social standing in the various social organizations is rated better when they know you own your own home. However, there are those who argue that renting is more economical than owning your own home. There is a man of my acquaintance who firmly believes in the former. His argu- ments are as follows : High taxes, loss of interest on investment and decrease in value of property. As a matter of fact, he has paid rent for about nine years and has nothing to show for it. If he had applied this rent money in payments on a home, he could have had it paid for by now, and the money he is paying in rent at the present time could be applied on improvements on his home and in a savings account. The Larsen Family If you have a man working for you who is not fired with enthusiasm and you cannot fire him with enthusiasm, then promptly fire him with enthusiasm. Exchange. Thirty -two ILLINOIS CENTRAL MAGAZINE July, 1922 Uses His Head in Jackson, Miss., Yard R. W. Hardin Finds That System and Efficient Co- Workers Get Results in True Illinois Central Style WHEN R. W. Hardin, general yardmas- ter at Jackson, Miss., first went to work for the Illinois Central System in 1899 as a switchman in the yard at Clinton, J. F. Porterfield, now general superintendent of transportation, was trainmaster at that point. Mr. Porterfield has been in close touch ever since with Mr. Hardin's work, and when he was asked for the key to the latter's success as a yardmaster his answer was : "System. Hardin uses his head. He is a hard worker, and he gets along well with his men, and both of those things contribute to his success, but the principal thing is that he studies his job, maps out his work and the work of his forces, and goes to it. He isn't much of an advertiser of what he does, but he does things." And so, when a representative of the Illinois Central Magazine, assigned to write a story about General Yardmaster Hardin, went to Jackson, he asked him to explain his system. Gets on the Job Early "My system of running the yard is to get on the job early and look the situation over so that when the engine foremen report for work I will be in a position to line them up for the forenoon tour," Mr. Hardin said. "Some- times I don't see the engine foremen again until lunch time, but I keep a line on the work per- formed through the switch tabs and yard checks. "I also believe that when an engine foreman or a clerk does a good day's work or makes a good suggestion he should be told about it and patted on the back. Boquets cost nothing and they are worth a lot. On the other hand, if a man fails in his work I tell him about that, too, and not exactly in boquet language. In my earlier days I was a Sunday school teacher, but there are times when a Sunday school teacher and a yardmaster are two differ- ent persons." The yard operation problem at Jackson is quite different from that of most other Illinois Central System terminals. "We do not handle so many cars at Jackson as most other terminals in proportion to the number of engine hours worked," Mr. Hardin General Yardmaster R. W. Hardin, in the uniform of a Knight Templar. said. "Jackson is largely an industry and inter- change yard. We have more than fifty indus- tries, to say nothing of team tracks and house tracks, including five of the largest oil mills in the state. "Jackson is not such a small place as some of our people may think. Our station earn- ings for May, exclusive of passenger business, were more than $600,000." Ice 70 Cars at One Spotting Our icing facilities at Jackson, according to Mr. Hardin, are the most up-to-date on the railroad. The Illinois Central has a $50,000 ice ramp, and seventy cars can be placed for icing at one spotting. Between April 6 and July, 1922 ILLINOIS CENTRAL MAGAZINE Thirty-three the first week in June the Jackson forces initially iced more than 1,600 cars and re-iced more than 2,000 cars. About 150,OQO tons of ice were used. Jackson is the distributing point for cars to the vegetable producing terri- tory centering about Crystal Springs and Hazlehurst. In addition to our own lines, cars are iced at Jackson and distributed for load- ing to points on connecting lines in that terri- tory. Eight engines are in use in the yard opera- tion at Jackson, two 180-class engines and six of the 400-class, the old "muzzle-loaders." In- cluding a transfer gang of ten men, there are The day yard clerks and part of the night clerks, Jackson yard. Left to right: L. Agnew, line-up clerk; C. E. Boyington, night interchange clerk; W. P. Cooper, night chief clerk; J. W. Whitley, A. & V. interchange clerk; T. N. Swafford, G. & S. I. interchange clerk; E. E. Hardy, chief clerk; E. J. Weber, day call boy; R. E. Dees, line-up clerk; S. Hester, assistant yardmaster; J. E. Masters, night yardmaster; Mrs. J. Ball, stenographer; R. W. Hardin, gen- eral yardmaster. The day yard men and engine crew, and part of the night creit>, Jackson yard. Left to right, standing: R. W. Hardin, general yardmaster; S. Hester, assistant yardmaster; J. E. Masters, night yardmaster; E. A. Fleming, engine foreman; J. R. Foreman, engine foreman; J. E. Henry, engine foreman; L. B. Hill, switchman; W. C. Agnew,^ engine foreman; Moore, fireman; Frank Duffy, engineer; H. Bowen, engineer; F. Gardner, switchman; D. H. Sims, switchman. Sitting, second row: R. W. McElwee, engine foreman; E. A. Comfort, engineer; M. Berbero- vich, engine foreman; E. I. Whittington, engineer; L. A. Thompson, engine foreman. Sitting, first row: Arthur Mallett, switchman; Jim Baines, fireman; John Blake, fireman; John Bell, fireman; Simon Stevens, switchman; Aaron Fields, switchman. Thirty-four ILLINOIS CENTRAL MAGAZINE July, 1922 Two views of the ice ramp in the yards at Jackson, showing its length and the manner of delivering ice to refrigerator cars. seventy employes under the jurisdiction of the general yardmaster. "We have the best night yardmaster, I think, on the railroad," Mr. Hardin said. He is J. E. Masters. "You can see him any time of the night with his hat off and in the game. I always figured Ed Clements at East St. Louis was the best assistant yardmaster of the sys- tem, but we have his equal in S. Hester at Jackson." And again from Mr. Hardin: "Speaking of co-operation between the agent and the yard force, co-operation is the first word in our dic- tionary. J. L. Morgan and I work together like brothers. Jim is one of the best and big- gest agents on the railroad (he weighs about 250 pounds), and he is as much interested in saving engine hours in the yard as he is in saving man hours on the platform." Has Had Varied Experience It is told above how Mr. Hardin began his service with the road twenty-three years ago at Qinton, under Trainmaster Porterfield. From switchman he became engine foreman, and then night yardmaster. When Mr. Porter- field was appointed superintendent at Vicks- ^iiiliiiiiiiiiiiiniuiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiniiiiniiiiiiiiiriiiiiiiiiiinininiiiiiiiiiiiiiniiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiMiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^ How This Story Came to Be Written Several months ago we published a story about the porter who was found asleep in the = | wreckage of a train that had been derailed and who said, replying to his astonished | | questioners: "Yas, boss, I did feel sumpin' kind of jolty; but I fought dey was a-puttin' = | on de dinah at Jackson." General Yardmaster Hardin probably never will hear the \ ^ last of that story. In a few days he received about fifty copies of that page of the | = magazine. = But, if anybody thinks the storyi about the porter applied to Jackson, Miss., he's 1 | wrong, for Jackson has been making a wonderful record in handling equipment with- = | out damage. Yardmaster Hardin declares that a switch crew hasn't broken a water | | glass on a diner in many, many months, and as for the entire record of damage to = | equipment just glimpse the following, which shows damage to equipment in the yard? f = at Jackson since Mr. Hardin has been there, as compiled from the Form No. 1480 re- = ports : 1918 1919 1920 1921 1922 $369.22 $189.76 $12.82 $2.->.00 225.70 January February March ' 194.57 April 113.65 May 18.64 June $468.38 19.54 July 185.81 57.51 August 492.61 102.69 September 222.95 55.19 October 245.94 16.86 November 409.65 69.43 December ... 497.59 61.21 1920 $189.76 179.11 1921 $12.82 90.36 242.95 210.07 300.68 73.47 6.75 16.44 70.05 114.63 71.19 59.8:i N.07 51.96 6.85 88.70 6.07 17.34 liiliiiiiliili!l!il]]iiiiiiliiiiiiiiiii!iliiiniiiliiiiiliiinini]iiiiiiiiiiliiiiniiiiniiliiliiiiiliiliili!li]|iilnin in in mill iiiininiiiiii mi July, 1922 ILLINOIS CENTRAL MAGAZINE Thirty-five burg, in April, 1905, he took Mr. Hardin with him as night yardmaster at Vicksburg. Two months later Mr. Hardin became general yardmaster at that place. Yardmaster Har- din had a real job to man- age at Vicksburg, but he ac- quitted himself well. He stayed at Vicksburg and at Memphis until November, 1911, and he was appointed night yardmaster at East St. Louis, January 1, 1912, under Superintendent Porterfield, who had been assigned to the St. Louis division. A month later he was made general yardmaster there. In June, 1912, Mr. Hardin left the Illinois Central System and worked for the Terminal Railroad Association as switchman and assistant yard; master, but in 1915 he re- turned as night yardmaster at Wallace yard under Super- intendent J. F. Dignan. Then he became assistant yard- master, and in June, 1918, he was appointed to his present position. "I am well pleased with my last change," Mr. Hardin said. "Jackson is a good town, and we have good people to work with and work for here. I consider that we have the most efficient yard men and yard clerks on the system." A yardmaster, in Mr. Hardin's opinion, must be, first of all, a student of human nature. He must love men, and love to work with them. Next, he must know the routine of yard work thoroughly. "A man experienced in yard work can almost always find places to take up lost motion, if he applies himself to the job," Mr. Hardin says. "And that's what it takes to run a yard successfully." As to whether Mr. Hardin is making a A yard cmv at Jackson, Engine No. 188. Left to right: Jim Baines, fireman; Frank Duffy, engineer; Aaron Fields, switchman; J. E. Henry, helper; W . C. Agnezv, engine fore- man. A yard creiv at Jackson, Engine No. 507. Left to right: John Blake, fireman; E. I. Whittington, engineer; Simon Stevens, switchman; L. B. Hill, helper; E. A. Fleming, engine foreman. success of running the Jackson yard, just ask any of our people on the Louisiana division. Watch the Deadline! Material for the magazine is still being sent in after the 15th of the month, in spite of warnings to the effect that the 15th is the deadline for magazine ma- terial. Obviously, material arriving so late will have to hold over a month, maybe longer. NO COMPLAINT It was noon. The streets were jammed. At Sixth and Main streets, a man hurry- ing back to his office observed a well-dressed youth standing on the curb. He was groping his way with a cane. The one in a hurry paused and, observing the other was blind, asked : "Can I escort you across the street?" "Thank you," the sightless youth replied. Midway they were stopped by the traffic. "It is a beautiful day; the sun is again with us," the escort said. "Yes, indeed ; I have no complaint," the blind boy said. The other, blessed with two good eyes, left the sightless one safely upon the opposite cor ner and departed for his work. He had a new vision : "I have no complaint." Truly, it was a "bracer" that many of us need. Los Angeles (Cal.) Times. Thirty -six ILLINOIS CENTRAL MAGAZINE July, 1922 How Our New Mechanical Stokers Work An Explanation by the Manufacturers and a Paper on Opera- tion by Traveling Engineer J. Mclntyre SINCE our new 2-10-2 locomotives, the 2901 class, came to us equipped with mechanical stokers, considerable interest has been shown over the system in the opera- tion and care of these up-to-date aids to efficient firing. Properly handled, the mechan- ical stoker is a fuel-saver ; but it can also waste coal in an alarming manner, if not properly handled. With these stokers it is possible to feed the fire-box 7,200 pounds of Explanation 1. Conveyor Trough. 2. Conveyor Screw. 3. Angle Ring. 4. Crusher Casting. 5. Driving Engine Reverse Head. 6. Driving Engine Cylinder. 7. Driving Engine Auxiliary Valve. 8. Piston Rod. 9. Transfer Hopper. 10. Left Elevator Casing. 1 1. Elevator Screw. 12. End of Elevator Driving Shaft. 13. Elevator Shifter. 14. Elevator Drive and Reverse. 15. Distributor Tubes. 16. Left Distributor Elbow. 17. Right Distributor Elboiv. 18. Dividing Rib. 19. Right Elevator Casing. 20. Oil Box. 21. Conveyor Drive and Reverse Lever. 22. Conveyor Driving Shaft Bearing Oil Cups. 23. Rack Housing. 24. Rack. 25. Conveyor Drive and Reverse. 26. Conveyor Flexible Connec- tion Sleeve. 27. Conveyor Flexible Drive Shaft. 28. Conveyor Slide Support. 29. Conveyor Slide Support. 30. Conveyor Gear Casing. 31. Conveyor Screw Gear. 32. Conveyor Driving Shaft Gear. coal an hour. Each revolution of the elevator puts six pounds of coal into the fire-box, three pounds on each side. The piston which oper- ates the elevator will make twenty strokes a minute, thereby feeding the fire-box 120 pounds of coal a minute. The Duplex Stoker, with which these loco- motives are equipped, prepares its own coal by breaking the lumps to a proper size for eco- nomical firing. It is designed to handle all 32 General rear view of Type D Duplex Slokcr with covers re- moved, showing interior mechanism. Illustration by courtesy of the Locomotive Stoker Company, Pittsburgh, Pa. July, 1922 ILLINOIS CENTRAL MAGAZINE Thirty-seven kinds of coal, including lignite, anthracite mix- tures and bituminous slack or lump coal of proper size for hand firing. Operation of the Duplex Stoker The accompanying illustration will give some idea of how the stoker operates. The coal in the tender falls through an open- ing in the shovel sheet to the conveyor trough (1). The coal is then carried forward by the conveyor screw (2), then through the crush- ing zone, where it is forced against the crush- er (4), and broken into a suitable size for firing. The coal, having been prepared for firing, then passes into the transfer hopper (9), where it is divided equally or unequally, according to the position of the dividing rib (18), between two elevator screws (11), which elevate the coal and drop it into two distributor tubes (15), fitted into elbows (16 and 17), and extending into the fire-box through holes in the back- head on each side of the fire-door. The coal thus delivered to the distributor tubes (15) is then carried forward by a con- stant steam jet pressure which spreads the coal evenly over the grate area. How Distribution Is Controlled The distribution of the coal is controlled by varying the steam pressure at the jets and by adjusting the dividing rib in the transfer hop- per (9). The amount of coal delivered to the fire-box or the rate of delivery of the coal is controlled by varying the speed of the stoker engine. The elevator screws are driven by gears which mesh with the driving rack (24), and the conveyor screw is driven by a driving shaft, also meshed into the rack and connected to the conveyor screw through a series of drive shafts (27) and gears (31 and 32) at the rear of the conveyor trough. Through a system of ratchet wheels and pawls, motion is imparted to the elevator and conveyor screws. By operating the elevator pawl shifters (13) and the conveyor reverse lever (21), one or all of the screws can be started, stopped or reversed, each one inde- pendently without affecting the others. Some General Suggestions The Locomotive Stoker Company of Pitts- burgh, Pa., which manufactures this stoker, gives the following general suggestions : 1. See that the fire is clean and in good condition before leaving the terminal. 2. Build up a good fire with your shovel. 3. Do not feed iron, rocky slate, wood or waste through the conveyor. 4. When the train is standing on sidings, shut steam off the stoker. 5. Close the tank slide openings before tak- ing coal on the tender. How to Leave the Stoker The duties of the fireman on arrival at terminals are outlined as follows : 1. Before leaving the stoker engine on the fire track, see that the slides in the tank are closed. 2. When nearing the terminal and after closing the slide plates, the driving engine should be run long enough to remove all coal from the conveyor. 3. Before giving up the engine, place the conveyor reversing lever in center or neutral position and run the vertical screws to empty the elevators of coal. 4. Close all steam valves to the stoker en- gine. The following paper on the operation of the stoker was prepared by Traveling Engineer J. Mclntyre of the Springfield division. It cov- ers preparing the fire, stoker firing and main- tenance, the latter divided as to daily and monthly inspection. The fireman should always be on his engine at the required or specified time and examine the condition of his fire the first thing. If the fire is not level at the pit, the fireman should loosen his grates sufficiently to break up or crack the coke formation. This will let the air through and burn the fire down to a level bed about two inches thick. If the fireman takes care of the fire the first thing, the fire will take care of itself while the fireman is doing his other work. If the fire is not level at the pit, the fireman should always loosen the grates and use the shovel in the low or bare spots. The stoker should not be -used when leav- ing the pit unless the fire-bed is light and level, and then it should be run very slowly in order to insure good distribution. The secret of suc- cess with a locomotive stoker is to get away from the pit on the right foot. How to Oil the Stoker Do not oil the stoker while it is not run- ning. When the stoker is oiled on the pit, all the screws should be placed in the neutral posi- tion and the engine run idly while oiling. This is the most economical way to oil the stoker, because the oil will thoroughly swab or Tlri'rty-cifjh; ILLINOIS CENTRAL MAGAZINE July, 1922 run over all parts, and it will not do this if the machine is standing. The stoker requires a little oil about every two and one-half or three hours, but it is a gross waste of oil to oil the machine excessively when it is standing at the beginning of a trip and then not to oil it any more during the trip. That is neglecting the machine. Before leaving the pit or roundhouse track, be sure the slide" to the conveyor is open. While going to the yard, run the stoker until the coal appears at the distributor tubes. Important to Start Right In stoker firing, a thin, level fire should first be built up with a shovel. In leaving the yard, care should be taken that the fire is not crowded, because this is very easily done with the stoker. The fire should be watched closely the first few miles, and then the fireman will know that his stoker is going and he can make the remainder of his trip in solid comfort. He won't have any trouble, because he has started from the roundhouse right. That is the secret of success in stoker firing get started right. If the engine is properly drafted, with units tight, no air leaks around the front end and the grates and grate rigging in good condition, the condition of the fire is up to the will and pleas- ure of the fireman. The stoker will do all the work except the brain work, and there are even times when a fireman expects it to do part of that. Watch the fire closely to ascertain if any clinker formation starts ; if so, move the grates sufficiently to break up the clinker before it gets heavy, and there will be no further trouble. The stoker fired engine should never be crowded with coal, but this is sometimes done by a poor or careless fireman. One scoopful of coal placed in a fire-box by hand cannot be distrib- uted over six square feet of surface, but half of this amount placed in one of the 2901 class engines by a stoker covers the entire grate area, or eighty-eight square feet. The fireman should study the engineer's way of handling the engine and run his stoker ac- cordingly. Stoker Should Run Steadily The stoker should not be run fast and then shut off, because this causes a variation in boiler pressure. Continuation of such a prac- tice will sooner or later cause side sheet or flue trouble, because letting the fire die down while the engine is worked hard causes a sudden change in temperature in the fire-box. The stoker should be handled the same as an injector that is, to say, it should just supply the boiler requirements and no more. Stoker fired engines should be fired and handled to avoid raining black smoke, and the pop valves should be left seated at all times except in case of an unexpected stop. Some firemen crowd the fire because the ma- chine puts the coal in so easily, and some en- gineers bear down on an engine for the simple reason that it is stoker fired. An engineer should run his engine at an economical cut- off regardless of the fact that it is stoker fired. Must Get Use Out of Coal The fireman should keep his ash pan shelves clean, so that the free passage of air will not be restricted. If the fireman will glance at his coal pile once in a while, he may find some foreign mat- ter in the coal and get it before it gets down into the conveyor screw. When the trip is completed, close all slides in the tank and run all the coal out of the stoker. The slides must be closed in plenty of time before the trip is quite completed; when the engine is entering the yard is a good time. The coal must not be run into the fire-box for the sole purpose of cleaning out the stoker, but must be made to evaporate water into steam advantageously. The matter of maintenance can be divided into daily and monthly inspections. A. Daily Inspection 1. See that the conveyor and the elevator are free from coal and that all slide plates over the conveyor are closed. 2. Start up the stoker engine and note the general condition of the machine, paying par- ticular attention to the following: A. See that right and left elevator and con- veyor drivers will perform their function in neutral, drive and reverse positions. B. See that the driving engine will reverse properly, using the operating rod on the bark- head of the locomotive boiler. C. Try both steam gauges. D. See that drain valves in the stoker line close properly when steam pressure is turned on. 3. See that distributor tubes are pulled right against the elbow. 4. Inspect oil pipes for broken or loose con- nections, and see that oil cups are free from dust and dirt. 5. Inspect the stoker engine for steam leaks. July, 1922 ILLINOIS CENTRAL MAGAZINE Thirty -nine B, Monthly Inspection 1. Examine the distribu- tor tubes; tubes with ends burned off are to be re- placed. 2. Examine the steam jets to see if they are plugged or if the bridge be- tween the holes is worn. In renewing jets, care should be taken to see that the holes are ^ inch off the bottom of the distributor tubes. 3. Examine the driving rack and notice if it is re- ceiving sufficient lubrication. 4. All oil pipes should be inspected to see if they are stopped up. 5. Examine piston rod packing. 6. Examine bolts con- necting the coupling and the conveyor screw at the rear end of the trough. 7. Examine cotter keys in the conveyor drive shaft to see if they are properly spread so that the pins will not work out. 8. When the stoker is running, if the cylinder gauge shows an excessive amount of. steam to run the stoker light, the exhaust line in the smoke box should be examined to see if this is plugged with burned grease. 9. Examine all bolts and nuts around the transfer hopper, particularly where it is bolted to the locomotive frame. 10. Test the limiting valve, which should unseat at 75 pounds. 11. Test the cylinder gaskets under load at 75 pounds pressure. 12. Remove the differential valve and in- spect it thoroughly. 13. Remove the operating valve and inspect it for worn, broken or missing rings. 14. Examine the pawl springs in elevator and conveyor pawl casings. 15. At drawbar inspection, examine the grease in the gear casing at the rear of the conveyor trough. Showing Duplex Stoker installed on locomotive and position of elevator casings with reference to fire-door. Illustration by courtesy of the Locomotive Stoker Company, Pittsburgh, Pa. TO HANDLE LEGION MEETING A pamphlet issued recently by the passenger department announces that plans have been made for the establishment of another Pull- man city by the Illinois Central System at New Orleans. This time, it will be for the comfort of those who attend the American Le- gion convention, October 16 to 20, 1922. The booklet has many beautiful illustrations that point out the places of interest at our Southern terminal, and it describes in detail the facili- ties of the city on wheels which was established during the triennial conclave of the Grand Commandery, Knights Templar, April 24 to 27, 1922. It is addressed to the members of the American Legion with "Let's Go, Buddy !" Forty ILLINOIS CENTRAL MAGAZINE July, 1922 Employes Own 900 Homes at Waterloo More Than Half Are Out of Renter Class; How One Young Man Does It on a Salary of $115 a Month WATERLOO, Iowa, is blessed with a large number of homes of the em- ployes of the Illinois Central System. Probably 60 per cent of the employes there own their own homes, and those houses lend their share toward giving Waterloo its reputation as a city beautiful. There are perhaps 1,500 em- ployes at Waterloo, and that means about 900 homes. Incidentally, the Illinois Central employes at Waterloo have sound credit. They are re- spected, trusted and called upon for their opin- ions in civic matters of importance. There's food for thought in that. It may be that home-owning has something to do with it. Probably. the most unusual case of thrift at Waterloo is a young man employe who is paying for a $5,000 home while his salary is only $115 a month. Didn't Like Apartment Life In 1920 this young man had fallen heir to $2,600, and he was making $130 a month. He married and rented an apartment for $35 a month. There was no furniture to buy, for his wife's mother had left her enough to serve their immediate needs. They lived in this apart- ment for a year and a half. Apparently there was little difficulty in financing the home. A $200 doctor bill was paid, and a few small pieces of - furniture were bought during that time. But living cooped up in an apartment house soon became boresome, he says. In reality, the apartment was merely a place to sleep. The two spent little of their time at home. They had meals out, and they came to feel that they had to go away from home to have freedom. Then, too, the young man says, he grew weary of seeing canned fruit on the shelves in his clothes closet and the broom and sweep- er behind the bath tub. It is no surprise that this man and his wife began to figure on the amount of rent they were paying in comparison with the amount of money other young couples were paying each month toward owning their own home. An ex- amination disclosed the fact that the money paid for rent was slightly more than the amount others were paying toward their homes. Six weeks of home-hunting followed, against the protests of many friends. The young man was advised that he was to receive a cut in wages on July 1, 1921, but he disregarded that sad news in view of what he and his wife thought was the best course. There were no homes to suit them in Water- loo. The properties shown to them were in poor locations, poor structures or priced too high. So they decided to build. In a book, "American Homes Beautiful," they found just the home they wanted. It was roomy and looked to be a building that could be .constructed within their means. A contractor estimated the cost of that house to be $5,000. In April, 1921, a 43-by-100-foot lot was purchased for $750, and arrangements for building the house were made. The con- tract called for the payment of $2,500 within two weeks after excavation had started and the balance when the house was completed and accepted. The young home builders knew that they did not have enough money to carry out the terms of the contract, and they planned to fall back upon the building and loan association if the contractor made urgent demands. Went Into Building and Loan Plan After the lot was purchased, there was only $1,850 left in the little fortune. Upon a de- mand for payment, the young man borrowed $200 from his father, paid the contractor $2,000 and agreed to go into the building and loan association so that the remainder of the money could be had when the contractor wanted it. The contractor was in need of money, the same as many other business men at that time, but he was lenient with his young client. The balance of the money for the payment on the house was obtained from the building and loan association, and the young man agreed to pay the association $32.66 each month. Then came the cut in salary to $115 on July 1, 1921. What was left of the salary after the payment on the home was taken out $82.34 was not much to live on, but the wife came forward with a budget system that solved the problem. She allowed 25 per cent of the money to be July, 1922 ILLINOIS CENTRAL MAGAZINE Forty-one Homes of employes at Waterloo, Iowa. 1, /. A. Joyner, yard clerk, 1025 Broadway; 2, S. Woodward, szvitchman, 406 Richer; 3, /. P. Earth, engineer, 917 Logan; 4, W, N. Johnson, tool room foreman, 1225 Logan; 5, F. A. Cunningham, szvitchman, 815 Columbia; 6, F. B. Schroder, gang foreman, 518 Sumner ; 1, C. S. Sanborn, accountant, 225 West Parker; 8, T. R. McNeil, brakeman, 2253 East Fourth. Forty-two ILLINOIS CENTRAL MAGAZINE July, 1922 spent for food, 11 per cent for shelter, includ- ing coal, light, water, taxes, etc., 12 per cent for clothing, 11.7 per cent for general opera- tion, 32.04 per cent for advancement, includ- ing newspapers, magazines, insurance, dona- tions, etc., and 8.26 per cent for miscellaneous items. Budget System Worked Well The system could not be followed exactly, but when the expenditures exceeded the limit in one place they were held down below the al- lowance in another. The percentage allowed for food was found to be more than sufficient. A fireless cooker helped solve the problem in the kitchen. The percentage allowed for clothes was far too small for the purchase of the clothes they had been used to. So the wife learned to sew. As time wore on, the budget system came tq be followed more closely. Today the home makers are meeting all expenses. It is true that they are making great sacrifices, but they are happy very happy. They sit down to- gether of evenings, plan, figure, decide to economize here and there, and they profit in more ways than one by these business meetings. When the smoke had cleared from the bar- rage of advice as to the foolishness of this young couple in buying a home, an intimate friend said, "Well, they are young, and it is- the only way for them to get ahead." Many homes in Waterloo are being bought by the aid of the building and loan associa- tion. In fact, it is said that probably more than half of them are paid for in this manner. How the Loan Feature Works Payments to the building and loan associa- iton are usually about $33, but, of course, that varies according to the amount borrowed. Where the payment is about $33 a month, DISTINGUISHED M.D.'S USE DAYLIGHT SPECIAL Dr. C. H. Mayo of Rochester, Minn., and party on the Daylight Special, May 23, just be- fore leaving Central Station at Chicago for St. Louis, where the American Medical Association was holding its annual meeting. From left to right, those in the party are: Dr. E. C. RosenoK. bacteriologist of wide reputation of Rochester, Minn.; E. C. Rosenow, Jr., Rochester, Minn.; Mrs. E. C. Roseno^v, Rochester, Minn.; Dr Ray Smith, Los Angeles, Cal.; Dr. C. H. Mayo, Roch- ester, Minn.; Dr. H.B.Gibby, Wilkes-Barre,Pa; Doctor Henderson, Rochester, Minn.; Mrs. E. S. Judd, Rochester, Minn.; Doctor Adson, Rochester, Minn.; Dr. Jcrrc Watson, Anniston, Ala.; Dr, H. Helmholz and Dr. E. Starr Judd, Rochester, Minn, July, 1922 ILLINOIS CENTRAL MAGAZINE Forty-three Homes of employes at Waterloo, Iowa. 9, P. R. Cooley, conductor, 433 Logan; 10, Herman Becker, roundhouse foreman, 223 Logan; 11, H. G. Brown, trainmaster, 346 Vine; 12, A. J. Fairburn, engineer, 627 Lime; 13, C. E. Horsely, assistant roundhouse foreman, 612 Sumner ; 14, Henry S. Bunnell, carman helper, 635 Sumner; 15, A. Feisner, boiler foreman, 623 Sumner; 16, C. S. Jackson, switchman, 701 Broadway. Forty-four ILLINOIS CENTRAL MAGAZINE July, 1922 $14 goes as payment on the principal and the balance as payment of the interest on the principal. The interest charged is 8 per cent. In turn, the association guarantees 7 per cent interest on the money that is paid in to apply on the principal. Often this percentage of interest goes over 7 per cent, but never under. It is regulated by the prosperity of the com- pany. The interest paid by the association is compounded every six months and applied to the principal. In other words, the building and loan asso- ciation lends a man the desired money in a lump sum at 8 per cent interest, and the man, in turn, lends the association the same amount oi money in monthly payments of $14 at a fraction less than 8 per cent interest. The man pays only a fraction of 1 per cent inter- est for the privilege of having the money he desires in a lump sum. Then there are those in Waterloo who are buying their homes through the real estate dealers. Many are buying their homes on just as easy terms in this manner as others are in the building and loan association. A typ- ical case is that of T. R. McNeil, a brakeman. who took over payments on a home. Mr. McNeil married in July, 1020, and rented an apartment at $35 a month until I 'c cember 3, 1921. He learned of a friend \vh<> had been paying on a home but was about to let it drop. Mr. McNeil got in touch with him and learned that $466 had been paid on the $4,500 home. The friend accepted $250 from Mr. McNeil for the title to the $466 paid in. and Mr. McNeil took up the payments of $30 a month on the home. The total cost of his home, Mr. McNeil says, is not more than $50 a month. That includes insurance, taxes, etc. When he rented, he paid $35 a month for a place to sleep. Now he is paying but $15 a month more and has ample room for a chicken yard, a garden and a place to do as he pleases. The income from his chickens and the money saved by his garden more than make up the difference between his payment now and the rent he paid. And, at the end of a definite time, he will have his little home all for him- self. Our Rules for the Proper Storage of Coal The following rules about unloading and caring for storage coal have recently been issued from the office of Vice-President L. W. Baldwin: 1. Ground upon which coal will be stored must be firm, level, clean and properly drained. 2. No drainage should pass through or under storage coal piles. 3. Coal unloaded into storage should not be placed on loose cinders, against wooden posts, wooden trestle bents, hot or warm pipes or flues. 4. Coal unloaded into storage must not be placed in piles to exceed twelve feet in height and thirty-six feet in width at the ground level, limiting piles to 1,500 tons, with clear space of at least five feet between piles. 5. Do not ventilate storage coal piles by artificial methods. 6. When unloading coal of different sizes, place each size in a separate pile. 7. When unloading coal of the same size from different mine fields, coal from each field should be placed in a separate pile. 8. To avoid excessive breakage, coal from the grab buckets of cranes must not be dropped to exceed three feet when making piles. 9. Do not move coal once placed in stor- age unless absolutely necessary. 10. The temperature of coal in storage should be taken at least once each week, and oftener if necessary, using either the thermometer or the rod method. 11. Where coal is stored under cover, the structure should be well ventilated to make possible the escape of the gases which are given off. 12. Under no circumstances should water be applied to a heated coal pile. Heated or fired coal should be removed and used or extinguished by well scattering and then applying water. THE AIM WAS WILD Judge Priest Parson, that turkey you sold me yesterday wasn't a tame one, as you claimed it to be, for I found shot in it. Parson Brown Judge, dat was a tame bird, just like I sed it was; dem shot was meant for me. Judge. July, 1922 ILLINOIS CENTRAL MAGAZINE Forty -five Homes of employes at Waterloo, Iowa. 17, R. C. Walker, conductor, 703 Lime; 18, O. M. Brown, engineer, 1128 Logan; 19, W . J. Voedker, machinist, 219 Clay; 20 T. J. Winninger, machine shop foreman, 1022 Logan; 21, James Moore, ivrecking foreman, 139 Cottage; 22, C. A. Fish, chief clerk, 210 Logan; 23, T. J, Ellis, roundhouse foreman, 319 Cutter; 24, N. Bell, master mechanic, 148 Kern. ) Forty -six ILLINOIS CENTRAL MAGAZINE July, 1922 Our Railroads Are Big 'HpHE railway tracks in the United States * would reach very nearly to the moon and return and a locomotive with thirty-five cars behind it could be placed at 7-mile inter- vals along that whole distance merely by using the equipment now in use on American railroads. Two hundred side tracks extend- ing from New York to Philadelphia would be required to hold the freight cars of this country alone. Nor is the passenger equipment small. If the 56,000 passenger cars were street cars and started from a given point at the rate of one a minute, forty days would be required to get them all in motion. In 1920 a number of peo- ple equal to more than thirty times the popu- lation of the entire earth was carried a dis- tance of one mile. The Pennsylvania station in New York City handled 36,000,000 pas- sengers in 1920 very nearly the population of France one-third as many people as live in the United States. The employes of the rail- roads number more than two million, which is equivalent to the number of American soldiers sent to France. HAWTHORNE DANIEL, in the World's Work for June. We'll Confirm Overheard in the yards : Mike Say, Bill, do you know the quickest way to the Illinois Central Hospital? Bill Sure, walk between moving cars to pull a pin. S. M. C. Old Second Church Dear Wake: A few days ago your column carried a question regarding the Illinois Cen- tral station at 16th Street. I have an old news- paper clipping reading: The building now used as the Illinois Central station at 16th Street was originally put up to be the Second Presbyterian church. Work was be- gun on it July 9 and the edifice was dedicated to the worship of God September 1, 1843. The loca- tion of the church was on the south side of Ran- dolph Street, eighty feet east of Clark Street. [Signed.] Edward L. Bradley. [With the Second Presbyterian church for more than forty-six years.] The clipping above was saved because rela- tives of mine lived in the flat above the station for thirty-one years. My aunt was station agent from 1885 until 1913. I. C. M., in "The Wake of the News," Chicago Tribune. Letting Him Down Easy A rich man, lying on his death bed, called his chauffeur, who had been in his service for years, and said : "Ah, Sykes, I am going on a long and rugged journey, worse than any over which you have driven me." "Well, sir," consoled the chauffeur. "There's one comfort, it's all downhill." Life in a Few Words Uncle Bill Smith read the railway sign : "STOP, LOOK. LISTEN" "Those words express the whole scheme of life," he said. "How so?" asked a friend. "You see a purty girl ; you stop ; you look ; and, after you marry her, you listen." INKID SAYS 5AYW THh "ROLL- YOUR-OWIY 5TUFF AIMT ALL "BULL* 1 -! July, 1922 ILLINOIS CENTRAL MAGAZINE Forty-seven T.J. QUIGLEY RE-ISSUES A CALL TO ARMS Let's Play That Record THE FIGHT l^ouisiana division experts in the "A'o Exception" campaign: 1. //. P. Campbell, trainmaster; 2. W. E. McCloy, supervising agent; 3. E. L. McLanrine, trainmaster; 4. 7. L. Morgan, agent, Jackson, Miss.; 5. C. B. Emmerich, local conductor; 6. H. A. Comfort, agent, Canton, Miss.; 7. J. P. Murphy, agent, Yazoo City. Miss.; 8. L. T. Ban; local conductor; 9 V. L. Robbins, local conductor; 10. R. D. Robbins. local conductor; 11. W. H. Smith, local conduc- tor;^. F. H. Barton, agent, Brookhaven, Miss.; i:>. /. B. Price, local conductor; 14. 7. W. Broivn, local conductor; 15. F. T. Shafer, local conductor; 16. C. S. Rand, agent, Hammond. Forty-eight July, 1922 Some Small Homes Worth Looking Over Illinois Central Magazine Will Aid Its Readers to Get Informa- tion and Plans for Building HERE'S a thrift idea and something to talk over with your wife or sweet- heart : Through the courtesy of the American Wholesale Lumber Association, the Illinois Central Magazine is able this month to pre- sent to its prospective home-builders the ac- companying views and floor-plans of typical, moderately priced, up-to-date American homes. These samples are presented with an idea of encouraging thought on the matter. Those who desire to investigate the matter further may, by taking the matter up through the magazine, obtain from the Southern Pine As- sociation of New Orleans a booklet showing fifty other similar views. A full set of blue prints, drawings and details may be obtained likewise, when the home is finally decided upon, for a few dollars. The American Wholesale Lumber Association offers also to handle the matter with the lumber retailers in the various towns interested so as to obtain estimates of cost, plans for financing and the like. Where enough citizens of any town are interested in the matter, the American Wholesale Lumber Dl NINC, HALLl , , n . nr . k , LOOM IU * OM July, 1922 ILLINOIS CENTRAL MAGAZINE Forty-nine quently praised by employes in these pages. If this feature proves of interest to the readers of the Illinois Central Magazine, it will be continued, with new views each month. A FUEL-SAVING HINT Here is the Illinois division's Fuel Conserva- tion Bulletin No. 9: "A local freight train had instructions to un- load four carloads of ballast on northward track at a point one and one-half miles south of a station, but, upon arrival at the designated place, there were no section men on hand to unload the ballast, necessitating a back haul of the four cars to the station, where they were held over until the following day. This resulted in a loss of four car days, the con- sumption of approximately one ton of fuel and one hour overtime to the train crew, all of which could have been avoided by proper co- operation between the track supervisor and train dispatcher. "A towerman stopped a passenger train to allow a cross line tonnage train to use the crossing, resulting in unnecessary consumption of fuel." Association will likewise provide an expert to advise regarding the establishment of a build- ing and loan association, such as has been fre- TAKES HUSTLING The world owes you a living, As the old saying goes ; But to collect it is a job That keeps you on your toes. Fifty ILLINOIS CENTRAL MAGAZINE July, 192.2 New McComb, Miss., Car Shed Completed Up-to-Date Facilities Are Now Available; Unit Cost Proves Almost Twice That of Nonconnah Construction By E. W. BULLARD, Building Inspector THERE has just been completed at Mc- Comb, Miss., in connection with new car repair facilities at that point, a car shed of 100-car capacity, 176 feet wide and 000 feet long, covering eight standard gauge repair tracks and four standard gauge material tracks, with lighting, water and air connections which provide for rapid and economical han- dling of cars through this terminal. The struc- ture is fireproof throughout. It covers prac- tically 2 l / 2 acres of ground and contains 7,200 lineal feet of tracks. The superstructure is of structural steel, with a saw-tooth roof of twenty panels, sup- ported on concrete footings, which in turn are on piling where the condition of the soil re- quired. The steel columns, 22 feet 6 inches high, are spaced thirty feet apart along the length of the shed and forty-four feet apart across the width. These carry the transverse and saw-tooth trusses which support the roof- ing material. The saw-tooth trusses are tri- angular and spaced longitudinally between columns, with two intermediate trusses in each transverse space of forty- four feet. These intermediate trusses are supported by trans- verse trusses placed in the plane of the steep side of the saw-tooth. Knee braces in the planes of the columns are provided for all transverse trusses and the inside longitudinal trusses. Structural steel purlins spaced four feet apart brace the saw-tooth trusses trans- versely at the top and also carry the roofing, which is Continental Cement red tile. In the valleys over the flat cement tile were placed cinder concrete and 5-ply composition roof- ing, with a necessary fall across the width of the building for drainage. Down spouts on each side of the building carry the water from the roof to the sewer. Wire- Glass Skylight Installed A special feature of this roof, which dif- fered from that of the car repair shed at Non- connah yard, Memphis, built in 1916 and de- scribed in the Illinois Central Magazine of August, 1917, is the corrugated wire-glass sky- light, in the transverse trusses. This skylight is seven feet high and extends across the en- July, 1922 ILLINOIS CENTRAL MAGAZINE Fifty -one tire width of the building in the steep side of the saw-tooth of each panel. The corrugated glass, furnished by David Lupton Sons Company of Philadelphia, is in panes 27J4 inches by 84 inches in size. These panes of corrugated glass are supported in structural steel sash built up of Z-liars sup- ported in the transverse trusses. The vertical joints between the several panes of glass are held in position by an aluminum cover cap and an inner strip. The sash is made water tight by means of flashing, asphalt strips and mastic filling, all held in position by means of bent clips and bolts with lead washers. The sides of the building are open to a height of 15 feet 6 inches above the rail, and the gables and siding are covered with 20- gauge corrugated iron. Inside the building each track has two lines of swinging scaffolds eight feet above the tracks for men working on the cars. This eliminates the old trestles and ladders formerly used in facilities of this kind. Air lines of large capacity lead to outlets at columns to within thirty-five feet of any point in the building. There are also electric plug outlets installed at each column, and the electric lights are so arranged that the build- ing can be used at night as well as in the day. Efficient Arrangement Made The tracks, shed and ground are on a .5 per cent grade descending in a southerly direction, which will assist in the rapid movement of the repaired cars at this point. The system of standard gauge material tracks, with thir- teen turntables of structural steel and con- crete pits, provides for the delivery of ma- terial to every part of the facility, and the grade of these tracks is such that the move- ment of the material used in the repairs to and from the car shed is handled with ease and rapidity. The new car shed is within the city limits of McComb, convenient to the residences of the workmen, east of the main tracks, south of and about one-half mile from the station. The new shed replaces a frame shed destroyed by fire in June, 1921. Rapid Work in Steel Construction The clearing of the site, started by the division forces in December, 1921, consisted of moving four frame buildings and adjacent platforms to new locations, rearranging the tracks to agree to the new plan, and at the same time maintaining the local car repair facilities in operation. The division forces drove the 132 creosoted foundation piles. The general contractor started work on the foun- dation January 12, 1922, and by February 1 had completed the 105 footings, consisting of 230 cubic yards of concrete, and was ready for the erection of the steel to begin. Splendid progress was made in the erection of the steel. Seven hundred and fifty tons of light steel were fabricated and shipped from Decatur, 111., by -the Decatur Bridge Company Fifty-two ILLINOIS CENTRAL MAGAZINE July, 1922 in the allotted time of four weeks. About thirty cars of steel were shipped to the work, and some of the cars made the 647-mile trip from Decatur, 111., to McComb, Miss., in the quick time of five days. The complete erec- tion of the steel work was done in thirty-five working days. As the structural steel was re- ceived on the cars, the transverse and two in- termediate trusses of each bay were assembled on the ground and erected as a unit. The steel was handled by derrick cars which traveled on standard gauge tracks which were already in position and suitable for this purpose, and the erection of the steel was so started as to allow the derricks to back away from the structure as the steel was placed. The different trades started working as fast as the steel erection would permit. The tile, cinder concrete, composition roofing and flash- ing were started just as soon as the painting was completed. The good weather conditions, along with the splendid co-operation of all de- partments, made possible the speed obtained in the actual erection of this shed. The gen- eral contractor began his work on the founda- tions January 12, on April 10 the west half of the shed was turned over to the mechanical department for use, and by April 20 the shed was complete. The division forces did all the track work, driving piles, moving old buildings and clear- ing the site. Cost Shows Increase Since 1916 The general contractor, the Ellington Miller Company of Chicago, did all the concrete foundation work and work on the sewer and fire protection water lines. The steel e^tion was done by the Ferro Construction Company of Chicago, and the tile roof was furnished and placed by the Continental Cement Tile Company of Chicago. The composition roof- ing and sheet metal work was done by the American Sheet Metal Works of New Orleans, La. For the Illinois Central, this work was un- der the supervision of the chief engineer and the engineer of buildings, with the field work in charge of the chief building inspector. The writer was inspector on the work. In connection with this work, a comparison of the cost of the car repair sheds as built at Noconnah yard, Memphis, Tenn., in 1916 and the one just completed at McComb proves interesting. While there was very little dif- ference in the cost of the structural steel, the cost of erecting and painting the steel at Mc- Comb per ton was just double the cost of simi- lar work at Nonconnah. The cost of tile and sheet metal work, with the composition roof- ing, etc., at McComb shows a slight increase over the cost of similar work at Nonconnah ; this was due principally to the increased cost of labor. The total cost of the two jobs on a basis of square foot of car shed was : Non- connah, $0.960; McComb, $1.794. This is an increase in cost per square foot at McComb of 87 per cent over the cost of Nonconnah. HE TOPS THE LIST The oldest conductor in service on the Louisiana division is Charles E. Dunbar, who entered the service of the Illinois Central June 1, 1883, at the age of 23, as a brakeman. In February, 1885, he was promoted to conductor. During his first nine years of service, there were two reprimands and ten demerits entered against his record for honoring expired tickets and passes and ten demerits for carrying a blind negro past Bogue Chitto. The last demerits were entered against his record in August, 1904, and since that time his record has been clear. Mr. Dunbar is now in charge of the Panama Limited between New Orleans and Canton. July, 1922 ILLINOIS CENTRAL MAGAZINE Fifty-three Making Sure of What We Buy and Use Illinois Central System's Test Department Safeguards Pur- chasing and Keeps Quality Uniform BY J. L. CARVER, Engineer of Tests, Burnside THE nucleus about which the test de- partment grew was the position of me- chanical inspector, created about 1907 at Burnside Shops, Chicago. The mechanical inspector was the man under whose jurisdic- tion the air hose, steam, shop air and miscella- neous hose were mounted, journal bearings were relined with babbitt, the rolling mill was operated and the reclamation work on the scrap elevation was carried on. There was one man in this organization who handled the inspection of bar iron, and who later directed the operation of the locomo- tive cranes. One chemist was employed work- ing mostly on paints and oils. About 1909 the operation of the paint mill was taken over by the mechanical inspector. The test de- partment, as such, was organized in 1910 under the .general superintendent of motive power, with the engineer of tests in charge, two chemists, a chief material inspector and four material inspectors. Two inspectors who were under the jurisdiction of the store de- partment, covering bar iron and wheels, were taken into the organization and also five fuel inspectors. These latter, however, were di- vorced from the test department in 1911. An assistant engineer of tests was appoint- ed in 1911, but this position was abolished in 1914. At this time the department had in- creased its laboratory force to three chemists and its inspection force to seven. A year later there were four chemists and nine inspectors, and at present there are thirteen inspectors, four chemists, one apprentice chemist, a water inspector, a stenographer and a clerk, a paint mill foreman and eight paint makers. The rolling mill has ceased operation due to the lack of material with which to work. Makes Tests of Our Purchases The purchases of a railroad are enormous, varying from 10-penny nails to 200-ton loco- motives, from table salt to garden hose. A railroad is a consumer of practically all manufactured products, entailing a separate department to handle purchases and a store department to carry the stocks. It is one of the fundamental duties of the test depart- ment to see that the quality as paid for is delivered and to assist, by means of its lab- oratory and test equipment, in selecting the to Fifty-fo ILLINOIS CENTRAL MAGAZINE July. 1922 J\olliny Mill mid J-'unuh most suitable and economical material possible consistent with the highest safety. Steel and iron of all grades and qualities are inspected and tested in the "major part of the work. Practically every piece of steel and iron which enters the construction of cars and locomotives has passed under the watch- ful eyes of an inspector and has been tested and accepted by him. Axles, wheels, plate, structural shapes, bars, springs all have been examined. It is only by such means the high- est standard can be maintained. The varied classes of materials give an inspector famili- arity with glass, paint, textile waste for wip- ing and journal boxes, rubber (mostly hose), brooms, brass and all steel and iron products. Only material of the highest quality is accept- ed, and it must conform to the rigid specifica- tions upon which it is purchased. In these times of high priced labor, material which will give long life is a necessity, as in most cases the labor costs of renewal are far greater than the value of the material. When one is familiar with railway problems of operation, especially those causing train delays, he can realize exactly what influence the quality of material has to do with these troubles and that all precautions taken to July, 1922 ILLINOIS CENTRAL MAGAZINE Fifty five eliminate faulty material as the cause are well repaid when checked against the cost of the delay, in time, labor and resultant repairs. Tests in Stretching and Bending Steel and iron are tested in a machine which pulls them out like a piece of rubber until they break. A machine of this type is shown in Figure 1. Not only can the metal be stretched out but it can be bent until broken. These tests show exactly what the metal can stand and indicate its quality. Blocks of ce- ment, wood, brick, babbitt, etc., can also be crushed. A smaller machine which can be used to obtain the breaking strength of rope, rubber, wire, thin metal sheets, cloth, duck, etc., and can be adapted to various strength tests is shown in Figure 2. In the laboratory are analyzed and examined all steel and iron, babbitts, paints, oils, greases, polishes, preserving compounds, boiler scale, boiler compounds, water, coal, soap, cement, and a variety of miscellaneous preparations that are offered to the railroad. The quality and merits of these are passed on, and if they show sufficient merit they are purchased or accepted. Investigations as to economical pur- chases and the comparative qualities of a great many materials are carried out. Materials which are causing trouble are analyzed and the reason found so that proper corrections can be made. Considerable work along the development of a proper water supply for boiler purposes Views of the Paint Mill Machinery Fifty -six ILLINOIS CENTRAL MAGAZINE July, 1922 is done by the test department, and a water inspector who devotes his whole time to such problems reports to the test department and works in co-operation with the water service department and the department of mainte- nance of way. The water inspector visits peri- odically the softening plants on the system, checking the treatment and recommending proper treatment if the work is not found ac- curate. Only one who has an appreciation of the losses caused by scaling water and cor- rosive water can realize what a vast saving is effected by the proper treatment of boiler waters, making this part of the work in the test department vitally interesting and educa- tional. Material Inspectors Are on the Road The duties of the material inspectors carry them over practically all of the United States east of the Mississippi River. These men are sent where our material, subject to specifica- tion, is purchased. The material is tested to the standard requirements of the Illinois Cen- tral System, and that which is not up to standard is eliminated from the shipment. Equipment for such tests and the necessary assistance are furnished free of charge by the manufacturer. By this means it can be real- ized that an assurance of quality can be as- sumed and a large market for all materials opened. Operation of the rolling mill came under the test department. This mill, known as a re- ducing mill, rolled short lengths of iron or steel, after being heated in an oil furnace, into longer lengths of smaller diameter or section, making the material available for use. The commoner sources of the billets for rerolling were scrap arch bars and truss rods, etc., from dismantled cars. Since this supply was cut off, the rolling mill has been discontinued and dis- mantled. This little mill paid for itself many times over. Figures 3 and 4 show views of the mill and furnace. The paint mill is operated under the di- rection of the test department. Practically all the paste paints used on the railroad are ground and mixed in this mill. These include the purple and black used on coal cars, bridges and other steel structures, maroon freight car paint, refrigerator and station yellow, inside trim, inside body, passenger car roof color, green in oil, steel gray machine, bottle green and outside white. Disinfectant, deodorant, rust preventive, car cleaner and polish are 7 This Machine Tests Cement also made in the paint mill. The paint mill foreman handles all the paints and varnishes, brushes, etc., purchased and handled in stock book "K" and takes care of the shipment of these materials from Burnside to points on the line. All materials entering into our paints are examined and checked to specifications originated by the test department. None but the highest quality of paint materials is allowed to enter into any of our paints. Paint brushes and painters' materials are examined and checked to Illinois Central specifications. Pigments Are Ground and Mixed Views of the paint mill machinery, which in- volves a simple operation, are shown in Fig- ures 5 and 6. Pigments are ground in linseed oil by two stones, one rotating against the other. This forms a heavy paste which is shipped out in barrels; the necessary linseed oil, thinner s, etc., are added on the job. Pig- ments which are not ground in our mill are mixed together in various proportions with oils, driers and thinners in large mixers as shown in Figure 5. The average monthly pro- duction would total about five hundred barrels of paint, calculated as ready for application. The testing of cement is done under the ju- risdiction of the test department. This is carried out in a practical way by making stand- ard briquettes which may be noted in Figure 7 on the right of the dial on the test machine. The tensile strength of these briquettes is ob- tained at various ages of the cement, after being made into this form in a mold with a certain amount of standard Ottawa sand. Figures 8 and 9 show views of the laboratory and pieces of apparatus which are used for de- termining the composition of various materials. It would be a great pleasure to explain and July, 1922 ILLINOIS CENTRAL MAGAZINE Fifty-seven 8 Fieivs in the Laboratory demonstrate further any of the equipment or methods in the test department to those who are interested. ENGINE AN INCUBATOR According to a story emanating from Grove- land, Cal., recently, Tom McKenna, an engi- neer of the Hetch-Hetchy Railroad, is back in camp with six young chickens hatched from the heat of the locomotive boiler. McKenna, anticipating that he would be away from camp at meal hours, had placed the eggs in the en- gine cab about twenty-five days before. He forgot the auxiliary provisions until he heard the peeping of new-born chicks as they broke through their shells. A RECORD MOVEMENT May 14 there were moved north out of Mounds, 111., 1,267 loads and 142 empties. This is the largest number of cars handled out of Mounds north since April 18, 1918, when 1,293 loads and 133 empties were moved. Fifty-eight ILLINOIS CENTRAL MAGAZINE July, 1922 Concrete Bungalows Are Strong and Cozy Here Are Drawings and Floor Plans of Two Little Homes Laid Oat for Comfort and Convenience ARE you interested in concrete bunga- lows? The concrete bungalow shown here- with, which could be placed easily on a 30-foot lot, is a model of compact, comfort- able and economical building. Instead of the large dining room, which is used only for two or three hours a day, the architect has planned a small breakfast nook opening out of the living room and leading through the kitchen. This cozy feature is be- coming more and more popular in bungalow and apartment design. The living room has a good fireplace, and the kitchen, though small, is well planned for convenience of operation. The rear porch has a recess for the ice chest. Both the bedrooms have cross ventilation and good closets, and a bathroom is easily accessible from all the rooms. The front porch is a dominating feature in the front elevation. When decorated with flower boxes and planted around with shrub- bery it will give a home-like and charming appearance to the dwelling. A cellar, entered beneath the rear porch, is planned for this house, but could be omitted, if desired, at a very large saving of expense. The working drawings are laid out- for con- crete block construction covered with portland cement stucco, which will give the most per- manent and fire-resisting, maintenance-free construction possible to get for a small outlay. The cost will be found very little in excess of frame construction. FLOOR. PLAN Ztfe, '# July, 1922 ILLINOIS CENTRAL MAGAZINE Fifty-nine The owner of the compact and comfortable 5-room home shown herewith will find that he has made the very finest investment he possi- bly could in selecting concrete block and stucco for his building. The front porch has concrete floor and steps that will never rot, splinter or decay, and from this we pass through a small lobby into a com- fortable living room with a fireplace. This leads into a big dining room with triple win- dow and from thence into a convenient pantry and kitchen. There are two bedrooms, with bathroom well placed between them. The front bedroom can be entered directly from the front vesti- bule, which is a great convenience when the room is sub-let to a lodger. It is designed with a cellar under the whole house, but the cellar is not really necessary, as modern methods of hot-water heat run from a boiler-radiator in the kitchen or dining room will be found sufficient to heat the house at half the cost and also save nearly $1,000 on construction cost. The cellar can be omitted if desired. Working drawings and bills of material can be obtained from the Portland Cement Asso- ciation, 111 West Washington street, Chicago. A booklet showing plans for twenty-five houses may also be obtained for 50 cents. FLOOIb PL.AH Sixty ILLINOIS CENTRAL MAGAZINE July, 1922 The Romance of Yellow Pine on Our Lines Vast Forests of Southern Mississippi and Louisiana Have Almost Vanished Under the Lumberman's Ax I think that I shall never see A poem lovely as a tree; A tree whose hungry mouth is pressed Against the earth's sweet flowing breast; A tree that looks to God all day And lifts her leafy arms to pray; A tree that may in summer wear A nest of robins in her hair; Upon whose bosom snow has lain; Who intimately lives with rain. Poems are made by fools like me, But only God can make a tree. Joyce Kilmer (killed in France). By W. A. BRADLEY, Chief Lumber Inspector, McComb, Miss. TWO of the pioneer yellow pine lumber- men who were responsible for bringing this wonderful product to the attention of the building world happened to be located on the Illinois Central, which was built through miles and miles of the most beautiful virgin yellow pine forest in the world. History has it that W. J. Van Zant of Mc- Comb, Miss., made a determined effort to in- terest the buying public in 1872, making sev- eral trips north over what then was anything but the Illinois Central of today ; but people outside of the immediate yellow pine district could not be made to realize the value of this material. Knowing that if he could once ob- tain the attention of the building public and show it the real beauty and lasting quality of this wood he would have a permanent market for his product, Mr. Van Zant made yet an- other trip into what was then considered the far north, and after much effort got one of the retail yards to agree to accept" and handle for him a few cars subject to approval. He was to pay all expenses, and their part of the bargain was to display his stock and give it an opportunity to speak for itself. From these few cars and the hard work and advertising by pioneer lumbermen has grown the large in- dustry of today, which is one of our largest revenue producers. J. J. White Built Mill in 1859 Among the very first saw mills located on the Illinois Central Railroad to manufacture southern long leaf yellow pine was the mill of J. J. White, about two miles west of Sum- mit, Miss., built in 1859 and operated on a small scale for local markets until the Civil War. During the war the mill was closed, but W. J. Van Zant it reopened immediately after and operated in the same place until 1870. Then it was moved a short distance and later, in 1883, was de- stroyed by fire. Mr. White then erected a 50,000-foot daily capacity mill at South Mc- Comb, Miss., a plant which was one of the most modern in the entire southern pine terri- tory at that time. Additions were made from time to time until, when it was closed down in 1912 on account of lack of available timber, the daily capacity was 75,000 feet. For this mill the second logging locomotive to come south was bought in 1878. The locomotive is now in good condition ; it was used as late as 1913 in the brick yard at McComb for light work. This locomotive has been presented by Mr. White's heirs to the public park of Mc- Comb, and it will be on exhibition through the years to come in memory of one of our most successful pioneer lumbermen. In 1859 we had virtually a solid virgin for- July, 1922 ILLINOIS CENTRAL MAGAZINE Sixty-one est of southern yellow pine from Canton, Miss., to Hammond, La. acres and acres of majes- tic heaven-touching trees, in beauty not even surpassed by the Douglas fir and redwood of the West. The beauty of these forests was such that it would indeed take a wonderful writer to picture them as they really were. Just imagine a level tableland as far as the eye could see with nothing but trees reaching from 75 to 130 feet to the first limb and from 24 to 48 inches and larger in diameter. Music made by the whispering winds as they blew through this expanse of trees was unequaled /. /. White by the music of the sea. This scene was wit- nessed by the early trav- elers, and this music was heard by those who traveled on the Illinois Central in its early days before this timber was destroyed and cut. A large part of this timber was cut down, as the railroads in those days destroyed many trees for their rights-of-way, and the pioneers, in im- proving their farms and building old southern plantation homes that can yet be seen in the interior, destroyed thou- sands and thousands of acres by burning the trees with no profit to themselves. Mills Much Larger Now After Mr. Van Zant introduced this match- less wood to the north- ern markets, little mills sprang up all over the southern pine territory, but these small, crude mills, with daily capaci- ties of 10,000 to 15,000 feet, did not compare with the plants of today, with daily capacities from 50,000 to 600,000 feet, the largest on our lines. You wonder how it could be possible for so much of the timber to disappear and yellow Sixty-two ILLINOIS CENTRAL MAGAZINE July, 192:2 Yellcnu Pine Before And After Cutting July, 1922 ILLINOIS CENTRAL MAGAZINE Sixty-three Getting Out the Logs A typical lumber mill, z*.'itli pond in foreground. The pictures on this and the preceding page show the various steps from the standing tree to the manufacture of the lumber. The logs are dumped from cars into the pond shown above, and are then carried up the incline into the mill. Sixty -four ILLINOIS CENTRAL MAGAZINE July, 1922 pine lumber to become known to almost all races of men through the efforts of the early mills. In 1905 between Jackson, Miss., and Ham- mond, La., there were available and in the hands of timber merchants as many as 3,000,000 acres of timber, in addition to the holdings of the large mills. About 70 per cent of this has since been sold to small operators for manufacture or destroyed by storms. Since 1905 we have had four terrible storms in our immediate district 1907, 1909, 1915 and 1921 which would hit a tract of pine timber and up- root or break off millions of feet, leaving a trail of destruction, as the timber would be twisted, torn and broken until it would be use- less for manufacturing into lumber. Winds seem to have a particular fondness for this timber, as long leaf yellow pines grow tall and straight without limbs until at the top there is always a cluster which makes for top- heaviness. They . also have a small tap root and are shallow growers. In 1905 any amount of the 3,000,000 acres of choice virgin long leaf yellow pine could have been purchased for $3 stumpage; in 1922 what is left in this immediate territory and all other southern yellow pine territories sells for $12, with taxes twelve times as much as they were in 1905 and annually more per acre than Mr. Blodgett paid for the famous Blod- gett tract of timber and land in South Missis- sippi before the value of the product was known. Some Mills Still Operating On the Illinois Central Railroad at that time A Typical Logging Engine 1905 were located some of the largest and best yellow pine mills, and some of these mills are operating at this time. The history of Enochs Brothers, Fernwood, Miss., reaches almost back to that of Mr. Van Zant. They have had for years a large plant with every modern convenience and a standard gauge railroad from Fernwood to Columbia, Miss., on the N. O.- & G. N. They have about fifteen years' cut ahead of them if their tim- ber is not destroyed by storms. We never have the destructive forest fires of the north and west. The Brooks-Scanlon Company, Kentwood, La., also goes back "a long ways," as the Southerner expresses it. This company took over the holdings of the Banner Lumber Com- pany, which had been operating on a smaller scale since 1890. This wonderful plant will A Squared Log Requiring Two Flat Cars July, 1922 ILLINOIS CENTRAL MAGAZINE Sixty-fii'e be idle after this year on account of lack of available timber. The Hammond Lumber Company, Ham- mond, La., while not so old in the business as some, has been operating for a number of years and has large holdings of timber which will enable it to operate for something like fifteen years. Fixed for Fifteen or Twenty Years The Natalbany Lumber Company, with sales office at Hammond, La., probably has more timber than any other one company on our tracks at this time, as it operates a large mill at Norfield, Miss., known as the Denkman . Lumber Company, which has available timber for twenty years, and one at Natalbany with just a few years' cut, as well as the plant at Canton, Miss., which cuts principally rose- mary pine and hardwood. The small mill has played an important part in the history of this industry. In 1905 we had on our lines and on immediate connecting log- ging roads about 300 small mills with an aver- age daily capacity of 10,000 feet. Contrast this with the small number operating today, not more than fifteen, and this will help you to realize that the millions and millions of acres of timber through which the Illinois Central was built have been manufactured and moved to distant markets over our tracks. In just a few years the yellow pine industry will be history in the neighborhood of the Illinois Central. Radio Test Successful on Freight Train What is probably the first real test of radio receiving on a freight train running 30 miles an hour has been finished by A. A. Freiberger, chief dispatcher ; R. P. Shelton, lineman at Memphis ; A. E. Stahl and Glen Roach, tele- phone experts, all in the employ of the Illinois Central System at Memphis. The experiment was not an official one. It was brought about for the enjoyment of the railway men when Mr. Freiberger and a party were en route to Moon's Lake on a fishing trip. The party left Memphis on freight train No. 51 at 6 :45 o'clock in the evening. They placed their self-constructed wireless outfit in a coach caboose. Wires were stretched over the top of the coach for antennae, and another wire placed under the coach and used as a ground wire. The bulb set was used for receiving with 2-stage amplification. About 7 o'clock in the evening, when the train was under full head- way, signals were picked up from Memphis station, and the entire programs were heard as if the singers were in an adjoining room, says Mr. Freiberger. Indianapolis was picked up clearly and heard distinctly, excepting a few moments when the static became bad, which prevented further hearing. The test was made on a fast moving freight between Nonconnah and Clarksdale, .Miss. Mr. Freiberger says signals came just about as clearly when the train was traveling 30 miles an hour as when it stood still at water tanks. During the concert at Indianapolis two freight trains passed under full headway, one traveling north on a different track. The noise of the passing train had no effect on the clearness of the radio service, and this was the most valuable part of the whole ex- periment, says Mr. Freiberger, as the members of the crew had agreed among themselves that a pass- ing train would prob- ably bring such an in- terruption the signals could not be heard. The party proceed- ed to Moon's Lake, where they spent a day fishing with fine re- sults, Mr. Freiberger proving himself the champion fisherman of the crowd, landing a number of very fine catches. Memphis (Tenn.) Commercial-Appeal, June 9. Chief Dispatcher A. A . Freiberger, Mem- phis, Tenn., unth four hours' catch, Moon Lake, June 5, 1922. Sixty-six ILLINOIS CENTRAL MAGAZINE July, 1922 My Country By Dr. Frank Crane I AM AN AMERICAN. I belong to the United States of America, and am proud of it, because my country is great and strong, and its ideas are just and humane. I love my country because it is a democracy, where the people govern themselves, and there is no hereditary class to rule them. I love my country because the feeling of the people is against all classes, and what classes we have are con- stantly mingling and breaking up. I love my country because it never wishes to conquer any other country, nor to annex any territory that does not belong to it without the consent of the people who live in such territory. I love my country because the only use it has for an army and navy is to defend itself from unjust attack and to protect its citizens. I love my country because it is founded on the prin- ciple of federation and not of empire. I love my country because it asks nothing for itself it would not ask for all humanity. I love my country because it is the land of opportunity; the way to success is open to every person, no matter what his birth or circumstances. I love my country because every child in it can get an education free in its public schools, and more money is spent on training children here than in any other country. I love my country because women are respected and honored. I love my country because here it is considered honor- able to work, and those people who do no useful labor are looked upon with disfavor. I love my country because if any one is dissatisfied with things as they are he can change them if he can induce enough people to agree with him. I love my country because its people are industrious, energetic, independent, friendly, and have a sense of humor. I love my country because it gives me full opportunity to live my own life, and I wish so to live that I shall be of service to my country. I will strive to be a good citizen I will live for my country. // Need Be I H'ill Die For It Dr. Frank Crane. July, 1922 ILLINOIS CENTRAL MAGAZINE Sixty-seven HOW THE PUBLIC CAN HELP Probably no other subject relating to the rail- roads has been so extensively written about or so thoroughly agitated as has the subject of accident and injury prevention. Every known method has been utilized to disseminate the message of conservation of life and health. The railroads have spent many millions of dol- lars in perfecting and adopting safety devices and appliances. Railway workers have been trained in the safe way of conducting them- selves on duty, and discipline has been enforced to require workmen to observe the greatest caution in protecting the lives and property placed in their care. The result has been a. creditable reduction in the number of accidents occurring on the railroads. But, while accidents on the whole have de- creased, accidents at railway-highway grade crossings have increased. The very fact that the trend in crossing accidents has been counter to the trend of accidents generally seems to indicate that the control of crossing accidents does not lie within the power of the railroads and their employes. That is true. Despite everything that the railroads and their em- ployes can do and, as one citizen says in an interview in this number of the Illinois Cen- tral Magazine, they are doing everything they can the grade-crossing peril will exist so long as automobilists continue to disregard the fun- damental law of self-preservation. We believe that another citizen whose inter- view is published in this number is right when he says that automobilists must be trained out of the habit of thinking: "It happened to him because he was foolhardy ; it will never happen to me." Death at a grade crossing will never overtake the driver who stops his car just be- fore reaching the tracks and makes sure that he is safe in crossing over, but death does lurk at the crossing for the driver who fails to exercise that precaution. When the railroad has placed signs at its crossings and enginemen are careful to give the required signals of approaching trains, the blame for an accident should be placed by the public upon the automobilist who dashes noon the tracks, putting his life and the lives of the other occupants of his car in jeopardy, shat- tering the nerves of the engineer whose hand controls the rapidly moving train and putting the property of the railroad and the lives of railway employes and passengers in danger of destruction. Railway trains have been wrecked not infrequently by the careless- ness of automobile drivers. There is a liability of great danger to life and property when a train strikes, for example, a heavily loaded motor truck. There is evidence that the courts and the public are coming to take notice of this feature of the problem, for recently a railroad brought suit at Qeveland, Ohio, against the owner of a truck that had been struck by a train at a grade crossing and re- covered the full amount of its claim for dam- ages. One of the citizens interviewed in this num- ber of the magazine emphasizes the point that the "Careful Crossing" campaign of the rail- roads this summer is an unselfish, altruistic one and should have the support of every thinking man and woman. MASS COURTESY Individual examples of courtesy are pleasant to experience, but when one meets up with an organization of 60,000 individuals every one courteous and obliging, it is an experience which makes a lasting impression. A courteous conductor can make a passenger's ride a pleas- ant one, but when the conductor is assisted by the ticket agent, the baggageman, the brakeman and the other employes with whom the pas- senger comes in contact, the ride in a pas- senger train becomes, in its true sense, a joy- ride. That's the kind of courtesy in which the Illi- nois Central System is specializing. There never has been a time when we haven't had thousands of courteous employes men and women who delight in finding ways to make our patrons feel at home with us but just now we are intent upon making the courtesy of this railway system a 100 per cent manifestation. There's no room in our organization for a Sixty-eight ILLINOIS CENTRAL MAGAZINE July, 1922 discourteous workman. If there is one among us we hope there is not who does not de- light in transmitting pleasure to others, he owes it to the rest of us to change his ways at once. He queers our game. Perhaps you may know some such individual; we hope you do not, but if you do, why not give him a quiet tip that we are counting on him for teamwork in mak- ing the record of the Illinois Central System outstanding as the railroad where courtesy comes first. Some persons seem to have the idea that courtesy is something for ticket sellers and train service men alone to cultivate. That isn't true. There is just as much reason why every person who interviews a patron, in person, by telephone, or by letter, should be courteous and obliging at all times. The Illinois Central System right now is in the forefront of the railroads of the country in that respect, but let us never be satisfied, let us always be seeking diligently to improve our record. SEE; THEN TEACH The railroads are paying considerable at- tention to the education of the public on rail- way subjects. There is a great need for that work. The railroads will continue to progress as servants of the public if they are given the right kind of support by those whom they serve, but if public opinion is not constructive, if those who want to see the railroads break down are permitted to dominate public thought on railway questions, the end of progress .will be swift and certain. The desire to have the public fully informed about the railroads is not altogether a selfish one. A breakdown of the railroads would be disastrous to the entire country ; every business would suffer ; hunger would stalk the streets of our great cities ; mil- lions would be thrown out of employment ; chaos would reign. However, we cannot expect the average citi- zen to take a greater interest in the problems affecting the railroads than railway officers and employes themselves take in them. Among railway men who know their own particular jobs exceedingly well, there are some who have not availed themselves of the opportuni- ties for self -education on the problems which, in the last analysis, have a direct relationship to their own future security. There is little excuse for this situation. With the opportunities offered railway officers and employes to study railway questions, a person who fails to avail himself of those opportuni- ties is neglecting an important field of his own development. That man is a better worker who has the broader vision. The story is told of a man who approached three workmen and asked each what he was doing. "I am putting stones in place," said one. "I am working for $6 a day," said another. "I am helping to build a great cathedral,' said the third. The first and second workmen may have been as adept at masonry as the third, but it is a safe bet that the third workman was finding more solid contentment in his work and hence was a better workman. He was making a definite contribution to something which would stand for generations as a tribute to his craftsmanship. The railroads are engaged upon an industrial enterprise which is of the utmost importance. It is said that the railroads perform a service second in importance only to that performed by the farmers, but that comparison reminds us of the late controversy over "who won the war." As a matter of fact, the railroads and the farmers are dependent upon each other ; one could not continue in business except for the other. And if the railroads were to cease operations the country would collapse in ruins. Railway men need to get the vision of the enterprise upon which they are engaged. Too many have defective eyesight ; they need glass- es. The glasses are offered them in the op- portunities which encompass them for self- education about the railroads and the railroads' problems. Every railway man in the country ought to be an active worker in the task of securing a better understanding of the railroads on the part of the public. But to do that the worker must first educate himself in the fundamentals of what he is to teach. GET A NEW VIEWPOINT Before the ink has dried on this page the days will be growing shorter, summer will be on the wane. These seasonal reminders of the flight of time might well be occasions for tak- ing stock of what we have accomplished and for fortifying ourselves for the days which are left us. There is so much to do, it is such a joy to live, and our days are so few and so short. We cannot arrest time in its flight, but by planning we can use our time effectively. Too many of us are slaves of our timepieces. July, 1922 ILLINOIS CENTRAL MAGAZINE Sixty-nine The alarm clock brings us out of bed with a rush, we hurry through breakfast at a speed that takes the joy out of eating and disrupts our health, our working hours are a nightmare of tasks that are never ended and we go home at night physically and mentally exhausted, our nerves tingling and our heads throbbing. Our work grows distasteful, and we long to chuck it all and seek relief in some spot never in- vaded by alarm clocks and typewriters and un- answered letters. We cannot master our work by forever rush- ing at it like a maddened bull. Nothing is truer than the old adage that "Haste makes waste." Our fault is in permitting ourselves to be put on the defensive. The individual who assumes the offensive with respect to his work, and at- tacks it diligently and confidently, has the tacti- cal advantage. We cannot muffle our alarm clocks, and the typewriters cannot be stilled. There will be letters to answer so long as we help to carry forward the world's work. But we should master our time put ourselves on the offensive attack our work, instead of permitting it to attack us. BOYS' BAND HAS ILLINOIS CENTRAL LEADERS The Mattoon Rotary Club Boys' Band. Director Darnell is shoiwi in the center of the back row in the dark uniform. The second from his left hand is Manager Able. Sixteen boys of Mattoon, 111., ranging from 11 to 19 years in age, met on March 1 and or- ganized a band, appointing Winston A. Darnell, accountant in the Indiana division office of the Illinois Central, as director and Forrest Able, messenger boy in Superintendent Roth's office, as manager. The boys rented a large garage, and immediately "got busy," meeting at least one night a week, sometimes more frequently, for practice. In the meantime, each individual took outside lessons. Fines were imposed when lessons were omitted and practice nights "skipped." The membership rapidly increased to twenty-three. The boys worked diligently and earnestly. Soon there came to the ears of one of the members of the Mattoon Rotary Club an echo of the splendid work the boys were ac- complishing, and he had some of the musical members of the club go out to hear them prac- tice. These men were so agreeably surprised in what they found that they succeeded in hav- ing the boys immediately "adopted" and given the name of "The Mattoon Rotary Club Boys' Band." They made their initial appearance in the Rotary parade at Mattoon, May 27 (less than three months after being organized), at which time their splendid appearance and effi- cient playing caused much favorable and en- thusiastic comment among the onlookers and bystanders and gave their adopted parents, the Rotarians, much cause for just pride. The band has since been in great demand. THE REAL REASON Arthur I know a man, married for thirty years, who stays at home every evening. Amy (with feeling) That is love! Arthur No! It's rheumatism! Seventy ILLINOIS CENTRAL MAGAZINE July, 1922 MISPLACED SYMPATHY When a railway train strikes an automobile which has been carelessly driven upon the tracks at a grade crossing, turning the car in- to a mass of crumpled steel and killing or maiming the occupants, the person most en- titled to sympathetic consideration seldom gets it. He is the locomotive engineer. He does everything within his power to prevent injuries and loss of life, and yet, in spite of all he can do, reckless drivers often turn his run into a nightmare. We have in mind a conversation with a loco- motive engineer running out of Carbondale on the Illinois Central, who ran over and killed a man asleep on the track, with a bottle of whisky in his pocket. The train was round- ing a curve ; the engineer did all in his power to stop; he said he realized that the man was to be killed. He said he suffered untold agony as he fixed his gaze on the man he was to kill, and powerless to prevent it. Carbondale (111.) Herald, June 8. WHO ARE "THE RAILROADS?" When "the railroads" are discussed for vote- getting purposes, they are always pictured as fat gentlemen with dollar marks on their clothes, and the impression is carefully fostered that only a few men own the roads. If own- ership or control can be pinned on one very wealthy and unpopular man, so much the bet- ter for political purposes. A recent statement issued by the Northern Pacific road gives some surprising facts as to ownership. The total number of employes of the road is 35,244, while there are 36,000 stock- holders and 30,000 bond owners. The wages paid in 1920 amounted to $66,000,- 000; the dividends paid that year amounted to $17,000,000; and the interest paid amounted to $12,000,000. So, instead of a few fat men with dollar- marked clothing owning this railroad, it has twice as many owners as it has employes. Much the same conditions exist in regard to other railroads. The Pennsylvania, for exam- ple, had 141,921 stockholders on March 1, and the average holding was approximately 70 shares. About 66,000 of the stockholders were women, presumably a large percentage of these being widows to whom the stock had been willed. "Big Business" in America is composed large- ly of small units. Any blow aimed at business prosperity is a blow at only a few big investors, and at the millions of smaller investors as well. Pittsburgh (Pa.) Labor World, May 25. A DISGRACE TO THE BAR The growth in recent years and present ex- tent of the practice of soliciting professional legal business is not the least interesting portion of a report on the general subject just made by a special committee of the St. Louis Bar Association. The number of lawyers who re- sort to the practice is not an important percent- age of the total bar members, but the system followed is elaborate and extensive and includes the employment of paid agents to extol the merits of particular lawyers and such compre- hensive means of obtaining early information as to accident cases that the term "ambulance- chasing" is by no means always figurative as applied to one phase of the evil. That the rep- resentatives of damage-suit lawyers often im- portune the victims of accident before the sur- geons can devote their skill to the injuries at the hospital seems literally true in many in- stances. To capitalize for certain practitioners the litigious possibilities of personal injuries is, however, not the only object of these censur- able activities. The committee says that through means of less crudeness retainers are solicited from corporations having remunerative legal business. Commercialized activities of such a sort and on such a scale are most unworthy of a learned profession, and their results stamp them as an unquestionable public evil. Time and again, after local courts have returned verdicts in comfortable amount for major accidents having some such distressing outcome as blindness or loss of limbs, it has been discovered that for a brief period of professional effort rapacious lawyers have obtained as much of the total award as remained to indemnify the victim for disabilities lasting throughout his lifetime. Di- visions of the judgment so monstrous are gen- erally made under jug-handled contracts ob- July, 1922 ILLINOIS CENTRAL MAGAZINE Seventy-one tained while the victim was still suffering from shock or unaware of the seriousness of the injuries. The special committee recommends a bar rule prohibiting the evil, a standing committee to see to its enforcement, disbarment as a penalty for violation, exclusion of solicitors from hos- pitals and a special act of the Legislature deal- ing with the matter. These are vigorous measures. That the legal name for the offense, "barratry," is derived from a word meaning "to barter" or "to deceive" is significant. De- ception is almost always a resort of the ambulance-chasers, often a cruel, larcenous de- ception. From the ethical standpoint lawyers are particularly concerned in suppressing an evil that brings the bar into disrepute, but the public has a grievance of its own against these eaters of ambulance dust and plundering loiterers about the operating room. St. Louis (Mo.) Globe-Democrat, May 10. WHY RUN FOR A TRAIN? The man who runs for the train sometimes catches it, and sometimes gets tangled up with the wheels and loses interest in subsequent de- velopments. It is important to catch a train, but not nearly so important as it is to continue in this life with all one's limbs and features in the condition they were. It may be gathered from the foregoing that this is an editorial on procrastination, which it is. Now the gentleman who is running for a train does not look like a procrastinator. Yet if he were not a procrastinator there would be no need for him to run for a train. Trains start on schedule time, not whenever the conductor notices that he has a load of pas- sengers aboard. One who contemplates a journey has abundant opportunity to look at the time tables and to make his plans accordingly. No matter how busy he may be, if he really wants to make a particular train he can do it. If the loss of the three or four hours that will elapse before the next train starts for the same place are important to him, he will do better to be on hand in plenty of time to get himself and his baggage comfortably disposed before starting time. Otherwise he may slip on the steps, and, al- though he escapes with his life, do himself more harm than the loss of that particular train could possibly do. The catching of trains was chosen as the sub- ject of this article because life 'is figuratively just one train after another. A great many years ago, Shakespeare wrote about the tide of affairs of men which taken at the flood leads on to fortune. There were no trains in Shakespeare's time. Opportunity, which is not so rare a visitor as the proverb would have us believe, is much like a train in that if taken deliberately it is an easy way of going where we want to go. Try to rush it, and it either gets away altogether or leaves the aspirant floundering on the platform as it departs. JOHN BLAKE, in the Chicago Daily News, May 19. HAS FINE RECORD The oldest engineer in service on the Louisi- ana division is John T. Stuart, who was born May 1, 1861, and entered the service of the Illinois Central November 1, 1881, as a fire- man. In August, 1883, he was promoted to engineer. Only one reprimand and five de- merits have been assessed against his record during his service of forty years. Mr. Stuart is in charge of passenger trains Nos. 321 and 323, operating on the Yazoo district. Seventy-two ILLINOIS CENTRAL MAGAZINE July, 1922 Material Save It Maintenance of Department Money ^ Shovels Abuse of shovels, like rust, Consumes faster than labor wears. Poor Richard III. During the last four years the Illinois Cen- tral and Yazoo & Mississippi Valley railroads used 129,110 shovels of all kinds at a cost of $143,001.50. Sixty-eight per cent, or 88,266, were track shovels, representing an expense of $81,102.35, or an annual expenditure of $20,- 275.59 for track shovels alone. An average of seventy-four track shovels were furnished each working day at a daily ex- pense of $70. Assuming that 50 per cent of the time the track forces used no tools other than shovels, the average life of each shovel was only a little more than two months. Track shovels will, of course, wear out in time certainly not in two months. Most of them are discarded on account of damage caused by abuse rather than wear, and no doubt many are diverted to other Jhan railway use. The proper care and use of track shovels should reduce the purchase of new shovels at least 50 per cent, which represents a saving of more than $10,000 a year. Many shovels are broken by nipping up ties with them, and others through being used to pull ties out of the track. Shovels are also damaged by being used to drive stakes and for other purposes requiring a hammer or maul. Shovels should not be thrown violently from hand or motor cars or in handling, nor should they be thrown promiscuously in a pile with lining bars, jacks and other heavy tools or material likely to damage them. They should be handled in such a manner that they will not be subject to breakage or other damage. Where shovels are used for handling mud, they should be cleaned after use, and the blades oiled if they are not to be used again for some time. Value, as Scrap, Nothing; as Shovels, $1,500 July, 1922 ILLINOIS CENTRAL MAGAZINE Seventy-three Five of Our Vicksburg Division Veterans One Agent, Two Engineers and Two Conductors on the List Have Service Records That Total 172 Years FIVE employes on the Vicksburg division of the Illinois Central System have given commendable service for a total of 172 years. The oldest in service of the five be- came an employe of the company thirty-eight years ago, and the youngest started work twen- ty-seven years ago. G. B. McCaul, agent at Rolling Fork, Miss., opened the first station at Shelby, Miss., thirty- eight years ago. He had never had experience as an agent at that time, but he was successful in his new position. H. T. Lawrence, thirty- eight years in service, has served as conductor for more than twenty-three years without in- jury to any of his passengers. C. W. McCaul, engineer, thirty-seven years an employe, en- tered the service of the Louisville, New Or- leans & Texas Railroad when the right-of-way was banked by a wilderness that was filled with wild animals. J. W. Leach, engineer, with a record of thirty-two years, has made good use of the hard knocks of his early experience, and has developed into one of the best engineers on the division. A. C. Henry, conductor, twen- ty-seven years in service, advanced from bag- gage master and express messenger to conduc- tor in three years. His Station Antedated a Town G. B. McCaul, agent at Rolling Fork, Miss., was the nYst agent at Shelby, Miss. That was thirty-eight years ago, and the Yazoo & Miss- issippi Valley was then the Louisville, New Orleans & Texas. There was really no Shel- by, Miss., at the time. The railway station was the only building there. But Shelby gradually grew into a village. Mr. McCaul had been an operator for an- other railroad, and he followed one of his superior officers into the service of the L., N. O. & T. in 1884. When he was on the way to Shelby, he says, he met the auditor of station accounts. The auditor, a Mr. Cabiness, asked him if he knew anything about station work. Mr. McCaul frankly told Mr. Cabiness that he did not. The auditor told him that he would call at Shelby the last of the month to help make the reports, but when the time came Mr. Cabiness did not appear. Mr. McCaul says that he wor- ried, perspired, worked and guessed at those reports until he became worn out, and then he sent them in. In a few days, the auditor called at Shelby, and Mr. McCaul asked him why he did not come to help on the reports. "I saw the reports you sent in," Mr. Cabi- ness said. "Just keep on sending them in like that." The reports in those days, Mr. McCaul says, were just .one sheet of paper. The daily freight receipts and the ticket sales were en- tered on a blank ; then at the end of the month a statement of the debits and credits was made. And in those days, if a piece of freight was lost, the agent had to pay for it. Slept in the Waiting Room The station at Shelby was a small 2-room building. One room was the office, and the other the waiting room. Mr. McCaul slept in the waiting room. In the year Mr. McCaul stayed at Shelby, several families moved to the place, and two stores were built. He was then transferred to Hampton, Miss., as agent. After he had been there about a year, the company opened a station at Glen Allen, two miles from Hampton, and requested Mr. Mc- Caul to take charge of it also. He went from one to the other on a handcar for ten years, and his salary was $90 a month. He was then made the agent at Rolling Fork, and after a year was transferred to Friars Point, Miss., where he remained for three years. ' '^out a thousand bales of cotton were handled each year at Friars Point then, Mr. McCaul says, but one man bought all the cot- ton grown in that section and loaded it him- self. The only work left for the agent was to receipt it by carloads. Only twenty-seven bales were loaded in a box car then. They were not double decked as they are now. But with flat cars it was different. Fifty-two bales were often piled upon them. Mr. AlcCaul remem- bers one flat car that was loaded with so much cotton it swayed dangerously from side to side. That was while he was at Shelby. He straightened the bales and allowed the train to proceed. Three years passed while Mr. McCaul was Seventy-four ILLINOIS CENTRAL MAGAZINE July, 1922 agent at Friars Point, and he then returned to Rolling Fork, where he remains as agent. Passenger Conductor 23 Years H. J. Lawrence, thirty-eight years in the railway business, has been a passenger conduc- tor for more than twenty-three years, and he has served in that capacity without an accident or an injury to any of his passengers. Conductor Lawrence entered railway serv- ice with the C, O. & S. W. Railroad, now the Kentucky division of the Illinois Central, as a telegraph operator, August 1, 1884, at the age of 19, and worked at various stations as agent and operator until December. 1889, On account of ill health, he went west and remained about one year. On his return he entered the service of the L., N. O. & T. Rail- road as flagman, February 15, 1891. He was promoted to freight conductor December 20, 1891, and promoted to passenger conductor in February, 1899. His run was between Mem- phis and Vicksburg, and he continued in this service after the L., N. O. & T. was taken over by the Yazoo & Mississippi Valley. Conductor Lawrence is typical of the "old school gentlemen," the men whose self-respect and consideration set an example for others to emulate, and he has won a warm place in the hearts of all who know him. In earlier days the runs covered by Con- ductor Lawrence from Memphis to Vicksburg embraced only the one division. In 1901, when the Vicksburg division was organized, he chose to remain with it. As a result of this choice he is the oldest conductor in service between Memphis and Vicksburg. The advancement of Conductor Lawrence is an example of well-deserved promotion. At all times he has had due regard for the inter- est of the company which he represented and the public that this company served. He is quiet and unassuming, always careful with the women and children under his guardianship, on or off duty. Prompt Action on Fish Shipment A fish story in connection with Conductor Lawrence's career most forcibly points to the manner in which he serves the Y. & M. V. and its patrons. Conductor Lawrence once had orders which read: "Stop at Anguilla for passengers." His train stopped, and while baggage and passen- gers were being taken aboard he noticed twenty barrels of fresh fish near the track. He walked over, noted the tags on the barrels and saw they were consigned to New York. He asked the station agent when the fish were to be shipped and was told, "Tomorrow." He glanced at the passengers and pile of bag- gage and then asked the agent, "Why not put them on my train and save twenty-four hours on the shipment?" The agent said they were not billed ; whereuopn Conductor Lawrence asked if the billing could be made while the twenty barrels were being loaded in the baggage car. The agent replied that it could be done. Conductor Lawrence said, "We'll do our part of the hustling while you make out the billing." As a result, these twenty barrels of fish were taken to Memphis on that train and sent to New York twenty- four hours ahead of time. Conductor Lawrence has a brother, B. T. Lawrence, who is a passenger conductor on the New Orleans division. Motorist Begged His Pardon C. W. McCaul, engineer on the motor car between Greenville and Rolling Fork, Miss., has had the unusual experience of having a motorist, whose car collided with the railway coach, beg his pardon for the accident. It was only a short time ago that he noticed an automobile approaching a grade crossing at a furious rate. Mr. McCaul was advancing on the same crossing at about forty miles an hour. His previous experiences warned him to keep his eye on that motorist, for he was going to try to beat the railway car across the cross- ing instead of stopping on the near side. Mr. McCaul shut off the power on his coach so that he could stop in a short distance. When he was only a few feet from the crossing, the automobile was still dashing forward, although there was not a chance for it to get across first. Mr. McCaul firmly set the brakes and brought his coach to a dead stop at the center of the crossing just as the automobile jammed into the pilot. "I beg your pardon, Mr. McCaul," the mo- torist said. "It was all my fault I was going so fast I couldn't stop. Please don't tell any- one that this has happened, for I don't want it known that I was such a fool." Started Work at $38 a Month Mr. McCaul, who is a brother of the G. B. McCaul previously mentioned, is a native of Mississippi. He entered the service of the L., N. O. & T. in 1885 when the right-of-way was banked on each side by wilderness filled with wild animals. His first job was night watchman for a work engine at Shelby, Miss. It was No. 55, an old New York Central en- July, 1922 ILLINOIS CENTRAL MAGAZINE Seventy-five Veterans f of tk $ A.C. Henry HJ. Lawrence Division^ J.W. Leach. Seventy-six ILLINOIS CENTRAL MAGAZINE July, 1922 gine. He had to clean and wipe it, put out, bank and make fires and call crews all for $38 a month. He was there about six months and was transferred to Hampton as night watchman. After another year of the tedious watchman's toil, he was made a fireman out of Hampton on the Lake Washington branch. When the high water of 1890 destroyed bridges and great stretches of the right-of-way, Mr. McCaul was placed in pile-driver work. In the succeeding high-water periods of 1892 and 1897, he was in the same work. The high water of 1892 probably did more damage than any of the others, he says. The bridges were all washed out, and in some places the track was washed a mile away from the right-of- way. Proud of His Motor Car Later Mr. McCaul went to Greenville as hostler at $60 a month. Soon he was made en- gineer on a switch engine there. In 1898 he was given the local run between Greenville and Leland, which he held for five years. He then was given a main line run between Vicksburg and Cleveland. About six years ago the company sent a motor car for service between Rolling Fork and Greenville, and Mr. McCaul was given the position as engineer. He has held that position since. The motor car is equipped with a 200-horse- power gasoline engine which operates a 600-volt generator. The generated electricity is the power of locomotion. Mr. McCaul thinks as much of the motor car as one does of a watch. Instead of abandoning his car on a siding when the run is completed, Mr. McCaul can frequently be found going over the engine with greatest care. He is as regular in his work as the days on a calendar, and has never had the motor car out of order. Mr. McCaul says that the engineers took mighty good care of their engines in the early days of his experience. Hard hammers were never used on bolts ; nor were chisels and hammers used on nuts. And the engineers over- hauled their engines nearly every Sunday. Learned Lessons From Experience J. W. Leach, engineer on the Vicksburg di- vision, has developed into one of the best en- gineers on that division by turning the hard knocks of his early experience into useful in- formation. What many would term bad luck started with Mr. Leach when he first was made an engineer. His engine broke down when he was but a few hours on the very first run. And it seemed, he says, that every run after that for some time was hampered by some trouble. He admits that it was dis- couraging to him, but he says that each mis- hap made him determined that a like occur- rence should not happen again. And in that way his unusual caution was developed. Mr. Leach entered the service of the L., N. O. & T. as a watchman at the shops at Vicks- burg in 1890. After a few days he became a hostler's helper, and in four months he took a position as a fireman on a switch engine in the yards there. He was not kept at any one job very long at a time, he says. In those days, when an urgent piece of work was to be done, the em- ploye who was capable and available was put on it, no matter what he was doing at the time. For six years, Mr. Leach fired, hostled and ran a switch engine at almost every point on the division. The division then comprised the present Memphis and Vicksburg divisions. Bad Luck on First Freight Run It was in 1896 that he was made an extra freight engineer and given his first run from Memphis to Clarksdale. Everything was work- ing smoothly until he reached Walton, later renamed Moon. At that point the piston rod broke, and the cylinder heads were knocked out. Mr. Leach was an extra engineer for two or three years and then was given a regular en- gine for freight service. He ran engine No. 38, with 17-by-24-inch cylinders and a 2,400-gal- lon tank, a total distance equal to that from here to the moon, he says. When construction on the Yazoo Delta Rail- road was started, Mr. Leach was engineer on a pile-driver. The name, Yazoo Delta, inspired the happy-minded persons of that part of the country to call the new road "Yellow Dog," and, much to the displeasure of the officials, the nickname has stuck. Mr. Leach's first regular passenger run was between Clarksdale and Yazoo City. He re- mained there for four or five years, then ran extra out of various points on the division. November 1, 1918, he was given the run be- tween Memphis and Vicksburg. He continues on that run on No. 12 and No. 15 today. Rose to Conductor in Three Years A. C. Henry, conductor on the Vicksburg division, was advanced from baggage master and express messenger to conductor in three years. Good conscientious work and an in- July, 1922 ILLINOIS CENTRAL MAGAZINE Seventy-seven creasing interest in the affairs of the company were the causes of his rapid promotion. In 1895 he entered the service as baggage master and express messenger on a train be- tween Greenville and Leland, Miss. He had been in that work two years when he accepted a position as flagman. The Vicksburg division was part of the Memphis division then, and Mr. Henry worked as flagman on various runs over the entire division. His ability and will- ingness for work won for him a promotion to conductor before a year had passed. He was given the Riverside local run between Coahoma and Rolling Fork. There was no such thing as a 16-hour law or an 8-hour day then, Mr. Henry says, and many times he worked thirty-five hours with- out rest. He remained on that run for two and one- "half years, and was then made extra passenger conductor. He worked out of various points over the division for two or three years before he was given a regular run. Mr. Henry's first regular run was between Greenville and Percy, Miss., and he remained on that for two years. In 1905 he was given the run he now has between Memphis and Vicksburg. He is conductor on Nos. 12, 13, 14 and 15. Mr. Henry says that his train crashed into a box of Bibles that was too close to the track at Hampton, Miss., one day. The box and contents were demolished. When the run was finished, he says, the porter came to him and said: "Well, Cap'n, we sho' scattahed the word of God this mawnin', didn't we?" How Floyd Mays, Jr., Whipped a Monkey The Honorable W. J. Bryan and his anti- Darwin crusaders, to whom the very mention of a monkey is abhorrent, would have been tickled could they have witnessed the victory of little Floyd Mays over an ill-natured and somewhat pugnacious monkey that is, if Floyd's story is to be believed. Floyd, aged 6, who is the son of Super- intendent F. R. Mays of the New Orleans division, was taken by his mother to visit a traveling zoo which was exhibiting in Vicks- burg. The youngster displayed but passing interest in the various animals on exhibition, but on spying the monkey cage was instantly attracted. He greeted all the simians cordially and offered to shake hands with one that, judging from his grave demeanor, seemed to be a chief among them. Apparently highly in- censed with Floyd's familiarity on such short acquaintance, the old monk reached out and made a vicious claw at his face. Did Floyd fight back? He did not. He let out a yell that would have made a young Comanche envious. He hid his face in his hands in terror and squalled as only a fright- ened youngster can. Indeed, he revealed a pair of lusty lungs. It was a good while before his mother and her friends succeeded in quiet- ing him. Afterward, in recounting the visit to the zoo to his father, Floyd carefully avoided any reference to the monkeys, but was quite glib in his description of the other animals. "But, Floyd," said Mr. Mays, "were there no monkeys at the show?" "O, yes, Daddy," replied Floyd, not a bit abashed, ''but they're a bad lot ; haven't even got any manners." "Why so, Floyd?" said Mr. Mays. "Well, I wanted to shake hands with one old fellow, and he just reached out and tried to scratch my face off." "And then what did you do?" "Oh, I fixed him mighty quick," said Floyd, assuming an air of superior bravery. "I just stepped back and said 'boo' at him, and it near- ly scared that monkey to death." Seventy-eight ILLINOIS CENTRAL MAGAZINE o o o July, 1922 A Paper on Powder and Paint Poets have sung the praises of the sunshine of a woman's smile, but none has ventured to eulogize the "shine" on her nose. It would not be safe! A "shiny" nose is considered the bane of feminine existence, as shown by the omnipresent powder puff. The modern woman would as leave venture forth without her hanky as to overlook the bit of magic lamb's wool or velour. It has become a part of her equip- ment, since her poise depends to a large extent upon knowing that she is good to look at. And who can lay claim to beauty with a shiny nose? Cleopatra herself would have declared it im- possible. Of course, the dainty woman always carries a clean powder puff. Face powder improves the appearance of the skin, and its use is considered indispensa- ble to good grooming. The powder should be applied with care, however, for the use of too much of it is disgusting. To plaster one's face with powder until it resembles the grotesque mask of a circus clown is an obvious badge of bad taste. The use of rouge at the present time is rather more general than in the days of our mothers' young womanhood. We should bear in mind that artificial tinting is a clumsy substitute, at best, for nature's lovely roseblush. We cannot all possess a "peaches and cream" complexion, more's the pity, and so we resort to artificial means. Rightly used, rouge will improve one's appearance. We cannot deny that it brings out all the sparkly tints in one's eyes, and we should apply it with the artistic result in mind. For the woman who, because of indoor work or natural pallor, has not the least trace of color in her cheeks, the use of rouge is advocated to remove that dead -white look. There is nothing quite so depressing as to have one's friends inquire, "Are you ill, dear?" when one feels quite fit. Invariably, the woman who boasts that she never uses powder or rouge has a sallow complexion and persists in wearing brown ! We say to ourselves mentally, upon hearing her brag, "You look it !" We owe it to ourselves, and to those with whom we are associated, to be as "easy to look at" as possible. The indiscriminate use of rouge and powder, however, has been asso- ciated with an undesirable type of person, and when we use powder and rouge too obviously we not only offend, as we have said, the re- quirements of good taste but we subject our- selves to unfavorable criticism. We need to avoid the extreme in all things pertaining to our daily lives to use common sense, in other words and common sense will guide us aright in the use of cosmetics as in every other phase of the pursuit of happiness. Those June Brides Someone has requested us to explain the shortage of June brides on the Illinois Cen- tral. We might as well try to answer Mr. Said's conundrum, "Why is a cake eater or a flapper?" From one of the southern divisions, however, comes the suggestion that the failure there must be attributable to one or the other of the two things that are responsible for all the ills in that part of the country : namely, the Mississippi river flood or the boll weevil. We hope that this is true, and that our young wom- en have not taken the pessimistic view of matrimony which is expressed in the following lines, sent in by one of our readers : TO WED OR NOT TO WED To wed or not to wed, that is the question; Whether 'tis better, after all, to marry And be cajoled and bullied by a husband, Or to take up stenography or clerking And slave, alas! for someone else's husband? To love to wed and by a wedding end The struggles and the thousand petty cares That "slaves" are heir to 'tis a rare vocation Devoutly to be wished for! To love to wed- To wed perchance divorce! Aye there's the rub! For in that dream of bliss what jolts may come When we have cast aside our little jobs Must make us wary. There's the sorry thought That makes so many hesitate: For who would bear the long eternal grind, The employer's jokes, the chief clerk's contumely, The insolence of office boys, the smoke Of last week's stogies clinging to the hair, When she herself might quickly end it all By getting married? Who would not exchange A dingy office for a kitchenette A keyboard for a stove or for a cradle But that the dread of something worse to come After the honeymoon that life of chance July, 1922 ILLINOIS CENTRAL MAGAZINE Seventy-nine From whose dark bourne so many have returned By way of Reno fills us with dismay. And makes us rather bear the jobs we have Than fly to evils that we know not of? Thus cowardice makes spinsters of so many! Tested Recipes CUCUMBER AND TOMATO SALAD. Arrange a wreath of slices of cucumber and tomato, over- lapping each other, alternately, around the edge of a salad plate. Fill center with garden cress. Pour over French salad dressing, and serve. PINEAPPLEADE. Boil 1 cup sugar and 1 pint water ten minutes; add 1 can grated pineapple and juice of 3 lemons; cool, strain, and add 1 quart of ice water. SWEET PICKLED PEACHES. Boil 2 pounds brown sugar, 1 pint vinegar, and 1 ounce stick cinnamon 20 minutes. This will be sufficient for J4 peck peaches. Dip peaches quickly in hot water, rub off the fur with a towel, stick each peach with four cloves, put into syrup and cook until soft, using half the peaches at a time. CHILI SAUCE. Peel and slice 12 medium- sized ripe tomatoes, put into a preserving kettle, and add 1 pepper, finely chopped, 1 onion, fine- ly chopped, 2 cups vinegar, 3 tablespoons sugar, 1- tablespoon salt, 2 teaspoons each of ground cloves, cinnamon, allspice, and grated nutmeg. Heat gradually to boiling point, and cook slow- ly two and one-half hours. LUNCHEON CAKES. */> cup shortening, 1 cup sugar, 1 egg,. J4 teaspoon vanilla, 34 cup milk, 1^4 cups flour, 4 teaspoons baking powder, 1 teaspoon cinnamon. Cream shortening ; add sugar gradually, beating well ; add egg yolk, vanilla, and half the milk; then add half the flour sifted with the baking powder and cin- namon; add remainder of milk and flour, and fold in beaten egg white. Bake in greased tins, in moderate oven, about 20 minutes. Serve hot with chocolate or cream sauce. Miss V. T., Tennessee Division. Some Dining-Car Suggestions Chef-Cook J. E. Crawford, whose picture appears on this page, tickles the palates of patrons of the Seminole Limited. Here are some of his favorite recipes : CANAPE LORENZO. Put into a saucepan 1 ta- blespoon of butter and fry in it one slice of onion chopped fine, but do not brown ; add 1 tablespoon of flour and cook without browning. Stir in 1 tablespoon of milk and 2^ tablespoons each of parmesan and Swiss cheese. Cook just long enough to soften the cheese. Remove from the fire and let cool ; then form into balls. Put /. E. Craivford into a saucepan 1 ta- blespoon of butter, stir in 1 tablespoon of flour, 1 cupful of stock, and 1 cupful of crabmeat. Cook until slightly thick. Season with salt and cayenne pepper. Have ready circles of toasted bread (or bread fried brown in butter), cov- er them with a layer of the crab mixture, and in the center of each piece place a ball of cheese. Put in oven for five minutes. Serve with watercress. Lobster, fish, or chick- en may be substituted for the crabmeat. ATHENS PARFAIT. Beat yolks of 8 eggs until light, add 1 cupful of syrup, place mix- ture on slow fire and stir constantly until the eggs have thickened sufficiently to coat the spoon. Turn into a bowl, add 1 teaspoon of vanilla extract, and beat with a whip until cold. It will then be very light. Add a pint of cream whipped stiff, being careful to drain off all the liquid from the cream. Stir lightly together, turn into a 3-pint mold, and pack in ice and salt for 4 hours. This cream may be varied by using two ounces of chocolate melted and smoothed, or other flavorings, instead of vanilla. CHICKEN HACIENDERA. Take a broiler or a spring chicken, disjoint, wash, and season. Roll in cream, then in flour. Have a frying pan ready with hot fat about an inch deep. Drop chicken into hot fat and fry until golden brown, remove from pan and place on napkin to drain. Make a gravy of 1 teaspoon butter, 1 teaspoon flour, 1 gill of cream, and 1 gill of milk. Place a circle of rice and mushrooms on a hot platter, add the chicken, cover with gravy, and serve immediately. Household Hints for Home Makers MRS. HOUSEWIFE : Why not paint that dingy mop handle, that dustpan you keep in the pan- try or broom closet, the coal scuttle in the kitchen, the kindling bin, or any of those use- ful articles that you look at, pick up, and use every day in the year? If you paint the coal scuttle and dustpan a bright black, with a pin- stripe of yellow or jade green around the edge, you will find it a real joy to use them, instead Eighty ILLINOIS CENTRAL MAGAZINE July, 1922 of sighing each time you put coal in the kitch- en stove or sweep up dust on the back porch. "A little bit of planning, a little bit of paint, will make one's kitchen equipment look like what it ain't." Miss VERNITA TRIBBLE, Ten- nessee Division. A weak solution of ammonia water, applied with a cloth, will brighten old carpets. Tie strands of a new broom closely together, place in a pan of boiling water, and let it soak for two hours. Dry thoroughly before using. Rub creaking doors with hard soap. To remove white spots from the dining room table, rub with camphorated oil. OUR BABIES "Here we are, folks just a few of us, though ! We made Aunt Nan sit up and take notice when we trooped in from all over the system in bunches of forty and fifty at a time. You will find another group of us in the August magazine. Watch for the twins!" NOTE. The enthusiastic response to our request for pictures of Illinois Central babies so far exceeded our most sanguine expectations that we are obliged to distribute them through several issues. We are proud of our babies and regret that space will not permit showing all of them at one time. No. 1 is Kenneth, 5 years old, son of Hugh M. Baird, chief clerk to commercial agent, Indianapolis, Ind. No. 2 is Julia Ann, 20 months old, daughter of Switchman E. W. Hughes, and granddaughter of General Tardmaster E. Damon, Kankakee, 111. No. 3 shows Emily and Tom Quigley, children of T. J. Quigley, superintendent, McComb, Miss. No. 4 is Frank J., 19 months old, son of F. J. McGuinness, warehouse foreman, McComb, Miss. No. 5 is C. J., Jr., 21 months old, son of ANY LIKE THIS ON THE ILLINOIS CENTRAL ? Family and Home of T.J. Murphy, As- sistant Purchasing Agent of the Baltimore & Ohio, at Oveiiea.Md. Pictures bit Courtesy of the. Baltimore & Ohio Magazine. July, 1922 ILLINOIS CENTRAL MAGAZINE Eighty-one Eighty-two ILLINOIS CENTRAL MAGAZINE July. 1922 C. J. Rickoll, clerk, superintendent's office, New Orleans, La. No. 6 is Billie Scanlon, 2% years old, son of William P. Scanlon, clerk, purchasing agent's office, Chicago, 111. No. 7 is Florence Ellen, 4 months old, daughter of Dispatcher Oscar Harwood, Clinton, 111. No. 8 is Betty Jean, 2 years old, daughter of General Tardmaster Roy E. Adams, Centralia, 111. No. 9 is Everett M., Jr., son of E. M. Beebe, clerk, Centralia, 111. No. 10 is Donald, 6 months old, son of R. G. Miller, chief clerk to superintendent, Cham- paign, 111. No. 11 is Catherine, 13 months old, daughter of Richard Brown, file clerk, Mattoon, 111. No. 12 is Russell L., 1 year old, son of Chas. T. Bush, car inspector, Dixon, 111. No. 13 is Eleanor Arleen, 1 year old, daughter of C. A. Reed, agent, Hills, Minn. No. 14 is Norma Margaret, 3 months old, daughter of Rufus Kemp, Jr., chief clerk and division correspondent, Fulton, Ky. No. 15 is Robert Norman, 2 years, 8 months old, son of L. G. Chase, assistant accountant, Fort Dodge, Iowa. No. 16 is Hugh Carl, son of Fireman H. C. Milligan, Freeport, 111., and grandson of F. W. Calkins, engineer, Wisconsin division. No. 17 is Marjorie Lee, 4 years old, daughter ! Division Correspondents | ^ Chicago Terminal Heads of Depart- = ments. m 1 Illinois Mrs. Bernita Barnes, Secretary = s to Superintendent, Room 411, Lincoln ! = Building, Champaign, 111. Indiana Miss Florence McShane, Sec- _ | retary to Superintendent, Mattoon, 111. | Iowa Mr. C. R. Briggs, Chief Clerk to = 2 Superintendent, Fort Dodge, Iowa. = Kentucky Miss Anne Sweeney, Ste- | nographer, Superintendent's Office, - | Louisville, Ky. 5 s Louisiana Miss Claire Pimm, Clerk, = Superintendent's Office, McComb, Miss. = Memphis Miss Julia J. Gaven, Secre- - s tary to Superintendent, Room 315, Grand = Central Station, Memphis, Tenn. 5 Memphis Terminal Mr. W. E. Gerber, B. & B. Clerk, Room 306, Grand Central | = Station, Memphis, Tenn. m Minnesota Miss Lucille Simms, Secre- 2 = tary to Superintendent, Room 315, Grand ! = Mississippi Miss Kathleen Hadaway, = Clerk, Superintendent's Office, Water Val- - ;j ley, Miss. 2 s New Orleans Mr. Thomas T. Treanor, " 2 Superintendent's Office, Vicksburg, Miss. New Orleans Terminal Miss Myrtle 5 | Biersoll, care of Superintendent, New | | Orleans, La. 2 Springfield Miss Delia Morrison, Ste- 2 nographer, Superintendent's Office, Clin- | ton, 111. | St. Louis Mr. J. W. Brown, Clerk, | Superintendent's Office, Carbondale, 111. 2 Tennessee Mr. Rufus Kemp, Jr., Sec- retary to Roadmaster, Fulton, Ky. i = Vicksburg Mr. J. S. Terry, Train Dis- | _ patcher, Greenville, Miss. s Wisconsin Mr. J. A. O'Neil, Superin- tendent's Office, Freeport, 111. of G. D. Tombs, assistant division storekeeper, Vicksburg, Miss. No. 18 is August Jeremiah, 16 months old, son of J. I. Cronin, locomotive engineer, and grandson of Traveling Engineer Jerry Cronin, New Orleans division. No. 19 shows Helen Elizabeth, 2 years old, and James Barron, 5 years old, children of Superin- tendent A. D. Caulfield, Water Valley Miss. No. 20 is Guy Monroe, Jr., 4 years old, son of G. M. Ashmore, assistant chief clerk to superintendent, Louisville, Ky. No. 21 is Frederick John, Jr., 4 years old, son of Conductor Fred Joyce, and grandson of Conductor T. M. Joyce, Minnesota division. No. 22 is Marie Louise, 5 years old, daughter of Operator G. L. Adams, Independence, Iowa. No. 23 is Clive Platt Leech, 4y 2 years old, adopted grandson of S. J. Leech, clerk, pur- chasing agent's office, Chicago, 111. No. 24 is Helen Ruth, 18 months old, daughter of Instrument Man William Rice, Louisville, Ky. No. 25 is Mary Virginia, 10 months old, daughter of Accountant D. C. Clark, Memphis, Tenn. No. 26 is Hal Adrion, 2 years old, son of Harold Lovenguth, machinist, Clinton shops. No. 27 is Estelle Marie, 17 months old, daughter of Chief Yard Clerk A. J. Condon, New Orleans, La. No. 28 is James, 4 years old, son of William E. Foster, car distribution clerk, Memphis, Tenn. No. 29 is Dorris Ann, 9 months old, daughter of Flagman R. J. Parham, Jackson, Tenn. No. 30 is Thomas M., Ill, 2 years, 9 months old, son of Roadmaster T. M. Pittman, Jr., Water Valley, Miss. No. 31 is William Courtney, 5 years old, son of C. B. Thompson, roundhouse foreman, Birmingham, Ala. No. 32 is Edith Marie, 3 years old, daughter of Accountant C. B. Hall, Memphis, Tenn. No. 33 is Edwin Lamar, 2y 2 years old, son of E. L. Fletcher, clerk, purchasing agent's office, Chicago, 111. Baby Fashioned of sunshine, of flowers and dew, Eyes of the starshine, tender and true, Tip-tilted nose, Tiny pink toes, Soft dimpled chin, 'neath a mouth like the rose. Dear loving arms, holding up for caress, Gold, tousled head, pressing close to my breast, Warm fragrant lips, clinging sweetly to mine, God-given, soul-riven, oaby divine. Low cooing voice, like the note of a dove, Whispering to Mother, soft words of love, Two drooping eyes, Fluttering sighs, Wafted to Dreamland on Love's lullabies. Closer I hold thee, tight in my arms, May God keep and guard thee, safe from alarms, Watch o'er thee kindly, His hand in thine, Heart of me, part of me, baby divine. ANNE ROSE SWEENEY, Kentucky Division Correspondent. July, 1922 ILLINOIS CENTRAL MAGAZINE Eighty-three Eighty-four ILLINOIS CENTRAL MAGAZINE July, 1922 Patriotic Citizenship Badly Needed Now W. G. Am Calls Attention to the Opportunities and the Need for More Business Men in Politics Patriotic citizenship is as much needed now as during the war, according to Lieutenant- Colonel W. G. Am of the Engineer Officers Reserve Corps, assistant engineer, maintenance of way, Illinois Central System. Colonel Arn> as a graduate of the Rose Polytechnic Institute, Terre Haute, Ind., delivered the alumni ad- dress at the commencement exercises of that institution, which were held on June 8. His subject zvas "Citizenship." In the belief that an employe cannot be loyal to the Illinois Cen- tral System unless he is loyal also to his du- ties as a citizen, some excerpts from Colonel Arn's address are presented herewith. MY subject is "Citizenship." .... One or two of you were in military service during the World War. Most of you others, probably all, wished then that you were old enough to serve and still regret that you were not. You, however, have fully as important a duty, and one probably harder for the average man to fulfill, in performing the full duty of citizenship. You have fully as much chance as the soldier, sailor or ma- rine for serving your country, and at the same time your own people and yourself, and generally without so great a risk of life or limb. Your country today, young gentlemen, has no greater need than its need for honest, patriotic citizenship. By honest citizenship, I mean a citizenship that shirks none of its duties, but performs the duties of citizens as thoroughly, honestly and efficiently as are performed the business and professional duties for which pay is received in money. Citizens Responsible for Conditions If citizens, through their failure to do their duty in politics and at the polls, permit those to get in control who are dishonest or even merely incompetent, they are not good citizens and are themselves responsible in part for the graft and waste which result. By patriotic citizenship I mean not merely that the citizen shall serve his country at a' sacrifice of time and money and possibly of health and even life in time of war, when everybody is wrought up to a self-sacrificing fervor, but that he shall serve it at a sacri- W. G. Arn fice in time of peace as a citizen-soldier to be prepared for war and more especially serve it politically or civically. He must not merely make a sacrifice of money but make a sacrifice of time, in conventions, in party councils, at the polls, and between times in the work of training the foreign born in Americanism and instilling into that class a proper sense of duty. He must also be willing to serve in office at a financial sacrifice. With the duty of citizenship fully realized by the great middle class, it will, I hope, ultimately be the case that all public officers and employes will be so well paid that it will not be a financial sacrifice for those to accept public office who should as a matter of fact be our public servants (and not our bosses, as is usually the case). The time to get interested in politics and take an active part is as soon as you leave here. If you do not take this active part then, you probably never will. No matter where you settle, there is room for improve- ment in the politics and local self-government July, 1922 ILLINOIS CENTRAL MAGAZINE Eighty-five of your neighborhood. Learn the location of your polling place ; register at the first oppor- tunity; vote at every election, both primary and final ; and take part in the local political meetings and conventions. The greatest good can probably be obtained by affiliating with one of the parties, but this does not mean that you should become a party man of the "yellow dog" type that is, vote for the nominee of your party, no matter how unworthy he may be, when the other party may have a real man for its nominee. Study the local political situation, become acquainted with precinct and ward leaders, be- come acquainted with all grades and classes of citizens in your precinct and ward, particu- larly those of the party of your choice. You cannot influence your fellow-voter unless he is convinced that you do not think yourself above him and if he does not believe that you have or have had better opportunities for in- formation. At the last election held in Chicago the April primary it is estimated that one hun- dred thousand voters remained away from the polls because it rained this where sidewalks are paved and nobody lives far from his poll- ing place. Inasmuch as the primary practically decides who will hold most of the offices, this is a sad commentary on our so-called repre- sentative, or republican, form of government. And who stayed away from the polls? Not the ignorant and vicious, and the great bulk of foreign born who are controlled by the poli- ticians (I use this word in its lowest sense), and bosses, and the politicians and bosses them- selves, big and little no, not at all ; they go to the polls at any cost, rain or shine! It is the so-called "middle class," the class which in- cludes the business and professional class, the bulk of the American born, the class corre- sponding to the bourgeoisie of France and Eu- rope, the class which is practically absent in Mexico, in consequence of which Mexico is in the terrible state it is and has been for the past ten years. Chicago is but typical of the whole country in this neglect of civic duty. No Governing Class Here In Great Britain and many of the other countries of the world there is a kind of gov- erning class which is expected to govern, usu- ally at a financial sacrifice. These are of neces- sity the people of wealth, or at least they must be well to do, and they feel and accept the responsibility. In this country most of the members of the corresponding class do not feel and accept this responsibility, and I do not know that we want them or any other class to wield the power that would result from such an arrangement. In this country every class should carry its proper share of the re- sponsibility of government, and no class in our country shirks this responsibility so much as does the great middle class. To this extent the republican form of government that is. representative government in our country lacks very much, indeed, of being the complete suc- cess that it might and should be. In fact, the failure of the average good citizen to do his full civic duty is the reason why representative government seems at times almost a failure in this country. It is a good kind of government, and we have a great and glorious country, but how much better the government, national, state, county and city, and how much greater and glorious our country would be if every citizen did his full civic duty, and the crook, grafter, pork-barrel roller, boss, affable nonentity and well-intentioned but misguided reformer were all eliminated from office and were replaced by substantial business and professional men, who cannot and will not refuse this duty when giv- en to them. There is much in the old motto: "Let the office seek the man, and not the man the office." Public Office Should Pay Well We should get away from the idea that pub- lic offices should pay less than positions in commercial and professional life which are filled with men of the caliber that we should have, but as a rule do not have, in the public offices, and that the honor of the position makes up the lack in compensation. They should have the honor, it is true, but they should also have the compensation so that they must not sacri- fice themselves and their families to serve. As an example of the injustice, I know of a man who gave up a well-paying position in com- mercial life to enter government service at a considerably smaller salary. This required a tightening-up on expenditures. One of the easi- est ways, apparently, to do this was to drop some life insurance, as he was young and with a good, long expectancy before him. But what was the result ? He was killed in an accident, and his family was left an estate very limited indeed as much martyrs to their country as if the husband and father had been killed in mili- tary service in France, where he served with distinction. There are two simple rules of civic duty, Eighty -six ILLINOIS CENTRAL MAGAZINE July, 1922 which, when followed by every citizen, will eliminate our civic troubles. They are : "Vote always and as your conscience dictates," 'and "Obey and uphold every law, even those with which you may not be in sympathy." Did the war cease too soon for our own good? Some of the aftermath makes it appear that such is the case. We did not practice self- sacrifice and co-operation long enough for it to become a habit. With the realization that the war was over, almost everybody, after a brief breathing spell following the armistice, became money-seeking-mad, wildly extravagant, and pleasure-seeking-wild, and it has taken the re- cent spell of hard times, almost a panic, to sober us. We were so eager to make money, questionably and even dishonestly, that the re- turning soldier was so gouged that he forgot he had ever sworn at the plucking given him by the thrifty French peasant or shop and cafe- keeper. The war did more to Americanize the for- eign born than all that had taken place in the preceding quarter century, but it did not com- plete that job. Much, very much, is yet left to be done in that line. The war and its after- math have finally opened our eyes to the neces- sity of restricting immigration to a marked degree, but the lesson seems not to have been severe enough to make us bold enough to con- trol it as we should. It melted some of the hyphens, but did not last long enough to rid us of them all. No Place for the Hyphen Patrick Henry, in a speech after the Revolu- tion and following the adoption of the Constitu- tion and the welding of the colonies into one government, said : "We are no longer Penn- sylvanians, Rhode Islanders, or Virginians but Americans." The war should have left us no longer Irish- Americans, German-Americans. Greco-Americans, but plain, honest-to-God Americans ; but it seems not to have lasted long enough to accomplish that. This incompleted task must be taken up and carried to completion by you younger men. Im- migration must be closely controlled and care- fully regulated, if not stopped entirely for a period. The irresponsible foreign red, I. W. W. and Bolshevist must be deported or absolutely controlled. There are many plans and means for the Americanization of foreigners. Assist them through some organization for that purpose or through your fraternal organization or indi- vidually. At a recent celebration in a good-sized town in the southern Illinois coal fields where the foreign born are numerous but where there is a considerable percentage of Americans by birth, Old Glory was carried in the parade. But with what result? Not one in twenty-five, not even the American born, paid it the respect of taking off their hats in salute. Three years ago such neglect and disrespect to our honored emblem would have caused a riot. (Apparently the war did not last long enough or was too far away.) Such an event could not happen today in France or England, even in their un- settled state, or even in some of the less stable countries of Europe. The engineer is not given proper recognition in our government by his fellow citizens. By "proper" I mean that to which he is entitled and which he has really earned by his training and experience. Who is to blame? The engi- neer himself. Why? Because he does not take the part he should as a citizen and public worker. Compared with men of other profes- sions, he is not accorded the respect due him for his knowledge and worth. Without dispar- aging the lawyers, for instance, I would say that engineers ought to have a more prominent place in government than they have now. We now have too many laws made by lawyers and from their point of view. They lay too much stress on precedent and not enough on fact, worth, and common sense, which, after all, are the bases of all engineering. One of the things you can help to do and mere voting will do little to accomplish it is to see that the right kind of citizens are candi- dates for, and are elected to, office. We sadly fail in the selection of our law makers and law executors. We select too many political bosses or tools of bosses ; too many who cannot make a success of anything else and make politics a business merely for the living it yields; too many affable, speech-gifted fellows who have no worthy qualifications except good-fellow- ship ; too many possibly good men in some places, but without qualifications for the place they seek. Too many criminals, both great and small, are released on account of political influence, and too many labor unions, instead of being run by honest artisans, are run by crooks and criminals who are able to control solely through dishonest politics. Crooked politics, which each of you is under July, 1922 ILLINOIS CENTRAL MAGAZINE Eighty-seven obligation to work against and eliminate, is not confined to the large cities (as bad as condi- tions are there), but is a general affliction. It has been an underlying cause of race riots in cities large and small. It has been found in rural districts and in towns and villages in all parts of the country. Wherever you may settle, there is work for you to do to improve conditions. Good Jury Service Important Respect for law must be increased in all of us, and it must be inculcated in those in our country who now have none. Your part in this matter is to serve as jurors when called upon. This is as much your duty as it is to pay taxes or to testify as a witness. The suc- cess of a jury system is impossible among a people who are not, on an average, intelligent and honest; hence, it will be more or less a failure, accordingly as the honest and intelli- gent men of the community evade this service. Do not be a jury dodger. Jury service is another of the places where financial reform is needed. A juror should be adequately paid for his service, but, regardless of how soon this reform is effected or whether it ever be, you should do your full duty in this service. Many, many laws are not enforced mainly because those who should compose our juries dodge that service, and as a result mur- derers and gunmen are unhung and highway- men, burglars and thieves are out of the peni- tentiary. Chief Justice Taft has well said: "The emotional and untrue doctrine that it is better that ninety-nine guilty men should es- cape than that one innocent man should be punished has done much to make our criminal trials a farce." Don't think from what I have said that our representative form of government is a failure. It is not. It is the best form of government, and the one that will ultimately prevail throughout the earth, but to an appalling extent it is not the success it can be made by your persistent efforts. NEW ORLEANS GROUP USING PANAMA LIMITED Neiv Orleans delegation leaving on the Panama Limited June 3 for Indianapolis to attend the convention of the National Association of Who Icsale Credit men, June 5. Among the delegates were: Mr. and Mrs. J. A. Badger, Woodward Wright & Company; S. G. Sterner, Parke Davis & Company, president of the Nezv Orleans Association; C. H. Hamilton, Merchants Coffee Company, vice-president, and Mrs. Hamilton; A. J. Marion, Nicholas Burke Company; C. H. Kammer, Aug. H. Flaspoller Company, chairman of the New Orleans executive committee ; G. L'. W alley, Hibernia Bank & Trust Company; L. A. Weil, Kohn, Weil & Simon, Inc.; George Grundmann, Albert Mackie Company; T. J. Barlette, secretary-treasurer; T. L. Ensley, Brown Roberts Hardware & Supply Company; Mr. and Mrs. E. Pilsbury, B. Rosenberg & Sons, Inc.; Mr. and Mrs. F. V. Moise, Whitney Central National Bank; T. F. Regan, Citizens Bank & Trust Company; M. G. Adams, Schwar ts Brothers Company; J. M. Klopf, Canal Com- mercial Bank Qf Trust Company; W. P. Simpson, C. T. Patterson Company, national director, and Mrs. Patterson. Eighty-eight ILLINOIS CENTRAL MAGAZINE July, 1922 Where Switching Is Down to a Fine Art Intricacy of Operation at Randolph Street, Chicago, Is Bye- Opener to the A verage Railway Man By FRED T. COLLAR, Chief Clerk to Superintendent, Suburban Passenger Service THE average employe in other branches of the service has small conception of what is involved, for example, in operat- ing our Chicago suburban passenger trains day in and day out with their clock-like regularity. We are at present running 370 trains, handling an average of about 75,000 passengers a day. These trains are operated nearly 100 per cent on time, as is shown by the following state- ment showing the percentage of suburban trains on time for the twelve months from March, 1921, to February, 1922, inclusive: March 99.7 September 99.4 April 99.8 May 999 June 99.9 July 99.8 August 99.8 Of our 75,000 daily passengers, approximate- ly 60,000 are handled during the morning and evening rush periods, when our patrons are going to and returning from work. The peak periods are from 7 :30 to 9 o'clock in the morn- ing and 4 :30 to 6 o'clock in the evening. To handle this volume of traffic during these hours necessitates operating trains at very short in- tervals. During the peak, trains are scheduled into the Randolph Street terminal at intervals of one and two minutes. Hard to Keep Terminal Clear Our terminal facilities at Randolph Street are limited. For a short distance entering the October 99.6 November 99.6 December 99.3 January 99.0 February 99.4 yard we operate over a single track. We have no turntable at Randolph Street; therefore, trains and engines coming into this terminal station, consisting of six tracks and three plat- forms, move over this single track. Equipment must be immediately removed from the depot yard tracks by being kicked through a system of hand switches into a storage yard consisting of two tracks, which parallel the incoming track, before the trains following can be ac- commodated. It can be readily seen that this involves a large number of switch moves, which must be made during the rush period while southward trains in the morning and northward trains in the evening are being prepared and operated in and out of the terminal. This, of course, necessitates the coaling and watering of engines, which are handled at the north end of the Randolph Street yard. The total number of cars handled each day at Randolph Street on train movements is 1,736, of which about 80 per cent are handled in the rush periods. In addition to this, there are about 150 switch moves involved, and all of these are handled through the "neck of the bottle" the stretch of single track referred to. Anyone who doubts that this is strenuous op- eration is cordially invited to visit Randolph Street terminal any morning or evening and watch the wheels go 'round. The fact that we are able to handle such a volume of traffic with our limited terminal facilities is due largely to the constant study Coal filter Tank Chute \ Lamp/to O.p.f-1 Freight Yard , Platform ^76'Jr9' Car Storage / 'North Bound Main Tracks < South Sauna 'Main I.C.R.R. Chicago Terminal Improvement Plan Showing Present Suburban Facilities at Randolph Street Oct. 17 1921 SCALE fCCT X BO 150 200 Where the Complicated Szvitching Comes In July, 1922 ILLINOIS CENTRAL MAGAZINE Eighty-nine All Set to Go at Randolph Street and attention given this problem by Assistant General Yardmaster W. H. Ortel and his force. These men work under high pressure and must of necessity make every second count to its utmost if they are to keep the trains moving on schedule. A number of things, none of which can be justly charged to man-failure, militate against on-time operation of our trains. For example, adverse weather conditions, delays at cross- line railway crossings and other causes over which we have no control disarrange the sched- ules to some extent. It requires quick action in such emergencies, on the part of the super- vising staff as well as the force, to prevent demoralization of the service and the conse- quent congestion of passengers on station plat- forms and trains. Service Has Limitations Our suburban traffic continues to show a steady increase in volume. We are, however, restricted as to the number of trains we can handle during the rush period in and out of Randolph Street. We are also limited as to the number of cars per train, both by the length of the station platforms on the line and by the length of tracks and platforms at Randolph Street. We have about reached the limit, with our present facilities, both as to the number of trains and cars, and it is therefore due only to the unusual degree of efficiency prevailing in our suburban force in general that our reputa- tion of having the "best steam suburban service in the world" is maintained. To this must be added the desire of the force to serve our patrons to the best of our ability and cour- teously, always and under any circumstances. Just one little instance is cited as an evi- dence that this matter of courtesy is always uppermost in the thoughts of our employes. Appreciation From a Patron At Randolph Street station we load approxi- mately 15,000 passengers during the evening rush. Each passenger's ticket is canceled or perforated by one of the gatemen before the passenger boards the train. It is sometimes difficult to handle this crowd, as everyone is in a hurry. One of the gatemen at this station recently received a small present from a woman who regularly passes through his gate every evening. The gift was accompanied by the following note : "Dear Sir : Accept this small token of regard for your kind attention in sec- ing that a young lady of 75 years always gets the right train to Brookdale." It might be pointed out that such attention to passengers on the part of our gatemen or gatewomen is the rule and not the exception. Traversing, as we do, one of the best resi- dential sections of Chicago, we draw our patronage from those who expect and demand nothing less than the best possible service. In handling such a large volume of traffic, it is to be expected, we receive some complaints and criticisms regarding our service. These are, however, remarkably few in number, and the employe involved invariably considers a com- plaint of any nature as a personal matter and takes immediate steps to remove the cause. From Conductor "Bob" Rinearson, with his forty years of continuous service, to the new- est extra trainman on the list, our conductors, collectors and flagmen are on the alert to col- lect proper transportation from passengers, to assist in loading and unloading passengers, to prevent personal injuries and to carry out the Ninety ILLINOIS CENTRAL MAGAZINE July, 1922 Mrs. Belle Stansell many other duties of their positions. From" Engineer J. C. Glover, who has been running an engine forty-three years, to the newest fire- man, our enginemen are concerned in maintain- ing the schedule of their trains, in conserving fuel and in safeguarding the welfare of the passengers on their trains. A Ticket Seller Thirty-Five Years The oldest ticket agent in service on the Chi- cago terminal is Mrs. Belle Stansell, who has sold tickets for thirty-five years. She, as well as all of our ticket sellers down to the latest ticket clerk employed, is interested in seeing that our patrons are given proper attention at the ticket window. Our switch tenders are an important cog in the wheel of suburban operation, as a great deal of responsibility rests on their shoulders in handling the numerous movements of trains and engines properly. The roundhouse forces at 27th Street and the car cleaning forces at Randolph Street and Weldon keep our subur- ban engines and equipment in good condition, and the co-operation of the mechanical depart- ment in this respect is of valuable assistance. Even our station cleaning force, under the able direction of Station Inspector J. E. Carroll, is to be commended for the excellent condition in which are kept our fifty-seven suburban sta- tions. The fact of the matter is that the entire force is instilled with the "give your best" spirit, and it is our humble opinion that a finer body of employes cannot be found on this or any other railroad. Our Monthly Roll of Honor Below is a list of employes retired at the meeting of the Board of Pensions May 29 : Years of Date of Name Occupation Service Retirement John Feulner Signal Helper, Chicago, 111 25 12/31/21 Oscar B. Hill Engineman, Centralia, 111 33 1/31/22 John H. Wells Operator, East Cabin, 111 29 2/28/22 Frank Brown (Col.) Engine Watchman, Canton, Miss 40 2/28/22 Samuel M. Bishop Foreman, Machinery Dept., Cecilia, Ky 21 4/30/22 James Prendergast Watchman, Chief Special Agent's Dept" 28 4/30/22 John O'Connor Section Foreman, Chicago, 111 41 4/30/22 Wencil D. Melsa Hostler, Cedar Rapids, Iowa 20 11/30/21 The following deaths of pensioners were reported at the same meeting : XT Date of Last Employment Death Oliver A. Harrison Conductor. Mississippi Division 4/28/22 George J. Smith Molder, Louisiana Division ....4/22/22 August F. Marx Laborer, Minnesota Division 4/29/22 Perry McGlother (Col.) Section Laborer, Tennessee Division.. ........""..5/ 3/22 John Richardson Clerk, Accounting Department 5/14/22 I'red C. Norman Agent, Minnesota Division 5/18/22 Term as Pensioner 1 year 2 years 3 years 5 years 12 years 2 years July, 1922 ILLINOIS CENTRAL MAGAZINE Ninety-one ACCIDENT AND INJURY PREVENTION Nine Employes End a Course in Safety AT a graduation dinner of the Chicago Safety Council at the Morrison Hotel, Chicago, June 6, nine employes of the Illinois Central were graduated as safety super- visors and awarded diplomas. The Chicago Safety Council, organized by the Chicago Association of Commerce, con- ducted a school of instruction in safety prin- ciples and practices, known as "The School for Safety Supervisors," holding bi-weekly even- ing meetings, beginning February 14. The at- tendance at nine or more meetings of the four- teen entitled one to a diploma certifying that he had satisfactorily completed the course of instruction. The meetings were held at the Central Y. M. C. A. and were largely attended by all classes of employes, and also by em- ployers. More than 800 persons attended the graduation dinner, and 504 employes of various railroads and industries were awarded diplomas. President Samuel M. Felton of the Chicago Great Western Railroad, President Herman H. Hettler of the Illinois Manufacturers' Associ- ation, and Vice-President Homer E. Niesz of the Chicago Safety Council gave interesting talks on the safety problem. The following named Illinois Central em- ployes were awarded diplomas : SAMUEL M. COPP, _ assistant general claim agent, is an ardent worker in the cause of accident and injury prevention. He began his railway career twenty years ago as a stenographer a t New Orleans, his home town, but for the last thirteen years he has been in the claims department of the Illinois Central System. Beginning as a stock claim agent at Memphis, he has been $ M. Copp promoted through successive grades of the service, and since October 1, 1919, has been assistant general claim agent, Northern and Western lines, with headquarters at Chicago. While with the Illinois Central System he has been located at Memphis, Yazoo Gty, Grenada, Freeport and Fort Dodge. Mr. Copp believes in the effectiveness of promoting accident and injury prevention through the Illinois Central Magazine. For some time he has had charge of the department of the magazine in which this article is pub- lished. He believes in giving credit where it is due, and the pho- tographs and records of the men who have been achieving splen- did records in pre- venting accidents and injuries which have appeared in this depart- ment month by month attest his interest in and enthusiasm for this important branch of railway work. Mr. Copp says that every mem- ber of the claims department takes a keen and active interest in "selling safety" to the em- ployes and in calling attention to hazardous conditions on the railroad which should be remedied. E. W. JANSEN, electrical engineer, member of the general safety committee, entered the service of the Illinois Central System as an electrician, Central Station plant, July, 1896. He organized the electrical department on the Chicago terminal in January, 1901, and on the system in November, 1904. At present there are 203 electricians and apprentices, including division electrical foremen, on the system, and no fatal injuries have occurred since Decem- ber, 1919. Mr. Jansen has taken an active in- E. W. Jansen Ninety-two ILLINOIS CENTRAL MAGAZINE July, 1922 F. W . Armistead terest in safety work, and considering the haz- ardous work in connection with the electrical department few accidents have occurred to em- ployes. The electrical department employes on one terminal have a record of 100 per cent. The electrical department also won the term- inal safety silver cup during the system's "Safe- ty First" drive in the fall of 1920. F. W. ARM i STEAD, assistant engineer, en- trede the service of the Illinois Central System as a chainman in 1905. He received various promotions in the engineering de- parement, holding the positions of rodman, masonry inspector, in- strument man and resident engineer. He was appointed assist- ant engineer in the office of the engineer, maintenance of way, August 15, 1921. Mr. Armistead has been much interested in accident and injury preven- tion work and has never had occasion during the time that he occupied the various positions mentioned to make out a personal injury re- port covering an injury to himself or to any of his men. WILLIAM J. S. WILLS entered the service of the Illinois Central System during 1915 as a painter and varnisher at Burn- side. He has been a member of the safe- ty committee for six years. Mr. Wills was a constant attendant at the safety super- visors' school, and he is a booster for safe- ty work. To use his own words, he says : "I believe if each and every employe W. J. S. Willis would put his shoulder to the wheel and make himself an individual safety man, look out for his neighbor's welfare and warn him against any unsafe or dangerous practices, the number of accidents could be materially reduced." EDMUND JERGENS has been in the serv- ice of the Illinois Central since 1914, employed in the ma- chine shop at Burn- side. He has served as a member of the safety committee for the past two years. Mr. Jergens says that the safety movement has been a great help to humanity in gener- al, that it has devel- oped guards and pro- tective devices on ma- chines which before were dangerous to in- dustrial workers. The safety movement has also caused employes to give more thought to unsafe practices, thereby benefiting themselves and their employers. Mr. Jer- gen is also a booster for safety work, and says that the work of their safety commit- tee has produced bene- ficial results. MARK ETHELL has been in the service of the Illinois Central since July, 1912, em- ployed as a black- smith at Burnside shops, Chicago. He has been a member of the shopcrafts safety committee during the past five years. Mr. Ethell says : "The safety work has al- ways been of great in- terest to me, and I hope to continue it for the benefit and pro- tection of my fellow workmen and myself in the future as I have done in the past." RUFUS T. NEW- BERRY entered the Edmund Jergens Mark Ethell R. T. Newberry July, 1922 ILLINOIS CENTRAL MAGAZINE Ninety-three service of the Illinois Central, September 10, 1910, as a tool dresser at Burnside shops, Chi- cago. He was appointed a member of the safety committee in March, 1912, and was made chairman of the safety committee in 1920, which position he now occupies. Mr. New- berry was graduated as safety supervisor in 1921. In commenting on safety work he says : "It has been my ambition, as well as the ambition of the safety committee and the other officers, to overcome all dangerous haz- ards, whereby accidents could be reduced. I have come to the con- clusion that our plant is the best equipped plant in this part of the country in regard to safety appliances and sanitary condi- tions. This being true, it is up to the men to develop the safety habit and to be on the alert and look out for the other fellow as well as themselves. This has been my pol- icy and I thus far have been fortunate enough to prevent in- C. H. Leyerlc jury to myself and to my fellow employes." CHARLES H. LEYERLE entered the service of the Illinois Central during 1901 as section fore- man on the St. Louis division. He has been continuously employed in the maintenance of way department since that time with the excep- tion of about two months. He is now employed as section foreman at Fordham yard, Chi- cago, Mr. Leyerle says that after at- tending one of the safety supervisors' classes he became much interested in the instructions and con- tinued to attend the meetings until he had completed the course. During his entire service with the com- pany he has never had but one employe working under him sustain an injury. Einil Sapper EMIL SAPPER, section man, worked under Section Foreman Charles H. Leyerle at Ford- ham for the past year. He is now employed as a car repairer helper at Fordham. On being questioned as to how he became interested in accident and injury prevention work, he replied that after attending one of the meetings with Section Foreman Leyerle he became very much interested and decided to complete the course. COMMUNICA TIONS More About Spark Plugs The following letter to J. L. Downs, road- master of the Illinois division, has been passed on to the magazine: After reading, your letter of May 12, in which you quoted a letter from the general storekeeper in regard to excessive use of spark plugs, we asked every man using spark plugs to advise how many plugs he had used in the past year, and we received the following sur- prising information: Maintainer Garard at DeWltt reports he has been there for the past seven years and has been furnished only one plug in that time, but that he has two Splitdorf green porcelain plugs that he has used alternately for the past six years. Maintainer Followell at Edgewood is using the original plug furnished with the car, and he has been using the car for more than three years. Maintainer Alexander at Kinmundy was fur- nished a Stitt plug for a test about two years ago, and it has been in continuous service ever since, and he says that it is good for at least five more years unless it is accidentally broken. Maintainer H. Hyde at Paxton reports that the plug he is now using has been in continuous service for more than two years, but he says he has had plugs that would fail within a week. Maintainer Simpson at Tuscola reports he still has a plug that was furnished with the oar, about four years ago, and it is still in serviceable condition, and he is using it alter- nately with plugs discarded by a garage. Maintainer Evans at Champaign reports that he has not received a plug for more than three years, but has been using plugs found on the track that were lost or discarded. Foreman Fox reports he received three plugs during March, and still has them, for he has been using discarded plugs given to one of his men by a garage. Mr. Fox has five plugs in use at all times. Under the heading, "Material Means Money," in the April magazine, spark plugs were the subject. It was pointed out in this article that the present average life of a spark plug was eighty-seven days, and that one section foreman had a plug in service for fifteen months ; so it seems that some of the signalmen have sur- passed the best known records. S. C. HOFF- MANN, Supervisor of Signals, Illinois Division. Ninety-four ILLINOIS CENTRAL MAGAZINE July, 1922 Some Aspects of a Roadmaster's Work He Talks It Over Witti the Trainmaster, and Both Get New Ideas of Proper Railway Co-operation By G. M. O'ROURKE, Roadmaster, Indiana Division THE extra north had passed, and the trainmaster and roadmaster were pro- ceeding on their motor car inspection trip of the district. While waiting for the train they had been talking "shop," each outlining the work required of him in his department, and as they sped along they were turning over in their minds the benefit to be derived through an exchange, of ideas and information. Sud- denly, without warning, the motor stopped. The weather was beastly hot, and after work- ing over the motor a while they decided to push the car to a siding a short distance away, where there was some shade. Fairly worn out, they reached the shade of some warehouses and experienced a delightful feeling of comfort, like the surprising experience of cold which one feels in the early morning in the South. At the slightest exertion, however, their clothes became wringing wet, and the trainmaster's glasses were continually covered with moisture. The Life of a Motor Car Man "How motor engineering ever attracts ad- herents is beyond my understanding," exclaimed the roadmaster as he worked over the engine. "Men have become lunatics, and others bear the marks of having tried it finger nails which yield only to a shovel or trimming to the quick ; clothes, hands and faces smeared with grime, knitted brows and heart-rending expressions. I refuse to face such a fate. After a sincere effort for an hour to get an explosion from this atrocity, I leave it for other hands." "We all have our dreams," the trainmaster remarked. "The motor engineer and mechanic, no doubt, dream of improvements and inven- tions which will bring them fame and riches. Without such dreams we should be clods. It is in our dreams we accomplish the impossible ; the rich man dumps his load of responsibility and lives in a log shack on a mountain top ; the poor man becomes rich ; the stay-at-home travels ; the wanderer finds a home. In our dreams, yours and mine, we become great rail- way men." "Something more than dreams, however, is required to make us great railway men," growled the roadmaster, looking up from his distasteful task. "Work and supervision, plan- ning and results are demanded. Too often we lack the push and grasp which a general officer must have. Our supervision is of a retrospec- tive rather than an introspective character. Too many division officers approach the matter of effecting improvements and savings in a nega- tive manner by referring to present and past practices resulting unsatisfactorily, instead of applying the remedy and following it up to see that instructions are carried out. No doubt reference to past and present bad practices is beneficial, but better results can be obtained by requiring our men to do certain things in addition to bringing to their attention present practices and results. The remarkable results of the various drives during the past three years illustrate what I mean, and we in the maintenance of way department are giving thought and attention to some form of 'meas- uring stick,' so called by our vice-president, that we may follow the progress of our work. "In arriving at a 'measuring stick' of work done in maintenance of way and reconstruc- tion work we must make more use of the so- called E. D. and D. V. reports which are pre- pared on the conclusion of all work covered by an authority for expenditure," continued the roadmaster. "From them we find the work ac- complished per man hour in lineal feet of track ballasted, lineal feet of rail laid in main and side tracks, rods of fences built, panels of bal- last deck and open deck trestles constructed, cubic yards of concrete poured, and so forth. Annual tie statements and other reports pre- pared in the office of the roadmaster and division accountant are not used to the extent they should be in fixing the work which is to be accomplished per man hour. Planning a Roadmaster's Work "With freezing weather comes the end and beginning of a roadmaster's work," he said. "It is then he renders reports of results accom- plished during the working season and submits his plans and recommendations for the coming year. He brings to the attention of his super- visors the results compared with previous years July, 1922 ILLINOIS CENTRAL MAGAZINE Ninety-five and should lay out what is expected of each in the coming season. These plans he should keep before him during the year and compare them frequently to establish the relative effi- ciency of supervisors and to watch the progress of each class of work. Graphical charts will be found a great aid in readily following the progress of plans and for comparison with past performances. "To follow up these plans personally means work. The outline or program should be care- fully made with a consideration of the force, material supply and other controlling factors. Caution should be exercised to avoid being like the Sangamon River steamboat with the 3- foot boiler and the 5-foot whistle; every time the whistle was blown the boat stopped until steani was made again. A roadmaster is ex- pected to demand of his men just as much as he himself puts into the work, and he is se- lected as a pace-setter. The man who has no ideals and no desire to progress and make a stand against his own weaknesses can't be much of a railway man. If he is looking for an easy berth he seldom finds it or has any satisfac- tion of it if it does come to him. Men of nor- mal, healthy standards enjoy the struggle and refuse to become the slaves of routine. Days Set for Special Work "The old saying, Take care of the little things and the big things will take care of them- selves,' must have been intended especially for maintenance of way officers, because it is truly applicable in our work. Do you know there are more than forty parts of a turn-out that are inspected by the road supervisor each month; that the first Tuesday of each month is set aside on this great system for tightening track bolts, and on our division the second Tuesday is 'Bridge and Culvert Day' ? On the first Tuesday all track bolts are tightened because loose bolts result in bent bars, bent and bat- tered rail, cut ties, churning ballast, low joints and rough track. By concentrating all efforts on bridges and culverts on the second Tuesday of each month we are rapidly getting all bridges tie plated, the embankment at the bulkheads widened and strengthened and cul- verts kept free of obstructions. We are elimi- nating the low places in the track at the ends of bridges where the track hung swinging be- cause of insufficient embankment. These are tasks or 'drives' that are bringing good results. "I wonder if you know how the tie renewals are carried on; that the section foreman in the fall of the year actually closely inspects and counts the ties that are to come out next year, and that this is checked by the supervisor and roadmaster and tabulated by miles and side tracks before sending to headquarters. And when the renewals are made the ends are all lined up on one side and the spiking is done according to a rule. Speaking of rules, I would like to know how many men in the trans- portation department know as much about main- tenance of way rules as the average section foreman knows of transportation rules." Appeal to Men Is Successful "Yes," replied the trainmaster, "I am aware all section foremen are required to pass ex- aminations on both books of rules, and I am sure all trainmen and enginemen would find a study of maintenance of way rules profitable reading. I enjoyed the pleasure of attending the last 'spelling bee' on rules and standards held between the section foremen of two dis- tricts and learned more of maintenance mat- ters than I had picked up in years. The en- thusiastic and friendly rivalry of the contest- ants was refreshing. "More psychology injected into our business will bring results. Appeal to personal pride and manhood has enabled me to break up many bad practices, among them the dangerous act of jerking off and throwing away switch locks at ground throw switches entering yards. A trainmaster must take up with the rank and file dangerous practices and make examples. It is a fine act on the part of a trainman or switchman who acknowledges his negligence in running through a switch but takes immediate steps to prevent the creation of a trap. Dia- metrically opposite is he in manliness who actually sets a dangerous trap for his com- panions through exercising a nasty disposition in throwing away a switch lock. A trainmaster must come in personal contact with his men in an appeal to their professional pride to stop bad practices resulting in waste and injury." Possibilities in Saving Material "I am glad to hear that you are interesting your men in avoiding waste," the roadmaster remarked, "because there are great many possi- bilities in saving material fcund along the way- lands. Several types of castings used at in- terlocking plants may be reclaimed, worked over and used again; pipe compensators can have the cored holes, in which the crank pin sets, bored out a trifle larger, after which, with the insertion of a thin metal bushing, they will serve for another period. Spikes relieved when main track rail is relaid are sorted over Ninety-six ILLINOIS CENTRAL MAGAZINE July, 1922 and all usable spikes placed aside for redriving> in side tracks and yards. Worn switch points and frogs are sent to welding plants at sev- eral places on the system where they are re- built and made good for use in back track switches. In the same manner battered and bent bolts are straightened and rethreaded ; guard rails are made from short pieces of rail ; spike mauls, chisels, picks and shovels are being sent to the shops for repairs. Water de- partment valves having good bodies are re- seated, and all other fittings are carefully con- sidered for further use before getting into the scrap. If the unit costs of tools and material can be placed before our employes in an in- teresting manner, they will have a desire to help us save. "As long as the uninformed do not think or are of the opinion that supplies are cheap or that the railroad can afford the loss, we shall find waste, but if they know the cost our con- servative men are not going to tolerate negli- gence in their companions. All of our men do not believe in the gospel that they are selling to the railroad their time, not their services. This doctrine of elapsed time, not work per- formed, simply ruins men for becoming efficient workers, and we should be happy that such characteristics do not exist in each individual equally, nor will every single man be inocu- lated with them. Dickens' Golden Rule "I remember reading some- where Charles Dickens' Golden Rule, which was like this : 'I never could have done what I have done without the habits of punctuality, order and diligence without the determination to concentrate myself on one sub- ject at a time, no matter how quickly its successor should come upon its heels. Whatever I have tried to do in life, I have tried with all my heart to do well ; whatever I have devoted myself to, I have de- voted myself to completely; in great aims and in small I have always been thoroughly in earn- est. I have never believed it possible that any natural or im- proved ability can obtain immunity from the companionship of the steady, plain, hard-work- ing qualities, and hope to gain its end.' "Efficient and economical maintenance and operation will follow only on the application by each individual employe of such a rule. "Just now, however, the business in hand is to get this motor to respond. Crank her, and let's see if we can't get a snort from her." After a few turns of the crank, the motor started with a roar, and they went on to the next station to tie up for the night. PREACHING A Scotch preacher had been abroad, and when he came back he was preaching to his congregation on the marvels he had seen. He wound up with this : "And the same Creator who made the vast ocean made the dewdrop. The Creator who made the moun- tain made the pebble. Yes, and that same Creator who made me made a daisy !" FITTING EPITAH THIS SUMMER ere was d man who fdncie of which threatens to capture the city cham- pionship. There are about twenty leagues under the jurisdiction of the Memphis Asso- ciated Amateurs, and it is indeed gratifying to say that the Illi- nois Central League is composed of some of the best ball swatters in the entire circuit. B y comparing the brand of ball being played by the Illinois Central teams with that played by other ball clubs, one can have every reason to believe that one of the Illinois Cen- tral clubs will win the city championship. At this writing (the middle of June), the Outbound team is playing a splendid game of baseball. Out of eight games played, this team has won six and lost two. A great deal of credit for the pep and winning ability of the Outbound team is due to the wise and brainy managing of W. E. Duncan. Dun- can has exhibited that he knows how to handle a ball club in order to make it win, he has gained the confidence of his men and has in- stilled a fighting heart into them that is prov- ing successful. It might at this time be pointed out that the Outbound team, after winning six straight games, has lost two in a row. This is due to the other clubs' realizing the necessity of re- moving certain players who were not demon- GOLF-THAT SLOW FOURSOME JUST AHEAD GOLF - THftT BIRD ON ~ IF IT HIT5 'EM - WHY - IIT5 EM ~ WMY - r * ufuAr 4l -rue Do WE CARE THAJ WHAT:> THfc HI 6 KNEE6 JUST BUNCH 'ov DOM6ELL5 UOOKiT' THA 1 THAT ppoPERTV: WHAT^ THAT DovJ N O^ THt MATTER. DOWN THERE *? Ninety-eight ILLINOIS CENTRAL MAGAZINE July, 1922 strating their ability to play the class of ball necessary in this league. All of the pitchers are now coming around. With many of the players gaining their batting eyes, it looks as if all of the clubs are going to make one an- other hustle for the pennant. It is also gratifying to note that the em- ployes of the Illinois Central System at Mem- phis are taking much interest in the pennant race, and all games are being attended by a great majority of the officers as well as by the employes. Golf Club Going Well In the June issue of this magazine announce- ment was made of the organization of the Illinois Central Golf Club at Chicago. The number of members has increased to sixty ac- tive "golf bugs," and the regular routine of the club is going full blast. No cash prizes are offered, but the money designated for each win- ning position is converted into golf accessories, such as clubs, balls and various other trophies of use to the golfer. The prize winners for the week ended Fri- day, May 19, were : Han- Name Gross dicap Net Prize A. B. Johnson - 93 32 61 1st M. B. Hamilton 87 28 59 2nd J. M. Dorsey 93 27 66 3rd E. F. Barnes, Jr 128 36 92 Consolation The prize winners for the week ended Fri- day, May 26, were: Han- Gross dicap Net Name A. H. Coates.... J. M. Dorsey. F. I. Lucius E. A. Courtney A. F. Cox Prize 1st 2nd 90 23 67 . 95 27 68 . 98 30 68 , 91 22 69 3rd .149 49 100 Consolation The "gang," as the members term the organi- zation, is enthusiastic over the prizes awarded, and each week finds the winners turning in different scores. The handicap committee is kept pretty busy determining the net scores of the members, as some have as much as a 35- stroke handicap one, A. F. Cox, rides with a 49 handicap, and it is seen by the list of win- ners for the week ended May 26 that Cox came in for a prize. This goes to show that the beginner has an equal chance with the old- timer. Excellent weather has made it possible to play good golf and for the beginner to improve his game. Practically all the members find it easy to play the best part of the game before going to work in the morning. A question has arisen as to the probability of other golf clubs of Illinois Central employes being in existence on the system. If there are any clubs managed by and exclusively for Illi- nois Central employes that would entertain the idea of a tournament before the season is over, they should communicate with F. I. Lucius, secretary, Illinois Central Golf Club, Room 701. Central Station, Chicago. Local Freight Office, Louisville To the score of 28 to 1, the front office boys trounced those from the back office in a loosely played game on the part of the boys from the back. This is an annual affair on Decoration Day to decide the supremacy of the two offices. The following clerks composed the two teams. Front Office Back Office Allen P Nickhes Buchhold C Shacklette Sheehan S.S Grossman Shaughnessy 1-B Sage Albrecht 2-B Berger Whitlock 3-B Cassell Dudderar R.F Morton Higgins L.F Grubbs Daniles C.F Crawley Auditor of Freight Receipts, Chicago McCarthy's 1922 ball team engaged in a conflict with the Illinois Central suburban train- men, Sunday, June 11, resulting in a victory for the latter by a score of 2 to 1. The score is representative of the game. The two scores made by the Suburbanites were on a hit to the bushes in left field and an error on a fly to right. McCarthy's team registered its run when Rowe knocked a homer to right field. Air- tight pitching by Walthers for the A. F. R. athletes and by Davin for the Suburbanites characterized the game, with excellent support in the field for both teams. For future engage- ments call E. A. McCarthy, A. F. R. Office, 63rd street, telephone Local 8. A Suburban Service Ball Team The suburban trainmen at Chicago have or- ganized a baseball team for the season of 1922. Sunday, May 28, they played the transportation department team at Washington Park, winning by a score of 26 to 4. The team is desirous of meeting other Illinois Central teams. Ar- rangements should be made with E. A. Smittle, manager, Randolph Street Station, Chicago, 111. July, 1922 ILLINOIS CENTRAL MAGAZINE Ninety-nine jJIIIIIIIIIIIIIIIIIMIIIIIIIMIIIIIIIIIIIIItlllllllllllllllllllllllMIIIMItllllllllllllllllllltlltlllll IIIIIIIIIIMIIIIIIIIII ilHIIIIIIIIIIIIIH Traffic Department IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIlllllllllllllllllllllllllllllllliliiliiininiuiMi,! Our Part to Play in Foreign Trade By W. M. RHETT, General Foreign Agent SINCE the termination of the World War there has come to all business men a bet- ter appreciation of the value of foreign trade, and we are beginning to realize that as we are willingly or unwillingly more or less bound up with the rest of the world, politically and economically, we must either take a lead- ing part in world trade or else fall behind commercially, which also means loss of ad- vantage and prestige in all other respects. Our present preeminent position is based on our prosperity and wealth as compared with those of others, but as they resume industry and business activity this condition will be equal- ized unless we in turn redouble our efforts abroad as well as at home and keep the lead. We find, in our contact with merchants and manufacturers, more intelligent interest in this question than formerly, especially as an in- creasing number of them have reached the point of development where it is necessary to find foreign markets for their surplus, thus keeping down the overhead expense. Imports Are Important, Too Unfortunately the growing popularity of ex- ports does not extend to imports. On the con- trary, there is a strong tendency to view with suspicion every effort to increase our imports, and we seem to be haunted by the fear that unless we exclude the foreigners' goods we will injure ourselves. We go to extremes in protecting our toes from foreign pressure, but at the same time are striving to sell our goods to the other fellow in competition with his own products or his ability to obtain a supply from more friendly neighbors. With other countries pursuing a reciprocal policy, how can we suc- ceed along these lines, especially as the foreign- er has little money with which to buy and even that is depreciated, and we deprive him to a great extent of the ability to exchange his goods for ours? In many cases exchange is his only means of purchase. The answer to exports is inevitably imports. A valve work- ing only one way will not accomplish the re- sult. Pursuance of this policy will always operate as a handicap, and no doubt a full ap- preciation of this truth will come to us in the course of time. These matters are vital to us of the Illinois Central. We have always been pioneers and leaders in policies affecting foreign traffic, es- pecially through the port of New Orleans, now the second port in the United States and still growing and gaining on the others. Just how much we are interested will be better realized if we consider our foreign tonnage somewhat in detail. Price Abroad Fixes Return In the matter of exports, consider the enor- mous volume of grain and grain products. In this case the price paid abroad practically fixes the return to our farmer for his entire crop, whether consumed at home or abroad. This is also true to a lesser extent of cotton, a large proportion of which crop is exported. Cotton seed products, forest products and packing house products, together with iron and steel and manufactures thereof and petroleum prod- ucts, constitute a large part of our business, to say nothing of the exports of general mer- chandise. In the line of imports there is a great volume of bananas from Central America; coffee from Brazil ; sugar from- Cuba and Porto Rico, re- fined at the seaboard and reshipped to the interior ; sisal and petroleum from Mexico ; pineapples and vegetables from Cuba ; nitrate of soda from Chile ; bones from the Argentine mahogany logs from Europe, Africa, Central America and Mexico; ferro manganese, salt and fullers earth from England; glass, apol- linaris water and rags from Belgium ; potash from France and Germany ; magnesite, marble and lemons from Italy; alive oil and olives from Spain, Italy and France ; paper from Nor- way and Sweden ; burlaps and bagging from Calcutta, India ; silk, matting and tea from China. A study of these things is exceedingly inter- esting, and an appreciation of what it means to us is inspiring and will incite us to use every One Hundred ILLINOIS CENTRAL MAGAZINE July, 1922 effort to further the development of this traffic with which we are so closely identified and which is so important to our welfare. Our company maintains a strong traffic organization in London, with sub-agencies in the important European ports, to serve our patrons in the way of obtaining more frequent and efficient steam- ship service and lower ocean rates to the ports of New Orleans and Savannah from all of Eu- rope, and to bring in closer contact the sellers of Europe and our buyers, thus facilitating tha exchange of goods. This service is co-ordin- ated with cur general foreign traffic department at home, which enables us to be prepared at all times to furnish prompt and reliable informa- tion as to sources of supply, costs of transpor- tation, customs duties and other useful informa- tion. We are also prepared to quote rates, ad- vise as to sailings and issue through export bills of lading via any American port to all parts of the world. We can be of service to our patrons by calling their attention to these facts and by offering freely the use of our facilities and information. Illinois Central Loads Mexican Wagons During the past month the Illinois Central has been engaged in originating the shipment of 5,000 army escort wagons which were re- cently sold to the Mexican government, through the American Sales Corporation of Galveston, Texas, by the United States government. The wagons were loaded at our Hawthorne yard, near Chicago, and moved out at the rate of a trainload a day, each train consisting of from twenty to thirty cars. The entire shipment amounted to 300 carloads. The Illinois Central handled the business between Hawthorne and Cairo, where it was turned over to the Miss- issippi Barge Line for shipment to New Or- leans. The wagons will be used by Mexican farm- ers. The Mexican government has arranged to sell the wagons to the farmers in that country on the partial payment plan. For more than a year the Illinois Central has been interested in obtaining this business. J. B. Convery, our commercial agent at Hous- ton, Texas, heard a year ago that the Mexi- can government was arranging to buy a large number of farm wagons which were stored at a government warehouse in Chicago, and he wired J. W. Rhodes, foreign freight agent at Chicago, to that effect, advising Mr. Rhodes that E. A. Morris, vice-president of the Ameri- Reoding from left to right: C. D. Anderson, general yardmaster, Hawthorne; J. B. Hamil- ton, trainmaster; R. A. Castillo, representa- tive, Mexican government; G. O. Shotwell, city freight agent, foreign freight department; J. F. Ellis, agent, Hawthorne. can Sales Corporation at Galveston, Texas, which was serving as an agent in the transac- tion, was in Chicago at that time. An appoint- ment was arranged, and Mr. Rhodes met Mr. Morris and gave him full information as to rates, routing, service, etc. Final arrangements were completed on June 3 of this year. A Good Word for Mexico George O. Shotwell, city freight agent, for- eign department, met with Mr. Morris and Trainmaster J. B. Hamilton and made the ar- rangements for handling the shipment. The Line-up of Cars Read July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred One Hawthorne station and some of its employes. Left to right, standing: E. Herring, yard clerk; R. Hammer, yard clerk; E. M. Hayes, reconsigning clerk; M. l-'ollameder, cashier; J. Pittman, dispatcher; R. A. Castillo, Mexican representative; J. Geigcr. rate clerk; C. D. Anderson, general yardmaster; J. B. Hamilton, trainmaster; J. F. Ellis, agent; Ed Kusabaski; G. O. Shot-well, city freight agent. In front, W . J. Marsh, sivitchman; J. E. Stipek, srvitchman. movement was supervised at Hawthorne by J. F. Ellis, agent, and C. D. Anderson, general yardmaster. Rafael A. Castillo of Mexico City, represent- ing the department of publicity of the Mexican government, inspected the shipment and other- wise looked after the interests of his govern- ment. The following is a statement which Mr. Castillo made for the Illinois Central Maga- zine in reference to conditions in Old Mexico : "It indeed surprises me that every American whom I have had the honor of meeting asks : 'How are things over there?' 'Is not the life of a man in risk in your country?' and I, of course, have been compelled to answer that perhaps the human life in Mexico is safer than in the United States, because there the peo- ple do not disappear mysteriously and so often as it happens here. I say that I was surprised because the peace that prevails in Mexico is known all through Central and South America as well as in the old continents, and, of course, it is surprising for me to learn that the peace and well-being prevailing beyond the Rio Grande are not better known in the United States. Proof of Complete Tranquility "The best proof that there is complete tran- quility throughout that country is the fact that General Obregon, president of the Mexican republic, has formed an investigating board to revise the records of the military men, which results in many being discontented among that class, whom he does not fear. He has reduced the number of soldiers to 50 per cent of what other governments require for their protection, which shows evidently that he holds control of the country, not by force, but by the confidence which his fellow countrymen have in him. Naturally, as a result of this, a great deal of saving was accomplished in the war de- Be Exported to Mexico One Hundred Two ILLINOIS CENTRAL MAGAZINE July, 1922 Horsemen's headquarters when Hazvthorne ivas used as a racetrack. It is rumored it z^ill be used again as such in September, 1922. partment, and part of the savings has been applied to establishing agricultural schools in the country. A commercial department has been established in the office of public improve- ments in Mexico City, with seven branches in the rest of the republic, in order to afford more facilities to the farmer. One of the services of the department is the importation of all kinds of machinery and farm implements to be sold at cost, allowing the best possible terms for payment, in four installments : part cash, and installments of four, eight and twelve months. When selling the machinery, the de- partment furnishes experts to teach the buyer the right way of handling the machine or implement, without any extra charge for this service. The propaganda department keeps in direct touch with the farmers of the country, which according to the last census are more than 100,000 in number. "This year, in addition to the capital that was on hand, a million and half pesos (about $750,000) was contributed for the purpose of buying machinery and farm implements. Part of that money was invested in 5,000 wagons for farmers. That is the reason why I am here at the present time. "The office of agriculture and public im- provements has given concessions to foreign and national firms for the irrigation of dry lands. An Improvement in Education "As far as education is concerned, many schools have been opened that never existed before, so that they are not only taught how to get the best results from their lands, but are educated mentally as well. "The foreign department establishes embas- sies, names ministers, consuls, and financial agents in our brother countries. The office of industry and commerce gives a guaranty to all those wishing to establish themselves in busi- ness. If, after reading the reasons given above, they are not found sufficient to show the sta- bility and efficiency of General Obregon's sys- tem, then there is no country in the world that has a right to be called a prosperous and peace- ful country." 50th Anniversary of Railway Y. M. C. A. The railway department of the Young Men's Christian Association celebrated its fiftieth an- niversary June 11. Its first work was started in the Union Station at Cleveland, Ohio, June 11, 1872. In 1875 there were only ten railway Y. M. C. A.'s, while in 1921 there were 269. In that same length of time, the total member- ship grew from 790 to 125,047. The total value of buildings and equipment has grown to more than $8,627,500. In connection with the semi-centennial cele- bration, two booklets were published. One gives a complete history of the organization, and the other is devoted entirely to testi- monials from railway men. President Markham has said the following about the railway Y. M. C. A. : "Fifty years of activity devoted to service to railroads and their employes is a record to be proud of. It is entirely fitting that there be proper observance of the fiftieth anniver- sary and undoubtedly it will not only be the occasion for reviewing the past, but for con- sidering the future and facing it with a de- termination to do even more and better work. "You are assured of our fullest co-opera- tion." G. E. Chance, a telegraph operator for the Illinois Central System, gave the following testimonial in the booklet : "The railway Y. M. C. A. is a haven of rest for the weary railway man. It is a con- valescing and recuperating institution along moral lines and edifying environments. It is a Christian refilling station catering to a million big, hard-working and honest men." July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Three- CIAIMS DEPART/ilENT * _ l^?T m^m^M 1 ^- ^^^^^.^L^lkV - ' ; ;:iii Railroad Wins Cotton Fire Suit At the March term of court in Sunflower County, Mississippi, the jury returned a verdict in favor of the Yazoo & Mississippi Valley in a suit brought by the Doddsville Land & Mer- cantile Company of Doddsville, Miss., for al- leged damage or destruction by fire of nine- teen bales of cotton. The amount sued for was $3,951. The petition filed by the plain- tiff alleged that the fire was set out by a train passing the place about 6 p. m., although the fire was not discovered until after 3 o'clock the next morning. The idea was advanced that sparks had smoldered in the cotton for nine hours before breaking out. The manager of this plantation had had ex- perience in suing the railroad in the past. Sev- eral years ago he filed a suit for the burning of a barn which was discovered on fire after midnight. He produced a witness or two who testified that a freight train passed the place between 11 and 12 o'clock that night. The railroad showed by the time card, train regis- ters at both ends of the district, all the train employes who worked on the district, together with all the pay checks issued, trip reports and other documentary evidence which could be thought of, as well as the testimony of the train dispatcher and other division officials, that there was no train run on the district after 6 p. m. Notwithstanding such proof, after three trials recovery was obtained against the railroad. A few years before that, this same man had a suit for alleged personal injury on an Illi- nois Central train. The case, which was tried at Winona, resulted in a jury verdict for the railroad. E. W. S. Couldn't Beat a Statute While driving a truck for the Standard Oil Company, Harry Lentz was struck by a loco- motive on an Illinois Central crossing near For- reston, 111., in August, 1920. Under the terms of the Illinois Compensation Act, his employer has ever since paid him the weekly compensa- tion provided for. While not obliged to do so, the railroad also had incurred a large expense in doctor's and hospital bills in its desire to have the injured man recover. Evidently Mr. Lentz could not understand why, in addition to the benefits he had received from his employer and from the railroad, he could not obtain a handsome sum in damages for the accident. Accordingly, the services of lawyers from Chicago were obtained, and suit was instituted for $50,000 against the Illinois Central. Several days' time of the court and jury were consumed in hearing the plaintiff's side of the matter. At the conclusion of this, it was not necessary for the defendant to introduce any evidence, for the court observed that his remedy was not against the railroad but was compensation as fixed by the Illinois statute to be paid by the employer. This he had al- ready received. In commenting on their de- feat his attorneys remarked they could not beat a statute, the only answer to which doubt- less was that they should not have tried. B. H. H. Lost His Suit in Mississippi About the middle of May, 1921, a dental convention was held at Baton Rouge, La. A short time thereafter Dr. J. Rollo Knapp, a New Orleans dentist, claimed he had been in- jured alighting from train No. 12 at Baton Rouge. At first he was unable to recall wheth- er he was a passenger in a day coach or in one of the Pullmans, but later decided he was in one of the latter; that while getting off this car his foot caught in the rubber mat on one of the steps ; that he fell, bruising his shin ; that the wound became infected; that he had to have several operations ; that he could not stand on his feet to do dental surgery for sev- eral months ; that he suffered great pain and incurred large expenses. A careful investigation failed to develop tes- timony to substantiate the doctor's claim, ex- cept that after his return to New Orleans he did have a little trouble with one of his legs and had a few treatments by a doctor. Inquiry was made among the dentists at- One Hundred Four ILLINOIS CENTRAL MAGAZINE July, 1922 tending the convention. While several remem- bered seeing Doctor Knapp at the station after the arrival of the train and at frequent inter- vals during the convention and others had walked and talked with him, none of them had heard him mention the accident or injury. Sev- eral also remembered that he attended the dance which was given the last night of the convention and that his performance there did not indicate he was suffering from any injury. The doctor's demands were large, and no serious effort was made to settle with him ; so he filed suit against the Yazoo & Mississippi Valley and the Pullman Company at Canton, Miss., 206 miles north of New Orleans, where he lives, and practices his profession. Living in New Orleans, having been injured at Baton Rouge and filing suit away up in Mississippi looked queer; but in Louisiana law suits are usually tried before a judge without a jury, and the doctor and his advisers probably ex- pected more from Mississippi in damage suit litigation. The suit was tried at the May term in Can- ton, but the doctor's expectations were not realized, as the jury returned a verdict for the defendants. The atmosphere of the case was not very good. It did not require a suspicious person to notice the willingness of the doctor to mag- nify various features of the case. Among other things, he testified that his doctor bills amount- ed to more than $700, although he introduced a deposition from his physician in which the latter stated he had attended Doctor Knapp seven or eight times only and that the treat- ment was simply to prescribe some local ap- plications. E. W. S. Supreme Court Closes Iowa Case An echo of the disastrous railway wreck on the Illinois Central near Aplington, Iowa, which darkened many Dubuque homes on Me- morial Day in 1918, came today when an- nouncement was received from Washington to the effect that the test suit brought by attor- neys for Arthur J. Dahn, one of the injured, finally had been disposed by the United States supreme court. The decision, according to the Associated Press dispatch, sustained the circuit court of ap- peals, which had reversed the findings of the United States court for the northern district of Iowa. The Washington dispatch follows : "Washington, April 10. Federal employes are restricted to one avenue of governmental relief for injuries received by them in the of- ficial discharge of their duties, the supreme court today held in a case brought by Arthur J. Dahn, a railway mail clerk, against the di- rector general of railroads. "The United States district court for north- ern Iowa held that Dahn could sue the rail- road upon which he was injured and which was under government operation as well as accept benefits under the federal employes compen- sation act, but the circuit court of appeals de- cided that having accepted the latter relief he was precluded from further governmental as- sistance. The supreme court upheld the de- cision of the appellate court." Seven persons, three of them Dubuquers, were killed outright in the wreck and a great num- ber were injured. The Dubuquers killed were James J. Rae, mail clerk ; Albert C. Weiden- meyer, mail clerk, and Frank Higley, baggage- man. Besides Dahn, C. W. Cleaves and Glenn L. Dewey, both mail clerks, were injured. The fatal train left Dubuque at 11 p. m. on the night of May 29, 1918. At about 3 o'clock in the morning the train neared Aplington. The entire countryside in that section was un- der water, due to heavy rains and a cloudburst, which came that night. A concrete bridge spanned Beaver Creek, swollen beyond its banks by floods. The train crew decided to attempt to cross the swollen creek on the bridge, and proceeded cautiously. When the full weight of the train came upon the bridge, it gave way, precipitating the engine, baggage and mail car and several coaches into the waters. The appellate court's ruling having been sus- tained by the highest tribunal, the test case be- comes history and the controversy reverts to status quo. Other federal employes injured in the wreck were anxiously awaiting the out- come of the test case. Dubuque (Iowa) Tele- graph Herald, April 10. Two More State Commissions Act Realizing that the entire responsibility for care at highway and railway crossings cannot be assumed by the railroads, the public service commissions of the Pennsylvania and New York have issued orders requiring commer- cial automobiles transporting either freight or passengers as common carriers to come to a full stop before crossing the tracks of any steam or electric interurban railroad. Here is the Pennsylvania order, which is the same in all intents as New York's : "It is hereby ordered that all common car- July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Five riers of passengers or property by automobiles be and they are hereby required to stop each and every such vehicle before crossing the tracks of any steam railroad or electric inter- urban railroad, such stops to be made not more than seventy-five feet from the nearest rail of the crossing and at points where the clearest view of approaching trains or cars can be had. "After making the stops hereby required, the driver or operator of the automobile shall carefully look in each direction for approach- ing cars or trains and shall not proceed until it be ascertained that none is approaching and that the crossing of the tracks may be accom- plished with safety. "The foregoing order shall not apply to com- mon carrier automobiles within cities and bor- oughs of the commonwealth insofar as regards operation over the tracks of electric street railways. "Failure to observe this order may be con- sidered by the commission sufficient ground to revoke certificate of public convenience issued to such offending common carriers, and for the further imposition of such penalties as may be authorized by the Public Service Company Law for violating this commission's orders." A Man's Work Is His Best Expression By W. WARD, Agent, Indianapolis, Ind. There is no substitute for work in the mak- ing of a .man or in fixing his power of achieve- ment. Hence, what we do today determines what we may do best and are most likely to do tomorrow. It is through our work that our habits are formed and our character de- termined. Every act has its inward as well as its outward effect, and therefore one's char- acter is the direct answer to his life of actions, and conduct. Physiologists tell us that in our hours of rest the nervous system is rebuilt along the lines of preceding activity. We often treat our work in our profession as something to be ashamed of or to be got rid of. But, as the mother might try in vain to erase from her face the lines that years of anxious care and loving tenderness have written there, one's trade or profession settles down upon him, so that the marks of his calling are inevitable. There is a belief common among us that man must seek richness and fullness of life outside of occupation, in travel, music, art, literature or studies, quite aside from his active pursuits. The life of leisure, some say, is the ideal life, and work is part of the primeval curse laid upon Adam when he was banished from the Garden of Eden. On the contrary, however, man realizes himself with his work and through his work, and everybody lives by consuming the products of labor. The man who does not render equal personal service in return is a pauper, a parasite upon society ; inherited * wealth or a thrifty marriage cannot free one from this obligation. What gives nobility and dignity to life is the consistent and resolute pursuit of a calling which renders a real service to mankind. To be diligent in work implies a love for it. Car- lyle says : "Blessed is the man who has found his work; let him ask no other blessing." The man who loves and idealizes his work is an artist. It is not necessary that one must write or sing or paint or carve to be an artist, for a man in the meanest occupation who is inspired by an ideal of thoroughness and com- pleteness is an artist. Too many workers often count the hours until they are released. They want to "have a good time." Relaxation, recreation, sports and games and social gatherings are needed as well as sleep, but there is something wrong, either with the worker or with his working conditions, if he does not get his greatest pleasure out of his work. Our greatest happi- ness must always come from the exercise and full development of the best thing in us. Obstacles and difficulties seem to be a part of the Divine plan to make men of us. It does not follow that there will not be long hours of work when the flesh grows weary and when only strength of purpose and firm resolution will hold one to his task. There are no great responsibilities without great labor; likewise no mountain peak was ever gained without toil in the ascent. Man is naturally a fighter. He delights in conflict, although not necessarily of the bloody sort. A man's work is the best expression of himself, for a man is as large as the thing he does and no larger. Every evil in society is a challenge to our manhood. One Hundred Six ILLINOIS CENTRAL MAGAZINE July, 1922 What Patrons Say of Our Service No Train Like the Panama The following letter was addressed to J. R. Marler, ticket agent at Freeport, 111., by E. R. Shaw, an attorney with offices at 115 Stephen- son street, Freeport : "Some little time ago you secured tickets for myself and wife for a round trip to New Or- leans, at the same time getting reservations for compartment, etc. "At the time I much appreciated the very accommodating and courteous manner in which you took care of the order, and I thought you might be interested to know that the train service was more than up to my expectations. "I found your Panama Limited to be a better train than I expected. I have made the New York trip a number of times on the Century and have had some experience of other fine trains, but I never found one that was quite the equal of your Panama Limited. Not only that, but all of the officials were exceedingly courteous, the dining car service was excellent, and the fast-running schedule was mainTained absolutely at all times. I consider the Panama the best train I ever traveled on, and my wife and I enjoyed the trip very much, both going and coming. "I thank you for the careful way in which you arranged my reservations." Thanks for Holding a Train The Illinois Central recently accommodated the Cullom Electric Company of Cullom, 111., by holding local freight train No. 392 in han- dling an automobile car on the main track just north of Cullom to permit that company to load a heavy, oil-burning engine for Belleflower, 111. As a result, the following letter of apprecia- tion was recently addressed to Trainmaster J. T. Stanford of Champaign, Illinois division, by A. G. Walter, secretary of the electric com- pany : "With reference to the letter written to you on March 17, 1922, by your local agent here, Mr. Taylor, concerning the holding of your local freight No. 392 for the purpose of loading the large engine for Bclleflowcr, we wish to state that we cannot dismiss this matter from our mind, even after paying your treasurer the re- quired charges, without at least writing you of our appreciation of the service done us in this matter. "You may be too busy to waste your time in reading such a letter as this, but we think we ought to thank you personally for your services in allowing us the privilege of holding your regular train, which we understand is not cus- tomary. "We were advised by several (whose genera! opinion of the railway company is 'highway robbery, hogs, independence, etc.') that there would be no use even to ask your company to hold a freight an hour or two, as they would be too selfish or strict to grant any such favof. "We for one stated (and we are positive of what we state, considering previous dealings) that we have never asked anything from the Illinois Central Railroad Company but what it was given a strictly business decision, as was the result in this case. "We also wish to state that your train crew was very courteous and patient and that also you saved us some $30 or $40, besides lessen- ing the danger to several lives, by allowing us to load the engine at the point suggested. Your charge of $18.20 was very reasonable and much lower than we expected, and our object in writing this is to let you know that there are a few concerns who think differently of the railway company than the majority of the pub- lic does." Service to a Funeral Party The following letter to Vice-President C. M. Kittle is from Charles V. Essroger, vice- president of the First National Bank of Chicago: "Occasionally it happens that I am able to give you some business by routing some of my friends over the Illinois Central. "A week before last I sent a small party out over the Panama, and today I am send- ing a party of six over your road to .St. Louis. I am glad to do this, not only on account of the excellent service that your road gives, but also because I get such prompt and courteous service out of your depot agent, Mr. Nolan. The party going out today is routed for Galveston; the children are taking along with them the body of their mother, who died last evening. Mr. Nolan was simply indefatigable in his efforts to secure the proper accommodation for them, and as I know you railway men July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Seven are always glad to hear of efficient service rendered by your personnel, I am glad to say these few words in Mr. Nolan's behalf." A Timely Example of Service The following letter to President C. H. Markham is from H. C. Yelton, president of the Inland Supply Company, 4630-46 West Augusta Street, Chicago: "Late Saturday afternoon I read your ar- ticle in the June issue of the System maga- zine, and was reminded that during the forenoon one of your employes, who I learned to be Charles W. Blake of 4501 South Wabash Avenue, Chicago, called nie on the telephone and said that he had found in one of the Illinois Central coaches one of our checks, amounting to $47.29, which, no doubt, had been lost by one of our Iowa salesmen while riding in the car. "The check perhaps would have been of no value to Mr. Blake or any one else, but I thought it well to call your attention to it, as it illustrates to me the interest shown by some of your employes in satisfying the public, which in this case is much appreciated." Thanks From a Board of Trade The following letter to T. E. Hill, superin- tendent of the Kentucky division, from W. E. Morrow, secretary of the Louisville, Ky., Board of Trade, refers to the recent spring trade extension trip taken by members of the board : "It was a pleasure to have you with us on our recent trade trip, and this letter is just to thank you for the interest shown and to ap- prise you of the fact that in resolutions adopted by members of the party your presence and participation were mentioned as factors that had contributed to making this the most successful excursion of the kind .the Board of Trade has ever made. "We also went to thank you for the service rendered by yourself and other Illinois Cen- tral officials in handling our train and in pro- viding for the comfort and convenience of members of our party. "We are, indeed, grateful to all of you." surance Company, 701 Jackson Street, Topeka, Kan. : "Believing that good service is worthy of commendation just as much as poor service is worthy of condemnation, I take this means of calling your attention to the fact that I had the pleasure of partaking of the meals on your diner Sunday, May 14, between New Orleans and Memphis. The service was all that could be desired, and especially so under the steward- ship of R. W. Burton, who was in charge on that date. Mr. Burton was especially inter- ested in seeing that the patrons of the diner received all possible attention." All Were High in Praise The following letter to Master Mechanic L. Grimes at Jackson, Tenn., is from Prof. J. W. Lane of Lane College for negro students at Jackson. Professor Lane is a son of Bishop Lane, one of the leaders among his race in the South. "I wish to thank, through you, your company in the splendid accommodations afforded our people of the delegation to the C. M. E. Gen- eral Conference at St. Louis, Mo., last week. "I went down to the station to ascertain just how the large delegation felt toward the accom- modation, and all were high in their praise of the Illinois Central. "If at any time that I can be of any service to you in bringing business to your company, inform me, and I will take pleasure in rendering whatever assistance that I can to help you carry out the program that you desire." All That Could Be Desired The following letter to C. B. Dugan, super- intendent, dining service, is from Isaac W. Jones, secretary of the Preferred Risk Fire In- Our Friends in Vaudeville The following letter to President C. H. Markham is from E. F. Albee, president of the B. F. Keith circuit of theaters, 1564 Broadway, New York City: "Enclosed please find a copy of a letter from one of our vaudeville artists, which I think will be of interest to you. "The splendid co-operation which you have given in assisting to have the baggage of the vaudeville artists delivered on time for their entertainments is most commendable, and these little notes from the artists are very gratifying from the standpoint that they are very appre- ciative of what is being done. "I have sent a similar letter to the general passenger agent at Memphis. "Please accept my sincere thanks for your many acts of kindness." Jack Fulton of Fulton & Burt, the vaude- One Hundred Eight ILLINOIS CENTRAL MAGAZINE July, 1922 ville artist referred to, had written to Mr. Albee from the Regent Theater, Detroit, Mich., as follows : "Knowing you appreciate being advised when your efforts are not in vain, particularly in a railway and baggage case, I wish to acquaint you with the extreme courtesy shown Pantages performers leaving Memphis. The Illinois Cen- tral lines, through their general passenger agent, make it possible for acts to open Sunday in Chicago or northern points by holding the Panama Limited, their crack Chicago and New Orleans express, for thirty and even forty minutes every Saturday night, to enable the Pantages performers to catch the train. They also run without baggage from New Orleans to Memphis in order to carry the show baggage (since this is a fast train, baggage space is limited). "Instances of courtesy such as this certainly command attention and thanks. All the mem- bers of our show have written the general pas- senger agent commending his action on our behalf. "Feeling sure you enjoy knowing such cour- tesies are being shown the profession at large after a bitter struggle, I take this liberty of writing you." Mr. Albee wrote to Mr. Fulton as follows : "I have yours of May 10. Your letter in- dicates that there is a great improvement in the handling of baggage and in the courteous consideration shown by the railroads through- out the United States and Canada, as far as the vaudevillians are concerned. This emanates from the presidents and is carried out by the officials and employes of the different roads. When I decided to endeavor to improve the baggage conditions, so that there would be less occasion for complaint on account of the non- arrival of baggage at the theaters, also the artists on Monday morning (the artists lose one or two shows, and the manager is incon- venienced and the public disappointed), I wrote to the president of every road in the United States and Canada, and they courteously replied, pledging their efforts to bring about more ten- able conditions. The complaints prior to tak- ing this matter up were frequent and from all over the country. Today we scarcely hear of any dissatisfaction, and there are few cases of the non-arrival of baggage in time for the Monday performance. "I feel that this is entirely due to the great interest which the railway people have taken, particularly the president of each road, who gives the greatest interest to every case report- ed to him. There is no delay; he immediately sends it down the line for action, and the results have been most satisfactory. "The artists can do much good by being care- ful to make the proper arrangements during the week for their travel, on Thursday, Satur- day or Sunday night, as the condition of their contract calls for. I feel that courteous treat- ment to the railway people, baggage men, trans- fer men and everyone connected with the trans- portation of yourselves and your baggage would be a just return for the great interest that they are taking in the artists' affairs. Always keep in mind that courtesy, gentleness and con- sideration for ethers generally bring a return of the same; so what you expect from others you must first advance yourself. We are mak- ing great headway toward better conditions in every branch of the vaudeville business, and we want to carry on the good work. "Thanks for your letter. I have sent a copy of it to President Markham, together with a copy of my reply. It will also be published in The Vaudeville News, so that other managers and artists and any lailway men who may run across this little paper may know of our ap- preciation of their excellent interest and con- sideration in our behalf." TO CONDUCT A TOUR G. W. Schelk, ticket stock custodian of the passenger department, Chicago, will conduct a vacationists' tour through Yellowstone Na- tional Park and Colorado this summer. The trip, which is the tenth he has had charge of, will begin August 13. He routes the party over the Illinois Central to Omaha, and over the Union Pacific to Yel- lowstone. Through Pullman service is given. A single charge includes : Round trip rail- way transportation, round trip Pullman accom- modation, meals, lodging, surcharge, scenic side trip to Ogden Canyon, complete tour of Yellowstone National Park, side trip from Canyon Camp to Canyon Hotel and return, sight-seeing trip Salt Lake City, organ recital at the Mormon Tabernacle, open-top observa- tion car through Royal Gorge, automobile drive through the Garden of the Gods, Williams and South Cheyenne canyon and Denver. Mr. Schelk was formerly traveling pas- senger agent at Evansville, Ind., and has been in the service of the company for about twenty years. July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Nine LEST WE FORGET by HORACE THE Fairhill War Heroes' Memorial was six months old when Private Stanton Martin came home from overseas. That is, it was six months old as an objective, not an attainment. It had some of the attributes of a chick pigeon, that memorial project: 'twas larger at birth than it was subsequently. The women of the town planned and launched the movement mothers, wives, sisters, sweethearts of men who served. The plan was modest enough : simply to raise $1,500 to buy and in- stall a clock in the courthouse tower for a visible .manifestation of gratitude and honor to the boys ; but it had turned out an up-hill un- dertaking. Private Martin's gentle and unassuming little mother was one of the main workers in behalf of the memorial. She had had two sons in the A. E. F. One, Roy, the elder, slept under a wooden cross somewhere in France. But the other, Stanton (every one except his mother called him "Stunt"), had survived the Meuse- Argonne inferno and six months of peaceful occupation along the Rhine, to return home, seemingly inches taller and pounds heavier and shades browner, but with his boyish smile the same. There were moments when mysterious shadows brooded in the depths of his eyes, not often, only when he remembered and fancied himself unobserved. Of those shadows he never spoke. Stunt Martin was freckled and habitually genial. When he smiled a certain kind of smile, the beholder thereof were wise to arm his heart with strength. It was an icicle-melter, that smile. "I hear talk about a clock for the court- house steeple, down town, Mommy," he re- marked one day. " 'Most everybody seems to think it's a joke. What is the idea, anyway? Didn't they go at it right, or what?" His mother sighed. "I've wondered what made us fail in that," she said. "And I guess it's because everybody's tired of giving. While the war was going on it was different, although some of them didn't give much, even then. But Fairhill isn't a wealthy community." "Isn't it? What about all those old codgers up on Bon Ton Avenue? Mark Burridge and George Sapp and Henry Pickard. Any one of 'em could give the price of a town clock and never miss it. Who went after 'em to get 'em to subscribe?" "Well, we divided up the work of soliciting among all the women. Each solicitor saw cer- tain ones. Mr. Sapp gave $5. Mr. Burridge didn't give anything. We tried everything we could think of to raise the money. We gave a chicken dinner, but it rained all day that day, and very few persons came to town. And we had several entertainments but nobody came to speak of. And we had a tag day. All told, we've made up something more than a hundred dollars. Mr. Tufts, who edits the Weekly Herald, has been mighty nice. He's boosted for the memorial in the paper as hard as he could." "I have a pretty good idea of what happened," he laughed. "You held meetings and appointed committees, and Ewing Tufts made a speech, and everybody applauded, and you had a regu- lar love-feast. Everybody patted everybody else on the back and was for it tooth and toe- ''/ hear talk about a clock for the courthouse steeple, down town, mommy," he remarked one day. " 'Most everybody seems to think it's a joke. What's the idea, anyway? Didn't they go at it right, or what?" One Hundred Ten ILLINOIS CENTRAL MAGAZINE July, 1922 nail. It looked like a cinch. The trouble was you didn't have any of the opposition present the guys you were depending on for the_ coin. When you got out and bumped up against the airtight outfit, you found that they'd gone in their holes and stopped up the entrances. You didn't go at it right, Mommy." "Stanton, my dear boy, we did the very best we could. You can't force people to contribute to something they aren't interested in, can you ?" "Oh, can't you?" Stunt smiled his disarm- ing smile. "It's all a matter of tactics, I'm thinking. You can catch flies with molasses, but not cinnamon bears. You have to run your bear into a hole and then smoke him out." She shook her head a little sadly. "People have already forgotten the war with its horrors and its sacrifices," she said. "At least, those have who weren't intimately touched. Those who sat safe and comfortable at home, while others fought and died to keep them safe, can find it easy to forget. And the farther away it gets, the less they'll think about it." "Did you all want that memorial so very much, Mommy?" "Why, of course, my son. We had our hearts set on it. It's a bitter disappointment to every true woman in Fairhill to think we failed." "All right then, Mommy; just you rest easy. Maybe something can be done yet." "Do you mean you have a better plan, Stanton?" Stunt Martin smiled his sunniest smile. "Shake, Mommy," he said with an air of affectionate raillery. "I believe I'll tackle the job just for fun. You watch my smoke ." Stunt's first move in the game he was about to play was to pay certain unostentatious visits to the office of the sheriff and county prose- cuting attorney, where he talked for some little time and left in the best of humor, to judge by the laughter which sounded in his wake. In passing, he also spent some minutes in earnest confab with the city marshal and his able-bodied coadjutant, the night policeman, who watched over the peace and order of Fairhill. These, too, were rather merry when he left them. But then, all of the officials in question had known Stunt Martin fro'm the time he could toddle. The young man returned to his mother and asked for and obtained a dozen or so of the white satin ribbon insignia worn by the whilom sirens whose charms had failed to charm. After that Stunt seemed to fade out of the picture. Along in the gray gloom which transiently intervenes between twilight and pitch darkness during the wane of the moon, he reappeared as a spectral horseman, riding on some queer errand through the dim, deserted thoroughfares of the residence section of Fairhill. The mo- tive behind this silent traverse was not exactly apparent ; he rode circumspectly up one street and then down another, following an involved and intricate course which was doubtless in conformity with a considered plan. A keen- eyed observer of his furtive movements might have noticed that he trailed some obscure, small object behind his mount, attached to a long string. It was well toward midnight when, faint and far off, like the "horns of elfland faintly blowing," sounded a long-drawn chorus. Near- er and nearer it drew, swelling steadily in vol- ume, until none could mistake its significance. It was the long-drawn, deep-mouthed baying of a pack of 'coon hounds in full cry. Almost everybody in Fairhill knew that particular pack of dogs; it belonged to a be-whiskered old- timer, half hermit, half patriarch, commonly called Old Man Bowman, who lived in a sort of cabin dugout down along the creek bluffs. There were ten dogs in his pack. They presently entered the confines of the town, and wondering burghers, roused from blissful dreams, marked their riotous course through the heart of the city. They left a shattered welkin in their wake. Ten lusty and eager 'coon hounds belling together along the quiet streets of a sleeping country town in the dead of night are cause sufficient for disturbed dreams. The pack circled and zig-zagged in and out, up and down, forward and back through the district where retired capital had reared its lares and penates. Pandemonium reigned for something like an hour. With a final, clangorous, throbbing burst of acclaim under the windows of Marcus Burridge, the dogs trailed off in widening circlings, in a per- sistent but futile attempt to pick up the lost scent. Stunt Martin, broadly a-grin, was down town early. Friends facetiously inquired, "Was that you out hunting last night, Stunt?" and he grinned -yet more broadly. "That was a still hunt to what's going to happen," he averred to one or two. All that day Private Stanton Martin was busy surreptitiously consulting with young men July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Eleven at their various places of employment. These consultations were darkly confidential. There were a great many warning admonitions and occasional explosions of hilarity. Stunt im- provised a sort of temporary headquarters at Ben . Carter's O. K. Garage, where his trusted co-conspirators could find him during the after- noon. Late that night, after the picture show had ceased to function and the proprietor of the Owl Meat Market, who took pride in living up to his trademark, had padlocked his front door, a small motor car of a familiar brand, having a truck body behind, might have been seen to scuttle out of the O. K. Garage. Stunt Martin was at the wheel. He drove swiftly to various apparently predetermined trysting spots, augmenting his whispering company of passengers by one or more shadowy figures whenever he stopped. Presently a dozen youth clung by precarious handholds and footholds to the little car, which carried in addition to its living cargo a weird assortment of para- phernalia battered galvanized tubs, tin dish- pans, pieces of sheet iron, circular saws, and a formidable array of shotguns and revolvers. Each young man wore a white ribbon badge. "The first mud-turtle on our list," Martin said after he had picked up the last recruit, "is our old conservative friend, Hen Pickard. We'll touch him up for half an hour or so un- til he gets the wool out of his eyes, and then I'll put a bug in his ear. I've got him down for three hundred plunks. But if he gets up- pish we'll make it four, see." "Make it four," a deep voice droned in the darkness like a sepulchral echo. The car halted in front of a darkened domi- cile. There was a bustle of unloading cargo, a stealthy movement of dusky figures toward the house. Then a sudden tremendous cat- clysm of sound split the quiet night like the crackle of Doom. A clanging clash of metal mingled with the thunderous rumble of crash- ing gongs, the boom of shotguns, the staccato blasts of small arms, the clanking and jingling of bells, the yelling of maddened savages. Fair- hill, and more particularly the household of Henry Pickard, awoke with throbbing ear- drums. Most of those who heard the barbaric rhythm understood its discordant significance. It was the tumult of the almost obsolete but well-remembered "shivaree." The din increased in volume and violence. It was like the crashing of Thor's hammer on the anvil of the gods. Then, abruptly, the uproar rippled and thundered away over the echoing hills and valleys and ceased. Pickard had raised an upstairs window. "What's the meaning of this devilish racket?" he demanded. "Who's doing it?" "We're soliciting subscriptions for the Sol- diers' and Sailors' Memorial," replied a pleas- ant voice from the shadows the genial accents of Stanton Martin. "Get out !" roared Pickard. "One more yelp out of your gang, and I'll have the lot ot you arrested !" The window came down with a bang. The sleep-annihilating serenade again rent the dul- cet night. This time it was no transient dis- turbance; it kept on, and on. It is to be assumed that Pickard telephoned the officers whose province it was to arrest peace disturb- ers. No guardians of the law appeared. The beleaguerment continued without interruption. It was a long siege at Pickard's. He had a horror of parting with money. But he dipped his flag a little after 1 o'clock. "I I'll subscribe fifty dollars," he told them. "Company, attention !" barked Stunt Martin. "Resume action ! Hit 'em hard !" "I'll I'll make it a hundred dollars," squeaked the retired capitalist. "Company, at ease !" ordered Stunt. "The enemy is slipping." Further parley ensued, and at least one vol- ley from the heavy field guns. Henry Pick- ard shakily signed a check for $350 in the end. The difference between the $400 demanded and the $300 offered was divided by common con- sent. The canvassing committee carried its equip- ment across one intervening vacant lot to the home of George Sapp. The engagement there was rather brief. Sapp had been just the same as under bombardment for several hours. He capitulated to the tune of an even $200 at 2 o'clock. The little car was loaded and driven to the next block. The unit was getting into its stride now. The committee garnered checks amounting to $425 in that sector. These were in smaller individual contributions. One com- paratively indigent capitalist was absolved for $125. Stunt didn't want to impoverish anybody. "Remember," he grimly warned each victim, "If you stop payment on this check, we have One Hundred Twelve ILLINOIS CENTRAL MAGAZINE July, 1922 the sheriff's permission to use our own judg- ment about tar and feathers." The canvassers wound up their busy night at Colonel by courtesy Hooker's feudal cas- tle. The Colonel, with a little grilling, disin- terred buried treasure to the extent of $250. The committee knocked off work for the night with that. The news of Stunt Martin's summary meth- ods as a subscription-solicitor spread to the four corners of Fairhill. The town cackled with enjoyment. It was a new and novel means of promoting public spirit. And it was quite characteristic of Stunt Martin. "Mark Burridge is the richest old tightwad in town," Stunt reminded his devoted clans- men when they mobilized for duty that night. "I've turned on the full capacity of my 3-can- dle-power brain today to think up something suitable for his benefit. And I've got it. Lis- ten to me a second ." They loaded a mysterious contrivance on the little truck and drove to a blacksmith's shop, where Stunt produced a key and they pro- ceeded to add two anvils, a long iron rod and a blow-torch to their equipment. The party was augmented by one new member, a non- resident of Fairhill who answered to the tribal name of O'Sullivan; he was one of sev- eral steel-workers engaged in setting up the gir- ders and beams of the new high school annex, and he had charge of the mysterious contriv- ance. The earlier endeavors of the committee that evening had to do with three or four lesser lights in the financial firmament. These con- tributed their allotted quota without much re- luctance. The car was loaded again and driven to the semi-suburban abode of plutocrat Bur- ridge. Stunt drove right up the driveway and stopped close by the house. While equipment was being unloaded by the main body, one man mounted on the shoulders of a comrade re- moved the frosted globe and light bulb from the electric porch lamp. Stunt rang the door- bell. Marcus Burridge personally answered the summons. The young man stepped briskly into the hall and stood against the porch-light switch. "Happy greetings, Mr. Burridge," he said with his most dangerous smile. "Excuse me for coming in, but we want to use your porch socket for a little while, and I'm the hero who's supposed to guard the switch. We're going to give you a little sample of the real thing before we start talking business." Marcus Burridge was a small, egg-shaped man who talked in a series of grunts. He had chin whiskers and a short bristling mustache, horizon gray in color. "I've heard about you and your rowdy gang, Martin," he said jerkily. "I expected you'd come here. Go right ahead. We'll see who's the most surprised in the end." A figure appeared at the door. It was O'Sul- livan. "All set, General," he said. "Ready for or- ders." "Battalion, attention !" bellowed Stunt. "En- gage the enemy !" Six shotguns, both barrels set off nearly simultaneously, roared at the word. "Our battery of 75's," Stunt remarked as Burridge grimaced. "The machine-guns will join in in a minute ." There was a sound as if earth and sky were being ripped asunder. It was ear-splitting, nerve-shattering, terrific. It drummed on the very auditory sense-center of the soul a veri- table rat-tat-tat of all the imps in a Dantean Inferno. The windows rattled; the walls vi- brated with it. Abruptly it ceased. "Over in France the natives used to call ma- chine-gun fire something that sounded like 'ranh- tanh-tanh,' " observed Stunt. "They had some little dolls they called 'Neenette' and 'Ranh- tanh-tanh.' Supposed to protect the fellow that wore 'em from harm. But not always, I noticed. You never heard the bullets buzz past your ears, did you, Mr. Burridge? And I'd like to ask, have you ever had cooties?" The old gentleman grunted negatively. ''You've had it pretty soft," murmured Stunt Martin. "Nothing to do but rake in the chink. Battalion, attention !" he rapped out. "Over the top, first wave! Open order! Let's go!" Somebody set off a photographer's flash cart- ridge, which glowed with a ghostly light. O'Sul- livan and his electric riveter went into action again. The shotguns roared. Pistols and rifles crackled. But filling in the interstices of other sounds was a horrible, ripping, rattling, gallop- ing noise like that made by some giant hand raking a stick along a colossal picket fence. This ended in a frightful explosion which al- most knocked Burridge off his feet. Silence fell a silence like the hush of a tomb. "That was one of the enemy's big shells," quoth Stunt. "Must've hit pretty close. I've seen a dozen men simply blown into red rags where one of them babies struck. You know you can hear 'em coming for quite a while. July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Thirteen "You never heard the bullets buss past your ears, did you, Mr. Burridge? And I'd like to ask you, have you ever had cooties?" And then blooie ! Like that, all night long. Division, attention ! Barrage ! Machine-guns ! Give 'em the works !" Then the real pandemonium of the night thundered into actuality. What had gone be- fore was mild. Blasts that shook the house re- sounded. The heavens rocked with the thun- der of gun-fire. Ten twenty minutes passed ; the uproar did not slacken. Marcus Burridge covered his ears with his hands. He motioned to the young man against the wall, at last, as if asking for a chance to speak. Stunt clicked off the electric switch. The bombardment stopped almost instantly. "I've had enough," the old man said weakly. "I begin to see just a little bit what you boys had to endure over there. Now we'll get down to business. Jumping Jehosaphat ! My ears are ringing till I can't hear myself think." "Army, attention !" shouted Stunt. "Cease firing ! At ease !" "This memorial thing," continued Burridge. "I haven't been in favor of a clock to honor the soldier boys with ." "You understand, sir," the young man said quietly, "we're not raising this money just be- cause we were in the war ourselves and because we want to be honored. We don't really give a whoop about having a memorial. But the women folks want the darned thing, and that's enough for us. They were the ones that suf- fered the most, if you'll stop to think about it. And I guess they haven't forgotten the fellows that didn't come back those are the one* this memorial is meant for ." "Yes, I reckon I understand," the other grunted a little gruffly. "I haven't never ex- actly favored this piddling clock as a proper memorial to our soldiers and sailors. That blabber-mouthed Ewing Tufts and some of the others have been yelping around for a clock mainly for lack of sense. And a body would only get themselves sneered at if they'd sug- gested something else. Tufts thinks he knows it all. But well, .how much money do you lack of enough to buy the clock?" "Why er," Stunt was never quick in mathe- matics, "I think we're short about five hundred plunks yet, Mr. Burridge ." "Very well, I'll write you a check for it. And, while we're discussing the matter, there's something else I want to mention. I've been planning all along to do something in honor of you young fellows who went through hell for the rest of us, but I wasn't in any par- ticular hurry about it. I just wanted to see how many other folks would let the subject slip from their minds as time passed. I've got a deed already drawn up here in my desk; it conveys that 40-acre tract of land of mine over here in the east part of town to the city of Fairhill as trustee for the establishment of a park dedicated to the memory of those who fought in the great war. And I am further going to see that a suitable granite shaft is One Hundred Fourteen ILLINOIS CENTRAL MAGAZINE July, 1922 erected on it in honor of of the fellows who "Words are nothing but audible whiffs of didn't come back." air, my boy," snorted Marcus Burridge. "It is "Yes, sir," murmured Private Stanton Mar- the thought behind them that counts." tin, very humbly. "I I guess I we ought to "Yes, sir," said the young man, lifting his thank you but words are sort of of ." hand in salute. Has Motorists Sign a Pledge for Safety In an effort to gain the best results pos- sible during the "Careful Crossing" cam- paign, W. H. Petty, trainmaster on the Mis- sissippi division, originated the idea of hav- ing printed pledge cards for motorists to sign, promising they will stop their automo- biles before driving on a railway track. The cards tell the number of persons killed and injured at railway crossings during 1920, then announce the date of the "Careful Cross- ing" campaign, which all the railroads in the United States are waging. At the bottom of the card is a place for signature, address and occupation of the signing motorist, and a re- quest that a 1-cent stamp be placed on it and the card mailed to the person addressed on the reverse side. Three sets of cards were printed; one set was addressed to Mr. Petty, another to Trainmaster N. W. Spangler and a third to Superintendent A. D. Caulfield. Employes of the Mississippi division take the cards out with them on their runs and place them in the hands of motorists. One engineer, C. J. Barnett, handed out fifty-six cerds, which were returned properly signed, and asked for the privilege of distributing 500 more. An- other engineer, S. A. Law, obtains used copies of the June issue of the Illinois Central Maga- zine, attaches to the magazine one of the cards and a letter, wraps the three in a neat little bundle and throws or hands the packages to automobile owners along the right-of-way. The letter Mr. Law attaches is as follows : "Dear Friend : I am throwing you off one of our monthly magazines. Please note the picture on the cover. I would be glad if you would look over the magazine,, turn to page 131 and read carefully, noting the great num- ber of accidents that happened on road cross- ings last year. "Won't you help us to eliminate accidents on our railroad by stopping, looking and listen- ing before crossing? "Just think how an engineer feels when he sees he is going to strike an automobile and probably injure or kill a lot of people! I have been running an engine on this division nearly twenty-five years, and so far I have not struck anyone on a crossing; but, when I see the desperate chances that our people are taking day after day, I am in mortal fear of striking someone at almost any crossing. "We blow the whistle, ring the bell and do everything in our power to avoid these acci- dents, and we are just asking you as our friend to assist us." The cards that have been returned to Mr. Petty contain the signatures of the mayor of Memphis, secretary to the mayor of Memphis, city commissioners, sheriffs, insurance agents, physicians, bankers, lawyers, manufacturers and wholesale and retail merchants. Mr. Petty has already obtained the signa- tures of persons from every station on the Grenada and Aberdeen districts. His object is. to gain the co-operation of several representa- tive persons in each of the towns on the division. By stopping before they cross a rail- way track, these persons will serve as examples to others. Engineer Barnett wrote the following letter to Mr. Petty: "Everyone I ask thinks this move is a fine one, and you can't make a mistake by pushing it. I wish you would hand me, on No. 8, five hundreds more of your cards, and I shall have them signed and returned to you. "It is a good work. Keep it up. "The bigger the man, the more anxious he is to sign. I wish you would take time and look over the signatures of the inclosed cards." APPOINTED IN UTAH Effective June 15, J. C. Barr was appointed traveling freight and passenger agent of the Illinois Central System, with headquarters at Salt Lake City, Utah. His offices are at 205 Judge Building. July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Fifteen NEWS OF THE DIVISIONS AROUND CHICAGO Foreign Department Morris Freehling, city freight agent, foreign department, Chicago, has been granted a six months' leave of absence on account of his health. He is spending his leave in Denver. Mr. Freehling has been connected with the railroad twenty-two years. Fireman C. Nolan is the proud father of baby girl, born recently. Weighing and Inspection and Demurrage and Storage Departments Miss Myrtle Bjurstrom announces her en- gagement to Elmer George. Both are of the demurrage and storage department. Myrtle has been with the Illinois Central the last four years and is now secretary to Supervisor Tin- ling. Elmer has been with the Illinois Central the last two years as demurrage inspector. J. A. Prendergast of the weighing department is the proud parent of a baby girl, born May 23. This is the fifth baby in the demurrage and weighing departments the past year. James H. O'Keeffe, chief c!erk, Paul M. Lea, assistant chief clerk, W. J. Leahy, demurrage inspector, H. A. Simmons, weighing inspector, and Mr. Prendergast are the proud fathers. General Freight Department Announcement is made of the marriage of Carl F. Stephansen of Chicago and Miss Edna Miller, which took place in New Orleans, Tues- day, April 25, during the Triennial Conclave of the Knights Templar. The wedding was the culmination of a romance started during the war, when Mr. Stephansen was stationed at Camp Logan as secretary to General Henry, after which he spent one year in the Philip- pines. He is now connected with the Illinois Central as secretary to W. Haywood, general freight agent. The bride is the daughter of Mr. and Mrs. June P. Miller of Houston, Texas. Auditor of Freight Receipts On Decoration Day ' the little daughter of R. G. Wall met with what appeared to be a fatal accident when hit by an automobile. Fol- lowing a successful operation at the Illinois Central Hospital, however, she is rapidly re- covering. Miss Jessie Miller was married to George Madsen of the freight claim department on June 3. Miss Miller was given a suitable present by her many friends. Burnside Roundhouse Engineer L. E. Quyle, who was granted a leave of absence to overcome an illness, has gone out West to live in the mountainous region for a while. Fireman Patrick McGovern has started on a trip to Ireland to visit his folks. Engineer and Mrs. W. W. Huggans have been visiting friends in Toronto, Canada, mak- ing a stop-over at Niagara Falls. Machinist Frank Plevo was off several days on account of his mother's death. Engineers James D. Kelly and John McElree have been granted leaves of absence to try their luck on their farms in Montana and Indiana. Suburban Passenger Service Mrs. Lillian Schafer's infant son died March 31. Miss Eileen Sullivan was recently married to Dennis Keating. Mrs. Laura Smith's husband passed away sud- denly May 26. Mrs. Laura Goodman has been visiting rela- tives at Bloom, Kan. Mrs. Grace Rinearson's son had a successful operation recently. ILLINOIS DIVISION Superintendent's Office The marriage of Miss Blanche P. Lawson of Chicago to Wayne A. Johnston of Champaign was solemnized at 4:30 p. m., Saturday, June 17, at the home of the bride's parents, 6514 Kimbark Avenue, Chicago. Mrs. Johnston is the daugh- ter of Mr. and Mrs. L. ("Pokey") Burns, and Mr. Johnston is the son of Mrs. DeEtta Johnston, 604 South Third Street, Champaign. Mrs. Johnston entered the service of the Illi- nois Central May 22, 1917, in the superintend- ent's office at Chicago as comptometer operator. She was later transferred to Champaign when the division offices were moved to that point in October, 1918. This position she held until June 10, this year, when she resigned. Mr. ' Johnston entered the service of the Illinois Central as an accountant in the superin- tendent's office at Champaign, September 23, 1918; was promoted to chief accountant, Febru- ary 16, 1920; was promoted to chief clerk to superintendent September 1, 1920, and was transferred to be assistant chief clerk to the general superintendent, Chicago, September 28, 1921. This position he now holds. The bride and groom spent their honeymoon in Chattanooga, Tenn. They have been at home since July 1 at 6032 Stony Island avenue, Chicago. Miss Kathryn Kelligar, stenographer for Trainmaster J. T. Stanford, has returned to The Johnstons One Hundred Sixteen ILLINOIS CENTRAL MAGAZINE July, 1922 the office, having recovered from a recent operation for appendicitis. Miss Fairy Wand entertanied at a vanity shower at her home, 402 East Green Street, Champaign, Tuesday evening, June 6, in honor of Miss Blanche Lawson, who on June 17 be- came the bride of Wayne A. Johnston. Those present were: Misses Zoe and Billie Friend, Mrs. Paul Somers (formerly Helen Sullivan), Miss Bernice Sullivan, Misses Pauline and Margaret Mailman, Miss Ethel Baker, Mrs. Otis A. Barnes, Misses Viola and Mildred Monahan and Misses Lona and Blanche Lawson. Light refreshments were served. Kankakee Roundhouse Herman Miller, blacksmith, was called to Junction City, Wis., recently by the death of an uncle. Mr. and Mrs. F. R. Shapland are the proud parents of a new daughter. Mr. Shapland is an engineer. Conductor Ed Ehrich is off duty on account of illness. Mr. and Mrs. H. A. Kunde are the parents of a baby girl. Mr. Kunde is an engineer. Switchman W. F. Hardgrove of Kanka- kee, 111., was pension- ed May 1. Mr. Hard- grove entered the serv- ice of the Illinois Cen- tral, Friday, Septem- ber 13, 1900, and had been in continuous service since. He be- gan as a brakeman on the Bloomington dis- trict and was later transferred to the Kankakee yard as switchman. SPRINGFIELD DIVI- SION W. F. Hard grove Decatur, III. The regular month- ly meeting and luncheon of the Transportation Club of Decatur was held Thursday evening. June 8, at the Y. M. C. A. William Haywood. general freight agent, Illinois Central, Chicago, was the speaker of the evening. His subject was "Service as Applied to the Modern Rail- road." More members attended this meeting than have been present at any meeting since the organization of the Transportation Club. Clinton, III. With the return of the second local between Clinton and Pana, June 12, Conductor Kapelsky has moved to Clinton to take the Sunday lay- over at Clinton. Conductor Bennett falls heir to the position on the local between Pana and Centralia vacated by Conductor Kapelsky. Everyone is glad to see Conductor O. R. McClelland back in service after an absence of several weeks on account of serious illness. Dispatcher John R. Fleming has been trans- ferred temporarily to the Indiana division at Mattoon on account of increased business at that point. Dispatcher H. S. Macon enjoyed a 10-day vacation trip with Mr. Dodge and Mr. Lindrew of the fuel committee, taking an active part in the fuel campaign on the Southern Lines. The Centralia-Peoria business has been heavy since May 15. There are now four crews as- signed to these runs. From May 27 to June I, the Illinois Central handled seventy-three Clover Leaf trains be- tween Ramsey and Vandalia, which were de- toured on account of repairs being made to a bridge on the Clover Leaf one mile west of Ramsey. Effective May 1, an Illinois Central agency was opened at Havana, 111. T. R. Beach has been assigned to be permanent agent at that point. Dispatcher J. A. Vallow has resumed his duties at Clinton after six months in Cali- fornia. The trip has greatly benefited his health. F. J. Stuber has been assigned as permanent agent at Chestnut, vice T. R. Beach. Mr. and Mrs. R. C. Fortman of Springfield are the proud parents of a baby boy, born June 8. Mr. Fortman is third trick operator at East Grand Avenue. Hard road work on the Meridian Trail be- tween Pana and Centralia is rapidly progress- ing. This temporarily makes business good for agents at stations in this territory, as the Meridian Trail parallels the Illinois Central on this district. Yardmaster and Mrs. N. B. Clark of Spring- field departed June 1 for points in Colorado, Washington and Oregon. They expect to be gone about six weeks. During Mr. Clark's ab- sence, Night Yardmaster C. M. Ruddle will act as day yardmaster. Division Superintendent and Mrs. C. W. Shaw, District Surgeon and Mrs. George S. Edmonson and son Kenneth departed June 1 for Los Angeles, Cal., to attend the Rotary Club meeting. While in California they expect to visit many other points of interest. Yard Clerk Ellis Reddick and Miss Nelle Sur- dam were married in Springfield Tuesday, June 5. They went to New Orleans on their wed- ding trip. Conductor M. J. Kenney is again out of ser- vice on account of sickness, being relieved by Conductor Burkhart. There was a severe storm at Springfield on the morning of June 13, damaging considerable property and blowing down some of the Illinois Traction System poles and wires, making it necessary for the I. T. S. to call on the Illinois Central for assistance. We furnished a switch engine and crew to distribute poles along the I. T. S. track and handled some of their pas- senger cars between Springfield and Riverton. Switchman George Brown has been granted thirty days' leave of absence to accompany his father and mother to Denver, Colo. They ex- pect to drive from Clinton to Padosa Springs by auto. Switchman Hugh Magill returned Saturday, June 10, from Toronto, where he attended the trainmen's convention. Mr. Magill was a rep- resentative from the B. of R. T. of Clinton. Local Attorney D. R. Kinder died at his home at Litchfield, June 6. Funeral services were held June 8. Operator C. E. Ritchie has returned to Clin- ton after a trip to Fayetteville, Ark., to see his father, who has been very ill, but is much improved. Road Department Marion McClelland, who has been attending July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Seventeen "Twenty years I've carried this watch' ENGINEER Charles Monk, of the Erie Railroad, is proud of his Hamilton. Twenty year companions they've been, and the Hamilton has been a faithful, reliable comrade. Even Engineer Monk wouldn't estimate the enormous number of trains he has brought in "on time." He does say that in the ordinary day's work he must consult his Hamilton dozens of times. Dozens of times a day, multiplied by three hundred odd days a year and by twenty years that would make a figure which in itself spells "service." Through it all his Hamilton has given accurate time. This experience of Engineer Monk is but the echo of the experience of thousands of other railroad men who own Hamilton Watches. And these men know that for time inspection service the Hamilton i6-size, 21 Jewel, No. 992, is the most popular watch on American railroads. HAMILTON WATCH COMPANY Lancaster, Penna., U. S. A. Hamilton Watches range in price from $40 to $200; movement alone, $22 (in Canada, $25) and up. Send for "The Timekeeper," an interesting booklet about the manufacture and care of fine watches. The different Hamiltons are illustrated and prices given. ilt, amiiion "The Railroad Timekeeper of America" One Hundred Eighteen ILLINOIS CENTRAL MAGAZINE July, 1922 the University of Illinois, has accepted a posi- tion as rodman on the Springfield division. Miss Geraldine Reynolds, stenographer in the roadmaster's office, has been granted a two month's leave of absence and will leave July 3, together with Miss Julia Coffey of the ac- counting department, for Los Angeles, Cal. Harry Miller, clerk in the roadmaster's office, has been transferred to the store department to accept a position as assistant accountant in the office of Division Storekeeper Downing. New station facilities have been installed at Hedrick, Ind. Our station there was destroyed some time ago by a cyclone. Frank G. Kelley died at Huber Memorial Hospital in Pana Tuesday, May 9. Mr. Kelley was a clerk in the freight department at Pana and had been in the service of this company for the past six or seven years. Funeral services were held at Vandalia Friday, May 12. Mechanical Department The third annual fish fry given by the super- visory forces of Clinton shops was held Wednes- day, June 14, at Weldon Springs, beginning at 4 p. m. All the foremen and several guests who were present report a fine time. The menu con- sisted of the following: More Fish Olives Bread Fish Catfish Butter Lemonade Bass Pickles Coffee The committees were organized as follows: Refreshments, F. S. Bogan, chairman, E. B. Barlow, Fred Howard, M. G. Taylor; trans- portation, H. L. Needham, chairman, R. J. Gable, F. W. Menefee. Jacob Krehl was chef. ST. LOUIS DIVISION Li. L. Heileg, chief clerk to Roadmaster J. W. Kern, was in the hospital at Carbondale a few days recently as the result of a snake bite. Carpenters have finished work on the exten- sion to the division office, and the painters are expected to finish up soon. There have been many changes in the arrangement of the offices. We now have a real office building and one that all are equally proud of. Fredie Nolting, switchman, Centralia, 111., died May 25. Joe Hewitt was married June 3 to Miss Marie Gordon, Anna, 111. Mr. Hewitt is record writer in the mechanical department, Carbondale. They will make their home in Carbondale. There- were more gross .ton miles (333,293,000) handled on the St. Louis division during May than since January 1, 1921, at which time the daily freight train performance report was started. Bart Baker, who is in the cavalry at Fort Riley, Kan., is visiting his sister, Mrs. Ed Clayton, Carbondale. Mr. Clayton is clerk for Trainmaster F. E. Hatch. Mrs. Lloyd Oliver died in Holden Hospital, Carbondale, June 13. Mr. Oliver is night round- house clerk at Carbondale. L. C. Brown, fireman, engine No. 1756, south, June 10, saw a brake shoe lying on the west rail of the northbound track and took the necessary steps in reporting this and having it removed. A DeMolay lodge (junor Masonic fraternity) has been organized at Carbondale, with several Illinois Central employes and sons of Illinois Central employes becoming members. Conductor William "Walker attended the O. R. C. convention at Cleveland, Ohio. Life is just one thing after another, and the latest thing for the genial gen- eral foreman at Cen- tralia, E. J. Conners, is his new motor car. One glance at his smiling countenance will convince the most skeptical that "Rip" believes in making life pleasant. Always a favorite with the fair sex, Rip's popularity has certainly not been impaired with the advent of the new buzz wagon. E. J. Conners INDIANA DIVISION Superintendent's Office "No Exception" campaign! Have you been watching the daily bulletins issued by the supervising agent's office, showing the antics of "OF Exceptions," Newt's difficulties, and the advice of the observer from the window? Also the new character "Lil* Cancellations?" Keep up with 'em they're interesting! M. E. Kemper has been appointed chief clerk to Superintendent Roth. L. H. Petri has been appointed assistant chief clerk to Superintend- ent Roth. Our accounting department seems to be mat- rimonially inclined these days. On Saturday, June 10, at the parsonage of the Church of the Immaculate Conception, George Lahey (account- ant, superintendent's office, Mattoon) and Miss Margurite Smith of the same office were married. They are spending their honeymoon in Chicago and Indianapolis. The next day Sunday, June 11, at the parsonage of the Methodist Church in Danville, 111., Hugh Whisennan (accountant, superintendent's office) and Miss Stella Elliott of Mattoon were married. April 28 a baby girl was born to Mr. and Mrs. Walter J. McDonnell Frances Joan. "Mac" is electrician on the Indiana division. One evening in May, Miss Lucille Yount of the superintendent's office entertained the young women of the division office at her home, displaying her usual artistic ability in house and table decorations. The color scheme was yellow, the luncheon table being unusually pretty, with yellow birds perched on tumblers carrying the place cards in their mouths, yellow nut baskets and the center piece a real work of art it represented a Japanese garden, built on a tray. Real grass was growing; there was real shrubbery (tiny ferns and grasses); small pine cones, which had been dipped in green paint, were used to represent small trees. Around the edge of the tray was a wall made of small pebbles and real cement, and a small path made of white sand wound in and out among the shrubbery from one entrance to the other. At one end of the garden was a small lake, on which serenely floated a small white swan, while tiny fish, a frog and a turtle played around on the sandy bottom. Some cosmos and other taller grasses were planted around the lake to afford some nice shade for July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Nineteen the little chicks and ducks which were scratch- ing in the grass nearby. Over an arbor made of small twigs tied together were twined little yellow rosebuds, while a small white cupid made an impressive piece of statuary; between the trees and shrubbery could be seen a little custie bridge. Chief Dispatcher's Office J. E. Cullum, agent, Helmsburg, Ind.. who broke his leg recently playing ball, is improving nicely and expects to be back at work soon. Agent H. A. Douglas, Dundas, 111., bid in first trick at "MY," Mattoon yard office, and at present is filling in at "Q," dispatcher's office, due to extremely heavy business on the division. OUR CORRESPONDENTS No. 2 Miss FLORENCE MCSHANE, secretary to Su- perintendent H. J. Roth of the Indiana division at Mattoon, 111., has made the arrival of the Indiana division notes in the magazine office an event of gladness to the hearts of the edi- torial staff. She nearly always has at least one good story for the magazine, in addition to the usual notes. Miss McShane has heen sec- retary to the superintendent for eleven years. During May the Indiana division moved 7,692 loads out of Evansvllle, Ind. This was the heaviest movement ever handled out of Evans- ville in one month, making it necessary to put on three additional dispatchers at Mattoon. Dispatcher J. L. Fleming from Clinton, 111., is working as second trick dispatcher on the In- dianapolis district. Dispatcher Bosley is taking the first trick of the new jobs. Operators in "Q" office, Mattoon, are feeling the effect of Supervising Agent Walker's "No Exception" campaign on account of the in- creasing telegraph work. The vegetable and banana movement from A FREE SMOKE I would like to send you, free, a big sack of our Homespun three-year-old Kentucky tobacco. Granulated, ready for your pipe. Send me your name and ad- dress. S. U. Wooldridge, Hopkinsville, Ky. Mortimer & Lindstr om Co. (INCORPORATED) CONTRACTORS Plumbing, Gat Fitting, Iron and Tile Drainagt Telephone H.rrUon 8240 Room 1305 Kimbali Bid... CHICAGO 25 Eait Jackson Blvd. De Remer-Blafchford Company RAILWAY SUPPLIES GENERAL OFFICE: Railway Exchange Building, * CHICAGO PATENTS BOOKLET FREE. HIGHEST REFERENCES PROMPTNESS ASSURED. BEST RESULTS. Send drawing or model for examination and report as to patentability WATSON E. COLEMAN Patent Lawyer 624 F Street Washington, D. C. because they give longer service Every pair of EXCELLO _ RUBBERLESS _. SUSPENDERS is guaranteed for a full year's wear. Men like their easy strel and comfy feel. Ask Your Dealer. If he can t supply you. 8end direct, giving dealer's name. One Hundred Twenty ILLINOIS CENTRAL MAGAZINE July, 1922 the South continues to increase, averaging from sixty to one hundred cars daily out of Effing- ham for eastern points through the Indian- apolis gateway. Sunday, June 4, the large "Mikado" engines were run over the Wabash River bridge at Grayville for the first time. Now all trains out of Evansville handle about ten more cars. Master Mechanic's Office Mr. and Mrs. P. B. Myers are the proud parents of twin girls, born May 24. Mr. Myers is a clerk in the office of Master Mechanic Bell. Miss Mildred Bell, daughter of the master mechanic, is home from Breneau College, Ga., for her summer vacation. Vacation season has started. Local Chairman of Engineers and Mrs. T. L. Conner have de- parted for California to attend the Shrine con- vention; Engineer and Mrs. William Eaton and daughter have also left for San Francisco to attend this convention. Chief Accountant and Mrs. C. R. Plummer left June 11 for Tacoma, Wash., to visit relatives. Norton Parks, clerk, is vacationing in Springfield, 111. Machinist and Mrs. M. Cleveland are leaving for Abilene, Texas; Machinist Helper C. Jeffries, for Garneill, Mont. WISCONSIN DIVISION The Acme Manufacturing Company, of Wheaton, 111., which recently lost its plant by fire, has located temporarily at Dixon, 111., making use of one section of the old Dixon College buildings, known as the Dixon Cereal and Feed Company. The Acme Manufacturing Company is engaged in the manufacture of animal food. A move is now on foot in Dixon to have Dixon named as the site for the building of the children's home of the Brotherhood of American Yeomen, an institution which will occupy 2.6 acres of ground and will call *for an expenditure of ten million dollars. The home site committee, including H. W. Meyers, state manager of the Yeomen of Illinois, was in Dixon June 19, going over the situation and" viewing the proposed site. There is no slump in business with the Illinois Central at Dixon. Earnings up to date for June are far exceeding those of June, 1921, and the local yard engine is handling a great many more cars a day. The bathing season, having opened in this city, finds the evenings well spent at Lowell Park, with the Illinois Central represented among the throng by some members of the local force enjoying the splash. M. J. Reilly, engine foreman, laid off for rest and recreation the first ten days of June, his place being filled by Switchman D. S. Mclntyre. Agent and Mrs. C. G. Shepherd of Dixon recently gave a week-end party for the enter- tainment and pleasure of Chicago friends, who motored to Dixon via the Lincoln Highway. The party consisted of Mr. and Mrs. Otto Beich and two sons (Mr. Beich is Chicago manager of Paul F. Beich Candy Company) ; Mr. and Mrs. Walter Stein (Mr. Stein is president of the State Commercial and Savings Bank, Chi- cago) ; Mr. and Mrs. Arthur Ross, son and daughter (Mr. Ross is department superinten- dent, R. R. Donnelly Publishing Company) ; Mr. and Mrs. C. George Shepherd and son DicK. manager art department, R. R. Donnelly Com- pany. Mr. Shepherd is maker of all the maga- zine covers used on the Rock Island Magazine. Others were Mrs. W. Holmes of Boston, Miss Pauline Scott, special school instructor, Chi- cago, Mr. and Mrs. F. J. Patterson, Mendota, 111., Mr. and Mrs. A. Tesche, Mendota. The Illinois Central employes made sure that all points of interest were taken in, including a trip to Blackhawk Monument, near Oregon, Castle Rock, Lowden Park, Lowell Park, a' trip over the Blackhawk Trail, dinner at the Old Colonial Hotel, Grand Detour and many other points of interest too numerous to men- tion. Mr. Stein says in recent letter: "I never before realized what wonderful country we really have in Illinois. When Otto Beich de- scribed the Rock River country to me, I thought he was exaggerating, but my visit exceeded my fullest expectations." Sympathy is extended to D. & V. Accountant This picture show's a portion of a temporary bridge constructed on May 13 over the Sioux River on the /otca division. On this date this bridge, consisting of seventeen 5-pile bents, with mi average height of 18 feet and a length of 225 feet, was entirely destroyed by fire. Men were assembled and material loaded and moved to the location in record time, zvith the result that not a passenger train was delayed the loiva division still maintains its usual record of "passenger trains 100 per cent on time." July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Twentyone Paul Donahue and Record Clerk Florence Dona- hue, whose mother died suddenly Sunday, June 11. MINNESOTA DIVISION A meeting of the Minnesota, Iowa and Wis- consin division supervising agents and agents was held in Dubuque, June 9, with a view to reducing exceptions during the June "No Excep- tion" campaign. Claude Crandall of the revising bureau was called to Decatur, 111., recently by the death ^f his mother. A number of the freight office clerks at Dubuque participated in an enjoyable picnic held at "Dominic's Pool," about twelve miles outside of the city. They report a fine time and that they also were entertained by some of the farmers for several hours while waiting for the truck to bring them back to the city. Gloom was cast over the employes on the Minnesota division when they were informed of the death of Charles Coffey, second trick operator, "KB," Dubuque. Mr. Coffey was born in Dixon, 111., thirty-seven years ago. He entered the service seventeen years ago as an operator and was employed in that capacity until eight months ago, when he was taken ill and was confined to his home up until the time of his death, which occurred May 30. Funeral services were held June 2 from his residence, 22 Locust street, Dubuque, to St. Raphael's Cathedral. Burial was made in Mount Olivet Cemetery. He is survived by his wife and three children.- Superintendent and Mrs. L. E. McCabe are spending their vacation at Banff and Lake Louise, Canada. They will also visit in Cali- fornia. "Bob" White, yard clerk, Waterloo, had the misfortune to fall and break his knee cap while playing ball at Waterloo recently. Mr. White is now at the Illinois Central Hospital in Chi- cago. L. E. Strouse, trainmaster at Dubuque, has purchased a new motor car. KENTUCKY DIVISION G. E. French, station helper at Dawson Springs, Ky., and Miss Ethel Majors of that city were married on June 1. D. B. Osborne, conductor, Princeton, Ky., has been called to Roanoke, Va., by the serious illness of his father. Signal Department The signal department educational meeting for May was held at Louisville, Ky., on May 29, with an attendance of forty. The subject was "Insulated Joints." H. S. Scott, supervisor of signals of the Louisiana division, was a visitor at this meeting. The regular monthly educational meeting for June was held at Leitchfield, Ky., on June 19. The subject was "Track Relays." Employes of the signal department held their annual outing at Grayson Springs, Ky., on June 17. A large attendance was present, and the basket lunch was enjoyed by all. The signal department has two representa- tives on the Illinois Central baseball team. S. W. Overstreet, signal helper, Signal Gang No. 1, is the catcher, and J. A. Sauer, signal testman, plays third base. H. S. Scott, supervisor of signals, Louisiana division, visited his old home at Lexington, Ky., on May 29, passing through Louisville en route. Railroad Watch Adjusted t Six posi vtions You can own the 21 jewel Illinois the Fa- mous Bunn Special Railroad Watch with- out effort or red tape. Don't send a cent in advance. This Master Railroad Watch is guaranteed to pass rigid inspection on every road. Adjusted to 6 positions, extreme heat, cold and isochronism 21 jewel movement, Montgomery or Arabic Dial in a durable and handsome 20-year gold filled case. 30 Days Free Trial MILLION DOLLAR BARGAIN BOOK FREE Send your name and ad- dress today for our big million dollar bargain f book showingX thousands of un-\ usual bargainsA Send for your free\ copy today ten Debt. 40 6 B. TheBunnSpecialcomes to you, expressprepaid. Only if pleased, only if you recognize it as the best Railroad Watch on the market, do you send $5.75 as first payment. Wear the watch. If after 30 days trial i youdecidetoreturn it, we will refund your deposit. Only if you buy, send $5.75 month- ly until the cash .price of $57.50 is paid. SEND NO MONEY Just write, "Send me the Bunn Special." N9 expense or obligation to you. Only if you are convinced it is dependable in every way and is the Master Rail- road Watch, do you send $5.75 monthly at the rate of a few pennies a day. Order today NOW. J.M.LYON L CO. -4- Maiden Lane New York One Hundred Twenty-two ILLINOIS CENTRAL MAGAZINE July, 192.' 1. Walter Bevil, assistant signal maintainer, Central City. 2. Guy Keys, helper, Signal Gang No. 1. 3. Lionel Goodman, helper, Signal Gang No. 1. 4. F. A. Miller, helper, Signal Gang No. 1. 5. Bob Bevil, helper, Signal Gang No. 2. 6. E. F. Oates, signal maintainer, Nortonville. 7. Roy Coursey, helper, Rockport. 8. C. L. Dean, assistant signalman, Signal Gang No. 1. 9. H. S. Scott, supervisor of signals, Louisiana division. 10. /. T. Walker, helper, Horse Branch. 11. Cletus Pearl, signal maintainer, Horse Branch. 12. H. H. Kunnecke, signal maintainer, Calvert City. 13. /. B. Taber, helper, Cecilia. 14. H. DTan^n. i&. n. n. n.unnetKt:, siynu* maintain CT, ^atveri, i^iiy. u. j. p. i auer, neiper, Cecilia. !*. ri. C. Campbell, helper, Princeton. 15. Bert Holland, assistant signal maintainer, Leitchfield. 16. Bell Frymire, assistant signal maintainer, Grand Rivers. 17. Jasper George, assistant signalman, Signal Gang No. 1. 18. Gus Dycus, helper, Signal Gang No. 2. 19. S. A. Saner, foreman, Signal Gang No. 2. 2. 4*0. A. Beckett, helper, Signal Gang No. 2, The automatic block system between Paducah and Ilsley has been extended from Ilsley to Fox Run. The new signals in this block section were placed in service on May 24. The installa- tion of these signals was carried out by Signal Gang No. 1, under the direction of Signal Fore- man C. C. Sauer and Signal Supervisor J. P. Price. Operation and circuit tests were made by Signal Supervisor Price, Signal Inspector Part- ridge and Signal Testman J. A. Sauer. The signals are the Hall Switch & Signal Company's Style L, 3-position, upper quadrant, semaphore type. Relays were furnished by the Union Switch & Signal Company. The switch boxes were the Union Switch & Signal Company's Model U-2, used in connection with the RSA standard ball-and-socket switch box rod and switch point lugs. The approach lighting system was used for the operation of the elec- tric lights. Lamps were furnished by the Aldon Engineer Company, and were equipped with 3V-volt, concentrated filament lamps operated from five cells of primary battery. Cable con- nections were made according to SD-2037, using strain insulators. The entire main line of the Kentucky division between Louisville and Paducah is now pro- tected by automatic block signals, with the exception of fifteen miles between Graham and Fox Run. The installation of block signals in this section is being held up on account of con- templated grade reduction work. The Kentucky division now has 8 interlocking plants, 430 automatic signals, 44 crossing bells and 1 color light signal in service for the pro- tection of traffic movements. T. L. Davis, supervisor of signals, has re- turned from Arizona and is now at his home at Martinsville, Va. The signal department educational meeting for July will be held at Princeton, Ky., on Sunday, July 23. The subject will be "Main- tenance of Oil Lamps." Signal operations on the Kentucky division for May were 739,269, compared with 582,561 in April, an increase of 156,708. This increase in the number of signal operations was due to the increase in the number of train movements. Local Freight Office, Louisville Andrew Thomas, after a brief honeymoon spent in the Windy City, where he was ex- tensively entertained, has returned to the office to resume his daily routine. Mark Sheehan is seriously contemplating taking a trip to "Old Erin." During the time that he is there it is his intention to get as much information as possible relative to his ancestral tree. So far he has traced six gener- ations. MISSISSIPPI DIVISION Frank Cooper, employed as car inspector, Water Valley shop, died suddenly at his home in Water Valley of heart disease Sunday, June 4. Mr. Cooper leaves a wife and several chil- dren. Funeral services were conducted by the Rev. Wayne Alliston, pastor of the Baptist Church, assisted by the Masons. John T. Nason, passenger conductor on the Mississippi division, died in the Illinois Central Hospital at New Orleans, May 30, after an illness of two months. Mr. Nason had been in the service for thirty-two years. He was em- ployed as a flagman out of Water Valley, Miss., August 7, 1890, and was promoted to conductor December 11, 1893. He was an affable and July. 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Twenty-three TEXACO PETROLEUM PRODUCTS R A LR.OAD-LUBRI CATION Good Railroading A CONFEDERATE Colo- nel, who was distinguished for his strategy if not for his book learning, was asked to outline the reasons for his mili- tary successes. He said that it consisted of "getting the mostest men there firstest." We quote this because it sug- gests so well the cardinal prin- ciple of good railroading, which is Moving the greatest tonnage in the shortest time Necessarily the attainment of this ideal demands watchful su- pervision, careful dispatching and proper mechanical condi- tions. Proper mechanical conditions mean efficiency of locomotives and freedom from hot boxes or bearing troubles on cars. Railroads use large quantities of lubricating oils, therefore they must buy economically. Not only must railroads guard against stoppage of traffic, but they must be on the lookout against frictional losses which cause waste of fuel. Therefore, the efficiency of the lubricants they use and their correct appli- cation are important essentials to good railroading. We consider the increasing sale of Texaco railroad oils a glowing tribute to our refining skill and the efficiency of our delivery service. It is our privilege to render, through our Lubrication Engi- neers, a valuable service in x the handling, storage and applica- tion of the Texaco Lubricants. We have on our books many of the large railroads in this country, including the Illinois Central. The list of Texaco products they use includes lubri- cating oils for locomotives, roll- ing stock, shop machinery and power plants, illuminating oils for signals, headlights, road oils, roofing, etc. The use of the whole Texaco line by these railroads conclu- sively proves our statements re- garding the high quality of every product sold under the Texaco Red Star and Green T trademark. THE TEXAS COMPANY RAILWAY TRAFFIC & SALES DEPARTMENT New York Chicago Atlanta- Houston St Louis. New Orleans, Dallas, Cleveland. LosAngeles. St.Paul THERE ISATEXACO LUBRICANT FOR. EVERY PURPOSE One Hundred Twenty-four ILLINOIS CENTRAL MAGAZINE July, 1922 J. T. Nason agreeable gentleman, and was highly es- teemed by the railway employes and the pub- lic in general. He was buried in his home town, Starkville, Miss., with Masonic honors, having been a mem- ber of the Valley City Lodge No. 402, Mc- Connico Chapter No. 96, and St. Cyr Com- mandery No. 6, all at Water Valley, the Wahabi Temple Shrine, Jackson, Miss., and the Water Valley Elks Lodge No. 459. Miss Audley Ken- nedy and Earl Fly were married Sunday, June 4. Miss Kennedy is the daughter of Engineman I. P. Kennedy. Mr. Fly is a valued employe of the postoffice force at Water Valley. Another wedding was that of J. W. Gooch, machinist, Water Valley shop, to Miss Marie Simms, Sunday, May 28, at the home of the bride in Water Valley. After a short bridal trip, they are receiving congratulations at their new home in the southern part of the city. Conductor J. H. Stewart has returned to service after receiving treatment at the com- pany hospital at New Orleans. Flagman Gabe M. Jones, ex-service man, is receiving treatment at the government hospital in New Orleans. Engineman A. T. Smith and Conductor A. G. Perry are in the hospital at Chicago for expert medical attention. Paint Foreman J. A. Kettle has gone to the hospital at New Orleans for treatment. We are glad to report that Mrs. A. D. Caul- field, wife of the superintendent, has recovered sufficiently to be able to return home, after a month's treatment in the Baptist hospital at Memphis. Section Foreman W. M. Taylor, McCool, Miss., had one of his legs fractured when struck by an angle bar from a rail which he was en- deavoring to loosen on account of expansion. He was carried to the Illinois Central hospital at New Orleans, where he is reported as doing nicely. J. L. Stallings, machinist, Water Valley shop, had his right leg broken in two places June 1, when a bell cord with which an engine driving spring was being loaded broke, permitting the spring to fall, striking him. He was carried to the Illinois Central Hospital at New Orleans. Section Foreman Frank Olson, Holly Springs, Miss., has been commended for interest display- ed in discovering a brake beam down under St. L. & S. F. car 11639, in train 98, three miles north of Holly Springs, June 1. Assistant Engineer and Mrs. J. T. Westbrook attended the commencement exercises of the Columbia Military Academy, Columbia, Tenn., where their son, John Junior, was graduated this year with high honors. On May 20, poultry raisers of Talobusha County, Miss., organized an association to pro- mote the raising of purebred birds of standard breeds and increase the amount of poultry pro- duced. M. L. Woods, chief clerk of the road department at Water Valley, was elected sec- retary, and S. N. Berryhill, who is connected with the Water Valley Bank, was elected pres- ident. W. F. Woolard has taken a position as rod- man with the engineering force of this division. Mr. Woolard has just been graduated from the University of Mississippi. He will be remem- bered as the son of W. W. Woolard, formerly pastor of the Methodist Church at Water Valley. Mrs. Gladys Walker is off on a three months' leave of absence. Her place at the tonnage desk is being filled by Miss Annie Bell Ander- son. Extra Clerk Corrinne Ederington is filling Miss Anderson's position as stenographer to the accountants. LOUISIANA DIVISION Miss Una Holmes, tonnage clerk, was slight- ly injured in an automobile accident near Tangi- pahoa, La., recently. The car in which she was riding went through an old bridge. Miss Holmes is better and has returned to work. Division Storekeeper Sauls advises that the $43,000 storehouse now under construction will be ready for occupancy about September 1. Severn & Murphy are in charge of the work. Mrs. William E. Berry, wife of the operator at Summit, Miss., and formerly employed as chief performance clerk in the superinten- dent's office, was a welcomed visitor last month. Charles Gray, employed in the boiler shop at McComb, and Miss Saide Catchings, daughter of W. L. Catchings, foreman, tin shop, McComb, were married in Centenary Methodist Church by the Rev. P. H. Thompson, Thursday evening, Here is Carolyn Kelly Buck, 18 months old, daughter of Chief Yard Clerk H. K. Buck of Gii'in, Miss. Carolyn likes the automobile as a plaything, but she prefers the "choo-choo train" for real traveling. July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Twenty -fire June 1. Among her attendants were: maid of honor, Miss Elaine Moore, daughter of T. L. Moore, engineer; bridesmaids, Miss May D. McMichael, clerk to chief dispatcher; Miss Roberta Darville, clerk to supervisors; Miss Heloise Dunn, daughter of Conductor W. S. Dunn; Miss Maude Elma Mclnturff, daughter of Conductor R. E. Mclnturff. W. T. McGuire, chief clerk to the superinten- dent, has started a poultry farm. Instrument Man R. E. Bundy's bungalow will soon be ready for occupancy. Accoutant I. F. Tullis' house is also under construction. The vegetable business on the division has increased 100 per cent this year over last, the territory extending from Brookhaven to Terry, Miss., including connections at the former point. The sum of $30,000 has been appropriated by McComb for an amusement park on the west side of the city which covers about thirty acres. Jackson, Miss. Two weddings of interest took place during May: L. E. Bonner, clerk, and Miss Doris Puffer were married on May 21 and made a honeymoon trip to Kansas. T. E. Lard, clerk, and Miss Joan Bridges were married on May 19 and visited Memphis. Both couples will reside in Jackson. Mrs. J. P. Martin is back after an illness of several months. Mrs. Douglas McNair is the new steno- grapher in the agent's office. Gwln, Miss. J. T. McMaster has been appointed general yardmaster, in place of W. Wicker, promoted to acting trainmaster of the Mounds-Cairo ter- minals. T. I. Grafton'has been appointed to succeed Mr. McMaster as night yardmaster. Our night chief clerk and family have moved into their new residence at Gwin. This makes a total of three new residences and one mer- cantile building put up lately. Plans have been received for our new hotel, and work will soon begin. This will be a great addition to our town. The coal chute at Gwin has been rebuilt and is now being operated with 100 per cent effi- ciency. Icing Clerk T. B. Robertson has been on sick leave at his home at McKinzie, Tenn. Icing Clerk L. L. Fatheree has been enjoy- 4 ing a visit in the West, also attending the B. of R. C. convention at Dallas, Texas. NEW ORLEANS TERMINAL The terminal was recently visited by two of our Northern sisters Miss Margaret Walsh of Waterloo, Iowa, and Miss Grace McDonald of Dubuque, Iowa. The young women were es- corted about New Orleans by several of the terminal employes, and the only regret was that their stay was so short. Another charming visitor to the 'terminal re- cently was Mrs. D. I. Taylor of Barnhart, Texas. Mrs. Taylor before her marriage was Miss Cora Ellsworth, and she spent several years in the employ of the agent at Poydras MEE'S ELECTRIC LANTERN Especially constructed for railroad service. It is a wireless construction, no wires to break, ground, short circuit or cause a leak in the batteries. The only Lantern on the market that can be operated with one hand satisfactorily. The body of our Lantern is made of 22 gauge tempe/ed brass and heavily nickel plated, guaranteed not to peel off. Our Price Direct to Consumer Com- CM plete With Battery and Two Bulbs, OB Parcel Post C. O. D. only. Don't fail to mention whether drop or stiff bail wanted. Our batteries are the standard size and will fit any Electric Lantern. The price of one battery is 75c, or in lots of three or more, 6Sc each. Mazda bulbs, ISc each in lots of three or more. Nitrogen bulbs 40c each or three for $1.00. Your name will be neatly engraved on your lantern if instructed. THOMAS MEE, JR., ELECTRICAL AND NOVELTY SUPPLIES CLINTON, ILLINOIS THE RAILROAD MAN'S COMPANY THE NAME 'CONTINENTAL" on your policy menu PROTECTION The latest policies provide INCOME FOR LIFE for total disability accident or Illness. If you have A CON- TINENTAL, policy .you and jour family are protected no matter what happens. (The unexpected la always happening.) Before it is too late, gee our agent or mall the coupon today. CONTINENTAL, policies are carried by Bailromd men everywhere In the United States and Canada. CUT OUT AND MAIL TODAY. \ Continental Casualty Company. | 910 Michigan Ava., Chicago. III. , I am employed by the ILLINOIS CENTRAL 8T8- ' TEM Division. . Please send me Information in regard to your health * and accident policies such as are carried by hum- * dreds of my fellow employes. f Ky ace Is. J My Occupation Is. f NAME t , ADDRESS Continental Casualty Co mpanp Mi8i !4S E ilrt DEII Ct)tcago One Hundred Twenty-six ILLINOIS CENTRAL MAGAZINE July, 1922 freight office. Of course, like all Illinois Central employes, she could not visit New Orleans again without paying all her former co-workers a visit, and everyone welcomed her back royally. It is with deep regret we write of the death of Mrs. Leila Harvey Scaife, wife of the late Charner T. Scaife, who was at one time freight agent and later chief claim agent for this com- pany at Chicago. At the time of her death, she was visiting her brother, C. Y. Harvey, 1403 Webster Street, New Orleans, where the funeral services were held. The body was taken to Memphis for burial. Mrs. Scaife was well known in New Orleans, Memphis and Chicago for her many charitable deeds. The services and preaching held every Thurs- day at noon time in the warehouse at Stuyve- . sant docks by members of the Baptist Bible Institute are being well attended. Caroline, an old New Orleans negro mammy, formerly in the employ of Agent Scaife's family, The New Orleans Terminal yard department presents herewith its two yard employes zvith longest service records. At the left is Dan Fletchinger, who entered service as weighmas- ter, taking charge of a scale at Government yard^, assigned to the weighing of bananas ex- clusively. He was later transferred to Hara- han yard, taking over the automatic scales, a new device for weighing cars zvhile in motion, and he is still in charge of all weighing at Harahan. Ben Werling, at the right, entered service forty-six years ago as loading clerk on the: river front under Anent Cousins and later was transferred to yard service as Belt clerk. At present he is car tracer and pay- master at Harahan yard. Photograph taken at entrance to Harahan yard office. ty Park, New witnessed the Knight Templar parade recently held in this city. She mentioned that she heard the Millionaire Band from Chicago and said: "Dem horns sho ain't gold." No argument could induce her to believe the instruments were of gold. On being asked why she thought they were not gold, she replied: "Cos if dey was gold, dem men's never would get out of New Orleans wid "em." P. U. Rogan, section foreman, became the proud father of a 11%-pound girl, May 5. J. H. Mears, section foreman, recently gave the hand of his daughter, Mary, in marriage to Lewis Holmes of Galveston, Texas. The couple will make their home in New Orlans. Thanks and praise are due F. C. Nodier, yardmaster at Harahan, in appreciation of the excellent service rendered by him. Mr. Nodier's efficiency and co-operation are such that all employes on the terminal have unanimously termed him "the right man in the right place." His foremost thought at all times is service, in every sense, of the word, and he not only strives to be 100 per cent capacity as yard- master, but always has an eye to improvement and saving. The road department has taken particular note of his careful method of re- railing derailed equipment without damage to track. It is said in such instances all Mr. Nodier reeds is an angle bar and an oak wedge to do the job. He also specializes in placing company material promptly to release equip- ment. MEMPHIS TERMINAL DIVISION A great deal of interest is being manifested on the Memphis Terminal in the "Careful Cross- ing" campaign, which began June 1 and extends to September 30. Terminal Superintendent E. Bodamer has been active along this line and is impressing employes daily with the necessity for doing all possible to eliminate crossing acci- dents during this period. Various advertise- ments, posters and other material are being distributed upon this subject, and the citizens of this city are awakening to the spirit neces- sary to make this campaign a success. Mr. Bodamer is conducting a regular political cam- paign upon the Memphis terminal, shaking hands with all trainmen and other employes, explaining to them individually the real neces- sity of making this campaign a success on the Illinois Central System. Passenger Conductor Wesson, running between Memphis and Fulton, Ky., was instrumental re- cently in bringing about the conviction of a negro on the Memphis terminal for the misuse of a pass. Federal Judge Ross sentenced the July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Twenty-seven jeweler for these watches Write for a copy of our new 52-page booklet "Illinois Watches and Their Makers." You will incur no obligation in doing so. Look for this stamp on the watch you buy Then you can't go wrong in buying your watch. You need the best there is NOW. It may be required LATER. Originally, railroad watches were not adjusted to positions. Later, three position adjustments were required. Now, the inspectors are not allowed to pass any watches adjusted to less than five positions. For the present, five position watches are stand- ard. But railroad requirements are continually going higher not lower. So why take any chances on a five position watch when you can just as easily get the superior SANGAMO SPECIAL and BUNN SPECIAL Illinois watches which are adjusted to tempera- ture, isochronism and SIX POSITIONS? ILLINOIS WATCH COMPANY Springfield, Illinois One Hundred Twenty-eight ILLINOIS CENTRAL MAGAZINE July, 1922 negro to thirty days in jail and to pay a fine of $300 after the negro had pleaded guilty to the charge. Conductor Wesson, the special agent's department and the roadmaster's office are com- mended for the manner in which this case was handled. This is only one of the several cases in which Conductor Wesson has discovered per- sons guilty of misusing Illinois Central passes. George Simmons has been granted a leave of absence in order that he might construct his home. Several of the carpenters in the bridge and building department on the Memphis terminal have recently built their own homes. The Illinois Central is receiving its share of the glory for the building of the McLemore Avenue viaduct. Colonel A. H. Egan, general superintendent, made a speech on one of the days of the celebration. John Burns, chief clerk to Superintendent Bodamer, has developed into a first-class fisher- man. Mr. Burns is well equipped with the necessary paraphernalia, and his recent trips have netted many good catches. Pat McHugh, son of Peter McHugh, special agent at Memphis, sprained his leg while play- ing baseball with the Outbound team at Osceola, Ark., on Decoration Day. Pat is now confined to St. Joseph's Hospital. Mechanical Department (W. A. Frost) J. C. Miller, machinist apprentice, who sus- tained a painful injury when a large piece of iron fell on his ringers, cutting them severely, has resumed work. The yard office of the Illinois Central is re- ceiving its annual coat of yellow paint, which greatly improves its appearance. Miss Anna Dixon, file clerk in the master mechanic's office and one of the best-known violinists in Memphis, was given an ovation when she appeared at the banquet of the Retail Credit Men's Association at the Hotel Chisca, where she gave a number of solos. E. D. Crouch, 1050 Patton Avenue, has re- turned from Chicago, where he has been under treatment at the Illinois Central Hospital for the last month. George Utz, machinist apprentice, who was severely bitten by a stray dog thought to be affected with rabies and who was placed under observation, has entirely recovered and returned to work. William Kelley, machinist, who has been on the sick roster for a week, has resumed work. The Outbound baseball team (Illinois Central League) defeated the strong Osceola, Ark., team at Osceola on Decoration Day by a score of 5 to 2. J. E. Elliot, machine shop foreman, who has been in St. Joseph's Hospital, where he under- went an operation for the removal of his tonsils, has recovered sufficiently to resume work. Leonard Clark, machinist, who has been con- fined at St. Joseph's Hospital with appendicitis, has so far recovered as to be removed to his home. C. M. Leonard, machinist, has returned home from Fairmounl, Va., where he was called by the death of his sister. Conductor A. M. Mitchell, Tennessee division, has returned to work after being on the sick list for a week. J. H. Stallings, boilermaker foreman, has re- turned home from Chicago, where he attended the boilermakers' convention. O. F. McHugh, machinist apprentice, who has been on the sick list for a week, has reported for duty. T. H. Griffin of the Illinois Central forces has gone to Chicago, where he will undergo an oper- ation for appendicitis at the Illinois Central Hospital. W. A. Smith, tool checker in the boiler shop, has returned to work after being on the sick list for two weeks. Conductor Will George of the Tennessee divi- sion, who has been on the sick list for a short period, has resumed his duties. Roy Smith, night hostler, who has been con- fined at St. Joseph's Hospital, where he under- went an operation for tonsilitis, has so far im- proved as to resume work. The Illinois Central storekeeper's department has received a new 1^6 -ton truck to be used in transporting stock from the Central Station to the Memphis shops. Carl Jones, who has lately been connected with the Valley Investment Company, has re- signed to take up an apprentice course in the Illinois Central shops. Harry McAdams, electrician, has purchased the property at 688 Edith avenue, where he will make his future home. J. H. McCloi of the Illinois Central forces has moved into his new bungalow at Wellington and Lucy avenues. T. A. Ponnery, conductor, Memphis division, who has been on the sick list for a week, has resumed work. W. B. Ham, conductor, Memphis division, has resumed work after being on the sick list for a week. Conductor J. M. Northcott, Tennessee division, who has been on a furlough for the last two months, has resumed work. M. E. Hawkins, former call boy for the Illinois Central, and R. G. Williams, switchman, have returned to Memphis after being mustered out of the navy. J. E. Elliot, machine shop foreman, who was in Atlantic City for a week, attending the air brake men's convention, has returned home. B. J. Feeney, traveling engineer, has returned from Atlantic City, where he attended the air brake men's convention. G. H. Hopkins, machinist, has returned from Jackson, Tenn., where he was called by the death of a relative. George Newhall, Illinois Central employe, is erecting a beautiful veneered brick bungalow at 270 Edith Place, which he will occupy as his home. A wedding of local interest took place at Champaign, 111., when J. E. Crews of this city, conductor on the Y. & M. V., was married to Miss Machin White of that city. After spending several days in Chicago, they returned to this city, where they will be at home to their many friends at 337 McLemore Avenue. Charles Schubert, machinist apprentice, who has been on the sick list for a few days, has resumed work. R. H. Myers, blacksmith, who has been on a 30-day furlough, has reported for duty. The shop team of the Illinois Central League, in an exhibition game, defeated the strong Memphis packing-house team recently by a score of 4 to 3. The Memphis shop team of the Illinois Central League will go to Paragould, Ark., on the July, 1922 ILLINOIS CENTRAL MAGAZINE One Hundred Twenty-nine Fourth of July to cross bats with the home team of that town. Nonconnah Car Shop (C. R. Creedon) General Car Foreman Arnold has had added to his already efficient staff a 9-pound grandson, born May 29. Car Foreman G. L. O'Connor has returned from Cleveland, Ohio, where he was called by the death of his father on June 1. Steel Foreman R. W. Gilliam is the owner of a brand new sports model car. Since the announcement of her arrival in the April issue little Miss Patricia Hollahan has been making "record time." She recently claimed first honors in the St. John's baby clinic. "Pat" is the daughter of Foreman and Mrs. E. J. Hollahan. The latter was formerly Miss Bernice Murphy, chief operator at Mem- phis, before her marriage. Since re-organization, the Nonconnah base- ball club, under the efficient captaincy of J. F. Guy, is winning unusual distinction among the South Side athletic clubs. Miss Catherine Bunting, daughter of Mill Foreman Bunting, is spending the summer months in Nashville and Chattanooga, Tenn. Inspector Foreman Henry Honea and family are spending the summer on their farm in McComb, Miss. Miss Hazel Hughes, daughter of Car Carpen- ter G. H. Hughes, and Thomas Fauver of the transportation department were married on June 12. Inspector Pete Balestrino and Miss Gaia were married on June 6 and left immediately for New York, where they boarded a steamer for Europe and "honeymoon land." The shortage of June brides didn't mean any- thing to V. Alexander. He took care of that feature by going ahead last fall and arrang- ing things so that he wouldn't be disap- pointed when the famous month came along. Mr. Alexander married Miss Charlie Louise Morton of Memphis on June 2. Mr. Alexander is an employe of the Illinois Central System in the revising bureau at Memphis. During the war he was stationed on the U. S. S. Phil- ippines as pharmacist apprentice and was commended several times for his excel- lent conduct. Imme- The Alexanders diately after the wed- ding the couple left for the home of the bride's mother in Chatta- nooga. Mr. Alexander came to Memphis four years ago from Kentucky. MEMPHIS DIVISION Mrs. W. H. Wolf, tonnage clerk in the super- intendent's office, who has been absent from work for a month on account of illness, is some- what improved. Miss Lily Gilmer, secretary to the chief clerk in the superintendent's office, has been ill for about two months. She is somewhat im- Large Shirt Manufacturer wants agents to sell complete line of shirts, direct to wearer. Advertised Brand. Exclusive patterns. No capi- tal or experience required. Big values. Entirely new proposition. Write for free samples MADISON SHIRT CO. 503 Broadway New York W. G. LLOYD COMPANY 626 to 636 Clark Street, South CHICAGO Manufacturers of Perpetual Account Books Loose Leaf Specialties and Blank Books High Grade Printing Ghas, R, Long Jr, Co. INCORPORATED MANUFACTURERS OF Railway, Station and Bridge Paint 622 to 630 East Main St. LOUISVILLE, KY. seme signal ( s ig nal ), a. Distin- guished from the ordinary; extraordinary; conspicuous. One Hundred Thirty ILLINOIS CENTRAL MAGAZINE July, 1922 Across from Friars Point, Miss., securing the Trotters Point incline, which was swept away by the high zvater the first of April. proved, but is not able to return to work. She is now on a leave of absence. She left June 11 for Chicago, where she expects to spend the summer in an attempt to regain her health. Elliott Rose visited his friends in the super- intendent's office for a few minutes May 29. Mr. Rose, who was file clerk in this office for some time, is now working in the treas- urer's office of the Peoria & Pekin Union Rail- road at Peoria, 111. Mr. Rose was accompanied by his wife, who was formerly Miss Grace Roberts of Memphis. A well -at tended safety meeting was held at Memphis, May 16. S. S. Morris, chairman of of the general safety committee, was a visitor at the meeting and made an interesting talk in connection with the "Careful Crossing" cam- paign. The work of rebuilding' the incline at Trotters Point, which was washed away by the high water the first of April, was started May 22, and regular service between Helena and Trot- ters Point was resumed May 29. The force at Trotters Point worked day and night on the incline, and the construction was rushed to com- pletion on record time. D. T. Monroe, clerk at Tutwiler, and Agent and Mrs. G. L. Edwards of Tutwiler spent May 30, Decoration Day, at Moon Lake, fishing with a party of Tutwiler people. They reported a catch of nearly two hundred fine white perch, which they maintain is not a "fish" story. Pishing- at Moon Lake seems to be good this year, as F. T. Theobald, superintendent's chief clerk, and A. A. Freiberger, chief dis- patcher at Memphis, report a catch of ninety- three fine fish in a few hours on June 5. F. A. Scarsbrook, operator at Lake Cormor- ant, Miss., discovered a brake beam down in train No. 54, passing his station June 3. He notified the conductor, the train was stopped and the brake beam removed. On March 27, as passenger train No. 335 was leaving Whaley, Miss., Whole Line Fore- man P. Perry noticed a brake beam down on the negro smoker. He attracted the attention of the train crew and had the train stopped. Foreman W. R. Witherington and Foreman Perry assisted the train crew in making tem- porary repairs- to the brake beam, tying it up with wire sufficiently for the train to make Greenwood, where a new brake hanger was provided. the home of the bride's parents at Signal, Miss., on June 7. The wedding was a beautifully ar- ranged affair and largely attended. Mr. and Mrs. McDuff departed after the ceremony for a tour of points in the Southwest. Traveling Engineer Jerry Cronin, who has been under treatment in the Chicago hospital, is back on the job, much improved in health. G. C. Christy, our master mechanic, is at present in the hospital undergoing treatment. Miss Edna Mahin, who has been on the sick list for some time, is now fully recovered and able to resume her duties in the superinten- dent's office. Miss Margaret Walsh, soliciting freight agent, Waterloo, Iowa, formerly of the superinten- dent's office at Dubuque, Iowa, and Miss Grace McDonald of the superintendent's office, Dubuque, were guests of Superintendent Mays' forces at Vicksburg recently, and everyone was eager to assist in giving them an enjoyable time. This is the young women's first trip to the Sunny South, and they were profuse in their compliments to the traditional Southern hospi- tality. While at Vicksburg they took in the National Park, one of the wonder attractions of the country. How force of habit clings to some perverse persons is astonishing. Crossing watchmen complain that, during the recent high water, men in skiffs tried to beat the engine across, just as automobilists do in dryer times. NEW ORLEANS DIVISION W. F. McDuff of the forces of the superinten- dent and Miss Laura Roberts were married at Governor John M. Parker of Louisiana turn- ing the first shovelful of dirt for the construc- tion of the first building on the neiv site of the Louisiana State University at Baton Rouge. The building is to be a dairy barn for the ac- commodation of 100 cozt's for the College of Agriculture farm. ILLINOIS CENTRAL MAGAZINE August Jud^e Lovett on, Bail Control Handling Rrei^ht at South Water Street TKe Qmmpion Hunter of Birds' E^s Calls Dema^o^ue a National Peril Firemen Discuss Safety at Crossings Our Program of Superneatin^ Tune "No Exception" Campaign Two ILLINOIS CENTRAL MAGAZINE August, 1922 Niles-Bement-Pcmd Co. Ill Broadway. New YorR McCormicK Bldg., Chicago COMPLETE EQUIPMENT For Locomotive and Repair Shops NILES RAILWAY MACHINE TOOLS NILES CRANES BEMENT HAMMERS PRATT & WHITNEY SMALL TOOLS AND GAUGES Chicago Bearing Metal Co, Office*: 2234-52 West 43rd Street CHICAGO Journal Bearings Engine Castings, Brass and Bronze Castings for all purposes. Babbitt Metal. United Supply & Manufacturing Co. McCormick Bldg. Chicago Wool and Cotton Wiping and Packing Wattt Nats, Bolts, RiTets, Spikts, Axle* American Rail Leader WE WILL BOND YOU UNITED STATES FIDELITY & GUARANTY CO, BALTIMORE, MARYLAND Total R**orcs $31,433,868.05 FIDELITY JUDICIAL SURETY BONDS Accident and HealthBurglaryAutomobile Liability and Plate Class and all Casualty Line* CHICAGO OFFICE 134 S. LA SALLE ST. GEORGE L BRENNAN, lancer Tekabm Fnstti 3COQ Loose Leaf System Order Blank* Telephone Harrison 245 H.J. Armstrong &Co. Blank Book Makers Railroad and Commercial Printers 538 So. Clark St. CHICAGO TRADE MARK A perfect substitute for leather and one-third the cost of genuine leather. Will be pleased to for- ward samples upon application. THE PANTASOTE COMPANY 11 Broadway, New York ADVERTISERS desiring to reach the great Illinois Central family of 60,000 employes one of the best markets in the Middle West should make use of the ILLINOIS CENTRAL MAGAZINE Advertising rate* upon application 818 Central Station, CHICAGO, ILL Contents for August Willis L. Reeves Frontispiece Panama Limited Sets an "On-Time" Record 5 Good Work Seen in "No Exception" Drive C. G. Richmond 7 Vice-President A. S. Baldwin Dies on Train 13 Firemen Tell How to Make Crossings Safe 18 Proves a Factor in Our Public Relations 25 Score Card Used at South Water Street 27 Judge Lovett Refutes Charge About Clique 31 House Plans for Our Readers: Southern Pine 37 He Is the Champion Hunter of Birds' Eggs 38 House Plans for Our Readers: Concrete 43 Calls Demagogue Greatest National Peril W. R. Boyd 44 Mix Play With Your Work and Be Happy Edwin B. Parker.... 47 Signed Up With Illinois Central in 1858 49 Our Monthly Roll of Honor 53 Our Program of Locomotive Superheating W. O. Moody 55 This Section Home Is Surrounded by a Park 60 Railroading as Enjoyed by Soviet Russia F. A. Mackenzie 62 Editorial 67 Public Opinion 68 Material Means Money : Cross Ties 73 Sports Over the System 74 I See ...... : 76 These Veterans Average 46 Years' Service 78 Hospital Department 82 ;The Home Division 89 Purchasing and Supply Department 94 Traffic Department 95 Accident and Injury Prevention 98 Proper Lubrication an Aid in Saving Money C. L. Zaneis 100 Claims Department 104 What Patrons Say of Our Service 106 .Personal Liberty Horace Ill News of the Divisions 116 Illinois Central System's AppEeciation of Its Faithful Employes.. 131 mv^Jl^t^t^i^t^^l^l^t^l^l^^ Willis L. Reeves Mr. Reeves, assistant general freight agent at Memphis, Tenn., was born at Trenton, Ky., December 25, 1884. In March, 1902, he was em- ployed in the Illinois Central local freight office at Louisville as telegraph operator under E. F. Stovall, agent. Mr. Stovall appointed him station accountant at Louisville in April, 1904. He was transferred to the gen- eral freight office at Memphis in August, 1906, where he has since been constantly employed. In April, 1920, he was appointed assistant gen- eral freight agent. , ^Bffwwgffraiff' ! 5igwgi?fsi^^ VOLUME ELEVEN NUMBER TWO MAGAZINE AUGUST NINETEEN TWENTY-TWO Published monthly by the Illinois Central System In the interest of the system, its officers and employes, and the territory served by its lines. Address all communications to: The Editor, Illinois Central Magazine, Room 818. Central Station, Chicago. Manuscripts, photographs, etc., will not be returned, except upon request. All contributions should be typewritten double- spaced and signed. Advertising rates upon application. GEORGE M. CROWSON, Editor. CHARLES E. KANE, Assistant Editor. Panama Limited Sets an "On-Time" Record Illinois Central System's Best-Known Train Missed the Mark Only Four Days in a Year THE Panama Limited, the Illinois Cen- tral's "crack" passenger train between Chicago and New Orleans, has just com- pleted a most remarkable record. During the twelve months ending May 31 the northbound train, No. 8, has arrived in Chicago on time every day, and the southbound train, No. 7, has arrived in New Orleans on time 361 days out of the year. The southbound train was late at New Orleans twice in August, 1921, once in December, 1921, and once in February. 1922. The distance between Chicago and New Or- leans over the route traversed by the Panama Limited is 921.2 miles. During the twelve months these two trains have traveled 672,476 miles a distance equivalent to approximately twenty-six times around the earth at the equa- tor. The trains are handled by Pacific type loco- motives, which are manned by the following named engineers : between Chicago and Cham- paign George Wohn and L. Burns ; between Champaign and Centralla H. Howard and William Fluck; between Centralia and Cairo E. Cookerow and J. Heyduck; between Cairo and Memphis J. W. McNamara and C. P. Chandler ; between Memphis and Canton C. J. Barnett and C. H. Hammond ; between Can- ton and New Orleans C. A. Gilmore, J. D. Ellsworth and C. W. Harrell. Between Chicago and Cairo there are no regular conductors assigned to the Panama Limited. The passenger train runs are pooled, so that each conductor takes his turn. How- ever, between Cairo and New Orleans the fol- Pdnama Limited, Engine No. 1148, Central Station, Chicago, July 19, all set for the trip toward Nezv Orleans. Engineer G. Wohn and Fireman J. B. Graham are shozvn in the lower view. The upper view also shows Conductor Fred Englet. Si* ILLINOIS CENTRAL MAGAZINE August, 1922 has a barber shop compartment, in connection with which a shower bath also is operated and valet service is offered passengers. Panama Limited, Engine No. 1117, Union Sta- tion, New Orleans, April 6, all set for the trip toward Chicago. Engineer Traxler, Fireman L. Ford and Brakeman E. J. Powers are shown. The photographs were taken by E. Thurman of the general freight department at New Or- leans. lowing named conductors regularly have charge of the Panama Limited: between Cairo and Memphis W. D. Thompson and J. M. North- cott; between Memphis and Canton J. C. Turner and N. S. McLean ; between Canton and New Orleans C. E. Dunbar and W. E. McMaster. The Panama Limited is an all-steel train, carrying no coaches. Its equipment includes sleeping cars, diner, buffet car and composite observation car. In addition to the most up-to- date features of the usual "crack" passenger train, the Panama Limited gives a telephone service before leaving the stations at Chicago and New Orleans, carries an expert ladies' maid on the train for the service of passengers and Carelessness? C. D. Gary, claim agent for the Illi- nois Central Railroad, handed the Kan- kakee Republican this story recently and vouches for the truth of it because it was given to him by Engineer George Dix, one of the most reliable and trusted employes of the road. For pure carelessness, amounting al- most to deliberate suicide, it beats al- most anything the writer ever heard of. Dix is engineer of train No. 25 and train No. 10. The incident he speaks of occurred between Loda and Buckley as he was pulling train No. 10 northbound, due in Kankakee about 7 a. m. Just out of Loda, Dix saw an auto- mobile standing on the railway crossing, presumably stalled. He blew the whistle. No movement of the auto. He was run- ning between 55 and 60 miles an hour, down grade. He blew the danger sig- nal the second time. Again no move- ment. He quickly shut off steam, ap- plied the air and brought his train to an abrupt standstill within a few yards of the crossing. Dix got off his engine and went to the car to investigate. The auto had side curtains on. On the opposite side of the machine was a man standing on the ground. In the machine was another man. They were visiting with each other talking about crops or some- thing. When hailed by the engineer, both looked up in surprise. They had not heard the approach of the train. Can you beat that? Maroa (111.) News-Times, June 1. IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII Our station at Decatur, III., recently feat- ured on -the cover design of The Station Agent magazine. August, 1922 ILLINOIS CENTRAL MAGAZINE Seven Good Work Seen in "No Exception" Drive Campaign of June, This Year, Betters the Record Set a Year Ago; Memphis Division Leads By C. G. RICHMOND. Superintendent, Stations and Transfers JUNE 30 marked the close of the most suc- cessful "No Exception" campaign ever conducted on the Illinois Central and Ya- zoo & Mississippi Valley railroads. The "No Exception" campaign conducted during June last year resulted in a substan- tial reduction in the number of exceptions due to improper handling of less-than-carload ship- ments, with a corresponding reduction in claim payments. With a view further to increase the efficiency in the handling of less-than-carload and carload shipments, a similar campaign was made in June this year, the slogan of which was "Beat Last Year's Record." While the record made last year was an excellent one, each division made a better record this year by having a smaller number of exceptions charged. The "No Exception" campaign of last year covered only less-than-carload shipments. How- ever, as approximately 70 per cent of the total claim payments for 1921 were chargeable to carload shipments, it was decided to include both carload and less-than-carload shipments in this year's campaign. Only 1,485 LCL exceptions were charged all stations on the Illinois Central and Yazoo & Mississippi Valley railroads in June, 1922, as compared with 1,933 in June, 1921, a decrease of 448, or 23.1 per cent. There were 150 car- load exceptions charged to all stations during June, 1922, compared with 374 in July, 1921, a decrease of 224, or 59.8 per cent. (Figures for June, 1921, are not available.) The following shows the total number of less-than-carload exceptions charged in June, 1922, tabulated as to classes and grand divi- sions, compared with the totals of June, 1921: Northern Lines Shorts - _ ... 158 Bad Orders -, 434 Pilferages 34 Overs 285 Astrays 166 Total June, 1922 1,077 Total June, 1921 1,189 C. G. Richmond The rank of grand divisions, based on the number of LCL exceptions charged, is as fol- lows: Grand Division Rank LCL Exceptions Western Lines 1 47 Southern Lines 2 156 Y. & M. V. Lines 3 205 Northern Lines 4 1,077 The rank of the various divisions, based on the number of LCL exception reports charged, is as follows : Divisions Rank LCL Exceptions 1 5 Tennessee 2 7 Western Southern Y. & M. V. Grand Lines Lines Lines Total 6 11 21 196 29 80 94 637 4 3 10 51 4 34 34 357 4 28 46 244 47 156 205 1,485 92 259 393 1,933 Eight ILLINOIS CENTRAL MAGAZINE August, 1922 Mississippi 3 11 The campaign started on June 1 with a great Yicksburg 4 11 deal of enthusiasm and interest on the part of Lou?s!anJ? " 6 fficers and em P lo y es - The number of exce P' New Orleans 7 tions charged each day and the standing of Wisconsin 8 15 each division as compared with last year were Iowa ' telegraphed to general and division superin- Springneld . tendents, who in turn transmitted this informa- Ilhnois 11 28 ,-_-. ,- New Orleans Terminal 12 59 tlon to employes of their respective divisions Kentucky i:-J 66 through the medium of bulletins and on some Indiana divisions by interesting and forceful cartoons I*' fSj"? ^ -\- ]l which created an intense but friendly rivalry East St. Louis Terminal 16 159 Memphis Terminal 1? 174 as between divisions and grand divisions. fc.m- Chicago Terminal 18 666 ployes eagerly looked forward to the issue of The following shows the rank of grand di- these bulletins and cartoons in order to keep visions, based on the number of carload excep- posted on how the race was progressing. Each tion reports charged in June, 1922 : division set out to beat its own record of last Grand Divisions Rank Exceptions >' ear ' also strivin ^ to beat the record of ther Southern Lines 1 25 Western Lines 2 37 Same General Plan Repeated Northern Lines 3 39 Y. & M. V. Lines 4 49 The same general plan of action used in last The rank of the various divisions, based on year - s c^p^ was followed this year : Super- the number of carload exceptions charged in intendentS) superv i s i ng ag ents, trainmasters, June, 1922, is as follows: master mechanics, yardmasters and agents ac- Rank Exceptions tivdy carnpa i gne d with the employes of all de- 2 partments for the elimination of freight claim Memphis 1 causes. The employes of all departments were Tennessee 4 1 daily impressed by supervising officers and de- Minnesota 5 1 partment heads with the importance of prompt Louisiana 6 d proper handling of all freight shipments Chicago Terminal 72 _ . . jljj no j s g 3 and that the final result desired was not only Springfield 9 3 the conservation of foodstuffs and materials but East St. Louis Terminal 10 6 the elimination of causes responsible for pay- xr t- ^' S i """: ment of claims amounting to thousands of New Orleans Terminal 12 10 . Kentucky 13 12 dollars. Iowa .. 14 \ special effort was made by platform forces Memphis Terminal that acka es were p rop erl y marked. Indiana 16 15 , .* , . _fT Wisconsin 17 24 packed and in containers ot sufficient strength New Orleans 18 34 to insure against damage while in transit; also Causes of exceptions. At left, a car with no bulkhead after a heavy impact. At right, a heavy box loaded on top of a HgJit one. ILLINOIS CENTRAL MAGAZINE to see that shipments were correctly loaded and that a waybill accompanied each and every ship- ment to insure proper handling en route and prompt delivery at destination. A remarkable reduction was made in the num- ber of bad order reports charged against less- than-carload shipments, the total for June, 1922, being 637, as compared with 935 in June, 1921, a decrease of 298, or 32 per cent. This reduc- tion was largely accomplished by closer atten- tion being given to the loading, stowing and bracing of less-than-carload shipments and also the increased use of bulkheads in through des- tination cars at the larger platforms. How Bulkheading Cuts Exceptions The following statement shows the efficiency in the handling of less-than-carload shipments based on the number of tons handled per excep- tion, also the number of cars bulkheaded and exceptions charged to bulkheaded cars forwar- ded from the larger stations during June, 1922 : Proper Bulkheading in the Test Car in this year's campaign was the showing of mo- tion pictures visualizing the proper and improper methods of handling freight and the results of improper handling. In addition, these pictures featured an interesting test showing at what Total Tons Number Number B/O Number Bulk Number Tons Total Number Handled Cars Reports Reed. Headed Cars Outbound Exceptions Per Bulk- on Bulk- Loaded Per Stations Mdse. Loaded Charged Exception Headed Headed Cars Exception Birmingham 3,251 6 541 55 55 Mounds 4,217 10 421 59 59 Jackson Miss 4,572 11 416 131 1 Paducah 5,118 17 301 50 u '-<) Louisville 7,375 43 172 37 1 i'.7 New Orleans 8,246 59 140 202 1 (v 17 Memphis 18,850 174 108 220 26 s E St Louis . ... 15,914 159 100 412 24 17 Chicago 39.558 665 59 556 12 46 Totals .107,101 1,144 Av. 17:< 1,722 "76 Av. "23 The statement above reflects a high degree rates of speed merchandise is damaged while of efficiency at the stations named and also being switched in the train and yard service. shows conclusively that the use of bulkheads in through destination merchandise cars is effec- tive in overcoming causes for bad order ex- ceptions. The intense interest and spirit of co-operation This test was made with a specially con- structed box car with one side and roof re- moved. A wire screen of large mesh was placed on the open side of the car to prevent freight from falling out while the tests were manifested by every employe during this cam- being made and to permit the taking of mo- paign were even greater than those displayed last year. An instance cited by Agent F. B. Wilkinson of Jackson, Tenn., concerning a negro stowman, Alf Bolin, who thought of a better way to stow a piece of freight and returned to the freight house at 10 p. m. to rearrange the loading, is typical of the personal interest dis- played by employes. Novel Features in Campaign A novel feature introduced Special Car Used in Making Tests of Rough Handling Ten ILLINOIS CENTRAL MAGAZINE August, 1922 tion pictures showing what actually occurred to the contents while the car was being switched and subjected to various impact shocks. Tests were made with merchandise properly trimmed down and also bulkheaded. In the making of these tests, a shock impact recording device was placed in the car to in- dicate the degree of impact shock at various rates of speed ranging from 3 to 20 miles an hour. The remarkable result of this campaign, which was made possible by the interest and united effort of all employes, is an accomplish- ment of which all may well feel proud and one which is highly appreciated by the manage- ment. It is earnestly hoped that the same efforts will be continued during months to come with a view of making equally as good a show- ing or a better one. The Results by Stations Following is a statement showing the total number of less-than-carload exceptions charged to individual stations and divisions during the June, 1922, campaign, compared with June, 1921: Division Station Chicago Terminal Chicago 118 Other Stations and Train Crews TOTAL. 118 Illinois Kankakee 1 Champaign I Effinerham I Other Stations and Train Crews TOTAL, 3 E. St. Louis Terminal E. St. Louis 8 St. Louis Cairo Mounds 1 Carbondale 4 Centralia 4 Du Quoin Other Stations and Train Crews 8 TOTAL 17 Springfield- Springfield . 1 Clinton Decatur ; 2 Other Stations and Train Crews 2 TOTAL 5 Indiana Indianapolis 1 Evansville I Peoria 2 Mattoon 1 Other Stations and Train Crews 2 TOTAL 7 Total I. C. Northern Lines 158 Wisconsin Minonk Bloomington Freeport 1 Rockford La Salle Other Stations and Train Crews 4 TOTAL 5 Minnesota Dubuque Waterloo Cedar Rapids Other Stations and Train Crews TOTAL Iowa- Omaha Sioux City .. Fort Dodge 1 Council Bluffs Sioux Falls Cherokee Other Stations and Train Crews TOTAL 1 Total I. C. Western Lines 6 Kentucky Louisville 3 Princeton Shorts Bad Order Pilferage Over Astray 6 4 7 17 67 5 4 14 7 3 11 44 2 2 4 3 11 4 22 4 10 5 45 434 2 4 2 8 5 1 9 3 1 1 4 3 12 29 23 14 14 34 1 1 2 179 179 1 1 62 4 3 5 4 7 23 1 1 3 5 4 3 4 2 2 15 285 105 105 18 2 1 2 n 12 17 1 1 7 5 4 1 1 18 166 TOTAL June, 1922 665 1 666 9 3 6 10 28 159 9 10 25 19 3 39 105 3 3 9 11 26 17 31 14 15 16 93 1,077 2 6 7 15 1 6 2 1 4 6 20 47 43 TOTAL June, 1921 6S1 681 10 9 6 19 44 174 14 32 21 14 44 133 7 15 10 12 44 31 28 15 25 14 113 1,189 1 4 6 3 12 26 14 3 3 3 23 14 4 4 9 43 92 49 4 August. 1922 ILLINOIS CENTRAL MAGAZINE tew TOTAL TOTAL Division Station Shorts Bad Order Pilferage Over Astray June, 1922 June, 1921 Paducah 1 9 4 3 17 41 Central City 0000 1 Other Stations and Train Crews 031026 20 TOTAL 4 35 2 12 13 66 115 Tennessee Fulton 000 Jackson 0000 Dyersburg 0000 2 Birmingham 2031 6 14 Corinth : 0000 Other Stations and Train Crews 0010 1 6 TOTAL , 020417 22 Mississippi Grenada 0000 4 Durant 01 000 1 2 Water Valley 0000 1 Other Stations and Train Crews 9 1 10 28 TOTAL 10 1 11 35 Louisiana Yazoo City 0000 McComb 0000 1 Brookhaven 000000 Jackson 3 2 3 3 11 10 Other Stations and Train Crews 1001 2 6 TOTAL 3 3 3 4 13 17 New Orleans Terminal New Orleans 4 30 1 14 10 59 70 Other Stations and Train Crews 0000 TOTAL 4 30 1 14 10 59 TO Total I. C. Southern Lines 11 80 3 34 28 156 259 Memphis Terminal- Memphis 20 79 7 31 37 174 314 Memphis Clarksdale 0000 2 Greenwood 0000 1 Helena 0000 Other Stations and Train Crews 2300 5 11 TOTAL 023005 14 Vicksburg Greenville 3002 5 3 Cleveland 0000 9 Leland 0000 Rosedale ,._ 000000 3 Other Stations and Train Crews 1014 6 13 TOTAL 4 016 11 28 New Orleans Baton Rouge 1 Oil 3 6 Vicksburg 050117 18 Natchez 1 0000 1 5 Other Stations and Train Crews 3001 4 8 TOTAL 1 9 2 3 15 37 Total Y. & M. V. Lines 21 94 10 34 46 205 393 GRAND TOTAL .. 196 637 51 357 244 1,485 1,933 Salvaged a Carload of Dampened Freight Accidents may happen to freight we are before being offered to the consignee," Mr. carrying, but that is no reason delivery should Edwards declares. be made before everything possible has been "A car loaded at Memphis recently arrived done to repair the damage and to prevent ex- at Tutwiler with the contents damaged. While ceptions. Witness the case of G. L. Edwards, the car was en route the tin roof was blown agent at Tutwiler, Miss., who took a carload off. and a heavy rain drenched the shipments, of twenty-seven mixed shipments that had been except in one corner. rained on, dried off the canned goods, polished "Noting the condition of the contents, my a piano and in other ways repaired the damage, first action was to unload the car. With the and then delivered the shipments with only two assistance of my porters and clerk, each article exceptions charged against them a loss of only was examined; the water was wiped off all the $4.66 that might easily have gone into the boxes, and they were spread out to dry, after hundreds of dollars. which immediate delivery was made by having "With a view of eliminating exceptions, it the merchants call for their shipments. Canned is necessary that freight be delivered in good goods were unpacked at once, in order to dry condition; if it is received at the station in the labels and thus to prevent them from slip- bad order, it should be put in good condition ping off and to avoid having rust form on the Twelve ILLINOIS CENTRAL MAGAZINE Anoint, 1922 G. L. Edwards cans. Where immediate delivery could not be made, boxes were opened and unpacked, each can or package dried and aired well, and then replaced in the original package. Delivery of these packages was effected without exception. Shipments of sugar, coffee, beans, etc., were unloaded, the packages turned every hour and dried on all sides. "All the paper covering was taken off one piano, which was very wet. I dried it thoroughly with a soft cloth, aired it for twenty- four hours, and then wiped it off with a high-grade furniture polish. The piano was then repacked and delivered without exception. "Among the shipments in the car that were damaged by water were the following : Sixteen sacks of corn meal, thirteen cases of spices, twelve sacks of roasted coffee, ten cases of shredded cocoanut, ten cases of syrup in fiber board containers, nine cases of coffee, six cases of peanut butter, nine bundles of paper bags, five sacks of sugar, two cases of dried fruit, two cases of corn, one carton of cigars, one carton of smoking tobacco, one sack of beans, one sack of peas, one case of drugs, one piano and stool. "There were only two exceptions against the entire load of twenty-seven shipments, the claims amounting to $4.66." AT THE FINISH, JUNE" NO EXCEPTION" CAMPAIGN The cartoon above iaas inspired by W . J. Laffcy, inspector of stations and transfers, and executed by J. P. Alley. Memphis Commercial Appeal cartoonist and creator of the philosoph- ical Hambone. The standing in the race shows Jiozv the various operating divisions of the Illinos Central System finished in the recent "No Exception" campaign. August, 1922 ILLINOIS CENTRAL MAGAZINE Thirteen Vice-President A. S. Baldwin Dies on Train Popular Official Stricken While on Way Home from Recent Trip of Inspection in Europe A STUART BALDWIN, vice-presi- dent of the Illinois Central System. * died suddenly on a Michigan Central train at 11 :50 p. m., June 26, near Detroit. Mich. Heart trouble caused his death. He was nearly 61 years old. Funeral services were held at his home in Chicago, June 29, with C. H. Mottier, C. I. Anderson, W. G. Nusz, W. T. Kelly, T. H. Robertson and W. E. Colloday (all of his own office) as active pall-bearers and more than one hundred honorary pall-bearers. Burial was at Staunton, Va. Mr. Baldwin had just returned from Eu- rope, where he had spent three months study- ing electrified railroads in England, France and Italy in preparation for the work of elec- trification of the Illinois Central's Chicago terminals. His wife and daughter had accom- panied him on the trip and were with him at the time of his death. Hugh Pattison, elec- trical engineer in the Chicago terminal im- provement department of the Illinois Central, also was a member of the party. D. J. Brum- ley, chief engineer of the Chicago terminal improvement, had gone to New York to meet Mr. Baldwin, his family and Mr. Pattison, and was accompanying them back to Chicago. Only a few minutes after he retired, Mr. Baldwin arose from his berth, and complained that he could not get his breath. Aid was summoned immediately, but he died within a short time. The body was brought to Chi- cago on that train. A Great Loss to Our System "Mr. Baldwin's death is an immense loss to the Illinois Central System and the railway industry in general," said President C. H. Markham. "It also is a blow to our plans for electrification. Of course the work will go ahead, but he has been an invaluable aid. He was very enthusiastic about the project and understood ft thoroughly." Mr. Baldwin was born in Winchester, Va., September 28, 1861, and was educated in pri- ate schools in the Shenandoah Valley and at Staunton Military Academy. After teaching school one year, he entered railway service in 1879 as a rodman on the A. Stuart Baldwin Richmond & Allegheny Railroad, now part of the Chesapeake & Ohio. From 1881 to 1883 he was employed as assistant engineer of the Iron & Steel Works Association of Virginia in railway and blast furnace construction and development of ore mines. In 1884 he re-entered railway service as as- sistant engineer on the Philadelphia extension of the Baltimore & Ohio Railroad. He was placed in charge of construction of bulkheads and docks on the Schuylkill River. In 1885 he accepted a position with the Chi- cago, Milwaukee & St. Paul as principal as- sistant engineer and was placed in charge of construction of its bridge across the Missouri River at Kansas City. He was afterward resi- dent engineer on the construction of the St. Louis & Texas Railroad, now part of the Louisville, Henderson & St. Louis. Mr. Baldwin entered the service of the Louisville & Nashville Railroad in the fall of Fourteen ILLINOIS CENTRAL MAGAZINE August, 1922 1887 as assistant engineer on development of the mineral district around Birmingham, Ala. He was advanced to principal assistant en- gineer, and later promoted to roadmaster, re- maining in the service of that company until September, 1901. Joined Illinois Central System in 1901 On September 1, 1901, he was appointed principal assistant engineer of the Illinois Cen- tral System. He was advanced to engineer of construction, May 1, 1903, and was pro- moted to chief engineer in charge of mainte- nance and construction, March 20, 1905. During his service as engineer of construc- tion and chief engineer, the Illinois Central System went through a period of great devel- opment in both maintenance and construction work ; many branches and auxiliary lines were built ; on many portions of the line grades were reduced, alignment was improved and sec- ond track was built. Many large yards were constructed, as were large terminal facilities in Memphis, New Orleans, Centralia, and other places, and the general condition of the road was improved. The more important works of constuction made under Mr. Baldwin's supervision were : Indianapolis Southern Railway, extending from Switz City to Indianapolis, a distance of ninety miles. An interesting feature in the construction of this line is Richland Creek viaduct, a steel structure, 2,215 feet long and 134 feet high. The Birmingham line, extending from Cor- inth, Miss., to Haley ville, Ala., a distance of eighty miles, and the Illinois Central terminals at Birmingham. Involved in this work was the construction of a viaduct over Bush Creek, a steel structure 1,230 feet long and 175 feet high. Kensington & Eastern Railway, extending from Kensington to the Illinois-Indiana state line, a distance of seven miles, a double track electrified railroad. Batesville Southwestern Railroad, sixteen miles. A cut-off between Wickliffe, Ky., and Fort Jefferson, Ky., three miles, made necessary by encroachment of the Mississippi River. New line from East Cairo to Paducah, Ky., thirty-two miles, developing a new section of the country and reducing distance between Cairo and Louisville. Memphis & State Line Railroad, double track railroad, twenty miles long, forming belt line around Memphis for handling freight traffic. Herrin & Zeigler Railroad, eight miles. Johnston City Southern Railroad, four miles. Line from Silver City, Miss., to Kelso, Miss., forty-one miles. Line from Lambert, Miss., to Swan Lake, -Miss., twenty-two miles. 1 Line, from Belzoni, Miss., to Yazoo City,' Miss., twenty-three miles. Line from Phillip; Miss., to Charleston, Miss., twenty-seven miles. Grades were reduced between Fulton and Memphis; Canton and New Orleans; Princeton and Paducah; Waterloo and Fort Dodge; Clin- ton and Springfield; Belleville and Groves, 111. Second track was constructed between Fulton and Memphis; Canton and New Orleans; Chicago and Parkway; Lakeview and Lake Cormorant, Miss. Track elevation in Chicago, begun prior to World's Fair north of 53d Street, was carried forward and the main line was elevated from 63d Street to 83d Street and from Burnside to Kensington. Stuyvesant Docks at New Orleans, almost entirely destroyed by fire in March, 1905, were rebuilt in record time. New and enlarged mechanical facilities were constructed at many points along the line, not- ably at Champaign, Centralia, East St. Louis, Waterloo and Memphis. A new bridge was built over the Tennessee River at Gilbertsville, Ky. New passenger station facilities, including track elevation, were constructed at Memphis. Elected Vice-President in 1918 On August 1, 1918, Mr. Baldwin was elected vice-president of the corporation while the railroads were under federal control, serving in this capacity until relinquishment of the roads by the government, March 1, 1920, when he was elected vice-president in charge of the improvement and electrification of the Chicago terminals and valuation of the system, a posi- tion he was occupying at the time of his sud- den death. The Chicago terminal improvement, covering the reconstruction of the entire terminal north of 51st Street and including the construction of a new passenger station at Roosevelt Road, a new suburban terminal north of Randolph Street and the rebuilding of the South Water Street freight terminals, is covered by a con- tract ordinance among the city, the South Park Commissioners and the Illinois Central. The ordinance also provides for a park east of the railroad extending from Roosevelt Road to Jackson Park, with adequate viaducts and subways crossing the railroad tracks. Streets are to be widened and extended, and Grant Park west of the tracks is to be enlarged. It further provides for the electrification of the main line from the Chicago River on the north to Matteson, 111., on the south, a distance of twenty-eight miles, and of the South Chicago and Blue Island branches. This ordinance, negotiations for which were begun in 1912, was, in the main, handled by Mr. Baldwin from the time of its inception to its final pass- age by the City Council, July 20, 1919. Member of Several Organizations Mr. Baldwin was affiliated with many tech- nical societies and many clubs, a list of which August, 1922 ILLINOIS CENTRAL MAGAZINE Fifteen follows : Society of Cincinnati of the State of Virginia; American Society of Civil En- gineers ; past president, American Railway Engineering Association ; past president, West- ern Society of Engineers ; American Railway Association; American Railway Guild; Ad- visory Committe, Federal Board of Surveys and Maps; Franklin Institute, State of Penn- sylvania; Chicago Engineers Club; Flossmoor Country Club; honorary member, Tau Beta Pi, University of Illinois. Mr. Baldwin was the official reporter on "Terminal Stations for Passengers" to the Ninth Congress of the International Railway Association, which convened at Rome on April 18, 1922, and was also a delegate from the Illi- nois Central System to the Congress. In ad- dition to attending the Congress, his mission abroad had to do with investigations of railway terminals and electrifications in foreign coun- tries. December 19, 1883, Mr. Baldwin was mar- ried to Miss Martha Frazier of Staunton, Va., who, with one daughter, Katherine M. of Chi- cago, and three sons, Robert F. and Howard F. of Chicago and W. Frazier of Savannah, survives him. He is also survived by two sis- ters, Mrs. Hugh C. Preston and Mrs. Barton Myers, and three brothers, Robert Frederick, Willam Barton and John M., of Norfolk, Va. Vice-President Baldwin's Trip to Europe Following is a brief account of Vice-Presi- dent A. S. Baldwin's trip abroad. The author is Hugh Pattison, electrical engineer, Chicago terminal improvement department, who accom- panied Mr. Baldwin. Mr. Baldwin's party, consisting of himself, Mrs. Baldwin and daughter Katherine, Miss Mary Pattison and the writer, left New York on the steamship "Colombo" April 1, arriving at Genoa April 13, where Mr. Baldwin was met by Donald Rose, European traffic manager of the Illinois Central, also a delegate to the Con- gress, and Mrs. Rose. That afternoon the ship continued on the way to Naples, arriving April 14. The weather was clear, and the entrance into the beautiful Bay of Naples was equal to the most extravagant descriptions of this fa- mous spot. The party remained at Naples un- til April 17, during* which time a visit was made to the ruins of Pompeii, where Mr. Bald- win was much interested in the types of con- struction and the lasting qualities of the ma- terials. Arriving at Rome on April 17, Mr. Baldwin attended the formal opening of the International Railway Congress on the 18th. Immediately upon the organization of his section, he par- ticipated actively in the consideration of all of the papers and discussions presented, in addi- tion to his own paper, making many friends whose assistance later on proved of value to him in securing cordial receptions when ex- amining railway terminals and electrifications. . The party left Rome on April 28 for Genoa, examining the arrangement of the passenger station at the latter point, looking over the electric construction in the freight yards and observing the operation of electric locomotives. Leaving Genoa on May 2, the party proceeded to Switzerland via the famous St. Gothard route of the Swiss Federal Railways, which is electrified from near the Italian frontier through the St. Gothard tunnel and on up nearly to Zurich, in the north of Switzerland. The following morning the party went to Flor- ence. After a few days there the members went to Venice on May 9. As an engineer, Mr. Baldwin was particularly interested in the con- struction of the buildings along the canals. From Venice the party went through Switzer- land to Zurich and, after a short stay there, continued on through Basle, arriving at Paris May 17. At Paris Mr. Baldwin inspected a number of large stations, of interest because of the heavy suburban traffic, and had opportunity for discussion with officials of those French roads which are now actively proceeding with electrification. He went to the top of the Eiffel Tower and was greatly interested in the details of construction of this remarkable structure. On May 27 the party left Paris for London, by way of Calais and Dover. Between Paris and Calais were seen some of the cemeteries of those lost in the war. This was probably the nearest point to the war zone that was reached on the trip. Between Dover and Lon- don the trip was made in a Pullman, which, though different in arrangement from those in the United States, nevertheless reminded us of home, because it really was a Pullman car. In London, as in Paris, Mr. Baldwin was in conference with engineers and railway of- Sixteen ILLINOIS CENTRAL MAGAZINE August, 1922 ficials and inspected passenger terminals and suburban electrifications. He was cordially received and had the opportunity again of meeting acquaintances made at the Congress in Rome, On June 9 a trip was made over the Man- chester Bury electrified section of the Lan- cashire & Yorkshire Railroad, and the elec- tric repair shops as well as the principal local shops were visited. Not only is this an interesting t electric service, but all-metal cars are operated, in which, to obtain lightness, aluminum has peen used to a considerable ex- tent. While al; Manchester Mr. Baldwin had opportunity for a short inspection of the famous Manchester ship canal. On June 13 the party left London for Edin- burgh, and on the following day Mr. Baldwin went over the famous Firth of Forth Bridge. Mr. Rose and the writer accompanied him, anc 1 an engineer of the road was assigned to con- duct the party and explain the features of th< bridge. Mr. Baldwin examined the bridge thor- oughly, going through the trap doors so as to see the underside of the structure, and climbed to the top chords for a more general view. On June 16 the party went to Liverpool, and the following day sailed for home on the "Cel- tic," reaching New York on the morning of the 26th, leaving for Chicago via the Michigan Central almost immediately. Mr. Baldwin died that night. Arthur C. Snow, Contract Attorney, Is Dead Arthur C. Snow, the contract attorney in the office of the vice-president, operating department, died the morning of Wednes- day, July 19, at the Illinois Central Hos- pital in Chicago. He had been ill since the first of the month. Mr. Snow was born forty-three years ago at Ottawa, 111., where his father, David B. Snow, is still a distinguished attorney. Upon coming to Chicago he entered a law office and attended the Chicago College of Law, from which he 'was graduated in 1902. Vernon W. Foster, now local attorney at Chicago, was a member of his graduating class. About the time of finishing law school he entered railway service as secre- tary to George R. Peck, general counsel of the Chicago, Milwaukee & St. Paul, and in 1904 he came to the Illinois Central as secretary to Judge J. M. Dickinson, general counsel. After a few years with Judge Dickinson, he became one of the principal clerks in the general office of the law de- partment, remaining there until 1907, when he accepted the post of contract at- torney in the operating department. For a number of years Mr. Snow had made his home in Stewart Ridge, a Chi- cago suburban district, where he was prom- inently identified with community activities. His wife and son survive him. Mr. Snow lived an unusually well-rounded life. He was noted among his associates as a thorough student, and he was an ac- complished musician and was successful in a wide range of sports. As a baseball Arthur C. Snow player he was able to fill any position on the team. During the last few years he had given up golf, a game which he form- erly played with much success. It was as a tennis player, however, that he achieved the most fame, winning the Illinois state tennis championship in one season and August, 1922 ILLINOIS CENTRAL MAGAZINE Seventeen being runner-up in the western play an- other. He was a musician of unusual talent, playing a number of instruments well. He was director of the West Pullman Men's Club Orchestra, a community organization in Stewart Ridge. He was prominent in Masonic circles and played the piccolo in the Woodlawn Commandery Knights Tem- plar Band. The Woodlawn Commandery numbers many Illinois Central officers and employes in its membership. "It is with deepest regret that I heard of the death of Mr. Snow this morning," said Vice-President L. W. Baldwin. "Mr. Snow was a valuable member of our or- ganization. Personally, I held the greatest admiration for him, and I am grieved that his untimely death has removed him from Saw 75 Months of European Relief Work S. W . Mumma Fifteen months' medical work in the Baltic provinces of western Russia has been the experience of Dr. Claude S. Mum- ma, son of S. W. Mumma, agent at For- reston, 111. Doctor Mumma enlisted in the Eleventh Regi- ment, Illinois Infan- try, in 1917 and was made quartermaster sergeant in the med- ical corps of the regi- ment September 4, 1917. This position he held until his enlistment in the Navy, December 7, 1917. Doctor Mumma was commissioned as cap- tain with the American Red Cross March 6, 1920, and was assigned to the Baltic provinces of western Russia. He served throughout Lithuania, Latvia and Esthonia, with headquar- ters at Riga and with work extending to Viborg, Finland. After engaging in sanitary work, including a study of typhus, he was assigned to the Latvian government army hospital for six months in child welfare work. He served in western Russia for fifteen months, until the commission was discontinued. He then went to Vienna, Austria, entered a medical school and specialized on some branches. He returned to America in October, 1921, and is now practicing medicine in Chicago, where he also holds a position with the government in the Veterans' Welfare Bureau. Samuel W. Mumma, his father, entered the service of the Illinois Central System at For- reston, 111., June 15, 1882, on the extra list, He served at various times for a term of four years, working nights as baggage man and caller and doing clerical work. January 1, 1886, he was given a clerkship in the freight office at Forreston and was as- signed the Chicago & Iowa Railroad part of the work. He held this position until Jan- uary 1, 1891, when he was appointed joint agent for the Illinois Central and the Chi- cago & Iowa railroads. He has now put in more than thirty-six years of continuous service at Forreston. Miles N. Pritchard was agent when Mr. Mumma entered the service ; John C. Ja- cobs, superintendent ; A. J. Poland, train- master; Fred Doty, roadmaster ; Horace Tuck- er, general freight agent; W. E. Keepers, assistant general freight agent. Division offices were then at Amboy, as were the machine shops. Mr. Mumma worked under Agents Pritchard,, Baldwin and Riley, all of whom are now dead. As far as he knows, he is the only surviving regular agent who ever had Forreston station, as well as being the oldest exclusive agent on the Wisconsin division and ranking No. 4 on the telegraphers' seniority list. Mr. Mumma says that many of his old friends on the Wisconsin division are gone. He re- calls Conductor John Quinlan, who uied to "make Forreston and who is still in line of duty out of Dubuque. Mr. Mumma's years of service have been pleasant ones. Dr. C. S. Mumma Eighteen ILLINOIS CENTRAL MAGAZINE August, 1922 Firemen Tell How to Make Crossings Safe All Are on Alert to Do Their Part by Helping Engineers Keep Watch for the Indifferent Motorists THE views of some of our locomotive engineers regarding grade-crossing ac- cidents appeared in the June number of the Illinois Central Magazine. No railway employes have had more experience with the dangers of grade-crossing carelessness than en- ginemen. Locomotive firemen also are con- fronted with this problem, and with that in mind the Illinois Central Magazine has asked a number of locomotive firemen for short statements setting forth their views of how the grade-crossing problem should be met. Twelve firemen have complied, and their state- ments are given herewith : Would Ask Friends to Co-operate J. E. S HELTON, Paducah, Ky. : I think we should have a talk with our friends giving warning of the many chances they take trying to beat us to the crossings, ask- ing them to co- operate with us. Let it be known through- out the country that we as enginemen are doing all in our power to prevent accidents that happen at grade crossings. Ask them to talk with their frie.nds, warning them of the danger, and caution their children of the many accidents that occur at railway crossings, telling them always to stop, look and listen for approaching trains. At some of our smaller towns we have speed restrictions of ten or fifteen miles an hour. I do not think this is right and just to our rail- way company, nor to the public, as it only in- vites the people to go on, thinking they have plenty of time to get across the track. It also invites boys as well as men to catch the trains, many times causing them to lose an arm or leg, thus adding to the list of cripples. I think it would be time well spent if we could have some cards printed on the same order as our cards for soliciting business for our railroad, and ask that each man in engine 7. E. Shelf on and train service send a few cards to his friends to let them know that we are interested in try- ing to prevent accidents. I think all firemen should so arrange their work that they can watch carefully at grade crossings, and more especially on "blind" curves and at the small towns we pass through. We can very easily arrange our work so we can ring the bell and call the attention of the engineer to any danger that might occur at these points. Blames Carelessness and Ignorance J. D. COFFEY, Vicksburg, Miss. : For the sake of humanity, the railroads, and the peace of mind of enginemen, it is obvious that more progress must be made in the way of prevent- ing grade-crossing accidents. The locomotive fireman is an important fac- tor in assisting engineers to prevent accidents at crossings. He should ever be on the alert and remember always that "safety is of first importance in the discharge of duty." I endeavor to arrange my firing so that I can keep on the look-out at every roadway and street crossing, so that I may warn the engi- neer of approaching vehicles, especially auto- mobiles, from my side and cause him to sound additional blasts of the whistle and reduce the speed of the train, if necessary. It is impor- tant that a fireman should maintain a vigilant watch at crossings, as on the larger locomo- tives now in use the engineer cannot see the approach to the crossing on the left-hand side at close range. I am as conscien- tious in seeing that the bell is rung at the proper time as I am that the engine has the required steam pressure. When en- gines are equipped with air bell-ringers, I think that the ring- ing valve should be placed within con- venient reach of the fireman instead of on the right-hand side of /. D. Coffey the cab. Firemen August, 1922 ILLINOIS CENTRAL MAGAZINE Ninetftn should see that the bell-cord and bell-ringer are in good condition and working properly at the beginning of each trip. It is my opinion that more crossing accidents are due to carelessness and ignorance of the danger on the part of the driver than to wanton recklessness. However, there are some "dare- devils" who will always take a delight in try- ing to beat the train. The latter named class the Lord will take care of to a large extent. The former must be educated as to the danger. The managements of the railroads are doing their best in this line, but every employe should make it his business to talk to every automo- bilist and tell him of the importance of obeying "Stop, Look and Listen" signs and of the grave danger of paying no attention to them. I never approach a railway crossing while rid- ing in an automobile that I do not caution the driver to stop, look and listen. A national law should be passed compelling autoists to stop before crossing railway tracks. How Trainmen Can Help Campaign R. T. LORBAN, Springfield, III.: We must be on the look-out at all times, sound the whistle and ring the bell at every road cross- ing. In this way we may overcome our part of the accidents. Trainmen can help just as much as the en- gineer and fireman. When they leave cars on sidings, the cars should not only clear the crossing but be put at least sixty feet away from it when possible. It will take but little time to do this and may save many lives. Also it gives the engineer and driver a clear view. Crossings should be in good condition at all times, as many accidents are due to drivers' looking to see what kind of crossings they are going to hit and not looking for trains. In many cases they get a bump, not caused by a bad crossing, but by a locomotive. Let us all get to- gether with "Stop, Look and Listen." If the car driver will stop to listen he will hear the wonderful sound, "L - O - O - K O-U-T, THANK YOU," which is the familiar crossing sig- nal, two long and two short blasts of the whistle. V . L. Stewart R. T. Lor dan Must Get Help of the Public VAN L. STEWART, Vicksburg, Miss.: I think that this is one of the most important drives that the company could have put on, and I like the way it is being handled, for crossing accidents can- not be stopped until we get the help of the public. We all know an engineer would not hit an automobile if it were in his power to pre- vent it. It is a strange thing to me that some peo- ple are always growl- ing about slow train service, and still they expect us to stop at every crossing and let the automobile pass first. Everyone knows there is only one way for a train to run, and that is on the rails. It is impossible for the engineer to dodge an automobile except by trying to stop, as the engine has no steering wheel; so it seems to me that if a person would only stop to think he would know that if he gets on the track ahead of the train he is going to get hit. The average automobile driver does not look to see the speed of a train, as he is only watching his own speed. If he can run ahead of us while starting from a station he never looks back to see if the train is gaining on him before starting across a crossing. I sometimes wonder what it is about an auto- mobile that causes some people to lose their minds. Most drivers seem to think they have the right of way over the world or that they are in a land where there is no danger. I think the best way to stop crossing accidents is to start a campaign with the public and to get the public's co-operation. I think the posters the company has had tacked up around the depots and at other public places will help to remind drivers that the trains are still running ; and I believe that if any sane person would stop to think he would not take the chances he does take on railway crossings. Nine out of every ten accidents are caused the careless- ness of the drivers. Every day I see automobiles dash across the track ahead of our train and stop while the driver turns and gives us a signal to come on or gives us the laugh ; and every day I see in Twfn ty ILLINOIS CENTRAL MAGAZINE August, 1922 the newspapers that an automobile has been struck by a train. There are few persons who realize what it is to sit on an engine and plow into an auto- mobile full of people, and see the automobile go into one direction and its passengers thrown into the air and under the engine and mangled. If they could only see it once, they would have a picture in their minds that would last a lifetime. However, reckless as automobile drivers may be, I believe a fireman can help to pre- vent crossing accidents. I am always talking it. I talk it at the boarding houses, on the streets, and to my brother fireman, and ask him to talk it. I want the public to know that we are trying our best, and I ask my friends to help. I like to keep in their minds to "Stop, Look and Listen" before starting across a railway track while driving. I have fired for some mighty careful engineers, and they have taught me always to be on the look-out. By constantly calling my attention to crossings, they soon had me acquainted with the road, and I could tell at all times where we were, and I soon learned to space my firing so that I could be on the seat-box looking out at all crossings through towns and around curves. When I first went into the passenger service I was firing for a man who would make me start the bell before he would start the air- ringer to work; so I soon got into the habit of starting the bell with the rope, and now I always know the bell is ringing while ap- proaching and passing over railway crossings. It calls the attention to the engineer to blow the whistle, as sometimes he might be busy working on his side of the engine. If I see an automobile running alongside the train or approaching the crossing, I call the attention of the engineer, so that he may give an extra alarm while approaching the crossing. I have even given auto drivers a sign that they had a flat tire or that there was something wrong on the rear end of their cars, so they would have to stop and we could get rid of them. I know the firemen on the Y. & M. V. are doing as much as anyone to stop automobile ac- cidents, as we appreciate what the company has done for us in giving us a chance to be on our seat-box once in a while. The company has all the lumpy coal broken at coal chutes and also has water sprinklers on all coal chutes north of Rolling Fork, and this gives us plenty of time to be on the look-out. /. E. Catdwell I do hope the public will take just half as much interest in this campaign as the railway employes. Then, I am sure there will be few- er accidents. Keeps on Look-Out for Crossings J. E. CALDWELL, Memphis, Tenn.: Careless- ness has brought more sorrow to people than any other one thing, and I think each fireman should prac- tice "Safety First" at all times to help prevent accidents. At all crossings around depots and public places we should be on the look-out. I prepare my fire to carry me by such places, so I can be on the watch to noti- fy the engineer to repeat the second warning signal or stop, if necessary. I always have the bell in good shape, so it will not fail to ring, and my hand on the cord making a sound so that everybody can hear it and know a train is coming. I always mention to the engineer that the crossing is clear on my side. Let us all get busy and help to make this world a better and safer place to live in. Would Hold Motor- ist Responsible R. S. PECK, Vicks- burg, Miss.: I always ring the bell at every crossing and call at- tention to the engineer to sound the whistle. Even after the cross- ing signal has been blown, I make it my duty to avoid any ac- cident, if my close attention will avoid one. I would suggest that a law be passed to reverse the responsibilities, making the motorists responsible. The "Stop, Look and Listen" sign is disregarded, I am sorry to say, but until there is a law to make careless people do their duty we will have accidents. Would Enlist Motion Pictures H. J. BUCKLEY, Dubuque, loiva: An auto- R. S. Peck August, 1922 ILLINOIS CEN.TRAL MAGAZINE Twenty-one H. J. Buckley mobile driven by a railway man and struck at a grade crossing is an accident that one seldom if ever hears of. Railway men know the dan- ger of crossing a track without knowing that the way is absolutely clear. They not only use every precaution while driving a car, but ; while operating their trains they are con- stantly on the look-out for some careless mo- torists trying to cross the tracks before them. All engineers, fire- men and trainmen on the Minnesota division co-operate to try to prevent such acci- dents. Firemen ar- range their work so as to be on the look- out over crossings, es- pecially through town and cities. While trains are on passing tracks with one or more cross- ings cut, the trainmen arrange their work so that they may be standing on the crossings to warn a motorist or couple the crossings just before trains pass on the other track. I am sure that if motorists would co-operate with railway men in trying to prevent acci- dents the number of accidents would be re- duced considerably. Motion pictures showing accidents of this kind at grade crossings, auto traffic violations on city streets, street car ac- cidents, etc., and talks from enginemen who have had such accidents would bring about co- operation from motorists. Any move to bring about a little more inter- est on the part of the public toward this sub- ject would please all of us who are concerned in the operation of trains. Enginemen are do- ing their best. Will automobile drivers please help? Never Had a Cross- ing Accident ROBERT MCGREGOR, Paducah, Ky.: I am proud to ssay that I have never had or been in a crossing ac- cident of any kind. I have always tried, with the best of co- operation with my en- /?. McGregor ginemen, to use every precaution possible to prevent any kind of accident whatever. The Menace of the Careless Driver Louis R. ERNST, New Orleans, La.: Auto- mobile drivers take into consideration the dan- gers of railway grade crossings only when they see a human being jump in front of their car with a red lamp or a stop signal or when the crossing gates have torn away half of their car tops. Let us take this reckless class of automobile drivers into consideration, who violate the mo- tor vehicle ordinances of our large cities, who speed up to railway crossings in the heart of a big city, tear' down the gates, get caught with the gates on the top of the cars, and the cross- ing watchman has to flee from his post to get out of their way. Let us try to imagine what these speed demons of the cities are going to do when they hit the highway in the rural section of the states. Those who violate traf- fic and crossing laws in the heart of the city, where the law stands with a pad writing down license numbers, are not going to take their feet off the accelerators making a rural crossing. The novice will pick the open roads of the country to learn to drive a car ; he is not familiar with the grades of the crossings and is not taking into consideration what his car can ; or cannot do, and he tries to make the crossing without using his intermediate gears and stalls in the middle of the track. Engineers and firemen must be given a large open area so that they can scrutinize the cros- ings on both sides. A fine should be imposed upon every driver of an automobile who does not come to a dead stop before making a grade crossing. Urges Observance of the Rules JOHN V. MALONEY, New Orleans, La.: While on an engine the fireman has to watch his water and fire; he also has to keep a look- out on the left side of the engine for danger ahead. I have often seen automobile drivers speed up and rush under crossing gates before they are fully down, and then look around and laugh. Suppose the automobile engine were to die on the crossing; the driver might possibly have time to get out of the way himself, but does he know the feelings of the two men on the engine? Does he know that their hearts are in their muths ? They do not know wheth- er they will be able to stop the train before striking the automobile with its occupants. I also have noticed, where there are no gates but Twenty-two ILLINOIS CENTRAL MAGAZINE August, 1922 the flagman is out with his warning flag, the driver run around him in the very face of danger. Only recently at one of our crossings, on a prominent avenue of our city, there were re- pairs being made, the street torn up, rock, earth, etc., piled up on both sides of the crossing and a barricade across the street with a red lan- tern and a red flag fifty feet away and a stop sign 100 feet away. An automobile came down the street, dashed through the trench and half way up the other side of the crossing, after hav- ing dashed through barricade and over rocks, etc. Luckily there was no train due at the moment. If the drivers would only "Stop, Look and Listen" for a few moments there would be no accidents at crossings. I notice in the news- papers where hundred of motorists ignore the summons of our traffic court. If they ignore the summons of the court, what may we expect of them when they come to the crossings? The warning bell is the summons for them to look out, but instead they open up and rush across the tracks and possibly into the open arms of death. In The Times-Picayune I notice where forty-two drivers were summoned to court for speeding and reckless driving. If they are so reckless in a big city, where they are under the very eye of the law, what may we expect of them where there is no watchful eye, on a country road? I have run an engine in France, where no one would dare, after the locomotive whistle had sounded, to attempt to open gates or cross tracks and in France you never hear of acci- dents at crossings. So let us work together, like good citizens, and make this drive 100 per cent free from accidents. It can be done, and it must be done. Helps Engineer Keep Watch I. E. JENNINGS, Brookport, III.: I have often called the engineer's attention to an automobile approaching from my side of the engine and the engineer's side when I could see both ways, and I make it a practice to give the proper alarm whenever the engineer is absorbed in his work and has failed to notice approaching a crossing. In some cases I have done this on the right of way where I have seen stock or N^ By Courtesy Chicago Daily Drovers' August, 1922 I.LLINOIS CENTRAL MAGAZINE Twenty-tkre* persons on the track. I have always tried to watch out for the safety of persons, such as fellow employes, other persons, and the company property as well as my own per- sonal safety. Racing the Train J. W. WHELCHEL, Fort Dodge, Iowa: Locomotive firemen can do much in pre- venting crossing acci- dents. I try to have my work done when approaching crossings or while passing through station grounds, so I can be on the look-out for /. W. Whelchel automobiles approaching. If I see one coming, after the regular crossing whistle has been sounded, I notify the engineer, so that he can sound an additional warning. If the bell isn't operated by an automatic bell ringer, the fire- man should be ready to ring the bell at all grade crossings and station grounds. I try to make, that a practice, and I think the rest of the firemen on the Iowa division try to do the same. I have seen motorists, where there are diag- onal crossings with the train in clear view, race side by side trying to beat the train to the crossing. They don't pay any attention to the whistle or the bell ringing they just keep going. They just get by when we cross the- crossing. This occurs often, with the people in the automobile grinning at you while rac- ing to get by. What Sane Co-operation Can Accomplish By RUFUS KEMP, JR., Secretary to Roadmaster, Fulton, Ky. What is a molecule? Webster says it is the smallest quantity of an element or compound which can exist separately. Then a molecule has comparatively no strength whatever, alone. Everything which exists under the high Heaven today is made up of molecules ; and we know that there are thousands of things that have power, energy, resistance and strength. Then it must follow that this strength is secured through the union of thousands of small mole- cules which have no strength in themselves but which, when united, form the strongest and most powerful machines we have. A drop of water is a harmless thing within itself, but when thousands and millions of them are united, they are rivaled by fire alone in the amount of destruction they produce with their strength, even defying the most power- ful resistance which the human mind is able to conceive or the human hand erect. Still, they are mere drops of water. In the same way, man himself is made of many molecules ; but the molecules of which man is composed, when united, form the most powerful animate being, and give him the mind and body to dominate the majority of all other molecular bodies regardless of their enormity. Then, man takes the different molecules of pig iron, carbon, alloy, etc., and forms machinery and weapons which he can command, to enable him to resist the onslaught of the destructive molecular bodies. Now, let's make a little equation in com- parison. A molecule is to man the same as man is to (?). Can you answer it? If thousands of molecules unite themselves and make one man (the most powerful animate being on earth), then what must the result be when thousands and millions of men unite them- selves and make one body? The result should be an irresistible force, the most powerful piece of machinery and the highest factor in pro- ductiveness. But in order to make this machine function properly and obtain the desired effect, we must follow the example of the molecules of which man himself is made, and mold ourselves into the most nearly perfect form of machinery. We must model ourselves from the most powerful animate machine, man. We must have a head ; some broad shoulders for it to rest upon ; a body to assimulate the necessary food and give us the strength to carry on the work ; and the limbs to stand upon and protect ourselves from those who would harm us. Now when we have completed this machine, Twenty-four ILLINOIS CENTRAL MAGAZINE August, 1922 we have the power and strength to perform any undertaking; but there's the rub in order that no single part of our body may suffer an injury we must avoid the "weapon warfare" we must make our purpose clear, aspiring to produce, rather than destroy ; do good and not an evil ; lift up instead of crush ; love and never hate. Then, and only then, will God permit our unity to live or be justified. The Illinois Central System is a vast and powerful machine established and operated to serve the public ; it consists of many molecules, of which you are one. It can do nothing with- out the close and efficient co-operation of each molecular part, and no single part can accom- plish anything without the co-operation of the whole. The whole must accomplish its purpose before any one part can realize or derive any benefit therefrom ; and in the proportion in which our purpose is accomplished, each will realize his proportionate share of the benefit. Therefore, it is up to us, as molecules of one body, to co-operate, work and strive to attain the purpose for which we were organized. Big Increase in Tennessee Strawberries The thousands who sat down to their morn- ing meals this spring and began the day with the taste of the delicious strawberry on their palates little realized the extent of work and trouble needed to bring this wholesome berry to their breakfast tables or the immense amount of tariff these little berries had brought to the transportation systems of our country, thus permitting them to restore men to work who otherwise might have gone hungry. On the Tennessee division alone, approxi- mately ten thousand acres of these berries were cultivated, and 25 per cent were left to rot on the vines on account of excessive rains which ripened the berries too fast to permit the own- 19'* Station Express Freight Total Fulton 4 1 5 Martin 9 5 14 Sharon 23 65 88 Greenfield 20 22 42 Bradford 16 18 34 Idlewild 2 2 4 Milan 27 41 68 Cades 1 1 Medina 12 44 56 Jackson 73 37 110 Obion Trimble 2 2 NeXvbern 15 15 30 Dyersburg 12 35 47 B. & N. W 41 48 89 Halls 52 64 116 Gates 44 49 93 Curve 48 50 98 Ripley 94 142 236 Henning 37 24 61 Covington 22 14 36 Atoka 4 4 8 Kerrville 6 6 12 Millington 7 5 12 ers to pick them. The pickers also were handi- capped by the wet condition of the ground. Regardless of this loss, approximately 546,- 000 crates of berries were shipped to the mar- ket from the Tennessee division, an increase of almost 200 per cent over last year's crop. An acre of ground is estimated to bear sev- enty-five crates of berries. With the expected increase in acreage on this division next year, it is estimated that 800,000 crates of berries will be shipped next year, if the weather con- ditions are favorable. The following figures are actual comparisons in cars shipped from the Tennessee division in 1921 and 1922 : Totals ... 568 694 Express AJXii Freight Total i oiai Increase 5 14 14 10 24 64 8 8 34 8 8 26 4 17 8 25 43 1 18 4 22 34 62 13 75 35 1 1 Dec. 1 2 11 11 19 13 9 15 32 89 35 1 36 80 48 1 49 44 36 36 62 83 4 87 149 26 26 35 9 9 27 8 12 12 1,262 389 43 432 830 August, 1922 ILLINOIS CENTRAL MAGAZINE Tuxnty-flvt Proves a Factor in Our Public Relations G. T. Roach, Chief Clerk to Colonel A. H. Egan, Originates Plans to Make System Better Known THE railroads must make themselves better known to the public, and to this end they must cultivate the friendship of the newspapers. Such is the belief of G. T. Roach, chief clerk to Colonel A. H. Egan, general superintendent of the Yazoo & Mis- sissippi Valley. "It doesn't pay to cover up news and to try to keep it away from the newspaper men," he says. "Nine times out of ten they will get it, anyway, and then your standing with them and the public they represent will go down to zero. If there is a wreck or an accident, the best plan is to talk frankly with the newspaper representatives about it, and you can rely upon them to guard any secrets you may give them. ''And then, on the other hand, when you want to spread constructive" information about the railroads, you can rely upon your friends among the newspaper men to see that the news is spread. The Yazoo- & Mississippi Valley, in common with other grand divisions of the Illinois Central System, has been complimented for its efforts to keep the public informed re- garding its doings. "Whenever there is news, we try to see that the newspapers get it. Every so often we send out the reports regarding maintenance of pas- senger schedules, and the newspapers print them, with the result that the record of the Illinois Central System for on-time passenger trains is a by- word among our patrons. If anything is to be built, if a schedule is to be changed, if there are unusual shipments or ii an interview on the crop situation is timely, we see that the information is placed where it will do the most good. Occasionally railway publications provide good tips for stories. And when newspaper men call upon us for co-op- eration, as they have learned to do, you can be sure that we give them the best we have." A Believer in Good Public Relations All of which goes to show that Mr. Roach, in compliance with the wishes of Colonel Egan, is making the Yazoo & Mississippi Valley headquarters a leader in the public relations work to which the Illinois Central System is committed. It comes natural to Mr. Roach to make a success of this work. While of a somewhat retiring nature personally, he is a thorough gentleman as any of his friends will tell you and he believes in courtesy and in thorough, conscientious service to the com- pany which employs him ; and it would be un- gentlemanly, discourteous and subversive of the best interests of the Illinois Central Sys- tem to deny newspaper men that upon which they make their living news. Besides following the more stereotyped form's of spreading information regarding our system, Mr. Roach has evolved some new and effective ones of his own. The cards which were re- produced on pages 126, 128, 129 and 130 of the June issue of the Illinois Central Magazine were originated by Mr. Roach. These business solicitation cards for employes in Mississippi, and for Memphis, Tenn., Vicksburg, Miss., and Baton Rouge, La., in particular, it will be re- called, detailed information regarding the con- tribution the Illinois Central System was mak- Courthouse at Clinton, III. Twenty -six ILLINOIS CENTRAL MAGAZINE August, 1V22 ing to the welfare of these communities, list- ing the number of employes, the number of employes who were heads of families, the num- ber of persons receiving their livelihood from the Illinois Central System, the amounts of monthly and yearly wages and the amounts of materials and supplies purchased and taxes paid. The information on these cards was com- piled under Mr. Roach's direction. After the project had been approved by the management, the cards were distributed to employes in the localities involved. As there was a place on each card for the signature of the employe presenting it, the general information was thus linked up with the individual. Cards Have Done Much Good These cards have done much to cause citi- zens of Mississippi, of Memphis and of Baton Rouge to appreciate what the Illinois Central System means to them. Many compliments have been passed upon the idea, and it is cer- tain that the cards have improved the relations between the Illinois Central System and the public it serves. Mr. Roach's individual efforts are constantly directed toward improving the friendship of our patrons for our line, as any of his friends will tell you. It is said of him that he makes a practice of hunting out complaints that have been made, straightening up the matters and then taking steps to see that the causes for dissatisfaction are removed. Mr. Roach's personal readiness to do what- ever he can for the good of the company is illustrated by one event of his life about which he is particularly reticent and that is be- cause it would make him appear a hero. March 11, 1909, when he was chief clerk to Colonel Egan, at that time superintendent of the Ken- tucky division, fire broke out in the offices at Louisville. Mr. Roach remained so long in the office, putting away valuable records in the safe, that the fire cut off his escape by the usual avenues, and he fell and was seriously injured while getting out. He was out of service for three months, and it is said that he still carries the scars caused by his devo- tion to duty. Entered Railway Work in 1892 Mr. Roach is a native of Champaign, 111. He has been in railway work thirty years. His first employment was in the locomotive and car shop of the Illinois Central at Champaign in 1892. A year later he became clerk at that point, and in 1894 he went into the freight office as a general clerk. In 1895 he went into the employ of the Big Four Railroad at Urbana, 111., as a general clerk to the master mechanic, after which he was promoted to as- sistant storekeeper. But Mr. Roach was destined to work for the Illinois Central, and he returned to our employ in 1898 as chief clerk to the train- master of the Illinois division at Champaign. Illinois divison headquarters at that time were in Chicago, and Colonel Egan was superintend- ent. In 1902 Mr. Roach was made assistant chief clerk to the superintendent. A year later he was chief clerk to the roadmaster of the same division. Colonel Egan called Mr. Roach to the Kentucky division in 1904 to be his chief clerk. In April, 1913, Mr. Roach went to Memphis as chief clerk to the general superintendent, at the time Colonel Egan was promoted to that position. For several months in 1916 Mr. Roach served as trainmaster on the Memphis division. In October, 1919, he was named as vice-chair- man and secretary of the Memphis district op- erating committee. Then for several months in 1920 he served as a transportation inspector, after which (in September, 1920) he resumed his duties as chief clerk. Tower, University of Illinois, Urbana August, 1922 ILLINOIS CENTRAL MAGAZINE Twenty-seven Score Card Used at South Water Street Tabulation of Errors Shows Almost 100 Per Cent Efficiency at Our Great Chicago Freight Station RO. WELLS, our agent at South Water Street, Chicago, was asked * how he handled such a large volume of freight with so few mistakes. Here is his reply : "We load through this plant daily forty-five thousand packages of merchandise of all de- scriptions imaginable, packages weighing from five pounds to five thousand pounds, aggregat- ing from sixteen hundred to eighteen hundred tons. This freight comes to us by horse-drawn vehicles, motor trucks, transfer cars, boats, and from underneath the ground by electric tunnel cars, and we expect any day to see it coming to us by airplane. No combination local and transfer house in the world handles the large volume of less-than-carload traffic that moves through this plant. "In March we loaded 1,215,000 packages into 6,945 cars, and only 204 of them were mis- loaded. From these figures you will under- stand how close to the 100 per cent mark we came to be exact, 99.999 per cent correctly loaded. The few packages which are incor- rectly loaded are of course forwarded to des- tinations as shown by the marks on them. "As to how it is done, put it down this way : First, system ; second, supervision ; both of which mean, among other things, that every employe must 'stand up and be measured' every day. "First in the organization are the general foreman and his assistant. They are measured by the general results obtained. Next come his assistant foremen, who are measured by the number of packages misloaded (as de- veloped by the over reports received) in the cars loaded under their jurisdiction, likewise - I Interior ^iiews, SotitkWaterSt.Statiori Showing Mediods of Twenty-eight ILLINOIS CENTRAL MAGAZINE Auyust, 1922 the number of bad order re- ports issued against their cars. The stowmen working under these assistant fore- men are measured in a like manner. "Next come the receiving and check clerks, all meas- ured by the number of errors for which they are re- sponsible. Results Posted Regularly "All reports indicating errors are checked up, and the employes responsible are notified of the particulars daily. Twice each month a list of the employes in each class, showing the number of mistakes chargeable to each as compared with the two previous weeks' operation, is placed on the bulletin board; thus each employe knows just how he has been measured. Employes whose efficiency falls below the av- erage are required to state their reasons, and all reasonable assistance and encouragement are given them to help make a better showing." Many employes of our great system may not be aware that the South Water Street station outbound house of the Illinois Central under the supervision of Agent R. O. Wells at the foot of South Water Street, in the heart of the business district of Chicago is probably the largest combination originating and transfer outbound LCL freight house in the United States. The Illi- nois Central in this house handles its own business and that of the Big Four and the Chi- cago, Lake Shore & South Bend railroads. This freight house, which is more than 1,800 feet long, is served by seven loading tracks, which extend the entire length of the house with a capacity of three hundred cars at one setting, and by four transfer car tracks with a capacity of seventy-six cars. Freight Received in Many Ways The tonnage on this platform is handled by electric motors and 4-wheel trucks, there being nine motors and approximately seven hundred 4-wheel trucks used in the operation. LCL freight is received for outbound move- ment at South Water Street as follows : 1. By wagons and auto trucks. 2. By underground tunnel cars of the Chi- cago Warehouse & Terminal Company. One Way the Freight Arrives 3. By trap cars originating in the Chicago Switching District. 4. By cars from connecting lines, including the Chicago Junction Railway, B. & O. C. T., etc. 5. By line cars originating at stations on the Illinois Central and Big Four. 6. By boat via the Merchants' Lighterage Company. About 150 tunnel cars and 650 wagons and motor trucks are handled at this house daily. On the Alert to Improve Service All through destination merchandise cars are forwarded in manifest trains, and their movement is closely followed to prevent delay en route. The unloading of these^cars at destination is also checked daily to insure prompt handling. In addition, the tonnage of each car is policed daily; when tonnage offered for any one destination or territory is sufficient to justify a regular schedule, new classifica- tions are immediately established to accommo- date such tonnage and expedite the movement. During the winter months seventy-nine regu- larly scheduled heated cars are operated each week to points in the freezing zone in order to afford protection to perishable freight and other freight liable to damage from low tem- perature. During the spring and summer months 120 iced refrigerator cars are operated each week on regular schedules, affording pro- tection to perishable freight. During 1921 the out-freight house handled 464,897 tons of freight, an average of 38,741 tons a month or 1,490 tons a day. This ton- nage was forwarded in 76,513 cars, which is an average of 6,376 cars a month or 245 cars August, 1922 ILLINOIS CENTRAL MAGAZINE Twenty-nine Loading. View at left is through several cars. a day. The loading of each car averaged six tons. More Than 50,000 Packages a Day Perhaps a better understanding of the vast volume of freight handled at this house can be gained from the fact that, at the maximum, 52,000 packages are loaded daily, or a total of 1,352,000 packages a month. The efficiency in the handling of these 1,352,- 000 packages is remarkable, as, on an average, only 124 packages a month were erroneously loaded. This efficiency is further reflected in the decrease of 20,384, or 58.4 per cent, in total exceptions charged to this loading in 1921 as compared with 1920. During 1921 an average of 32 tons was handled for each exception re- port received, compared with 13.2 tons in 1920, an increase of 18.8, or 142.4 per cent. Special attention is given the loading and Line-Up of Cars at South Water Street Thirty ILLINOIS CENTRAL MAGAZINE August, 1922 Special Loading Equipment at South Water Street stowing of this large tonnage in order that shipments may reach their destination in good order, thereby eliminating freight claims and annoyance to consignees. Bulkheading Prevents Exceptions To insure the safe carriage of freight loaded in through destination cars, such cars are bulk- headed before going forward. During January, 1922, 604 cars were bulk- headed. The total number of bad order reports received against these cars was only 44; this is an average of 13.7 cars for each exception. Of the 604 cars bulkheaded, 77 were destined to New Orleans ; against these only 12 bad order reports were received. The close attention given the loading and stowing of LCL freight at Chicago resulted in a large decrease in the number of bad order exception reports charged against the outbound loading during 1921 as compared with 1920. The total bad order reports received in 1921 were 6,416, compared with 12,273 in 1920, a de- crease of 5,857 or 47.7 per cent ; during the same period the tonnage decreased only 22 per cent, which shows an increased efficiency of 25.7 per cent. The team tracks at South Water Street ac- commodate a large volume of carload traffic, an average of 7,177 cars a month, or 281 a day, being handled on team and industry tracks in South Water Street territory. Chicago station is the largest revenue pro- ducing station on the Illinois Central. During 1921, the total freight revenue was $31,514,625, as compared with $29,779,753 in 1920, an in- crease of $1,734,872, or 5.8 per cent. October, 1921, was the largest single month in the his- tory of the station, with a revenue of $3,432,133. Scene on Yellow Creek in Krape's Park, Freeport, III. Train No. 706, Engineer George W . Simp- son, at White Heath, III., July 1. August, 1922 ILLINOIS CENTRAL MAGAZINE Thirty-one Judge Lovett Refutes Charge About Clique Illinois Central Director Denies That "Inner Group" of Finan- ciers Dominates Railroads of U. S. CHARGES that an "inner group of New York bankers and financiers" dominates the railroads, dictates their purchases of fuel, equipment and supplies, and controls their labor policies were emphatically denied by Judge Robert S. Lovett in a statement before the Committee on Interstate Commerce of the Senate June 1. The charges had been made by W. Jett Lauck, a statistician employed by the labor unions, who had presented to the Senate committee a lengthy statement, supplemented with charts and diagrams, concerning the inter- locking directorates of the railroads, banking concerns, and steel, coal and railway equipment firms. Judge Lovett, who is chairman of the finance committee of the Illinois Central System, declared that Mr. Lauck's statement, "so far as it relates to matters within my knowledge, is the most misleading and deceitful narrative I ever have read." Among the twenty-five di- rectors through whom Mr. Lauck had charged that the control of 82 per cent of the country's railroads is exercised by a group of New York bankers and financiers, Judge Lovett's name was placed first. Judge Lovett said: Holds Lauck Statement Untrue "So far as it relates to me, and, so far as I know and believe, to others, Mr. Lauck's state- ment with reference to this control by such group, or any group, of New York bankers and financiers and his carefully and ingeniously worked out diagrams and charts and all they are intended to convey are, from beginning to end, an invention and fabrication without any foundation in fact" For more than eighteen years Judge Lovett has been a director of the railroads comprising the Union Pacific System. He said: "During all this period I have known the directors and know who has controlled and di- rected the policy, business and affairs of these railway companies. Not one of the fifteen banking and financial institutions mentioned by Mr. Lauck has ever exerted or sought to exert the slightest influence upon them with respect to their purchases of equipment or supplies or in the wages they pay or the policy they pur- sue or in any other respect whatsoever. In- deed, the first named in the group and the leading object of attack has never manifested the slightest interest in our affairs. Eleven of the fifteen named do not, according to our rec- ord of stockholders and to the best of my knowledge and belief, own a single share of the stock of any of these railway companies, and the remaining four own altogether $1,618,200 par value of the preferred and $61,900 of the common stock out of a total aggregate out- standing of $321,836,600, though I believe and hope that the life insurance companies and the others acting as trustees own large amounts of our bonds. The stock of the Union Pacific is widely scattered and is held by more than 50,000 different owners. No one person, firm, corporation or institution owns as much as 2 per cent of our capital stock." His Interest in the Illinois Central In addition to being a common carrier, the Union Pacific Railroad Company, by its char- ter, is a holding and investing company in rail- way securities. Through one of its subsidi- aries, it came into possession of $80,000,000 of the stock of the Northern Securities Company, and, following the Supreme Court decision dis- solving the relations of the Southern Pacific and the Union Pacific, the latter had about $125,000,000 par value of the capital stock of the Southern Pacific which it was required to dispose of. The reinvestment of the proceeds from the sales of these stocks and bonds of other railway companies has been the cause, Judge Lovett stated, of his becoming and re- maining a director in such other companies. With reference to his relation to the Illinois Central System, he said : "Through the reinvestments by Mr. Harri- man above mentioned the Union Pacific direct- ly and through subsidiaries owns $31,700,000 par value out of a total of $109,295.966.67 outstanding of the capital stock of the Illinois Central Railroad Company that is, about 30 per cent and also owns upward of $5,000,000 of its bonds and equipment trust notes. For that reason and to represent that interest I am and have been for many years (except for about a y