THE UNIVERSITY 

OF ILLINOIS 

LIBRARY 



XL 



'Vv.S, \A 



brary Material " The ** F - " 

The person charging this material is responsible for 



ew call Telephone Center, 
_UMVER8ITV OF ILLINO.S LIBRARY AT URBANA^HAMPA.GN 




L161 O-1096 



iB^ 








B. W. 

RAYMOND 
Model 



How an Elgin Stood 
By a Globe Trotter 

'T*HIRTEEN years ago I bought an Elgin 
*- Watch. It has been in continual use 
never has stopped and has kept perfect time. 
It has stood 25 below zero, has run equally well 
in a temperature of 114 degrees in Australia, and 
been unaffected by months of sea voyages. It 
has been dropped on the pavements of London, 
and been trodden on by a caribao in the interior 
of the Philippine Islands yet was never hurt." 
(EXTRACT FROM AN AMERICAN TRAVELLER'S LETTER.) 

Such triumphs add force to our assertions that 

ELGIN 

Railroad \Vatcnes 

and all Elgin Watches, both for men and women, 
are supreme as timekeepers, loyal life-companions 
and mechanical masterpieces. Their use is 
world-wide. 

Write for booklet. 



ELGIN NATIONAL WATCH CO. 

ILLINOIS 




B. W. RAYMOND 
MODEL 



192123 jewels. Witll 
or without winding indica 
tor. The B. W. Raymond 
is a wonderful watch, every 
way yon look it over. Its 
driving gear is so strong and 
so accurate th at it will stand 
a 40-hour trick without bat- 
ting an eyelid, and report 
in on the tick of the second. 
You never have ( to cut down 
its head nor "hit 'er up." 
It's the finest piece of 
mechanism that ever pulled 
into the yard. 




_._. 




F. L. Thompson Frontispiece. 

The story of the Illinois Central Lines During the Civil Con- 
flict, 1861-5 9 

Public Opinion 15 

Magnolia, Miss ,28 

Passenger Traffic Department 37 

Engineering Department 45 

Law Department 43 

Always Safety First 50 

How Employes Should Proceed to Purchase Illinois Central 
Stock . eo 

Mechanical Department 62 

Transportation Department GG 

Hospital Department . .- 71 

Claim Department 74 

Industrial, Immigration and Development Department 81 

Roll of Honor _ 83 

Loss and Damage Bureau 86 

Meritorious Service . 88 

Contributions from Employes: 

A Story of a Visit to the Healing Wells at Metcalfe, Miss. 92 
Second Annual "Get Acquainted" Meeting of the St. Louis 

Division 99 

Train-Load 100 

Appointments and Promotions 102 

Division News 103 



( 7 > u6lished monthly 6y the 7/^ois Cenhal < jf?. < ]i. G>., 
in the interest of the Company and its 4^000 ^Employes 

^Advertising rates on application^? 

lVOl^ichigan^lo. ^hone ^IDsBash ' 22O) 
Chicago ' ocal59 

$ 1.50 pr. year ^ 




FRED L. THOMPSON. 

MR. F. L. THOMPSON was born at Grandview, Egar County, Illinois. After 
graduating from the public schools, he attended the preparatory school of 
DePauw University and later graduated from the University of Illinois at Champaign 
in 1896, receiving the degree B. S. in Civil Engineering. 

He entered the service of the Illinois Central in June, 1896, as chairman . on the 
work of depressing the tracks and the grading of what is now Grant Park between 
12th Street and Randolph Street, Chicago. Later was rodman on the work con- 
sisting of removing the old tunnel south of Vicksburg and constructing freight house 
at that point. Later was placed on grade reduction work Fulton to Memphis just 
after the acquisition of that line. He had charge of grade reduction and second track 
Cairo to Fulton and second track Centralia to Carbondale. He was then in the 
Chief Engineer's office in Chicago for one year and from 1903 to 1907 was Road 
Master on the Illinois and Kentucky Divisions. In 1907 he was prompted to Assistant 
Engineer of Bridges and in 1910 to the position of Engineer of Bridges and Build- 
ings. In 1913 was made Engineer of Construction and in 1914 was promoted to his 
present position, viz.: Assistant Chief Engineer of the Illinois Central R. R. and 
Yazoo & Mississippi Valley R. R. 







Vol.4 



JULY 1915 



No. 1 



Tfio Story of tfio 
Illinois Contral Linos 

during the 

Civil ebrrffid i86i-5 



Continued from June Issue. 



It appears that he also assumed the 
truth of the popular misconception that 
the South began open hostilities, and that 
the flag was first fired on at Fort Sumter 
April 12, 1861. Yet General McClel- 
lan's own story shows that the Govern- 
ment ship sent to the relief of Fort Sum- 
ter was fired on in Charleston Harbor by 
the batteries of South Carolina, and turn- 
ed back on Tuesday, January 9, 1861 ; 
South Carolina having seceded and de- 
clared her own independence of the 
United States, Thursday, December 20, 
1860. So the first cannon of the Civil 
War boomed more than three months 
before April 12. The difference seems 
to be that the attack January 9 was only 
on a Government ship, and under 
Buchanan's Administration. An attack 
on a Government Fort, under Lincoln's 
Administration was a much more serious 
matter. But the North's active part in 
the war did not begin till Colonel Ander- 
son undertook his impossible defense of 
Fort Sumter. 

Besides, six other states had quickly 

382 



followed South Carolina "out of the 
Union," as they vainly spent men and 
money to demonstrate, and on Friday, 
February 8, 1861, the Southern Confed- 
eracy was formally proclaimed by its 
newly-elected President, Jefferson Davis. 
The seceding states had seized all un- 
protected Government property within 
their lines ; arsenals, forts, arms, military 
stores, and munitions of war. The works 
at the mouth of the Mississippi were gar- 
risoned. General Bragg with an armed 
force had taken possession of Pensacola's 
navy yard, and on Tuesday, February 18, 
1861, General Twigg surrendered his 
forces stationed in Texas. Fort Pickens, 
Key West and Tortugas in Florida, were 
about all that remained in the Govern- 
ment possession within the seceded 
states outside of South Carolina. Yet, 
we are told that "our Civil War began 
April 12, 1861, when Fort Sumter was 
fired upon." Some humorist said, "I do 
not read history because I dislike fiction." 
For some time following the date of 
his commission as Major-General in the 



10 



ILLINOIS CENTRAL MAGAZINE 



United States Army, the Department of 
Ohio also was a scene of busy prepara- 
tion for the long fierce struggle which 
General McClellan anticipated. He was 
well acquainted with the South, her peo- 
ple, her generals, her soldiers with whom 
he had served ; and with the significant 
fact, from his point of view, that the 
South, unprepared as she was, still was 
much better prepared for quick action 
than the North, which seemed paralyzed, 
making practically no preparation for 
war till after Sumter was fired on, and 
Lincoln had called for 90 day troops. 
Another fact is worth considering; 
almost every white man and boy in the 
South could intelligently use firearms, 
and usually owned them. Some of the 
bloodiest close-range encounters were 
with old-fashioned shotguns, rifles, and 
"navy revolvers," before cartridges and 
breechloaders came into use. 

While preparing for operations in 
Tennessee, sudden necessity arose in. 
West Virginia, included in the depart- 
ment of Ohio. Word came the afternoon 
of Sunday, May 26, 1861, that the seces- 
sionists there were about to destroy the 
Ohio and Mississippi Railroad. McClel- 
lan immediately ordered Kelly's and 
other regiments at Wheeling and Park- 
ersburg to move out along the two 
branches of that railroad and see to its 
protection. The same day he issued a 
proclamation, "To the Union men of 
West Virginia :" to the effect that he was 
informed of the threatened reign of ter- 
ror, and he had ordered troops to cross 
the Ohio River for their protection ; add- 
ing: "Now that we are in your midst, I 
call upon you to fly to arms and support 
the general Government." 

Simultaneously he published an ad- 
dress in Cincinnati, to his soldiers : "You 
are ordered to cross the frontier and en- 
ter upon the soil of Virginia. Your mis- 
sion is to restore peace and confidence, 
to protect the majesty of the law," etc. 

"You are to act in concert with the 
Virginia troops and support their ad- 
vance. I place under the safeguard of 
your honor the persons and property of 
the Virginians. I know that you will re- 
spect their feelings and all their rights," 



etc. Then he said further that when they 
had enabled the people there to organize 
for their own protection, his troops were 
to return home. 

Copies of all this were sent to the 
President with explanation of his im- 
m.diate action without waiting for in- 
structions from Washington. To this he 
received no reply. 

July 13, 1861, he telegraphed his wife: 
"Success complete. Enemy routed. Lost 
everything he had guns, tents, wagons, 
etc. Pegram was in command. We lost 
but ten killed and thirty-five wounded," 
etc. 

Then he received the following tele- 
gram sent before the administration at 
Washington knew all he had accom- 
plished : 

"The General-in-Chief, and what is 
more, the Cabinet, including the Presi- 
dent, are charmed with your activity, 
valor and consequent success. We do not 
doubt that in due time you will sweep the 
rebels from West Virginia; but do not 
mean to precipitate you, as you are fast 
enough." 

(Signed) "Winfield Scott." 

On July 14, the Confederate General 
Garnett was caught, his army routed, 
himself left dead on the battlefield; and 
General McClellan's unadvised, entirely 
self-initiated brilliant campaign in West 
Virginia soon came to a most successful 
finish. 

July 21, at Beverly in West Virginia, 
he received in a telegram from General 
Scott, his first news of McDowell's ad- 
vance, and of the first battle of Bull Run. 
He had not been informed of any east- 
ern military operations. July 22, he was 
summoned by telegram to Washington, 
and he turned over to General Rosecrans 
the Ohio command. 

He started at daylight July 23 ; rode 
60 miles horseback to the nearest railway 
station, took train for Wheeling, where 
his wife met him and they reached Wash- 
ington July 26, 1861, late Friday after- 
noon. 

He was greatly lionized for his success 
in the West. July 25, an order had is- 
sued constituting the department of the 
Potomac, assigning McClellan to its com- 



ILLINOIS CENTRAL MAGAZINE 



11 



mand. "It included the department of 
northeast Virginia, under McDowell, 
which comprised all the troops in front of 
Washington on the Pennsylvania bank of 
the river; and the department of Wash- 
ington, under Mansfield, which com- 
prised all the troops in Washington and 
its vicinity on the Maryland side." 

McClellan assumed command there 
July 27, 1861. Let him tell what he saw : 
"I found no preparations whatever for 
defense, not even to the extent of putting 
the troops in military positions ; not a 
single avenue of approach guarded. 
There was really nothing to prevent a 
small cavalry force from riding into the 
city. The defeated army of McDowell 
could not be properly be called an army 
it was only a collection of undiscip- 
lined, ill-officered, and uninstructed men, 
who were, as a rule, much demoralized 
by defeat and ready to run at the first 
shot. The troops were as insufficient in 
number as in quality. The period of serv- 
ice of many of the regiments had ex- 
pired, or would do so in a few days ; and 
lastly, I was not supreme and unhamp- 
ered, but often thwarted by the lieuten- 
ant-general." 

The following is a statement of the 
situation at Washington, July 26, 1861, 
in a letter to Ex-President Buchanan, by 
Edward M. Stanton, who later became 
"Lincoln's great war secretary" : 

''Dear Sir: The dreadful disaster of 
Sunday can scarcely be mentioned. It 
is not unlikely that some change in the 
War and Navy Departments may take 
place, but none beyond those two depart- 
ments until Jeff Davis turns out the 
whole concern. The capture of Wash- 
ington now seems inevitable ; during the 
whole of Monday and Tuesday it might 
have been taken without resistance. Gen- 
eral McClellan reached here last evening. 
But if he has the ability of Caesar, Alex- 
ander or Napoleon, what can he accom- 
plish ? Will not Scott's jealousy, cabinet 
intrigues and Republican interference 
thwart him at every step? Yours truly, 
Edward M. Stanton." 

The writer of that historic letter 
missed his guess about the dire fate of 
the city of Washington ; but General Mc- 



Clellan later shows that when Mr. Stan- 
ton became war secretary he was largely 
instrumental in fulfilling his own predic- 
tions as to the probable cause of General 
McClellan's future embarrassments at 
the hands of the Cabinet and the Com- 
mander-in-Chief of the Army; not to 
mention Congressional, journalistic and 
other thwarting influences. They feared 
a Democratic President as Mr. Lincoln's 
successor if McClellan's first campaign 
against Richmond succeeded, ending the 
war without the abolition of slavery, 
which many in the North considered of 
vital importance to the future prosperity 
of the nation. 

So General McClellan was caught be- 
tween the upper abolition and the nether 
Republican millstone; and the result is 
only too obvious. General McClellan did 
not fully appreciate the real situation 
himself till it was too late to do anything 
but resign, and he thought his duty to his 
country demanded that he stay and fight 
it out, whatever the result to himself. 
This he did, bravely, but sadly, till the 
end was in sight, and the time had ar- 
rived ripe for the taking of Richmond by 
another general who fitted the Washing- 
ton plan for future development of the 
nation in a way General McClellan did 
not, but by that time the Washington 
plan had largely changed to the original 
McClellan plan. 

November, 1861, he was made Gen- 
eral-in-Chief of the armies of the United 
States, and all his powers of organization 
were needed. 

His Peninsular Campaign against 
Richmond having failed, he was in 
August, 1862, practically relieved of his 
command, which was assumed by Gen- 
eral Halleck. But after Pope's disastrous 
defeat in the second Bull Run campaign, 
President Lincoln again placed McClel- 
lan in charge of the Army of the Po- 
tomac, under an order : "Major-General 
McClellan will have command of the 
fortifications of Washington and of all 
the troops for the defense of the capital." 

September 16 and 17 he fought the 
battle of South Mountain and Antietam, 
driving Lee from Maryland. But as 
Washington was no longer in danger, 



12 



ILLINOIS CENTRAL MAGAZINE 



and as McClellan did not follow up his 
success as authorities in Washington 
thought he should, he was again relieved 
of his command. 

November, 1864, he resigned from the 
army. 

It is said that McClellan drilled and 
accumulated the largest fighting machine 
the world has seen since the Crusades, 
but it was so huge that he feared to use 
it. Lee wrote to Jackson that unless they 
could drive McClellan out of his in- 
trenchments, he would push up those in- 
trenchments till his guns commanded the 
Capitol. It was a case of "needs must," 
which he and Jackson achieved. Mc- 
Clellan per force "changed his base," 
and "the great beleaguering" had to be 
done all over again. 

Then after Pope's short play at the 
front, his "Headquarters in the Saddle," 
McClellan checked Lee at Antietam, and 
defeated the prime object of the great 
general's campaign in Maryland. But 
Gladstone was only partially right when 
he declared at New Castle, October 7, 
1862: 

"There is no doubt that Jefferson 
Davis and other leaders of the South 
have made an army; they are making, 
it appeared, a navy; and they have 
made what is more than either, they 
have made a nation. 

"We may anticipate with certainty the 
success of the Southern States so far as 
their separation from the North is con- 
cerned." 

But Lincoln's Proclamation of Eman- 
cipation, and his implied threat of war 
against England made another combina- 
tion in the great game which then 
dragged along till after McClellan had 
been sacrificed and Grant had won. 

Perhaps no other great general had 
such vicissitudes of military experience 
in a whole lifetime as McClellan had in 
about three and a half years' service. He 
was at war with his environment. As no 
failure could keep him down, so no suc- 
cess could keep him up under the pecu- 
liar conditions which simply dominated 
all incidental considerations. A definite 
end was to be gained, and "The Jugger- 
naut" would crush down any obstacle 



human or otherwise. His brilliant West 
Virginia campaign proves that he could 
lead could take the initiative, better 
than he could submit to the vacillating 
directions of others "who did not know." 

General McClellan is said to have been 
a better organizer than fighter. He laid 
his own plans, all so logically organized 
and inter-dependent, that usually to 
thwart them in part was to cause their 
failure as a whole. This characteristic 
of his operations placed him at the mercy 
of his opponents in Washington. 

Perhaps he was too careful about be- 
ing first sure he was right; too cautious 
to make a decisive move till he knew, like 
Xenophon, that he was "in the state of 
being the best prepared possible." If 
Xenophon's "Ante-paras-kuas-totatos' 
was not McClellan's slogan in Greek, it 
certainly seems to be in fact. 

Some of his best friends say that this 
was his greatest handicap. But one's 
best friends are too often one's most 
mistaken judges. 

In one thing, anyhow, Lincoln and Mc- 
Clellan were closely united as was shown 
whenever Lincoln expressed himself 
freely on that point: Both wished to 
carry on the war to a successful issue 
with just as little pain and other cost 
as, possible. Being a war-lord, McClel- 
lan knew that with a well-prepared army 
of overwhelming numbers carefully 
handled and massed on Richmond, suc- 
cess would be surer and with less ultv 
mate cost in men and money than to 
have small armies scattered around to be 
crushed seriatim by such masters of 
strategy as the Confederate chiefs were ; 
and as he personally knew they were. 

For a long time it was considered 
"TREASON" in Washington to admit 
the strength or ability of the Confeder- 
ates. Not so in the army. The fighters 
knew the facts. 

Besides, both Lincoln and McClellan 
were by instinct and education disposed 
to be always fair and honorable, accord- 
ing to their knowledge, whether dealing 
with friend or foe. Such an attitude was 
not always appreciated in Washington 
amid the mean rivalries, deep hatreds 
and venegeful prejudices then so preva- 
lent in both civil and military circles. 



ILLINOIS CENTRAL MAGAZINE 



13 



The fact that he was nominated as a 
Democrat for President in August, 1864, 
shows that some fears of his political 
foes were not without foundation. But 
his star was descending, and he was 
overwhelmingly defeated; which could 
hardly have been possible had he been 
allowed to take Richmond in his own way 
in the campaign of 1862. But he, him- 
self, was a firm believer in the power 
and wisdom of the overruling Provi- 
dence, as he often wrote his wife, and 
also publicly expressed; and it must 
have been made clear to him in the end 
that his own ambitions did not comport 
with the plans of such Providence for 
the betterment of this nation. 

In 1865-8, he traveled in Europe.' 

From 1870 to 1872 he was Chief En- 
gineer of Docks in New York. From 
1877 to 1881 he was the Governor of 
New Jersey. 

He was quite literary both in taste 
and habit. 

His well known literary works ap- 
peared as follows : 1852, "Manual of 
Bayonet Exercises." 1854, "Govern- 
ment Reports on Pacific Railroad Sur- 
veys." 1864 "Report on Organization 
and Campaigns of the Potomac." 1887, 
"McClellan's Own Story." However 
true this story may be as mere history, 
it reeks with disappointment and dispair 
over the believed fact that defeat was 
thrust upon him by his own Govern- 
ment. 

His soldiers loved him because he 
cared for them and always took care of 
them when the ultimate power of action 
lay with him. 

That he, too, had "the defect of his 
qualities" cannot be denied ; and that de- 
fect was a potent weapon in the hands 
of his enemies, "whose name was 
legion." Enemies that, like the cannon 
on all sides of the "noble six hundred" 
"volleyed and thundered" to his hurt 
and his final undoing. 

His tribute to his horse, Dan Webster : 
"Devil Dan," as his aids called him is 
unusual : "The best horse I ever saw ; 
never ill for an hour ; never fatigued ; 
never disturbed under fire ; could trot 
all day long at a very rapid gait which 



kept other horses at a gallop. Dan and 
I never quarreled, and the dear old fel- 
low survived the war for many years, 
till 1879. No matter how long parted 
once for four years he always knew 
me, and showed his pleasure. On the 
day of his painless death from old age 
he tried to rise in his stall, but could 
only lean his head against me and lick 
my hand. No soldier ever had a more 
faithful or better horse than I had in 
Dan Webster." 

Dan was a strongly built horse with 
"three white feet," which seems to prove 
the exception to the old English rule for 
choosing a horse. 

"One white foot, take care ; two white 
feet, beware; three white feet buy else- 
where." 

But General McClellan, himself, was 
an exception to most rules ; why should 
not his horse be, also. 

He was a pious praying soldier who 
would not willingly fight a battle on 
Sunday, unless it was "a work of neces- 
sity." 

He had the fear of God in his heart, 
"the beginning of wisdom." 

But from youth he showed little fear 
of man, or anything else as a cause of 
personal danger. When not 21, in the 
Mexican War, "where a little army went 
a great way," he rode down a Mexican 
engineering officer, captured him, and 
turned him over to his orderly. That 
was when a lieutenant of sappers and 
miners. 

Soon afterwards he clubbed a panther 
that had wounded Captain Randolph B. 
Marcy, who later became his father-in- 
law, and chief of staff in Virginia. After 
the battle of Fair Oaks he climbed a 
tree to reconnoitre, in range of the 
squirrel rifles of the enemy. He and 
some officers held a council of war right 
then and there up in that tree from 
which they could see the position they 
were considering. 

At Yorktown he crept up almost un- 
der the enemy's works, got sight of their 
armament, etc., and heard the men talk- 
ing, disproving the report of his engi- 
neer on an important point. 

He was under fire at Antietam sev- 



14 



ILLINOIS CENTRAL MAGAZINE 



eral times; each for a considerable per- 
iod, and with great exposure, both from 
artillery and infantry at many criti- 
cal periods of the day. George Tick- 
nor Curtis also says in The Atlantic 
Monthly, in his article, "McClellan's 
Last Service to the Republic," 1880: 
"Once he rode along the lines to draw 
the fire of a concealed battery to find 
it." It opened on him and his staff as 
soon as within range. It is said he was 
not acting under orders at South Moun- 
tain or Antietam, and had he lost, per- 
haps the ambiguous order of September 
2nd might not, or might have saved him 
from a courtmartial trial for reckless- 
ness. 

Most public men live two lives; that 
known to the public may be very differ- 
ent from that known only to intimates. 
McClellan was popular with both. "His 
was no unfeatured soul." Frequently 
when he seems to be letting an oppor- 
tunity slip, according to the observer's 
opinion, he, himself, in the whole combi- 
nation of circumstances had good rea- 
sons for further delay. His conclusions 
were at least logical, based on the facts 
before him as he understood them. On 
convictions so obtained a conscientious 
soldier must have the courage of his 
convictions. He can not do otherwise 
and retain his self-respect. 

It is worth while to note that almost 
any one who will go over the battle- 
ground of Seven Pines in wet weather, 
and test the Chickahominy swamps, will 
appreciate General McClellan's wish to 
try some other route to Richmond. 
About two years ago the old colored 
sexton said he was still finding skeletons 
of soldiers in that grewsome wilderness. 
Secretary of War Stanton later said of 
that swamp : "The like of which we did 
not imagine existed this side of the 
Isthmus of Darien until we saw it." 

But that was too late to help the 
regiments that died there, or to give 
comfort to the broken-hearted Gen- 
eral who had to send them to their 
death. 

One significant fact in McClellan's 
history may be found in something 



told in his Own Story : "During the 
Autumn of 1861, after arriving in 
Washington, I discontinued the prac- 
tice of returning fugitive slaves to 
their owners." 

General and Governor McClellan 
died at his home in Orange, New Jer- 
sey, on Thursday, October 29, 1885, 
after he had declined the office of Min- 
ister to Russia, offered him by Presi- 
dent Cleveland. 

His death affected the popular heart 
as nothing else had done since the 
assassination of Lincoln. 

A letter to his wife, written from 
New Bridge, on the Chickahominy 
river, Va., 7:30 a. m., June 10, 1862, 
during that terrific struggle, gives a 
good insight into the basic character 
of the man called upon to endure things 
which the power of the General could 
not prevent or alleviate: 

"It is raining hard, and has been for 
several hours. I feel almost discour- 
aged that is, I would do so did I not 
feel that it must all be for the best, 
and that God has some great purpose 
in view through all this. It is certain 
there has not been for years and years 
such a season ; it does not come by 
chance. I am quite checked by it. 
First, the Chickahominy is so swollen 
and the valley so covered with water 
that I cannot establish safe communi- 
cation over it; then again, the ground 
is so muddy that we cannot use our 
artillery; the guns sink up to their 
axle-trees. I regret all this extremely, 
but take comfort in the thought that 
God will not leave so great a struggle 
as this to mere chance. IF HE EVER 
INTERFERES WITH THE DESTI- 
NIES OF MEN AND NATIONS, 
THIS WOULD SEEM A FIT OC- 
CASION FOR IT." 

But sometimes, 

"The spirit of the Lord and a dispo- 
sition to storm works" is not sufficient 
even when aided by the highest skill 
of the Soldier and the Engineer, backed 
by the courage of the Patriot and the 
Hero. 



PUBLIC OPINION 



Wfiat the 




World thinks 



PRESIDENT MARKHAM DENIES 

Illinois Central Railroad Company 
Office of the President 

Chicago, June 1, 1915. 
Hon. Geo. R. Edwards, McCool, Miss. 

Dear Sir I have had an opportunity 
to read a small pamphlet, presumably 
issued by you as a campaign docu- 
ment, addressed to your constituents 
in the interest of your candidacy for 
re-election as railroad commissioner 
for the first supreme court district of 
Mississippi. 

On page 7 of the document I find 
the following language : 

"Are you at all surprised to learn 
that the railroads want you to vote 
against me for railroad commissioner? 
Don't you suppose that the railroads 
would be willing to spend $10,000 to 
beat George Edwards for railroad com- 
missioner?" 

Again on page 12, occurs this lan- 
guage : 

"There are several men running 
against me. I do not doubt that the 
railroads will do everything within 
their power to encompass my defeat. 
I am in their way. I am costing them 
too much money. They cannot do as 
they wish so long as I am on the job. 
They cannot control me, therefore, 
George Edwards must be defeated." 

The language you employ is very 
general and, of course, I fully recog- 
nize the fact that you make no spe- 
cific charge that the railroads of Mis- 
sissippi have spent money or used any 
other means to bring about your de- 
feat. Nor do you refer in this connec- 



tion to the Illinois Central or the 
Yazoo and Mississippi Valley by name. 
Yet, in another connection, you do re- 
fer to these lines of railroad, and I 
have felt that, in the absence of any 
denial, some people in Mississippi 
might infer that the railroad com- 
panies which I represent are dabbling 
in politics in the state of Mississippi. 
I, therefore, hasten to assure you and 
through you the people of the state, 
that neither the Illinois Central nor 
the Yazoo & Mississippi Valley has at- 
tempted to influence a single vote in 
Mississippi, nor to elect or defeat any 
candidate for any office in that or any 
other state in which these railroads 
operate. This is the settled policy of 
these roads, and neither you nor any 
other citizen need fear that this policy 
will be departed from in the slightest 
particular in this or any other cam- 
paign. Our sole business is that of 
transportation, and to this we direct all 
of our efforts. We have neither the 
right nor the inclination to meddle in 
politics. A strict adherence to this 
rule, manifestly, makes it improper for 
me to refer to anything else in your 
statement and I refrain from doing so. 
Of course, I can only speak for the 
roads with which I am connected. 

Doubtless your pamphlet has been 
given wide circulation and, therefore, 
I feel justified in making this an open 
letter and giving copies of it to the 
press. Very respectfully, 

(Signed) C. H. Markham, 
President. 
Vicksburg Herald, June 5, 1915. 



15 



16 



ILLINOIS CENTRAL MAGAZINE 



EDITORIAL. 

George Edwards bases his claims 
to election as railroad commissioner 
on the fact that he "is an enemy of 
the railroads." It is a splendid chance 
for the voters to tell Mr. Edwards to 
go way back and sit down. The rail- 
road commission is a court. The mem- 
bers of the commission are supposed 
to pass upon questions without prej- 
udice, and with fairness and justice 
to all concerned. Yet here is a man 
appealing to the people to elect him 
a commissioner on the grounds of his 
enmity to the railroads, questions con- 
cerning which are to be adjudicated 
at every meeting of the board. A 
sweet-scented judge Edwards would 
make! We do not want his kind on 
the railroad commission, or any other 
commission. We want broad-minded, 
business-like, well-poised men, who 
will deal justly with the people and 
the railroads. Men who will advance 
the material interests of the state and 
not cripple them. Deer Creek Pilot, 
June 11, 1915. 



THE TIRADE OF EDWARDS. 

Railroad Commissioner George R. 
Edwards is so far behind the times 
that he imagines that he can win popu- 
larity, and, incidentally, get himself re- 
elected, by attacking the railroads. 

That old stuff used to go great with 
the voters, but it is no longer effective. 
The time was when almost any sort 
of human misfit could grab himself an 
office merely by cussing the railroads 
more vigorously than some other fel- 
low, but it's a political trick that don't 
work any longer. 

The people of the United States have 
been given an awakening. They now 
see clearly the connection between the 
present state of depressed business and 
the present status of railway credit 
assassinated by place-hunting politi- 
cians and cantankerous demagogues'. 

Because of the many unjust attacks 
made upon them from irresponsible 
quarters the railroads have been unable 
to earn dividends for their stockholders 
or to make any improvements or ex- 
tensions for the betterment of service. 



As a result, all other lines of business 
have suffered keenly. You cannot cut 
the arteries of commerce without caus- 
ing the life blood to flow from all veins 
of business. 

Mr. Edwards may not realize the 
fact, but the people of Mississippi do 
not want a destructive administration 
by our railroad commission. They have 
suffered enough from that foolish 
policy, and it is now their desire to see 
a commission in power that will adopt 
a constructive policy to encourage the 
construction of new railroads in our 
state, and bring about a general im- 
provement of conditions. And Mr. 
Edwards has conclusively proven that 
he is not the man for that sort of work. 
Jackson, (Miss.) Daily News, June 
18, 1915. 



ATTORNEY GENERAL SAYS 
ROADS ARE ANTAGONISTIC 

Attorney General Collins in a state- 
ment given out yesterday afternoon 
criticised the management of the Illi- 
nois Central and Yazoo & Mississippi 
Valley railroads, saying "it seems to be 
the policy of these roads to antagonize 
the Railroad Commission, the Legisla- 
ture and the people of the State." 

In the statement he declares that he 
had an agreement with the railroads 
enjoining the enforcement of the elec- 
tric headlight law to the effect that the 
policy of the roads in this State would 
be governed by a similar case before 
the Georgia courts, that in Georgia the 
law has been upheld and that the roads 
are now attempting to shield them- 
selves behind an act of Congress. 
The Statement 

The statement of Attorney General 
Collins in full is as follows : 

"I am surprised at the action of the 
I. C. and Y. & M. V. railroads in 
again contesting the validity of the 
Mississippi electric headlight law. I 
don't know a single locomotive engi- 
neer in the State unfavorable to the 
electric headlight. Numbers of them 
have advised me that the electric head- 
light has saved the lives of many men. 
women and children and much of the 
railroad's property. Aside from this, 



ILLINOIS CENTRAL MAGAZINE 



17 



in 1912 immediately after the law was 
enacted, the I. C., Y. & M. V. and the 
L. & N. railroads enjoined the officers 
of the State from enforcing the law. 

"I entered into an agreement with 
Mr. Mayes, of this city, attorney for 
the I. C. and Y. & M. V. Railroad 
Companies, and also with Hon. George 
L. Smith, of Mobile, Alabama, repre- 
senting the L. & N. Railroad Com- 
pany, that the Mississsippi case would 
be disposed of according to the decision 
of the Supreme Court of the United 
States in the Georgia electric headlight 
case which was then pending in the 
Supreme Court of the United States. 
About a year ago the Supreme Court 
of the United States upheld the Geor- 
gia law and at the next term of the 
United States Court held in Jackson, 
an order was entered upholding the 
Mississippi law and giving the rail- 
roads ninety days in which to comply 
with it. The ninety days has long since 
expired and the railroads should have 
equipped all their engines with head- 
lights. I am informed that the L. & N. 
has complied with the court's order. 

"I am also informed that the I. C. 
and Y. & M. V. have not complied with 
the court's order and are simply using 
a recent act passed by Congress as an 
excuse for again refusing to comply 
with the Legislature's effort to force 
them to adopt a light that will enable 
the engineer to see where he is going. 

"I don't suppose I ought to be sur- 
prised though at the action of the I. C. 
and Y. & M. V. railroads, for it seems 
to be the policy of these lines to an- 
tagonize the Railroad Commission, the 
Legislature and the people of the State 
on substantially every proposition in- 
itiated by them. This is abundantly 
evidenced by the fact that the State 
has more litigation with these lines, 
which are under one management, than 
with all the other railroad lines of the 
State combined." Jackson Clarion- 
Ledger. 



A FRANK STATEMENT FROM 
JUDGE MAYES 

Editor Daily News : I have just re- 
turned from a somewhat prolonged 



absence from Jackson, and the Clarion- 
Ledger of last Friday, June 18, has 
been handed to me, in which there is 
an article headed "Attorney General 
Says Roads Antagonistic," and the 
substance of which is a complaint of 
the action of the Illinois Central and 
Yazoo & Mississippi Valley Railroad 
Companies in connection with the 
headlight matter. 

The reporter says that the attorney 
general declared that he had an agree- 
ment with the railroads to the effect 
that the policy of the roads in this 
state would be governed by a similar 
case before the Georgia court, etc. 

What the attorney general said, ex- 
actly as given by the reporter, was 
this: 

"I entered into an agreement with 
Messrs. Mayes & Mayes of this city, 
attorneys for the I. C. and Y. & M. V. 
Railroad Companies, and also with 
Hon. George L. Smith of Mobile, Ala., 
representing the L. & N. Railroad 
Company, that the Mississippi case 
would be disposed of according to the 
decision of the Supreme Court of the 
United States in the Georgia electric 
headlight case, which was then pend- 
ing in the Supreme Court of the 
United States." 

And the attorney general himself, as 
quoted by the reporter, goes on and 
states that the pending case was so 
disposed of. Continuing the quotation, 
he says: 

"About a year ago the Supreme 
Court of the United States upheld the 
Georgia law, and at the next term of 
the United States Court held in Jack- 
son an order was entered upholding 
the Mississippi law, and giving the 
railroads ninety days in which to com- 
ply with it." 

Thus the attorney general's own 
statement shows that the case was dis- 
posed of in the Federal Court in ac- 
cordance with the agreement. The re- 
porter's statement that the attorney 
general said that the agreement was 
that the policy of the roads would be 
controlled by that case, is entirely un- 
warranted by his interview, as he him- 
self quotes it. 



18 



ILLINOIS CENTRAL MAGAZINE 



The complaint which the attorney 
general makes is, exactly, that after 
the decree was so entered the railroad 
companies did not proceed to carry out 
the decree, and are now engaged in 
resisting the enforcement of it. But 
as he himself shows, in the interview 
quoted, there was no agreement what- 
ever about what would be done after 
the decree was rendered. 

The decrees were rendered on the 
12th day of November, 1914. At that 
time it was anticipated that in the 
practical execution of those decrees 
various difficulties would arise, and it 
might be necessary for the court, in 
supervising the enforcement of the de- 
crees, to make other and further orders 
in the case; and for that reason the 
final sentence in each decree, both in 
the Illinois Central and in the Yazoo 
& Mississippi Valley case, was as fol- 
lows: 

"And this case is retained in this 
court for such further orders and de- 
crees as shall seem to be needed." 

Thus the court expressly retained 
jurisdiction of the matter for further 
action. 

At the time when those decrees were 
entered, it was not anticipated by 
either party (at least, I know it was 
not anticipated by the railroad " com- 
panies, and I believe it was not an- 
ticipated by the attorney general) that 
there would be any change in the law 
itself, under which those decrees were 
rendered, and for the enforcement of 
which those decrees, on their face, 
were passed. 

The point in the litigation had been 
that the railroads contended that then 
the Mississippi statute of 1912, requir- 
ing the railroad companies to equip 
their locomotives, used in the state of 
Mississippi, with electric headlights of 
a certain defined power, was a law 
which the Legislature of Mississippi 
had no power to enact, for the reason 
that the equinment of locomotives was 
provided for by an act of Congress ; 
that the Congress of the United States, 
having taken control of the subject, the 
Legislature of the state had no power 
over it, and no right to pass such a 



statute. The carrying out of that stat- 
ute, by equipping all the locomotives 
with electric headlights would cost the 
railroad companies a very large sum of 
money more than one hundred thou- 
sand dollars, as claimed and accom- 
plish no beneficial results. The rail- 
road companies believed, and they 
were prepared to show evidence to the 
effect, that the electric headlight is not 
the best headlight; that it had many 
elements of danger, which it was very 
desirable to avoid. The United States 
statute which was supposed to control 
the matter was the act of Congress 
of February 17, 1911, known as the 
"Boiler Inspection Act." The litiga- 
tion which was originated by the Sea- 
board Air- Line in Georgia, and which 
was then pending before the Supreme 
Court of the United States was based 
on the proposition that the boiler in- 
spection act of 1911 included the in- 
spection of headlights. But the deci- 
sion made by the Supreme Court of 
the United States in that case, and to 
which Mr. Collins alludes, held that the 
act of Congress, as it then existed, was 
not broad enoueh to include headlights, 
and, therefore, that the power still re- 
mained with the state legislature to 
legislate on the subject of headlights. 

When that decision was rendered, 
therefore, in accordance with the 
agreement made and in full perform- 
ance of it, the Illinois Central and the 
Yazoo & Mississippi Valley Railroad 
Companies submitted to have entered, 
in the two cases, in the Federal Court 
here, the decree to which General Col- 
lins refers, being the decrees of the 
12th of November, 1912. 

The railroad companies entered im- 
mediately upon the fulfillment of the 
decrees of the court. Mississippi, 
however, is not the only state that en- 
acted laws of this kind ; and the re- 
quirements had become so general 
throughout the 14 states through 
which the Illinois Central operates 
that it was necessary for it to place 
an order for twelve hundred electric 
headlights, and this they did, as I am 
informed. The company did every- 
thing it could to facilitate the de- 



ILLINOIS CENTRAL MAGAZINE 



19 



livery of those headlights, and the in- 
stallation of the same on locomotives, 
as they were received. It was neces- 
sary to distribute them on different 
portions of the road. Up to this time 
the manufacturers have been able to 
deliver to the company only about 
three hundred of these headlights, 
which have been installed. I am in- 
formed by the president that the pol- 
icy of the company is to continue this 
work until all main lines are equipped 
with electric headlights ; and it is not 
true that the company has refused to 
enter on this work, or has suspended 
the progress of it, in the manner in 
which the article, quoted from above, 
indicates. 

In this attitude of the case, and 
while the work was progressing, under 
the decree, as rapidly as the company 
could obtain headlights to be delivered 
from the manufacturers, Mr. Moncure 
Dabney, who claims to have been the 
originator of the headlight bill, in the 
state Legislature, appeared in Jack- 
son ; and a newspaper report of him 
was published in the Jackson Daily 
News of Saturday, May 29th, see page 
3, column 2, bottom, in which it was 
reported that action would be taken at 
an early date, by authorities in differ- 
ent counties, to secure indictments 
against the two railroad companies, on 
account of alleged failure to comply 
with the headlight law of 1912. 

It was this action by Mr. Dabney, 
thus reported in the newspapers, and 
this statement that these indictments 
were going to be obtained by the au- 
thorities in different counties, which 
caused the filing of the supplemental 
bill, of which Mr. Collins now makes 
complaint. A copy of that article was 
sent to the railway authorities, in Chi- 
cago, on May 31st, and in response 
thereto, I received instructions to pre- 
pare and file the supplemental bills 
that were filed, "with a view of an- 
ticipating any action that may be 
taken by the state authorities." 

The bills of injunction were accord- 
ingly prepared, and were filed on June 
15th. That is to say, the tenth day 
after I received those instructions, 



which were immediately provoked, as 
is shown above, by the threat to have 
the two railroad companies indicted in 
various quarters in the state, for not 
doing a thing which they were doing 
as fast as they could get it done. 

Now, in the meantime, the congress 
of the United States, manifestly in or- 
der to meet the decision of the supreme 
court to the effect that the "boiler in- 
spection act" of 1911 was not suffi- 
ciently broad to cover the inspection 
of headlights, passed another statute, 
with broader terms, and made so broad 
as to cover all the appliances of a lo- 
comotive ; and this statute was ap- 
proved by the president, March 6, 
1915. 

Of course, it put quite a different as- 
pect on the whole situation ; and as 
the law now stands, the state statute 
is entirely displaced. The state au- 
thorities have no power over the mat- 
ter at all, and the whole question has 
been taken over by the federal au- 
thorities. The decision of the Seaboard 
Air Line, case was met, and in effect 
set aside, and the decrees of Nov. 12th, 
1914, mentioned above, were made of 
no account. But this was the action of 
congress, not the railroad companies. 
It was not even certain that when the 
companies should go ahead, and install 
those electric headlights, according to 
the specifications contained in the Mis- 
sissippi act of 1912, such headlights 
would meet the approval of the federal 
inspectors, and they might all be reject- 
ed. It is not even certain that the 
federal inspectors will want electric 
headlights at all. They may prefer the 
acetylene gas lights, which many ex- 
perts prefer ; and which, if this case had 
gone to trial on the facts, it was the 
expectation of the railroad companies 
to prove were the better lights, being 
sufficiently strong and clear; and not 
being subject to some of the most se- 
rious objections to the electric head- 
lights. 

But it will be observed that, not- 
withstanding the passage of that act 
of congress, the railroad companies 
did not suspend the installation of the 



ILLINOIS CENTRAL MAGAZINE 



electric headlights, and did not do any- 
thing to retard the progress of that 
work, until these people turned up here 
in Jackson with threats of criminal 
prosecutions at various points in the 
state. 

Judge Niles, as shown above, had 
retained these cases in his court for 
the making of further orders ; and the 
railroad companies appealed, by the 
supplemental bills, to his court in these 
same causes, for protection ; and also 
prayed that the decrees previously 
made be set aside, since the state law 
which they were intended to enforce 
had been nullified by an act of con- 
gress. It was imperatively necessary, 
in so important a matter, to have it 
settled whether the companies were 
under the authority of the state offi- 
cials, or that of the United States gov- 
ernment. 

The railroad companies now know 
well that what they do further, by way 
of installing electric headlights, in ac- 
cordance with the desire expressed by 
the Mississippi legislature is by them 
done voluntarily, and not under the 
coersion of that decree, which has been 
displaced by the act of congress. 

In this situation, I am authorized by 
the president of the company to state 



that, notwithstanding the act of con- 
gress, and notwithstanding all that is 
stated above, the company expects to 
persevere in this work of installation 
of electric headlights, until all the 
main lines are equipped ; at the same 
time, however, the railroad authorities 
do not believe that any necessity what- 
ever exists for the equipping with ex- 
pensive electric headlights of the loco- 
motives running on unimportant 
branch lines; and as to that they ex- 
pect to be guided, as to the future, by 
the obligation imposed on them, and 
to rely on the protection afforded to 
them, by the laws of the United States 
which have taken charge of the mat- 
ter. 

In conclusion, it seems to be a sin- 
gular attitude that any person in this 
country, whether he is a natural in 
dividual, or a corporation, is censured 
because he or it appeals to the courts 
of the land for protection in what he 
or it conceives to be his or its proper 
legal rights ; and for a judicial deter- 
mination of his or its attitude of re- 
sponsibility to answer to the state or 
the United States. 

EDWARD MAYES. 

Jackson Daily News, Wednesday, 
June 23, 1915. 



Ackerman Given Ten- Year Sentence 

Waives Time Following Conviction for Perjury 



Waiving the right to time to file a 
motion for a new trial and also time 
for sentence, J. W. Ackerman, who 
was convicted of perjury by a jury 
last week, was arraigned today before 
Judge Boies and given an indeter- 
minate sentence not to exceed ten 
years in the reformatory at Anamosa. 

Judge Boies granted defendant 
thirty days in which to prepare a mo- 
tion for new trial and set July 1 as 
sentence day. On request of the de- 
fendant these orders were set aside. 

Ackerman, who has been in the 



county jail for the past seven months, 
decided to waive time and take his 
sentence now, so that he might be 
credited with time. Sheriff Hender- 
son will take the prisoner to Ana- 
mosa within a day or two. 

This is one of the few convictions 
for perjury in Iowa, and for this rea- 
son the case has attracted widespread 
attention. The perjury for which the 
defendant was found guilty was in 
connection with testimony he gave at 
the last September term of court in 
the damage suit for personal injuries 



ILLINOIS CENTRAL MAGAZINE 



21 



to Charles Scribner, a lad now seven 
years old. Waterloo (la.) Evening 
Courier, June 1, 1915. 



MY GUIDE 

By T. J. Van Alstyne, Cornell, M. E., 
'03, Alpha Psi of Chi Psi. 

' I A O respect my country, my profes- 
sion and myself. To be honest 
and fair with my fellow-men, as I ex- 
pect them to be honest and square 
with me. To be a loyal citizen of the 
United States of America. To speak 
of it with praise and act always as a 
trustworthy custodian of its good 
name. To be a man whose name 
carries weight with it wherever it goes. 

To base my expectations of reward 
on a solid foundation of service ren- 
dered ; to be willing to pay the price 
of success in honest effort. To look 
upon my work as an opportunity to 
be seized with joy and made the most 
of and not as a painful drudgery to be 
reluctantly endured. 

To remember that success lies with- 
in myself, in my own brain, my own 
ambition, my own courage and deter- 
mination. To expect difficulties and 
force my way through them ; to turn 
hard experiences into capital for fu- 
ture struggles. 

To believe in my proposition, heart 
and soul ; .to carry an air of optimism 
in the presence of those I meet; to 
dispel ill temper with cheerfulness, kill 
doubts wtih a strong conviction, and 
reduce active friction with an agree- 
able personality. 

To make a study of my business, to 
know my profession in every detail, to 
mix brains with my efforts, and use 
c vstem and method in my work. To 
find time to do every needful thing by 
never letting time find me doing noth- 
ing. To hoard days as a miser hoards 
dollars ; to make every hour bring me 
dividends, increased knowledge or 
healthful recreation. 

To keep my future unmortgaged with 
debts ; to save as well as earn. To cut 
out expensive amusements until I can 
afford them. To steer clear of dissipa- 



tion and guard my health of body and 
peace of mind as a most precious stock 
in trade. 

Finally, to take a good grip on the 
joys of life, to play the game like a 
man ; to fight against nothing so hard 
as my own weaknesses, and endeavor 
to grow in strength a gentleman, a 
Christian. 

"So may I be courteous to men, faith- 
ful to friends, 
True to my God, a fragrance in the 

path I trod." 

C. & O. Ry. Co. Employes' Maga- 
zine, May, 1915. 



TROUBLE AHEAD 

'"THE baggage problem in America 
has been simpler and more satis- 
factory, from the point of view of the 
traveling public, than in any other 
country. For this reason habitual 
travelers will view with annoyance the 
plan of compulsory baggage valuation, 
baggage insurance, baggage red tape, 
announced by the railroads under the 
Cummins act. Persons who are not 
habitual travelers, but who are occa- 
sionally passengers upon railroads, will 
view the change with positive alarm 
All complications attending travel are 
alarming to persons who are not prac- 
ticed travelers. All simplifications are 
rejoiced in by everyone who goes any- 
where. America has led other coun- 
tries in making it easy, from all points 
of view save the financial, to get about. 
It costs more to go by train in the 
United States than it does in many 
countries, but having paid the cost the 
traveler is or has been free to for- 
get about his baggage and enjoy his 
book or an idler's view of a lively out- 
of-the-window panorama. 

It is not quite clear just what benefit 
will accrue to anyone under the new 
arrangement. The railroads, apparent- 
ly, have found the established plan of 
baggage carrying satisfactory. That 
part of the public which is American 
born and not foreign-traveled has per- 
haps not been fully awake to its ad- 



22 



vantages. Americans who have trav- 
eled in Europe or the Orient have re- 
turned home with a keener apprecia- 
tion of the benefits of American citi- 
zenship because of the freedom from 
unnecessary detail that makes Amer- 
ican travel restful in comparison with 
travel in countries in which it is neces- 
sary to enter into extended diplomatic 
conversations upon the question of get- 
ting- a trunk shipped, and where it is 
necessary to sign papers the signer's 
death warrant for all he knows before 
getting into the train. 

All customs or laws which have the 
effect of creating difficulties, however 
slight, which necessitate the consump- 
tion of time, inquiry, bother, confu- 
sion, anxiety at the railroad station, 
are damnable to the flustered, perspir- 
ing, harried ticket buyer. They are 
doubly so to the unfortunate employe 
of the road whose daily grind is to an- 
swer questions which appear of tre- 
mendous importance to the unaccus- 
tomed traveler, but seem senseless and 
superfluous to anyone to whom they 
are a part of the day's routine. 

The provision of the Cummins act 
necessitating the baggage bother 
seems an example of pestiferous leg- 
islation owing its existence to the ac- 
tivity of the discoverer of mares' 
nests. It seems likely to make bedlam 
in the railroad station, and make travel 
a trial, without accomplishing any pur- 
pose of such importance as to warrant 
the annoyance. Louisville Courier- 
Journal, June 7, 1915. 



THE STATE AND THE RAIL- 
ROADS 

/^AN it be that political sentiment 
in the state is implacable toward 
railroads, while in their material af- 
fairs railroads are invariably looked to 
by the people for helpfulness? For 
instance, a candidate has for his chief 
argument that he is a fighter of rail- 
roads, and that railroads would spend 
big money to secure his defeat. Such 
a claim to official preferment is pre- 
suming much, on railroad prejudice. 



For instance again, the people wish to 
build up a new industry. The first 
thing they do is told in the following 
telegram from West, Holmes county, 
on the Illinois Central Railroad be- 
tween Durant and Canton, of May 28, 
which says : "Six months ago the 
West creamery made its first shipment 
of butter, which was five pounds. To- 
day they shipped one car load of fine 
creamery butter to Chicago, which was 
sold in advance for a good price. The 
Illinois Central Railroad Company has 
done much for the success of this en- 
terprise." 

Of course in upbuilding such enter- 
prises, the railroad helps itself. Never- 
theless, such self help does not right- 
fully or by rule of reason, extinguish 
appreciation of liberal extension of 
community aid. This has been sup- 
plied in the promotion of the truck 
growing and stock raising industries, 
the establishment of experimental 
farms, turning the tide of farm home 
seekers to this state, in high water 
help, and in other way's too numerous 
to mention. Thus the I. C. road has 
added many millions to Mississippi 
values. In every community and on 
all occasions where the railroads can 
promote material public interests they 
are freely called upon, and invariably 
respond. 

Such a relationship with the people 
and their business interests should 
rightly and reasonably liberalize state 
railroad policy. It is well within the 
truth to say that the Mississippi facts 
are otherwise. With the inherent 
power of state corooration control and 
regulation no one would part. And 
yet so frequent have been the misuses 
of the power, so greatly has it been 
abused by corporation baiting dema- 
gogues, that it can not be looked upon, 
in its workings, as an unmixed good. 
Many instances of the truth of this 
assertion could be cited. About the 
brightest feather in the cap of the pro- 
fessional reformer is a law or a scheme 
for forcing railroads to do something. 
Legislation thus inspired usually 
proves a handicap to the roads without 



ILLINOIS CENTRAL MAGAZINE 



23 



benefiting the public. The latest local 
outcrop of this reform spirit noted, is 
clamor for the "full crew law," the 
utility of which has been thoroughly 
disproved in states where it has been 
applied. 

But in no other manner has the 
abuse of state authority in its exercise 
towards railroads been more flagrant 
than in the anti-merger prosecutions. 
Mississippi has employed, at an enor- 
mous contingent fee, Governor Brew- 
er's fellow townsman and right bower, 
the Hon. Jack Cutrer, in association 
with the Attorney General, to bring 
a confiscatory anti-merger suit against 
the I. C. road. At the same time a 
like anti-merger suit is being carried 
on by Attorney General Collins and 
another political magnate, Mr. Mc- 
Beath of Meridian, against the South- 
ern railway. 

If these two roads were the state's, 
most relentless enemies, instead of her 
greatest instrumentalities of public 
usefulness and help, no harsher means 
could have been devised for their in- 
jury and ruin. Can it be true that in 
the practice code of the demagogue, 
this is the surest way to official prefer- 
ment and re-election? And yet we in- 
fer from a recent alleged statement of 
Attorney General Collins that "the 
purpose of his anti-merger policy is 
not so much to collect money from the 
railroads as it is to secure the dissolu- 
tion of these companies, which are 
now owned and controlled by the same 
people" that it has dawned upon him 
that his demands upon these railroads 
for near a hundred millions in fines 
and penalties, is not approved by the 
people of the state. 

The good faith of the quoted qual- 
ifying statement is contradicted by the 
visible facts. If the Attorney General 
only seeks the "dissolution" of these 
companies, why has he not so pro- 
posed to them to accept their dissolu- 
tion without penalties? This was the 
course of the Federal Government, 
when it obtained the unmerging de- 
cree of the Pacific railroads ; a decision 
which furnished the precedent for the 



state's anti-merger suits. At the 
time, The Herald urged the Governor 
to apply for a like procedure by the 
Attorney General of the United States ; 
in the case of the I. C. and the Y. & 
M. V. R. R. Thus conducted, suit 
would have cost the state nothing, and 
a comparatively speedy conclusion 
reached. Instead these, enormous 
damage suits, at great cost to the state, 
have been carried on. There can be 
but one opinion of the state's suits, 
which is that "the purpose of the suit" 
is to harrass or intimidate the railroads 
involved into a compromise which 
would carry a big fee for Attorney 
General Collins, his brother-in-law and 
political creator, Lawyer McBeath, of 
Meridian, and Governor Brewer's 
"steady," Jack Cutrer, of Clarksdale. 
In the best interest of the state, and 
for its good name, the hope is ex- 
pressed that the greedy scheme may 
fail. Vicksburg Herald, June 5, 1915 



CAPTURE 20 MEN AND BOYS ON 
WAY TO MT. PULASKI. 



I. C. Officials Strike Terror When 

They Hold Up Train Loaded 

with Thirsty "Hoboes." 

Nine officials of the Illinois Central 
Railroad last night struck terror into 
the hearts of about twenty men and 
boys, most of whom were from Clin- 
ton, who were on their way to Mt. 
Pulaski. Headed by Superintendent 
G. E. Patterson, the officials stopped 
train No. 55 two miles east of Mt. Pu- 
laski and grabbed all but four of the 
trespassers as they came tumbling off 
the cars. And these four they caught 
later. 

Each One Known. 

The officials got the name and ad- 
dress of each of the trespassers. Then 
they turned them loose. All but three 
were local residents. These three were 
professional hoboes. One badly scared 
boy stammered out to H. L. Moffett, 
one of the officials : 

"Mr. Moffett, you know my father." 

"No," said Mr. Moffett, "but I know 
you." 



24 



ILLINOIS CENTRAL MAGAZINE 



To Break Up Trespassing. 

Superintendent Patterson and the 
other local officials have for some time 
been trying to hit on a plan to break 
up the heavy traffic on freight trains 
between Clinton and Mr. Pulaski. 
They are continually worried by the 
risk of loss of life run by the trespass- 
ers and last night's action inaugurates 
a scheme to stop some of the trespass- 
ing and incidentally to bring less 
liquor from Mt. Pulaski saloons. 
Officials Who Made Raid. 

Superintendent Patterson was ac- 
companied by H. L. Moffett and P. K. 
Hanley, trainmaster; M. Backus, road- 
master; S. C. Draper, superintendent 
of bridges and buildings ; Master Me- 
chanic O'Brien, A. G. Turlay, traveling 
engineer, and C. E. Lindsey, of De- 
catur, and C. W. Dill, special agents. 
The "Hold Up." 

They went to Mt. Pulaski yesterday 
afternoon by a roundabout way and 
then came out from Mt. Pulaski up the 
I. C. tracks about two miles. There 
they lined up on both sides of the road 
and when No. 55, leaving Clinton 
about 5:15, came along, they flagged 
it. At once heads popped out from be- 
tween the cars and when several of 
the "hoboes" recognized Charles Dill 
the exodus began. But the officers 
grabbed for them and only four got 
away and these hot-footed it up a road. 
Catch Them Later. 

The four who escaped were caught 
later when Officers Dill and Moffett 
got a car at Mt. Pulaski and went back 
over the road on which the four were 
coming into town. They got their 
names and addresses and turned them 
loose. 

May Prosecute Them. 

When pressed as to whether he 
would prosecute the trespassers or not, 
Superintendent Patterson said today : 

"We have not decided just what ac- 
tion to take but we may begin prose- 
cutions. But we are going to stop the 
trespassing on our lines. We are 
afraid somebody will be killed and we 
are determined to stop it." 



Mr. Patterson refused to give out 
the names of the men and boys caught 
in the raid. He is saving them for 
future reference. Clinton Daily Pub- 
lic, June 2, 1915. 



ILLINOIS CENTRAL RAILROAD 
LITERATURE. 

People must change their minds 
about what we used to call railroad 
literature, because it is no longer what 
it once was. In the old days railroad 
literature was looked upon with indif- 
ference by the public at large, because 
it consisted largely of time tables that 
no one but a railroad man could under- 
stand, and flaming posters which no 
one believed. Of late years the rail- 
roads have been giving increased and 
growing attention to what may be 
called railroad literature. A good many 
of these corporations maintain a 
monthly magazine and these are not 
infrequently of a high character from 
a literary standpoint. The Illinois 
Central Magazine for May is a pub- 
lication that will be interesting to the 
general reader. Capt. James Dinkins, 
long a resident of Memphis, and re- 
membered here by many of the older 
citizens, concludes! his story of the 
Illinois Central lines during the civil 
conflict. He tells how he became an 
Illinois Central man, and the names 
and incidents which he has collated 
and presented will be of absorbing in- 
terest to the older generation at least. 
Another good thing about these rail- 
road magazines is their liberality and 
public spirit. They take up particular 
cities and sections and advertise them 
widely. Of course this means that 
they are endeavoring to benefit them- 
selves and the business of the road 
represented ; but the cities and com- 
munities and sections profit by the 
publicity, no matter what its motive. 
Another valuable feature of the rail- 
road magazine is that it affords a ve- 
hicle and a voice to the employes, who 
are encouraged to express themselves. 
In this way the higher-ups often re- 
ceive many valuable tips and sugges- 



ILLINOIS CENTRAL MAGAZINE 



25 



tions that would never occur to them. 
This is of mutual benefit, because it 
brings employer and employe, superior 
and subordinate, closer together and 
puts them upon a more friendly plane. 
Friars Point Coahomian, May 29, 
1915. 



PAYING THE FIDDLER. 

A dry grin is going the rounds of 
the legal fraternity, in Vicksburg, the 
reason and cause for which is as fol- 
lows: 

During the term of the Warren 
county circuit court, which closed last 
week, there was tried the case of 
Wiley Wilson vs. the Y. & M. V. R. R. 
Wilson is a white boy who claimed to 
have received personal injuries while 
employed as apprentice in the railroad 
shops at Vicksburg. This is the case 
which was referred to in the contro- 
versy between the Vicksburg Times- 
Democrat and President Markham of 
the I. C. system. It will be remem- 
bered that the race question was in- 
jected into the discussion, it being as 
serted that the railroad company 
worked white apprentices under negro 
boiler-makers and that Wilson was 
hurt while so working. During the 
trial an attempt was made to substan- 
tiate this charge but failed, and the 
court ruled that the plaintiff had not 
made out his case and instructed the 
jury to bring in a verdict for the de- 
fendant railroad. 

As the plaintiff had been required to 
furnish bond for the costs, his attor- 
neys went on the bond, and as a result 
they will enjoy the privilege of paying 
the fiddler in the form of costs. Deer 
Creek Pilot, June 18, 1915. 



PROTECTING THE UPPER 
BERTH. 

The United States Supreme Court 
has at last called a halt on the as- 
saults on the upper berth. For years 
the upper berth has been the object of 
opprobious comments and the target 
of legislative vengeance. In vain did 
the sleeping car companies maintain 
that the upper berth was a very good 



berth and could be slept in very com- 
fortably. The antagonism .continued. 
It found gratification in the humilia- 
tion imposed on the upper berth by the 
reduction of its price below that 
charged for its lower associate. But 
it was not content to rest there. 

Divers Wisconsin legislators had 
noted with pain and indignation that 
upper berths were frequently made up 
before the said berth had been en- 
gaged. Now, from their point of view 
it was no doubt bad enough for an 
upper berth to be made up at all. But 
to have it made up before anybody had 
even called for it, thus cutting off the 
ceiling view of the tenant of the lower 
berth, apparently struck them as noth- 
ing less than an imposition which 
called for the stern correction of the 
law. Whence the statute passed in 
the legislature of that state forbidding 
this practice. 

But the United States Supreme 
Court stepped in on Monday and said 
that enough was enough. It did not 
expressly place its nullification of the 
law on the ground that "cruel and un- 
usual punishment" is forbidden by the 
Constitution and should not be meted 
out even to an upper berth. But there 
was probably something of this feeling 
in the court. It may now be taken as 
settled by the highest tribunal in the 
land that even an upper berth has some 
rights. Chicago Herald, Thursday, 
June 24, 1915. 



THE DAMAGE SUIT INDUSTRY. 

Following a series of sensational ex- 
posures of the fakers, ambulance chas- 
ers and professional witnesses in the 
courts of St. Paul, the Minnesota law- 
makers are now planning the enact- 
ment of statutes that will put a crimp 
in the damage suit industry which has 
been flourishing in that commonwealth 
for several years. 

The St. Paul exposures were com- 
plete and effective. Several firms of 
lawyers who had waxed fat on the 
business of concocting false damage 
and personal injury claims are now 
seeking new fields and pastures green, 



ILLINOIS CENTRAL MAGAZINE 



and it is not wholly improbable that 
some of them may drift into Missis- 
sippi, where the pickings of this sort 
have always been exceptionally good. 

The newspapers of St. Paul, without 
a dissenting voice, have been vigor- 
ously denouncing the professional 
grafters who have saddled an enor- 
mous expense on the taxpayers by 
bringing hundreds of personal injury 
suits into the state from other com- 
monwealths, and which ought to have 
been given trial in the states where 
injuries were alleged to have been re- 
ceived. 

The St. Paul Dispatch, in discussing 
the question in a recent issue, said : 

"On account of the outside personal 
injury litigation brought in here 
through the activities of soliciting law- 
yers and their agents, this county was 
recently burdened with the expense of 
establishing an additional judgeship, 
and even with this added facility the 
courts are still lamentably behind. 

"It is gratifying to learn that mem- 
bers of the legislature are looking into 
the situation. We think that they 
shall not have to look very far to see 
the injustice of the system which has 
wrought so much inconvenience to our 
own litigants. 

"In its last analysis, this thing nar- 
rows itself down to where there are 
about a half dozen soliciting lawyers 
and their agents on one side of the ques- 
tion and all of the people on the other. 
Are we going to besmirch the entire 
state simply that a few fellows with 
soiled hands may prosper out of all 
proportion to the rewards vouchsafed 
to honest and legitimate efforts? 

"It is injurious to good citizenship to 
allow this thing to go on. It is under- 
mining character. In their* anxiety for 
cases and coin of the realm lawyers 
and solicitors are tempted to take 
chances. Have we not witnessed a 
number of disgraceful episodes in our 
courts in connection with these for- 
eign cases? 

"There are hundreds of personal in- 
jury damage suits from other states 
annually brought in Ramsey county. 



Does any sane person having even a 
remote knowledge of how this traffic 
is carried on believe these cases come 
here naturally and legitimately? If 
there are no such persons then cer- 
tainly we are entitled to relief and, 
furthermore, we believe this is one 
question upon which the people are 
not divided but that the sentiment is 
all one way, barring, of course, the 
handful of beneficiaries of the per- 
nicious system as it now exists." 

We have had much experience of the 
same sort right here in Mississippi. 
Of late years it has become a very 
common thing for litigants from other 
states to come to Mississippi to seek 
satisfaction of personal injury claims, 
selecting for the filing of their suits 
those counties where strong prejudice 
exists against the railroads, and where 
they often receive heavy verdicts 
against the corporations, no matter 
how flimsy and unwarranted may be 
their claims. 

Many of the troubles with which 
Mississippi's judiciary system is now 
afflicted can be attributed to the dam- 
age suit lawyers, the faker, the pro- 
fessional witness and the jury fixer. 

Eight years ago we had only ten 
circuit judges in Mississippi, and they 
were able to attend to all the litiga- 
tion. Congested court dockets were 
rarely complained of. 

Today Mississippi has seventeen cir- 
cuit judges, and in more than one-third 
of the counties of the state the dock- 
ets are so badly congested that the 
judge is not able to dispose of more 
than one-half the business during the 
current court term. Much of this 
business consists of unjust or frivolous 
damage suits against common carriers, 
and as a result litigants who have 
claims involving real merit are com- 
pelled to wait two or three years be- 
fore they can get justice. 

On our supreme court docket today 
there are more than eight hundred 
cases pending. If the three judges 
would work continuously on the pend- 
ing business, giving no attention what- 
ever to new appeals filed, it would take 



27 



more than three years to clear the 
docket. It is the most distressing con- 
dition that has ever confronted judi- 
ciary system in this state. 

Examine those eight hundred appeal 
cases now pending before the supreme 
court and you will find that more than 
one-third of the number are damage 
suits against corporations. Scores of 
these suits are utterly without merit, 
but they have gained places on the 
docket, and cases of merit cannot be 
considered until they are out of the 
way. 

Any man with a just claim who 
wants to have his cause reviewed be- 
fore the state's highest tribunal may as 
well make up his mind that it will be 
at least three years before he can get 
a decision. The damage suit industry 
has the right-of-way. 

And, of course, the taxpayers are 
"paying the piper" for all his miser- 
able mess, while nobody derives bene- 
fit therefrom except the damage suit 
lawyer. The litigant, even if he is suc- 
cessful, is compelled to pay the lawyer 
fifty per cent of the judgment, and 
often has to wrestle the shyster mighty 
hard to get the other half. 

We have had much experience right 
here in Jackson with suits of this char- 
acter. At our last civil court term an 
entire week was consumed with the 
suit of a man from somewhere out in 
Nebraska, who claimed that he was in- 
jured in Memphis. There was not the 
least excuse on earth for bringing that 



suit to Jackson, cluttering up our court 
docket, displacing other litigants on 
the calendar who were entitled to have 
their cases tried, and imposing a heavy 
burden of expense on our taxpayers. 
Other counties of the state have suffer- 
ed more severely than Hinds in this re- 
gard, notably Pike, Copiah, Yazoo, 
Lincoln and Sunflower, which seem to 
be veritable Meccas for the ambulance 
artist, the fake claimant and the pro- 
fessional witness. 

Mississippi can well afford to follow 
the example that Minnesota is about 
to set in dealing with the damage suit 
industry. There should be a rigid lim- 
itation placed on actions of this char- 
acter, a denial of jurisdiction unless 
the claimant was actually injured in 
the country where he seeks to file suit, 
and a requirement that the damage 
suit lawyer, who has on his inside coat 
pocket a contract to receive fifty per 
cent of the judgment, must give bond 
to cover all court costs, and not hide 
his client behind a pauper's oath. 

Wholly aside from the fact that the 
railroads are being outrageously rob- 
bed by the damage suit sharks, our own 
sense of fairness and common decency 
ought to prompt us to put a quietus on 
this disreputable business that has 
usurped so large a place on the court 
dockets that no person, regardless of 
how much merit his cause may offer, 
can get a prompt hearing in our tri- 
bunals of justice. Editorial, Jackson 
(Miss.) News, May 27, 19 15. 





aqnolia./iliss. 

O^ Oleanest town in the state 

CVcxr. H/ . Norwood, 






Cr 



azetfe 



A CONTEST in public sanitation this 
** spring among" the cities and towns 
of Mississippi, which was initiated by 
the State Federation of Women's 
Clubs, and inspection and awards made 
by the State Board of Health, attract- 
ed not only the attention of the people 
of this commonwealth, but of the 
whole country as well. And when, 
after three official inspections had been 
made, the State Board of Health de- 
clared that Magnolia was the Cleanest 
Town in Mississippi, she was accorded 
national recognition as a place worth 
while. 

It is doubtless due to this high dis- 
tinction that she is given so prominent 
a place in this issue of the Illinois Cen- 
tral Magazine, and that its readers may 
learn from illustrations and sketch 
something of the history and progress 
of this community. 

Magnolia's history as a railroad town 
dates back to the year 1856, when the 
old New Orleans, Jackson & Great 
Northern Railroad was completed the 
first hundred miles from its southern 
terminus, and reached the then small 
and inconsequential village called Mag- 
nolia. 

But as far back as 1820, some pio- 
neer families of the older states had 
settled here. In that year, John Felder 



emigrated from South Carolina, halted 
his team on the banks of Tangipahoa 
River, and built a log cabin on the 
identical spot where the Illinois Cen- 
tral depot at Magnolia now stands. 
Four years later was born in that 
cabin the first white child ever born in 
Magnolia. This was Robert H. Fel- 
der, who still lives in this county, hale 
and hearty despite his great age of 91 
years. 

From this period to the coming of 
the railroad, 36 years later, but little is 
known of Magnolia. Indeed, the date 
when the settlement first attained the 
dignity of a name cannot be stated with 
certainty. It is legendary that a New 
Orleans lady, on her first visit here, 
was so impressed with the number and 
beauty of the magnolia trees, which arc 
still characteristic of the place, that she 
called it "Magnolia." 

The New Orleans, Jackson & Great 
Northern R. R. was completed to Mag- 
nolia in the fall of 1856, and soon the 
little town felt the stimulus of com- 
mercial activity which a railroad al- 
ways provides. 

Anselm H. Prewitt was then the 
owner of the land, and under his direc- 
tion the squares and streets were laid 
off as neatly and exactly as a checker- 
board. 



28 



30 



ILLINOIS CENTRAL MAGAZINE 



The location is ideal for a town. On 
its eastern border is the Tangipahoa 
River, a small stream of water fed by 
springs and clear as crystal. Its west- 
ern boundary is a beautiful little brook 
called Minnehaha. Between these two 
streams runs a ridge, and on the slopes 
of the elevation the town is built. 

The outbreak of the Civil War in 
1861 checked the groAvth of the town, 
which had been rapid since the coming 
of the railroad, as it did that of every 
other Southern community. The ensu- 
ing four years of Magnolia's history 
differs in no essential detail from that 
of every other city, town and village 
in the South. With all her able-bodied 
men enlisted in the war, the old men 
and women and children left at home, 
centered their thoughts upon the stern 
problem of daily sustenance. 

Fortunately, the tide of warfare 
flowed away frorrr Magnolia, and the 
town never suffered the ruin and deso- 
lation which fell upon many other 
communities of this state. But, with 
the establishment here in 1863 of a 
large hospital for the care of wounded 
soldiers, she saw the ripened harvest 
of battlefields. In the Magnolia cem- 
etery now there lie buried two hundred 
and twenty-nine soldiers whose iden- 
tity is unknown, and a beautiful cus- 
tom of the community is observed an- 
nually when on Decoration Day the 
school children strew these nameless 
graves with flowers. 

By vote of the people of Pike county 
in 1871, Magnolia became the county 
seat. Since December, 1816, the seat 
of justice had been located at Holmes- 
ville. The corner stone of the new 
courthouse at Magnolia was laid on 
May 27, 1876. This building, togeth- 
er with all the public records and 
county archives, was destroyed by fire 
in 1881. The court house was immedi- 
ately rebuilt, but the loss of the rec- 
ords was irreparable. 

A steady growth has characterized 
Magnolia from the location of the 
court house here to the present time, 
but the decade 1900-1910 witnessed her 
most rapid and substantial progress. 



During this period substantial brick 
buildings replaced the flimsy wooden 
structures in which the majority of 
commercial concerns transacted busi- 
ness. Many handsome residences were 
built and people began to pay atten- 
tion to the improvement of their homes 
and private premises. Several indus- 
trial enterprises were launched, the 
most important of these being the Mag- 
nolia Cotton Mills, in which nearly half 
a million dollars is invested. A hun- 
dred thousand dollar oil mill and a 
sixty thousand dollar compress were 
constructed during this period, as well 
as an ice factory and an electric light 
plant. 

The community began, also, to re- 
alize the importance of municipal im- 
provement. Up to this time typhoid 
fever was prevalent here. The water 
supply was obtained from wells and 
the subterranean springs were so near 
the sufrace that pollution was unavoid- 
able. Responding to suggestion by the 
town authorities, the people voted 
unanimously for the issuance of $25,000 
bonds for the construction of a water- 
works system. The work was begun 
at once. Four hundred feet deep an 
inexhaustible supply of water was ob- 
tained which the state chemist pro- 
nounced absolutely pure. Since then 
there has not been a single case of 
typhoid fever within the corporate lim- 
its traceable to local infection. 

A few years after the installation of 
water works, the board 01 aldermen 
constructed a sewerage system. Then 
followed the erection of a splendid 
modern school building, and after that 
the laying of concrete sidewalks and 
street crossings throughout the mu- 
nicipality. 

With electric lights, waterworks, 
sewerage, sidewalks and public build- 
ings, Magnolia can boast of more mu- 
nicipal improvements than any town 
of its size in the state, if not in the 
Union. 

All of these progressive steps were 
taken without friction. The unanimous 
vote on waterworks bonds was fol- 
lowed by a unanimous vote on school 



ILLINOIS CENTRAL MAGAZINE 



31 



bonds, and not the slightest objection 
has been made to any public improve- 
ment. 

The recent campaign conducted here 
in the Cleanest Town Contest devel- 
oped and emphasized the spirit of com- 
munity co-operation which exists in 
Magnolia to an uncommon extent. 

As soon as the regulations of the 
contest were promulgated by the Mis- 
sissippi Federation of Women's Clubs, 
Magnolia determined, as one man, to 
win the prize. 

There are two women's clubs here 
The Embroidery and the Musicians' 
Club. Since their organization several 
years ago they have been active in the 
work of civic improvement. So also 
has the men's social organization 
Stonewall Club. 

The club women got together and 
planned the work of making Magnolia 
the Cleanest Town in Mississippi. 
They called a mass meeting of citizens. 
The mass meeting appointed a Gen- 
eral, or Central Committee, and that 
committee named sub-committees to 
direct the various branches of the work. 
There were committees on business 
houses, streets and alleys, public build- 
ings, railroad right-of-way, waterworks 
and sewerage, vacant lots, private 
premises, and a committee composed 
exclusively of negroes was named to 
look after their part of town. 

Mass meetings were held every week 
when reports of committees were heard 
and the progress of the work discussed. 
The co-operation of county and town 
officials was enlisted and secured, and 
public buildings, including the county 
jail, received special attention. 

Magnolia had always been remark- 
ably clean and her people were notable 
for the pride they took in their indi- 
vidual premises. But never before had 
there been a community movement for 
a cleaner town. 

It is no exaggeration to say that 
every man, woman and child became 
enthusiastically a working part of this 
movement. There was no opposition, 
no pulling back anywhere discernible. 
During the last days of the campaign 



an inspection by members of the Cen- 
tral Committee disclosed the fact that 
every private premise had been put in 
order. The rich man, with his spacious 
lawns, always well-kept, down to the 
poverty-stricken negro in the rented 
cabin heard alike the call for cleanli- 
ness, and each performed the full meas- 
ure of his part. 

The town authorities backed the 
movement with legal command, and 
enacted an ordinance requiring the 
screening of all outside toilets in ac- 
cordance with the State Board of 
Health regulations. But it was never 
invoked against anybody, and when 
the official inspectors made their close 
and searching survey of sanitary con- 
ditions in Magnolia, they found every 
one of these common menaces to health 
barred to the typhoid fly and their dan- 
gers eliminated. 

During the last days of the cam- 
paign, "everybody worked" even 
"father." Half-hoiidays were given 
the school children, and under the di- 
rection of the club women, they swept 
the town's highways clean of waste- 
paper and trash of all kinds. 

Magnolia submitted to three official 
inspections. 

The first was made by the County 
Health Officer, Dr. W. D. Beacham, 
and the County Superintendent of Ed- 
ucation, S. W. Simmons. Their report 
to the State Board of Health showed 
a practically perfect score, only a frac- 
tion of one point being deducted by the 
inspectors. 

A week later, Dr. Walley, Chief San- 
itary Inspector of the State, made the 
second inspection. His investigation 
of conditions here was very thorough, 
and his report to the State Board put 
Magnolia at the top of the list of con- 
testing cities. 

But the State Board evidently de- 
sired to be indubitably certain that 
Magnolia was the Cleanest Town in 
Mississippi, and that her cleanliness 
was of a permanent character. All 
other towns and cities contesting for 
the prize were inspected and a full 
month elapsed before Dr. W. S. Leath- 



ILLINOIS CENTRAL MAGAZINE 



33 



ers, Director of Health in Mississippi, 
came here to make the last inspection. 

A few days later, the State Board 
made the awards, and Magnolia was 
declared to be not only the cleanest of 
towns in her class, but THE CLEAN- 
EST TOWN IN MISSISSIPPI. 

The growth of the town has been 
checked to some extent during the past 
four years by the havoc wrought by 
the Mexican boll-weevil in the cotton 
fields. 

Five years ago cotton was the chief 
money crop of farmers in this section, 
and the trade of every town depended 
largely upon the size of the crop and 
the price received for it. 

If the crop was good and the price 
at least ten cents a pound everybody 
was prosperous, in the sense that there 
was plenty of money in circulation. 
During the year the merchants fur- 
nished the farmers their supplies. Ba- 
con, corn, oats, meal, flour and all kinds 
of foodstuffs for man and beast were 
imported from the great food-producing 
states of the Middle West, to say noth- 
ing of horses and mules for farm work 
animals. 

In the fall of the year the farmer 
picked and ginned his cotton, hauled 
it to town and turned it over to the 
merchant. The latter credited the 
farmers' account with the proceeds of 
the cotton at current market prices. 
Sometimes there was a balance in fa- 
vor of the farmer; but more frequently 
he closed the year owing his merchant. 

Then came the Mexican boll-weevil 
and revolutionized the business of 
farming in this section. 

Pike county's cotton crop, which in 
normal years had averaged 25,000 bales, 
dropped as low as 3,000 bales. Last 
year, with weather conditions favorable 
to the destruction of the weevil, the 
crop amounted to approximately 8,000 
bales. 

This condition has forced the farm- 
er here to turn his attention to diver- 
sified farming. No longer are his best 
lands planted to cotton. He is grow- 
ing corn, oats, peas, hays, and the com- 



paratively few cotton acres on his place 
are regarded as a side-line. 

Heretofore the Texas fever tick so 
infested this country that the growing 
of cattle was unprofitable. Now, Pike 
county, under the direction of the State 
Live Stock Sanitary Board and the 
Bureau of Animal Industry of the U. 
S. Department of Agriculture, is de- 
stroying the ticks, and it is believed 
that by the first of next November the 
tick quarantine against the county will 
be lifted. 

Farmers are learning that the soil 
and climate of this section are the finest 
in the world for the production of cat- 
tle. The cut-over pine lands afford 
rich pasturage from March to Decem- 
ber, and during the mild winter the 
swamps of small streams and rivers 
furnish an abundance of green stuff. 

There are unmistakable indications 
that prosperity is returning to the 
farmer, and that it will be a prosperity 
resting upon foundations so broad and 
deep that it will be permanent. 

Already the importation of foodstuffs 
here has shown a marked decrease, and 
farmers in this territory are learning 
that the best place for a farmer's corn- 
crib and smoke house is on his farm 
and not in the store of the merchant in 
town. 

The remarkable co-operation of the 
people of this community, and the free- 
dom from factional strife which the 
town enjoys, have been largely respon- 
sible for its substantial growth. 

Not only so, but the moral tone of 
the community is high. Law and or- 
der prevail here. There is no rowydism 
on the streetsj no drunkenness in pub- 
lic; no dens of infamy; no places of ill- 
repute. 

There is not an habitual drunkard 
in Magnolia; nor a professional gam- 
bler, nor a common loafer. 

Even the negro population large, as 
it usually is in Southern towns is 
peaceable and law abiding, and, seem- 
ingly, imbued with the spirit of civic 
righteousness. 

All the leading denominations are 



(0 

CO 



o 

8 



K 




ILLINOIS CENTRAL MAGAZINE 35 

represented here- -Baptist, Methodist, nolia in furnishing superior train ser- 

Presbyterian, Episcopalian and Cath- vice, and there are six trains going 

olic and all have creditable houses of south and five going north, which make 

worship. regular stops. 

The distance to New Orleans is just Taking everything into considera- 

98 miles, and the fast trains of the II- tion, there is no better place in the 

linois Central make the run in two world to live than Magnolia the 

hours and forty minutes. The railroad BEST, as well as the CLEANEST 

has been exceptionally good to Mag- TOWN IN MISSISSIPPI. 



Cleanest Town in Mississippi Campaign 

That the award of first place, Class C, in the "Cleanest Town in Missis- 
sippi Contest" to Magnolia, is not only gratifying to the people of that grow- 
ing and thrifty little city, but to the management of the Illinois Central R. R. 
Co. as well, is evidenced by the following correspondence : 

June 12, 1915. 

Mr. C. H. Markham, Pres. I. C. R. R. Co., 
1201 Michigan Ave., 

Chicago, 111. 
Dear Sir: 

We, the Central Committee for Magnolia, Mississippi, in the recent 
"Clean Up" contest between the cities, towns and villages in this state, desire 
to express the grateful appreciation of this entire community to the manage- 
ment of the I. C. R. R. Co., and especially R. S. Brent, agent, and his helpers, 
Section Foremen J. N. Holmes and Albert Brent, for their splendid efforts in 
the work which contributed so much in enabling Magnolia to win the prize 
for being the cleanest town of its class, plus the distinction of being pro- 
nounced by the Mississippi State Board of Health the cleanest town in the 
state of Mississippi. 

Very respectfully, 

MRS. J. E. NORWOOD, 
MRS. R. E. JONES, 
J. S. MOORE, 
F. C. KORNRUMPF, 
C. E. BRUMFIELD, 
E. W. REID, 

Central Committee. 
Mrs. J. E. Norwood, June 15, 1915. 

Magnolia, Miss. 
Dear Madam : 

I beg to acknowledge receipt of letter dated June 12th, signed by yourself 
and others constituting a Central Committee for Magnolia in the recent 
"Clean Up" contest, and am very appreciative of the spirit which prompted 
you in writing me on the subject. It is gratifying to know that our people 
were of assistance in the work which enabled Magnolia to gain the distinc- 
tion of being the cleanest town in the state (which is indeed an honor), and 
the matter will be brought to the attention of the employes interested. 
Again thanking you, I remain, 

Yours very truly, 

C. H. MARKHAM. 



it-would, be an. unruly cow that 
would not be docile under 

such conditions 





Traffic 
Departm^l 

wth 1 




A Little Dinner Party 



T HAVE my belief, even now, that the 
* Rambler was deliberately going to 
cut me. and only thought better of it 
when he saw that the Trunk Lady was 
inclined to vouchsafe to me the com- 
mon courtesy of a passing acquaint- 
ance. It all occurred on Michigan 
avenue, Chicago, near one of the great 
hotels that face that famous boulevard; 
and, of course, when I mention the 
"Trunk Lady" I refer to she whom 
we met at the Gulf Coast resort and 
whom the Rambler slightly assisted, in 
line with his duty, to recover a lost 
trunk. She to whom I was introduced 
as well as the Rambler, but for whom 
1 had ever since thought the Rambler 
displayed more interest than the sim- 
ple facts warranted. But after all, I 
doubt if I really blame the Rambler 
for that evident temptation to cut me 
when I recall that I caught him stand- 
ing before a shop window with two 
ladies, one of them the Trunk Lady, 
to whom he was pointing out something 
about the gorgeous display of ladies' 
gowns that were temptingly arrayed 
behind the plate glass. I myself had 
just turned on to the avenue from off 
Congress street, and came unexpected- 
ly upon the trio, much evidently to 
the Rambler's embarrassment. In 



turning his head toward one of the 
ladies in the course of his remarks as 
to what interested him in that window, 
he for an instant looked me full in the 
face, and that he recognized me I am 
sure by his expression. But he turned 
quickly away, and would have, I am 
sure, been only too glad to let me pass 
along without acknowledgment but 
for the Trunk Lady herself. She too 
had seen me, and much to my surprise 
not only remembered me but gave me 
a little nod and smile of recognition. 
Of course, it was then all off with the 
Rambler's riding a high horse so swift- 
ly by me. So he came down, and af- 
ter a cordial greeting, at which he pro- 
fessed pleasure at my having so op- 
portunely happened along, introduced 
me to the other lady and proposed that 
we four make up a little dinner party. 
As the ladies rather indicated that such 
would be agreeable to them, I acceded 
with an inward chuckle at the Ram- 
bler's 'smoothness in thus dividing his 
responsibilities as a host. ''Case of 
three being a crowd," I thought to my- 
self. It will be nearer "two is com- 
pany" for him if in dividing my atten- 
tions I unconsciously talk more to the 
Trunk Lady's friend than to her. In 
truth, that thought rather pleased me, 



37 




Business Section, Magnolia., Miss. 



i 




ILLINOIS CENTRAL MAGAZINE 



39 



for the friend seemed very charming, 
whereas I was rather afraid of the teas- 
ing procilivities of the Trunk Lady as 
I had noticed them during her evening's 
chat with the Rambler at the Southern 
resort. 

As may be imagined, the Rambler 
led off to one of the famous cafes on 
the avenue, and we four were soon 
seated around a table in a cozy corner. 
For the want of something better to 
say at the moment, as the waiter wa.-> 
taking our joint order from the Ram- 
bler, I asked the Trunk Lady's friend 
if she resided in Chicago. Before she 
could reply the former laughingly 
broke in with, "Of course not! Didn't 
you catch her name Miss Ouri? That 
would indicate she is from the 'show 
me' state, would it not?" "I'm not 
from Missouri. I am from Texas !" 
was the quick but good-natured re- 
joinder. "I will admit, though," she 
went on, "that I am being shown as 
far as Chicago is concerned. It's a 
funny thing," she added musingly, 
"that, aside from the pleasure of be- 
ing with my friend, I should be visit- 
ing Chicago purely as a summer resort. 
I have been to Colorado and to Cali- 
fornia, in the winter season to Florida, 
and at different times to most of the 
principal northern resorts and to the 
great national parks. I have even in- 
cluded lake and coastwise sea trips in 
my itineraries. None of them, how- 
ever, appealed to me this spring when 
I began to think of my summer holiday. 
So I cast about in my mind for some- 
thing new. I wrote to a railroad Gen- 
eral Passenger Agent in the southwest, 
who is a personal friend of mine, for 
literature pertaining to northern re- 
sorts, telling him I wanted to 'go some- 
where' and to send me anything he had 
or could collect for me that would 
help to a decision. I shall never for- 
get his somewhat whimsical reply," 
she added with a laugh. "It was to 
the effect that he would be glad to ac- 
commodate me and was in position to 
do so if I would prepare several shelves 
in our library book-case to receive sam- 
ples of literature that he could forward 



if I still wanted him to. He said he 
was well stocked with hotel, steam- 
ship and railroad folders from almost 
every line in the country north of Kan- 
sas City, Memphis and Pittsburgh, to 
say nothing of beautiful booklets ex- 
patiating on the beauties and advan- 
tages of resorts thickly strewn from 
California to Maine. I remember a 
paragraph of that letter that particu- 
larly amused me. 'In fact,' he wrote, 
'so delighted are we to receive this 
matter for distribution that we have 
placed our own advertising folders and 
booklets under the counter in order 
that we may accommodate *our large 
army of friends in the north who seem 
to need help.' But being, as he ex- 
pressed it. a personal friend of mine, 
he thought perhaps I might get some- 
what confused if he sent me a sample 
of everything he could, and suggested 
that I outline somewhat broadly my 
preferences as to the nature of the re- 
sort desired in order that he might 
make a selection. Of course his letter 
in the main was jocose, but I saw the 
point and was thinking the matter over 
when two things happened that influ- 
enced my decision. I received a let- 
ter from this Trunk Lady here, say- 
ing that she presumed that I would be 
on my travels shortly and that she 
hoped I would so adjust my destina- 
tion as to make her a visit here in 
Chicago, at least en route. At about 
the same time there appeared in the 
Texas daily newspapers an advertise- 
ment of the Illinois Central setting 
forth the claims of your good city 
of Chicago as a summer resort. I 
smiled a little on reading it at what I 
considered was probably a case of look- 
ing through rose-colored spectacles on 
the part of the writer of that adver- 
tisement. However, I answered my 
friend here that I would make her a 
visit. In the meantime, after telling 
her of the claims made for her city, I 
said that the length of my visit would 
depend upon how I found it as a truly 
summer resort, the real facts concern- 
ing which I meant to investigate for 
myself if she would be my guide and 



ILLINOIS CENTRAL MAGAZINE 



chaperon. If Chicago were found want- 
ing I would make plans to push further 
on, taking her with me." 

"Yes," said her friend, "you know 
that letter of her's set me to thinking. 
Chicago has been my home all my life, 
although from time to time I have 
traveled a great deal. Of course, I 
know more or less about the city, and 
you may be sure I am loyal to it. That 
1 take pride in its real material great- 
ness and achievement, but," she added, 
"do you know, it had never struck me 
particularly from the resort point of 
view. I knew and enjoyed its parks, 
its lake breezes and vistas, its shops, 
and other features that have come 
within the routine of my personal life; 
but just how it could be considered, 
with my knowledge of a great many 
so-called resorts, in the light of an 
out-and-out summer resort was a mat- 
ter that dawned upon me for the first 
time. I was really curious to know 
to put together this and that and see 
if the combination made that which 
would justify the claim. I asked the 
Rambler about it one day " "You 
did?" I impolitely broke in. "then you 
certainly got the information, and got 
it right. You're a believer now-, I 
warrant; for give him a chance and he 
will make anyone believe that a beg- 
gar's rags is the same thing as an er- 
mine-lined purple robe of royalty." 

"You're very impolite," said the 
Rambler, "to interrupt the lady, to say 
nothing of . your base insinuation of 
myself. You know I am never given 
to drawing the long bow! Of course, 
I called her attention to the fact that 
from a climatic point of view it was 
doubtful if Chicago could be beat dur- 
ing the summer months, having as it 
has so many delightfully comfortable 
days with sunny skies and with its cool 
breezes from off the lake." "Yes," 
the lady chimed in, "and he also said 
there was nothing pent up or enclosed 
about the city; claiming that its won- 
derful parks and connecting boulevard 
system, its general up-building on the 
open order principle, and its vast out- 
lying prairie country flanking its land 



boundaries, was an aid to the climatic 
influence of the lake, as breezes were 
thus given free circulation from all 
quarters." 

"Certainly," said Miss Ouri, "I was 
told all that when I got here, but for 
a few days I still had in mind the 
thought that as the second largest city 
of the country and the fifth largest in 
the world, Chicago must posses cer- 
tain predominating metropolitan fea- 
tures, such as huge walls of monoton- 
ous buildings, that, while they might 
be interesting in passing, did not seem 
to be in harmony with the generally 
accepted idea of a place for an out- 
ing where the chief thing to be desired 
is the out-of-doors life." 

"It is to be hoped," I observed, '"that 
you have learned by this time (I under- 
stand you have been here now about 
three weeks) that there is practically 
no limit to wliat a Chicagoan and those 
within its gates can do in the matter of 
out-of-doors diversion if they go about 
it in the right way." "That is just the 
delightful thing about it all," said the 
Trunk Lady with animation. "I mean 
the going about of it in the right way. 
After my talk with the Rambler I made 
up my mind that I would try to see my 
home city from a tourist point of view 
and learn all that there is in it to at- 
tract and hold strangers. Hence, with 
Miss Ouri here, I have been extending 
my general knowledge along detail 
lines, both for my friend's sake and my 
own, and really," she added enthusias- 
tically, "I am surprised myself. Thus 
far w r e have been having a beautiful 
time. The Rambler has taken us to 
his Country Club several times, where 
we had some golf and incidentally 
learned of the many additional golf 
grounds in the immediate vicinity of 
the city. We have been motoring and 
found the several tours that we have 
already made, delightful from a scenic 
point of view. We have not yet ex- 
hausted the resources in that line by 
any means, for I am told that within 
the city alone one can travel over 180 
miles of boulevard and park drives." 

"Yes," I added, "and you can make 



ILLINOIS CENTRAL MAGAZINE 



41 



a run of about thirty miles following 
the lake shore through beautiful sub- 
urbs to Fort Sheridan and the Govern- 
ment Naval Training Station; west- 
ward you can motor to the Fox Lake 
and Geneva Lake regions, and to Del- 
avan, Elgin and Aurora ; or southward 
for about 180 miles or more a motor 
trip can be taken to Starved Rock, Deer 
Park, and a section of the Illinois River 
country replete with a historic past." 

"Oh ! we'll find them all," ("and then 
some," interpolated the Rambler), "also 
the lake trips, long and short," contin- 
ued Miss Ouri. "We have already 
taken two of the last, and the Rambler 
has promised to show us Milwaukee 
if we will take the whaleback steamship 
trip next Saturday. But what I have 
most enjoyed so far," she enthusias- 
tically exclaimed, "is what I see and 
enjoy in your parks and at the bathing 
beaches. There is where the universal 
out-of-doors life is enjoyed by appar- 
ently all classes of people. And every- 
thing is on so large a scale, and so free 
and untrammelled with petty and an- 
noying restrictions. I have seen many 
cities and their parks, the most of the 
latter extremely beautiful, but evident- 
ly cherished more as show places than 
for the unrestricted use of the people. 
On the face of things you seem to have 
no restrictions here, and I have yet to 
observe any apparent abuses. Their 
golf courses, their innumerable tennis 
courts and baseball diamonds are free. 
Their ample boating facilities are at a 
minimum toll, and, for which 'glory 
be,' their 'keep off the grass' signs are 
conspicuous for their absence. And do 
you know !" she continued, "they are 
full, these parks are, of the most beau- 
tiful nooks and corners. I know this 
because Avith my kodak I have gotten 
out of the beaten paths and discovered 
them. Really, if gone about in the 
right way, there is more diversion and 
more opportunity in your parks and on 
your bathing beaches alone, for the con- 
tinuous out-of-doors life than I have 
discovered in any one resort that I have 
ever visited before." 

The Rambler had evidently become 



tired of having no chance to say a 
word for at least the past three min- 
utes, so he took this opportunity to re- 
ply to Miss Ouri by saying: "I quite 
agree with all that you say, Miss Ouri, 
and will add that the facilities that you 
speak of have the additional advantage 
of not being located in any one spot. 
Our parks and connecting boulevard 
system alone aggregates 4,612 acres. 
The parks are divided into three prin- 
cipal groups in as many sections of the 
city, and I think you will agree with 
me that they and the boulevards are 
most beautiful examples of the best art 
in landscape gardening. Furthermore, 
it surely is extremely doubtful if in any 
city of the world more is done for the 
pleasure of the people, or that in any 
other city the people of alt classes get 
more rational and continuous enjoy- 
ment out of their parks than is the case 
with us here. Then you know that in 
addition to the large parks we have in- 
numerable small community parks, 
famous the world over, and small mu- 
nicipal parks, playgrounds and bath- 
ing beaches. As to the last, the bath- 
ing beaches, they are as yet with us 
possibly in a relative infancy, although 
even today these beaches are flanking 
the heart of .the great residential dis- 
tricts of the city from 79th street on the 
south, to Clarendon street on the north. 
Alternating with these and for fifteen 
miles north, is also a number of free 
and private beaches. Fees for bathing 
suits and lockers are nominal, and if 
you go to the beaches from your board- 
ing house or hotel in your own bathing 
suit the lake is free. In this connec- 
tion I suppose you have noticed that 
with its location at the foot of Lake 
Michigan, Chicago is practically a sea- 
shore city in every respect, except that 
the waters that lave its shores are fresh 
instead of salt. From its beaches and 
water front one looks out on the same 
broad expense and water-line horizon 
as does one at the Atlantic Coast re- 
sorts. With this naturally goes our 
facilities for lake trips, varying from 
little local excursions to the parks and 
beaches to an extended tour of the 



ILLINOIS CENTRAL MAGAZINE 



43 



chain of Great Lakes. Among these 
sliorter trips are those of a day or more 
to neighboring cities such as Milwau- 
kee, Michigan City, St. Joseph, Benton 
Harbor, South Haven, Holland, Sauga- 
tuck, Grand Haven and Muskegon; the 
steamship service for which is of the 
best, with efficient up-to-date boats rig- 
idly guarded by the federal authorities 
against carrying a single passenger over 
capacity." "That reminds me," said 
the Trunk Lady, with a little nod of ac- 
quiescence to all that the Rambler had 
said, "when we took one of our lake 
trips last week I was surprised as to 
what I saw in the inner, or yacht har- 
bor. I had no idea that the yacht and 
motor boat interests of Chicago were as 
extensive as was indicated by the yacht 
club houses and the fleet of pleasure 
boats of all sizes and descriptions that 
was in that harbor." 

"It is to be supposed," I remarked 
to Miss Ouri, changing the subject, 
"that you ladies have been doing our 
department stores to a finish and that 
by this time you are inclined to agree 
with me that they probably have no 
equal in the world?" "Oh, no!" she 
laughed, "we practically have not be- 
gun on those yet, we have been saving 
them for rainy days when we cannot 
stay out in the open. But he," nodding 
in the direction of the Rambler, "is go- 
ing to take us to the larger of them af- 
ter dinner and obtain a guide for us to 
be shown over the entire establish- 
ment." 

"Huh," I remarked with pretended 
disgust, "don't you believe that all de- 
pends upon him whether you get a 
guide or not. They can be had by any- 
one for the asking." A little laugh fol- 
lowed this sally and then the Trunk 
Lady, with goodnatured sarcasm, re- 
marked that she supposed I wanted to 
know when they were going to visit the 
Art Institute, the library, the Historical 
Society rooms, the Academy of Sci- 
ence, the University of Chicago, the 
Field Museum of Natural History, Hull 
House, the Ghetto District and the 
Union Stock Yards. "Well," she con- 
tinued, "I told Miss Ouri only yester- 



clav that she would probably have to 
visit me again this winter for those at- 
tractions and for the theaters, operas 
and high class movies. I foresee that 
we are going to be too busy out-of- 
doors to encompass that kind of enter- 
tainment during these bright sun-shiny 
clays." 

"I wonder," I said, "if under this last 
head the Rambler has thought to in- 
vite you to a baseball game? You 
know we have three major league base- 
ball teams belonging to the city, and if 
he has not forestalled me I will invite 
you all to see either the 'Cubs,' 'Sox' 
or 'Whales' on the next available date." 
The ladies thanked me and said they 
would accept that invitation, details to 
be arranged later. Being greatly elated 
at thus getting, so to speak, at least a 
foot hold on the ground floor with the 
Rambler, I then suggested that I would 
also be glad to introduce them to some 
of our numerous summer and amuse- 
ment gardens. At this they smiled and 
mentioned two that they had already 
visited, and added that they were 
booked for a third that evening. The 
Rambler said nothing, but I saw by the 
little smile lurking in the corner of his 
mouth that he knew more or less as to 
with whom they had taken in those at- 
tractions. 

But Chicago as a summer resort was 
not the only subject of conversation 
as we progressed from soup to ice 
cream through the courses of that little 
dinner. The ladies were Highly im- 
bued with grace and vivacity, the Ram- 
bler was at his best, and I behaved as 
well as I could with my mind full of 
wonder at the resources of the Ram- 
bler in the matter of being agreeable 
with the ladies, for, as a bachelor, I 
had rather put him down as one who 
rather avpided their society except 
from a purely professional point of 
view. But he demonstrated at that 
dinner that at least he certainly was 
not a woman hater, and from little ev- 
idences from time to time, some of 
which I have already mentioned, it 
dawned on me that with his many other 



44 



ILLINOIS CENTRAL MAGAZINE 



versatile traits he was also a most en- 
joyable companion and entertainer with 
the fair sex. But like all good things, 
the time arrived for the breaking up of 
our party, at which I remarked, as an 
implied compliment to the Rambler's 
evident energy during the past three 



weeks in seeing that his friends had a 
good time, that I supposed of course he 
had shown the ladies the Young 
Women's Christian Association Building 
down the avenue. "We had just come 
from there when you met us," was the 
Rambler's quick reply. 



The Things That Count 



/~)N October 13, 1914, at four o'clock 
^'^ in the afternoon, I was on a Lake 
Shore train half way between Erie and 
Cleveland. I was looking idly out of 
the window and speculating on who 
was winning the fourth game in the 
world series between the Boston 
Braves and the Philadelphia Athletics. 

I was wishing I knew the score. 

Suddenly the door opened and the 
conductor appeared. He was a stout 
and good-humored conductor. He 
looked down the car a moment and 
then sang out : "The score is three to 
nothing in favor of Boston, last half 
of the sixth." He had got the word 
from a telegrapher in a station we had 
just left. 

The men passengers (and some of 
the women) glanced up, smiled, got 
interested, and fell to talking baseball. 
But the point was this the conduc- 
tor had given out some real news. It 
interested and pleased the passengers. 
It opened up a topic that helped pass 
away the time ; and mark this nobody 
told him to do it. His duty was sim- 
ply to collect tickets and look after his 
train that was all. By doing that and 
no more he was sure of his job and his 
pay. He didn't have to rush into a 
telegraph station, ascertain the ball 
score, and then spread the news to a 
lot of strangers without charge. 

But he did. . 

It was a little thing, but it meant 
much to the passengers. 

No one, I think, thanked him; but 



the act was appreciated. He got no 
promotion from it, but he contributed 
to the pleasure of the journey. 

I do not know that conductor's 
name. 

I might not recognize him, if we met 
again. 

No memorials will be raised to him ; 
but he was thoughtful, and went out 
of his way to do a little more than he 
was paid to do. 

It is from among the ranks of those 
men and women who do a little bit 
more than they are paid to do that the 
leaders of the world are recruited. It 
is the men and women who do a little 
bit more than they are paid to do who 
make life easier for all of us. 

It is the men and women who are 
thoughtful and do a little bit more than 
they are paid to do who help prolong 
our lives and make us glad. 

It is true that they do not always 
get their proper monetary reward ; but 
please take note of the fact that they 
are very much more apt to get it than 
those folks who are constantly figur- 
ing on doing a little bit less than they 
are paid to do. And MOREOVER, 
NEVERTHELESS, and NOTWITH- 
STANDING the person who does a 
little bit more than he is paid to do is 
somehow happier than his brother who 
thinks only about himself. 

(Copyright, 1915, W. L. Co., Boston, 
Mass., and used by permission of Mr. 
Henry C. Walker.) 



ENG-INBERIN5- 




DEPflRT/MENT 



Improvements at Mattoon, 111, 

By Assistant Engineer, E. L. Crugar 



r |PHROUGH mutual agreements with 
both the city of Mattoon and the 
Cleveland, Cincinnati, Chicago & St. 
Louis Ry. Co., the Illinois Central 
Railroad Company is about to bring 
to a successful conclusion a piece of 
work in that city, which, by reason of 
the direct benefits derived by both 
railroads and the city, is one of the 
most important improvements it has 
undertaken in recent years. The work 
included the separation of a dangerous 
grade crossing with the Big Four Rail- 
way, a crossing where four Illinois 
Central tracks crossed two tracks of the 
other road; the elimination of a grade 
crossing of the Illinois Central main 
line and its Indiana Division by the 
substitution of four wye connections; 
grade reduction by means of depress- 
ing its tracks through the city and by 
reason of such depression the greatest 
good of the whole work was accom- 
plished in the removal of ten dangerous 
street crossings at grade and in their 
places overhead bridges provided for 
at convenient points, selected by the 
city. The plan also provided for the 
erection of a handsome commodious 
passenger station to be used jointly by 
the Big Four and the Illinois Central 
Railroads. A further addition to the 
scope of work embraced in this under- 
taking was the relocation and enlarge- 
ment of freight house and freight fa- 
cilities. 

Actual work was started in the early 
part of 1914 with the construction of 
new freight house and tracks. The old 
freight house which had stood for many 



years was located in an inaccessible 
place north of the Big Four crossing, 
and because of the growth and increas- 
ing business of the city, had long ago 
become inadequate for the volume of 
business handled at that point. A mod- 
ern fireproof freight house, amply large 
now and with provision for future in- 
crease in size and capacity, was erect- 
ed on the southwest corner of 18th 
Street and LaFayette Avenue. This 
location is near the business district of 
the city and is of easy access to the 
business interests thereof. The new 
freight facilities are provided with am- 
ple house tracks and team track room 
and driveways thereto. In fact, there 
is no place on the road that is equipped 
with freight facilities superior to those 
now at Mattoon. 

The work of lowering" the tracks in 
order to pass under the streets and the 
Big Four Railway required the re- 
moval of 450,000 cubic yards of ma- 
terial consisting mainly of blue and 
yellow clay. The contract for this ex- 
cavation was awarded to Mr. J. D. 
Lynch, of Monmouth, 111. Two steam 
shovels were started, one at the north 
end and one at the south end about 
April 1st, and these shovels worked 
continuously until the last one finished 
on November 30th, averaging about 
1,500 cubic yards of material per day 
for each shovel. The east half of the 
cut was removed to grade first, after 
which trains were put on the new 
tracks in the bottom of the cut and the 
west side of the cut removed. During 
the progress of the shovel work tem- 



45 



ILLINOIS CENTRAL MAGAZINE 



47 



porary bridges were maintained at 
Shelby. Richmond, Broadway and 
Charleston Avenues, and every effort 
made to cause as little inconvenience 
to street traffic and the citizens of Mat- 
toon as possible. 

When traffic was thrown onto the 
tracks in the cut, temporary station fa- 
cilities, including stairways, platforms, 
baggage elevation and baggage and 
express rooms were provided in the vi- 
cinity of the Big Four crossing. It is 
an interesting fact to note that during 
the progress of the work two main 
tracks were kept in service and there 
was no delay to traffic. There was 
necessarily some unavoidable incon- 
venience to the citizens of Alattoon be- 
cause of interruption to traffic on 
streets, but they showed their appre- 
ciation of the efforts being made to 
reduce the annoyance to a minimum, 
which was of great assistance to the 
company in carrying out the work. 

As soon as the excavation had 
reached the point where the bridge 
work could start, a contract was made 
with the Bates & Rogers Construc- 
tion Company, of Chicago, for the erec- 
tion of the bridges as required by the 
city at De Witt. Champaign, Richmond, 
Broadway and Charleston Avenues. 



These bridges are in accordance with 
the most modern design and will be 
constructed throughout of reinforced 
concrete. They are all made amply 
wide with driveways and walks in con- 
formity with the street approaching 
each particular bridge. Particular men- 
tion is made of the one to be construct- 
ed at Broadway Avenue. This bridge 
will be constructed the same width as 
the street on each side, that is, 100 feet. 
There will be a 50-foot driveway with 
25-foot walks on each side. 

The contractors started work on 
these bridges last fall and constructed 
a portion of DeWitt and Charleston 
Avenues, but owing to freezing weath- 
er, were forced to suspend the work 
until spring. The work was resumed 
as soon as the weather permitted, and 
is progressing to an early completion. 

A 24-inch sewer has been installed 
on the east side of the cut, extending 
from Broadway Avenue north to the 
north end of the cut with a smaller 
connection extending south to La- 
Fayette Avenue. To this line of sewer 
has been connected all the city sewers 
on the east side of the cut and catch 
basins constructed at short intervals in 
the cut so that ample provision is made 
for carrying off the drainage. 




Showing C. C, C. & St. L. Crossing and Union Depot Before Work Was Started, 



the 




/ 

Biographical Sketch No. 1 5 




CHAS. O. BAILEY. 
Local Attorney at Sioux Falls, S. D., Since 1887 



HPHE lines of the Illinois Central 
A Railroad Company were extended 
into Sioux Falls, South Dakota (then 
Dakota Territory) in the fall of 1887. 
The legal formalities attendant upon 
acquiring the right of way and con- 
struction of the railroad were attended 
to locally by Charles Q. Bailey, of 



Sioux Falls, who has ever since repre- 
sented the Illinois Central as its local 
legal representative in South Dakota, 
Mr. Bailey was born in Freeport, Illi- 
nois, July 2nd, 1860, and is the oldest 
son of the late Judge Joseph M. Bailey, 
of the Supreme Court of Illinois, who, 
prior to his accession to the Bench, 



48 



ILLINOIS CENTRAL MAGAZINE. 



49 



was, from 1865 to 1877, the attorney for 
the Illinois Central at Freeport. Mr. 
Bailey was educated in the Public 
Schools at Freeport, and at the Uni- 
versity of Rochester, New York, from 
which latter institution he graduated 
in 1880. He studied law in Chicago, 
in the Law Department of the Chi- 
cago & Northwestern Railway Com- 
pany, and was admitted to the Bar in 
1882. He has practiced in Sioux Falls 
since the spring of 1887, and is the 
senior member of the firm of Bailey & 
Voorhees, which is one of the oldest 
and largest legal firms in South Da- 
kota. Mr. Bailey was elected District 
Attorney of his County in 1888, but re- 



signed before the completion of his 
term, and has never since sought any 
political office. His law library is con- 
sidered the largest in South Dakota, 
and one of the largest private law li- 
braries in the country. Mr. Bailey is 
a Thirty-third Degree Mason and Past 
Grand Commander Knights Templar 
of South Dakota. As local attorney 
for the Illinois Central, he takes con- 
siderable pride in the fact that in the 
entire twenty-eight years of his serv- 
ice, the road has been obliged to pay 
but one judgment, and that in a Justice 
of the Peace case involving less than 
fifty dollars. 



Recent Commerce Decisions 



Panama Canal Act. Since the ser- 
vice by water here in question is being 
operated in the interest of the public 
and is of advantage to the convenience 
and commerce of the people, and since 
a continuation will neither exclude, pre- 
vent nor reduce competition on the 
route by water, the ownership by the 
Chicago & Erie Railroad Company of 
certain tug boats, barges and other 
equipment used on the Chicago River 
was held not to be in violation of law. 
Application of C. E. R. Co., 34 
I. C. C. 218. 

Extra Charge for Reconsignment. 

"Following the principle applied in 
Central Commercial Co. v. L. & N. R. 
R. Co., 27 I. C. C. 114; 33 I. C. C. 164, 
and Doran & Co. v. N. C. & St. L. Ry. 
Co., 33 I. C. C 523 ; held, that the Louis- 
ville & Nashville Railroad Company 
should permit the reconsignment and 
diversion of carload shipments of lum- 
ber in transit from Reids, Ala., to Cairo, 
111., at Nashville and other points on its 
line, to Quincy, 111., on the basis of the 
joint rate from Reids to Quincy plus a 
maximum charge of $5.00 per car for 
the extra services incident to the di- 
version." Powell-Myers Lumber Co. vs. 
L. & N. R. R. Co., Unreported Opinion 
2076. 



Lowrey Tariff. Action of Wabash 
R. R. Co. in proposing to discontinue 
its absorption of switching charges in 
the Chicago switching district on hay 
has been sustained, the Commission fol- 
lowing its opinion in Board of Trade 
of Chicago vs. A. T. & S. F. R. Co., 29 
I. C. C. 438, where it was held that the 
failure of five carriers to ansorb switch- 
ing charges on grain delivered to Chi- 
cago industries off their lines, while ab- 
sorbing such charges on other com- 
modities, did not constitute unlawful 
discrimination. Rates on Hay to Chi- 
cago, 34 I. C. C. 150. 

Defeating Interstate Rate by Rebil- 

ling. In Kanotex Refining Co. vs. A. 
T. S. F. R. Co., 34 I. C. C. 271, it was 
held : "The lawfully established inter- 
state rate applies on shipments first 
billed to an intermediate point within 
the state of origin and then rebilled 
to the intended destination in an ad- 
joining state, this plan having been de- 
vised for the sole purpose of getting 
the traffic through to interstate destina- 
tion at the rates applicable to and from 
the intermediate point, the sum of which 
was materially less than the through 
rate for the through service." 

Reparation. The Commission is 
confined in the making of awards of 



50 



ILLINOIS CENTRAL MAGAZINE 



reparation to the injury or damage sus- 
tained by those who are the real and 
substantial parties at interest. Repara- 
tion was here denied to the Board of 
Trade for account of its members who 
were not damaged. Board of Trade of 
Kansas City vs. C. M. & St. P. R. Co., 
34 1. C. C. 208. 

When Acceptance of Improper Re 
consignment Order is Analogous to 
Misquoting a Rate. "Complainant or- 
dered a shipment reconsigned, provided 
the lowest rate between original point 
of origin and final point of destination 
w r ould apply. Reconsignment was ef- 
fected and lawful charges, higher than 
those which would have accrued at the 
lowest rate from point of origin to final 
destination, were collected. Held, 
That the case does not differ materially 
from one involving merely a misquoted 
rate. Complaint dismissed." Reeves 
Coal Co. vs. C. M. & St. P. R. Co., 34 
I. C. C. 122. 

Protecting Potatoes Against Frost. 
Rates ranging from 4 to 7 cents per 
100 pounds for protecting potatoes 
against freezing in transit were held to 
be reasonable and not unjustly discrim- 
inatory. The rules here approved pro- 
vide, in other respects, as follows : In 
order to protect shipments of potatoes 
from damage on account of frost, ship- 
pers should either provide such protec- 
tion or request the carriers to do so. If 
the shipper elects to provide such pro- 
tection, "temporary lining or false 
flooring, or both, also stoves, fittings, 
and fuel for same, sufficient to properly 
protect the shipment," is required to 
be "furnished and installed by shipper 
and at his expense." Free return of the 
linings, false floors, stoves, and other 
material, via the route over which the 
shipment originally moved, is provided 
for when such articles are delivered to 
depot at destination and billed to the 
point of origin Provision is made for 
free carriage of an attendant each way, 
with one of more carloads, via almost 
all routes. . . . The rules further 
provide that when heater cars under 
heat were reconsigned after arrival at 



original destination a reconsignment 
charge would be made of $4 per car, 
plus $1 per car per day for heater ser- 
ice during the entire time the car was 
held for reconsignment. Albert Miller 
& Co. vs. N. P. R. Co., 34 I. C. C. 154. 

Concerning the Furnishing of Neces- 
sary Equipment. --In Pennsylvania 
Paraffine Works vs. P. R. Co., 34 I. C. 
C. 179, the majority opinion of the Com- 
mission (Commissioners Clark, Clem- 
ents and Harlan dissenting), is that it 
has power to require carriers to furn- 
ish all necessary equipment, both ordi- 
nary and special, upon reasonable re- 
quest ; that what is a reasonably ade- 
quate car supply is an administrative 
question of which the Commission 
alone can take original jurisdiction ; 
that a shipper's request for cars espe- 
cially suited for the transportation of 
his products (in this instance petro- 
leum oil) would not be reasonable if 
the cars must be prepared for shipment 
in a manner peculiarly within the tech- 
nical knowledge of men connected with 
that industry, or if the movement of 
the commodity is a dangerous opera- 
tion which can be safely performed only 
by men engaged in its production; that 
the shipment of petroleum products in 
tank cars does not call for such tech- 
nical knowledge as would render un- 
reasonable the complainants' request 
for the furnishing of these cars ; that 
from the standpoint of economy to the 
shipper, consumer and railroad, "tank 
cars are the only proper cars to use in 
the shipment of petroleum ; that one 
of the tests to be relied upon in de- 
termining the reasonableness of a ship- 
per's request for cars is found in the 
volume of his shipments in the past, 
due allowance being made for the 
growth of his business; that all cars 
used by carriers, whether owned by 
them or leased from private car lines 
or from shippers, must be distributed 
without discrimination ; that whatever 
transportation service or facilities the 
law requires a carrier to supply, it has 
a right to furnish ; and that in this in- 
stance the railroad is required to furn- 
ish a sufficient number of tank cars. 




WAYS SAFEIY FIRS 




Safety Meeting 



Held at Memphis, Tennessee, Friday, June 4, 1915 
PRESENT 

J. M. WALSH, Terminal Superintendent, 
S. J. Hays, Terminal Train Master. 

W. H. WATKINS, Master Mechanic. 

B. J. FEENY, Terminal Traveling Engineer. 
GEO. WEST, General Yardmaster. 

R. R. NETHERCOTT, Assistant General Yardmaster. 
W. F. LAUER, General Foreman. 

J. A. RYAN, Yardmaster 

J. R. BURNS, Chief Clerk to Terminal Superintendent. 
F. J. THEOBALD, Chief Clerk to Master Mechanic. 
L. S. WHITTEN, Chief Yard Clerk. 

H. S. MILLS, Assitant Chief Yard Clerk. 

P. H. WILZINSKI, Clerk. 
Meeting called to order by chairman, and the following subjects discussed : 

TRESPASSING 

Chairman called attention to amounts paid out for personal injuries, com- 
parative figures showing an unusual large expenditure in that direction spe- 
cial mention being made of the trespass evil, wherein trespassers were injured 
jumping on and off trains, and that the idea carried by many that the com- 
pany was not responsible on account of injured parties being trespasser was 
a very expensive one to entertain for the reason that in nearly all of those 
cases trespassers secured judgment in large amounts from the company. 

Action. It was decided that everything possible would be done to instill 
into the minds of the public the care necessary around railroad tracks, and 
that railroad right of way being private property of the railroad, should not 
be used by them as a roadway. 

SHOPS 

Master Mechanic stated that injuries for period June to May had de- 
creased from 67% to 37% that all machinery was now protected and that 
a shop Safety Committee makes regular visits about the premises with view 
of remedying any condition they find which might cause an accident. Also 
when an employe was injured this committee immediately makes a thorough 
investigation regarding the cause of same that is, whether it was defective 
machinery, tools or carelessness on part of the men. 

STATION PLATFORMS 

It was stated baggage, mail, express and news company trucks were 
being left on loading platforms so close to the track as to endanger train 
employes, as well as the public. 

Action. Station master and baggage master advised as to the trucks being 

52 



54 ILLINOIS CENTRAL MAGAZINE 

left so close to tracks as to create risk to employes or passengers about the 
platforms, and they were instructed to make report as to what action they took 
to prevent possibility of injury from this source. 

EMPLOYES' TRAIN 

Question of employes jumping on and off of moving trains brought up, 
special mention being made regarding the employes' train ; also employes 
riding on platforms of coaches on employes' train. 

Action. The dangerous practice of jumping on and off of employes' train 
or cuts of cars, moving, must be stopped and each employe is going to be 
asked to set an example for the other employes by not jumping on or off of 
moving trains or cars, and where employes are found that continue this prac- 
tice after they have been informed that same must be stopped it is- the inten- 
tion to relieve them from service because they not only incur risks themselves 
but set a bad example for other employes. Coaches on employes' train carry 
notice to this effect and bulletin has been issued covering. 

It was also decided that a committee be appointed to go through the train 
each morning on the 6 :30 run, making the round trip at which time prac- 
tically all of the employes could be reached, and announce that this practice 
must be discontinued. Following committee selected : 

J. M. Walsh, 

S. J. Hays, 

W. H. Watkins, 

B. J. Feeny, 

R. R. Nethercott, 

L. S. Whitten. 

BACK-UP MOVEMENTS GRAND CENTRAL STATION 

It was stated that back-up passenger movements were being made into 
the station with flagmen in charge of tail hose and passengers allowed on 
platforms. It was thought that back-up movements should be handled by the 
conductor personally, and no passengers allowed on platforms while move- 
ment was being made. 

Action. Station Master notified that back-up movements into Grand 
Central Station, by this company and tenant lines, should be in charge of 
conductor. 

CINDER PIT PROTECTION 

Question of cinder pit covers was brought up, it being stated that all pits 
had not as yet been covered. 

Action. Superintendent Terminals stated this work was being looked 
after and that it was the intention to cover at least one pit per month, and 
effort would be made to cover two pits, until all were covered. Roadmaster 
was instructed to cover the third pit at Nonconnah two being covered ; and 
three pits at Memphis to be covered. 

FOOT BOARDS SWITCH ENGINES 

Question of having foot board on switch engines in two parts, instead of 
one long piece -as now, discussed at length, it being stated that as it is now 
if board was struck on one end and man standing on other it would no doubt 
throw him off, in addition to damaging the entire board ; whereas, if it was 
in two pieces it would only damage the side on which it struck. It was thought 
that the very smallest space possible to permit coupling of switch engine to 
road engine carrying pilot should be made. This to lessen danger of men 
Stepping in between the boards. 

Action. Committee appointed to investigate and report at next meeting. 



ILLINOIS CENTRAL MAGAZINE 55 

ROUNDHOUSE ROOF 

The Memphis roundhouse was built at a time when only the small engines 
were in use, and as a result now when a large engine comes into the house 
they extend so close to the roof that men cannot work on top of engines with- 
out feeling the effects of gases which gather underneath account no ventila- 
tion, and it is feared men might be overcome with these gases and fall from 
engines. Roof now being repaired, but question of manner of ventilation not 
settled. 

Action. Superintendent will take up matter of completing repairs to the 
roof, and arrangements will be made for proper ventilation. 

LIGHTS STATION PLATFORMS 

It was reported that lights on the platforms at Grand Central Station 
were not always burning on arrival of train No. 1. 

Action. Station Master notified to have lights burning when train No. 1 
arrives, and see that they are kept burning until after train departs. 

ENGINES 

Attention was called to space between tank and engine on some of the 
switch engines being too close, especially on a curve, but at the same time it 
was standard. 

Action. Master Mechanic and Traveling Engineer instructed to look 
into that feature and make recommendation, if necessary, to increase size of 
end sill to enlarge opening between cistern and engine cab. 

HANDLING EXPLOSIVES, INFLAMMABLES AND OTHER 
DANGEROUS ARTICLES 

Car of oil was noted standing opposite one of our large engines under 
steam. 

Action. Brown Hoist removed car to safe place. Trainmaster instructed 
to handle with Yardmasters and Foremen with regard to prompt placing of 
oil at store room, where it can be unloaded, and not allow oil tanks to stand 
near locomotives. 

POWER HOUSE COAL BIN NONCONNAH 

Attention called to space between coal bin and car was not sufficient to 
clear a man. 

Action. Roadmaster instructed to investigate track centers and if neces- 
sary equalize space between tracks and coal bin to provide best possible 
arrangement. Also that sign be painted on each end of coal bin to the effect 
that persons must not go between car and coal bin on account of the clearance. 

SCRAP 

It was stated considerable scrap was noted between the tracks in various 
yards, which caused car inspectors to consume considerable more time in 
inspecting cars. 

Action. Roadmaster and Supervisor instructed to make all headway 
possible in cleaning up between the tracks. 

Master Mechanic will again re-issue instructions about car inspectors 
removing car scrap from between tracks where light repairs have been made. 

SWITCHES 

It was reported switch stand was on wrong side of track at Nonconnah, 
where employes were getting on and off employes' train, which might cause 
them to fall over it. 

Action. Information given Roadmaster, who put switch stand on other 
side of track. 

Switch stand in center of bridge at Iowa Ave. Subway, "middle lead," 



56 ILLINOIS CENTRAL MAGAZINE 

was considered dangerous, and it was thought switch light should be placed 
on top of girder and pipe connection made so switch could be operated from 
end of girder^ thereby preventing necessity of men going to center of bridge 
to throw switch. 

Action. Superintendent will take up with Roadmaster and have plan 
prepared and, if possible, locate switch stand lever beyond the girder. 

TRACK CENTERS 

Track centers in A Yard, Nonconnah, out of line. 

Action. Roadmaster and Supervisor asked to complete this work as 
early as possible according to the plans for defining centers. 

Track between scales and outbound lead A Yard, Nonconnah, not suf- 
ficient to clear a man standing between same to check trains passing. 
\ Action. Roadmaster will be instructed to investigate track centers at 
that point and see what adjustment can be made. 

MISCELLANEOUS 

It was stated employees at Nonconnah, when going to catch employees' 
train or transfer cuts, crossed under, between and over cars on different tracks 
to reach these trains, without any regard as to liability of cars being moved, 
and that the practice was a very dangerous one. 

Action. All members present will caution employes about necessity of 
being careful and stopping practice of that kind. 

No further business, meeting adjourned. 

Safety Meeting, Minnesota Division 

Held at Dubuque, la., May 3, 1915 

PRESENT 

W. ATWILL, Superintendent. 
H. G. DUCKWITZ, Trainmaster. 
H. G. BROWN, Trainmaster. 

C. C. KUNZ, Commercial Agent. 
N. BELL, Master Mechanic. 
T. QUIGLEY, Roadmaster. 

P. E. TALTY, Chief Dispatcher. 
W. L. ICKES, Traveling Engineer. 
W. B. SIEVERS, Agent, Dubuque. 

B. L. BOWDEN, Agent, Waterloo. 
S. KERR, Agent, Cedar Rapids. 

R. E. DOWNING, Division Store Keeper. 
J. T. TAIT, Claim Agent. 

M. B. BURKE, Special Agent. 

B. A. PATRICK, Division Claim Clerk. 
J. DUNKER, Signal Supervisor. 
C. W. LENTZ, Supervisor B. & B. 
J. W. SIMS, Road Supervisor. 
J. CAREY, Road Supervisor. 

L. N. GUNSTEAD, Road Supervisor. 

I N OPENING the discussion on this subject records were produced which 
showed that a remarkable reduction had been made in injuries to persons 
in the Transportation Department, while an increase was shown in both the 
Mechanical and Maintenance of Way Departments. It was the opinion of 
all present that this could only be explained by the fact that the Transpor- 
tation Department had been giving the 'matter more attention than the other 
two Departments. However, we started a special campaign in these two 



58 ILLINOIS CENTRAL MAGAZINE 

departments March 1st, and nothing is being left undone to instill safe prac- 
tices into the minds of all employes, and thereby eliminate avoidable injuries. 

In the past there has been a great deal said to Section, and Shopmen 
about "Safety First," but few instructions or suggestions were given them as 
to the safe methods that they should pursue. The majority of these men are 
foreigners, or illiterate Americans, and they cannot be expected to take the 
initiative and think out safe ways of handling work assigned to them. It is 
incumbent upon their superiors to do this and then carefully instruct the 
men. This, all of our Foreman have been instructed to do. The Roadmaster, 
Master Mechanic, Supervisors and Shop Foremen will follow up, hold meet- 
ings with Foremen as frequently as possible and at these meetings the dif- 
ferent classes of work will be discussed, the safest method of handling will 
be determined, and all men instructed accordingly. 

It is also thought that photographs showing the proper way to handle 
the various duties assigned to these men should be issued and posted in 
conspicuous places around Shops, Camp Cars, Tool Houses, etc. 

It is also suggested that instructive placards be printed in the language 
of foreign laborers and posted in a like manner. The foreigners pay little 
attention to instructions printed in English, but take a great deal of interest 
in those printed in their own language. This is emphasized by the interest 
they took in the placards issued several months ago, in different languages, 
concerning the methods used by certain Labor Agents. It is safe to say 
that every foreign laborer was thoroughly familiar with the information 
given. If we can get out similar "Safety" placards, there is no question 
but what a great deal of good will result. 

We have also arranged to designate two men with each Section Gang, 
Extra Gang and Shop Gang, as the gang's "Safety Committee." One of 
them will be a foreigner who appears to have the most influence with men 
of his nationality. It will be the duty of these two men to assist the Fore- 
man in seeing that safe practices are followed. 

It is our earnest desire to bring the Mechanical and Maintenance of Way 
Departments up to a point where they will at least equal the Transporta- 
tion Department in this important movement. While doing so, the Trans- 
portation Department will not be neglected. 

It was brought out in the discussion of this subject that we are having 
a great many injuries to Road and Mechanical Department men caused by de- 
fective tools. This is especially true in the Road Department in the work of cut- 
ting rail. The chisels and mauls are not properly tempered, the heads batter, 
pieces of steel fly, strike employes and cause injuries, which sometimes are of a 
serious nature. It is thought that these accidents can be eliminated if a bet- 
ter grade of tools were furnished, and that the decrease in expense brought 
about in this manner would more than offset the additional expense incurred 
through the purchase of very best grade of tools obtainable. We recom- 
mend that this be given serious consideration, especially in so far as mauls, 
chisels, and similar tools which are subject to hard usage, are concerned. 

Another matter of importance referred to was claims presented by em- 
ployes on account of rupture. It is the consensus of opinion that the com- 
pany is not responsible for many such injuries, but that weaknesses of this 
nature prevail at the time men enter the service. It is our recommendation 
that Company Surgeons make a very careful examination of all applicants 
for ruptures. If we let such men enter the service, and they later claim to 
have received an injury of this kind, it is almost impossible to disprove their 
statement, and the fact they passed a successful physical examination at the 
time they entered the service certainly gives them some winning evidence in 
case of court procedure. 



60 



ILLINOIS CENTRAL MAGAZINE 









t\V Employes max/ become stock- 




holders in the Illinois Central R.R. 






on the installment plan. 






Ibr the information of employes 






desiring to acquire stoclc in the Illinois 






Central R.R.,we quote below from the 






Circular issued by the President May 95* 






1896, addressed to officers and employes: 






(ohe pnce to 6e quoted for which applications will be ac- 
cepted for purchase ofcZC.cffocA. is based upon me mar- 

,1 ,/ / / J -y ; 'i /"> / 

ket price on the dau the application is received in L-ompfrot- 






1 ( SY* s/ 1 // /V- ) / * */ /" ^f '/ 

lers- office... C^In employe is offered the privileoe otsubscnD- 
ma -for one share at a time, pay aole by installments in sums 






of $5 or any multiple of$5~, on the. completion of 






which the Company mil deliver to him a certificate of 
we snare registered in his name on tne booRS, of me Com- 
pany, c^te can men, if he wishes, beam the. purchase of 
another share on the installment plan . &ie certificate 






of stock is transferable, on the Company's books, and 
entitles the owner to such dividends as may be de - 






dared by the &oard ofDirectors, and to a vote tn, 
/ / j ^ 






their election. 






Csfnv officer or emplove making payments on this 
, J-,, JJ f / / J . .7 r 7 /) 

plan will be entitled to recerve interest on his deposits, 






at the rate of -four per cent per annum, dunna the time ne 
is payma for his share of stock, provided he does not al- 
low twelve consecutive months to elapse without making 
any payment, at the expiration of which nenod interest 
will cease to accrue, and the sum at his credit will be 






returned to him on his application therefor. 






O^?i/ officer or employe moRinq payments on the fore- 
Jl" j y rs _)? F- 7 . j- ; J 
ooina plan, and for any reason desinna to discontinue 






them, can have jhis money returned to Aim with accrued 







ILLINOIS CENTRAL MAGAZINE 61 



interest, DV mahinq application to me Aeaa of me de- 

J- / / /// / > y 

partment in which he is employed. 

Cxf/z employe, wAo has maae application for a snare 
ofstocK. on tne installment plan , is expected to make, 
the firstoayment from the first wages which may be due 

mm. J'orms are provided /or me purpose, on which, the 

L '/ ' f J' ' J. 'P IC?^ 

subscribing employe authorizes the cJ^ocai- (treasurer in 

Chicago, or the oUocal^oreasurer in < ifyew (Orleans, or 
the Paymaster or the C^issistant Paymaster to retain 
from his wages the amount of installment to be credited 
monthly to the employe for trie purchase or a snare of stock. 

c7n case an employe leaves the service of the Company 
from any cause, Ae must then either pay in full for trie 
Share far which fie has subscribed ana receive a certifi- 
cate tnerefor, or take his money with the interest which, 
has accrued. 

C 7one foregoma does not preclude the purchase of 
shares of stock, for cash.. Cx//z employe who has not al- 
ready an outstanding application for a share of stock on 

me installment plan, which is not fully paid for, can in any 

,/ ' / /' /* f/ ' Y ' /" ^ / /" ' f 
given month make application for a share orstodzfor cash 

at the price guoted to employes for that month, ana he can 
m the same month, if Ae so desires, make application for an- 
other share on the installmQnt plan. 

(employes Who Want to purchase more man one snare 
at a time for cash, should address the Comptroller in Chi- 
cago, who will obtain for them the price at which the stock 
can he purchased. 

Cxmy employe desiring to purchase stock (except in 
special purchase of more than one share for cash) should 

1 ' / ' '\* ' IP / ' /" y/ 

apply to his immediate superior ojfftcer, or to one of the 
<*Uocal c fDreasurers py filing in the following coupon : 

Mr.O. T. Nau. Date 

Local Treasurer. 

C/uca^o 111. 

Will ^ou please send me an application blank^ 
forme purcnase o^I.C. Stock on trie installment plan. 

Signed... 

Employe' 

At fetdtic 



yed as. 
ition... 



Mechanical Progress 

By O. Kinsey, Tool Room Foreman 



A SURVEY of the Burnside Shops 
*r of the Illinois Central Railroad 
cannot fail to impress the observer of 
the immensity of modern railroad busi- 
ness. Many mountainous problems are 
encountered which require original 
methods in handling. 

The past ten years have been epoch 
making in locomotive development, 
which has revolutionized shop practice 
and taxed to the utmost the present 
equipment. 

In the Burnside Shops a complete 
re-arrangement of machinery has been 
found necessary in order to expediently 
handle the heavier power and its ap- 
purtenances. 

Most of the heavy duty machinery 
has been equipped with motor drive 
in order that frictional losses may be 
reduced to the minimum in the trans- 
mission of power, and secondly to per- 
mit unobstructed crane service. 

This re-adjustment of the shop to 
conditions has obviously entailed an 
enormous amount of work. However, 
when finally completed the saving of 
labor effected will greatly off-set the 
expense. 

The Burnside Shops are a striking 
example of modern railroad shop 
cleanliness. Unlike many large shops 
of this class, much attention is given to 
the matter of pleasant working condi- 
tions, sanitation and safety precau- 
tions. 

The management believes that win- 
dows are made for light and that good 
light is essential for good work, other- 



wise there would be no excuse for 
having same. The shop windows are 
kept clean and the walls and ceilings 
are white-washed regularly, making 
working conditions pleasant, and invit- 
ing to the better class of workmen. 

Much attention has also been given 
the Safety First movement throughout 
the plant. This important work is 
taken care of by a committee to whom 
all unsafe conditions are reported. 
This committee under the leadership 
of a chairman makes a monthly in- 
spection of the entire plant and has 
authority to handle all matters per- 
taining to Safety. 

On the first of each month a meet- 
. ing known as a Shop Crafts meeting 
is held in the office of the Shop Super- 
intendent. The membership is made 
up from the several crafts and ap- 
pointments made by the workmen 
themselves. 

The object of this organization is 
to harmonize the management and em- 
ployes, and bring to light any dissat- 
isfaction or grievance if any exist. 

It also tends to create more loyal 
service making each man feel that he 
is more than a cog in the big wheel, 
thereby encouraging his best efforts 
and causing him to look out for the 
many little details which cause waste 
of material, etc. 

Many valuable suggestions originate 
in the Shop Crafts meetings, and the 
genuine interest and co-operative spirit 
shown is most gratifying. 



Tonnage Rating and Rating of Locomotive 

By W. O. Moody, Mechanical Engineer 



IN presenting this subject, we are con- 
fronted with two facts which influence 
the character of the article, the abundance 
and variety of literature bearing upon it 
coupled with its presentation by speakers 
who have specialized upon it or its details. 
In consequence, the following is more in 
the nature of a narrative touching upon the 
historical, practical and somewhat of the 
technical as influencing the practical: 

It is well understood by all motive power 
officials that increase in tonnage per loco- 
motive mile cannot be accomplished with- 
out recourse to some form of equating this 
tonnage to each class of locomotive in ac- 
cordance with varying car weights and to 
have the tonnage handled over the line at 
a practical minimum speed. 

The calculations for determining the trac- 
tive effort of a locomotive as well as the 
resistance of grades is within the limits of 
fundamental mechanical formula but the 
variable resistances which are without these 
rules are the ones most difficult to arrive 
at. The rules governing the resistance per 
ton of freight on curves varies with dif- 
ferent authorities while in that covered by 
speed, we find greater conflict among the 
authorities. For example: At a speed of 
ten miles per hour, one authority calculated 
the resistance in pounds per ton at 0.584 
while another gave this as high as five 
pounds. 

Reliable authorities maintain that the re- 
sistance of freight cars within the limit of 
five to thirty miles per hour does not in- 
crease as speed is increased. An extensive 
series of tests conducted by the University 
of Illinois to determine this important ques- 
tion developed the fact that under the con- 
ditions of their tests, the resistance does 
increase as the speed increases. Some years 
ago, the average gross weight of freight 
cars averaged 40 tons and the table below 
was taken from the University of Illinois 
bulletin giving the resistance of a car of 
this gross weight in pounds per ton at the 
speeds shown: 

Speed in Resistance in 

Miles per Hour. Ibs. per ton. 

10 4.7 

15 5.1 

20 5.5 

25 6.0 

30 6.6 

35 7.2 

40 7.9 

Investigating the practice of various rail- 
roads, we find that there is a practical agree- 



ment as to the speeds of freight trains. One 
road has adopted, on low grade lines, a 
schedule speed of 12 to 15 miles per hour 
while on high grade lines, they reduce to 
from 10 to 12 miles per hour with an ac- 
tual running time of 20 miles per hour. On 
the ruling grade, they maintain a speed of 
8 miles per hour unless the grade is long- 
er than 2 miles and then the tonnage 
is adjusted to permit the engine to main- 
tain a speed varying from 10 to 12 miles. 

The adjustment of tonnage to satisfy 
lower temperatures varies but there is a 
practical agreement on the percentage basis. 

A fixed rule in this regard, except in north- 
ern latitudes, presents some difficulties in 
application as there may be a radical dif- 
ference between temperature of the two 
terminals at the time of the run or a local 
storm midway of the division calling for re- 
duced tonnage. 

It was early discovered that the tonnage 
of a locomotive was affected by the train 
length, the disturbing factor being light or 
partially loaded cars and this resulted in 
the adoption of the five ton rule, a crude 
method of equating which read as follows: 

''When one-half or more of a full train 
consists of empty cars, five tons must be 
added to stencil light weight of each empty 
car for wheel friction. When less than 
one-half of the train is empty, no allowance 
will be made for wheel friction." 

We will take an example to illustrate its 
operation, selecting for the purpose an en- 
gine with a rating of 1,950 tons. The pro- 
posed train will be made up in the following 
order: 

30 empties at 12 tons 360 tons 

31 loads at 50 tons 1550 tons 



61 cars TOTAL weight 1,910 tons, actual 

Rating for engine 1,950 tons 

This leaves our engine, 40 tons short of its 
assigned tonnage, and as but fifteen tons is 
allowed above or below this, we must re- 
arrange the train by cutting out two loads, 
the result of which will cause the number 
of empties to exceed one-half our train, and 
allow an addition of five tons to each of 
these cars. Our train will now appear thus: 

30 empties, 12 plus 5 17 tons 510 tons 

29 loads at 50 tons 1,450 tons 

59 cars, TOTAL weight 1,960 tons 

Actual tons hauled 1,810 tons 



Loss in tons 150 tons 

By the clever manipulation of this rule, we 
actually handle 150 tons less than schedule, 



63 



64 



ILLINOIS CENTRAL MAGAZINE 



but were credited with an overload of 10 
tons, an efficiency of about 101 per cent. 

This rule, however, cannot be indicted 
for partiality, as like a double edged sword, 
it is capable of cutting both ways, as deter- 
mined by conditions. An engine with a 
rating of 2,000 tons leaves the yard with 
1,960 tons and picks up two 50-ton loaded 
cars in order to fill out its rating, but as 
this results in the number of loads exceed- 
ing the number of empties, the readjust- 
ment of tonnage becomes necessary. The 
additional 100 tons would result in a train 
weighing 2,060 tons, but the application of 
the 5-ton rule in this case reverses con- 
ditions and the engine is credited with only 
1,910 tons; or, in other words, by an in- 
crease of 100 tons, our train weighs 50 tons 
less than when we responded to the switch- 
man's go ahead signal. 
Original train 

30 empties at 12 plus 5 17 tons.... 510 tons 
29 loads at 50 tons 1,450 tons 



59 car train, weight, by rule 1,960 tons 

59 car train, weight, actual 1,810 tons 

Final train 

30 empties at 12 tons 360 tons 

31 loads at 50 tons 1,550 tons 



61 car train, weight, actual 1,910 tons 

Loss in tonnage, 1960-1910, by rule 50 tons 
Increase in tonnage, actual 100 tons 

The fundamental idea of equated or ad- 
justed tonnage for locomotives is to have 
each train, regardless of length, offer the 
same resistance, which is well within the 
tractive power of the locomotive, as pre- 
viously determined by calculation supple- 
mented by experiment. 

There would be no occasion for adjusted 
tonnage if all cars were of one weight and 
capacity, and always received their full 
load, but such is not the case. 

The loss in tonnage by reducing on long 
trains is more than compensated for by 
the additional tonnage handled when 
freight is being moved in large cars load- 
ed to their full capacity. For example, an 
engine on a grade of 26 feet per mile 
would be rated at about 2,400 tons with 
a train of 64 cars, but if this train was re- 
duced to 39 cars, it would negotiate this hill 
with 2,800 tons, an increase of 400 tons per 
train. 

The preceding paragraphs refer only to 
that rating which concerns the transporta- 
tion department and the finances of the 
company, as affected by tons of freight 
hauled per year, the most important factor 
under consideration by the operating de- 
partment of railroads. There are other 



ratings compiled for the purpose of deter- 
mining the relative performance of en- 
gines by class and service, which are known 
as engine miles and ton miles, the latter 
being the product of the miles run by tons 
hauled, exclusive of the engine. The ton 
mile does not give an accurate account of 
work performed by the engine, unless the 
loading is assigned to the engine on the ad- 
justed basis, giving equal resistances to 
each train, and not fully under these con- 
ditions, unless the speed is taken into con- 
sideration recording the ton mile hours or 
ton miles per hour. The actual work 
which the locomotive performs can be re- 
corded only when the three fundamentals 
which determine the amount of coal and 
water consumed, are taken into considera- 
tion, viz.: miles run, tons hauled and av- 
erage speed in miles per hour made dur- 
ing the run. 

The stationary engineers lead the rail- 
roads in this particular, as they record 
the horsepower developed while we record 
the load handled, disregarding the amount 
of resistance imposed upon the locomotive 
by speed. The equivalent of the station- 
ary engineers' horsepower for the locomo- 
tive is the draw bar horsepower devel- 
oped at rear of tender, and is equal to the 
tractive power multiplied by the speed in 
feet per minute, divided by 33,000 the 
number of foot pounds in one horsepower 
but as the tractive power per train can- 
not be obtained, a fair approximation is 
represented by ton mile hours. 

The efficiency of the locomotive as a 
revenue producer places it under the ju- 
risdiction of the highest authority earn- 
ings and this is materially reduced by high 
speed of freight trains unless the nature 
of the comm6dity demands it. 

Consider the standard, or the 100 per 
cent, freight engine of the road and calcu- 
late the reduction in tractive effort with 
increase in resistances for units of 10 miles 
per hour ranging from 10 to 40 and secure 
figure for thought. 

At 10 miles per hour with 0.5 per cent 
grade resistance, the tractive effort of a 
selected engine will be 50,856 pounds, 
while at 30, it is but 26,693, or 51.7 per 
cent. 

The total resistance of the engine in- 
cluding wind pressure is 2,819 pounds at 
10 miles per hour, while at thirty, it has 
reached 3,014 pounds. 

On the other hand, the horsepower 
which at 10 miles per hour was 64 per 
cent of the total, has risen to 100 per cent 
at 30 miles and is one of the factors which 
keeps nearly a parallel course with the 
coal consumption. 




TRANSPORTATION 
DEPARTMENT 




The Regime of Today 



By T. L. Dubbs 



P ROB ABLY no word is so often 
* misapplied or more generally mis- 
understood than the word efficiency. 

The technical definition of the word 
efficiency is "The ratio of useful work 
to energy expended." More plainly 
speaking it means doing what is to be 
done in the quickest and best manner 
with an expenditure of a minimum 
amount of energy. 

Efficiency is not a new proposition. 
It has existed under various titles for 
ages, but has not been given any great 
amount of attention or prominence un- 
til recent years. 

Some of us endeavor to make use of 
it from a theoretical ; others from a 
practical standpoint. The best results 
are obtained by the use of a proper 
proportion of both, associated to- 
gether, for the reason that theory is 
imagination ; practice a knowledge of 
actual performance. 

It is impossible for us to remain sta- 
tionary, for the reason that the world 
is moving forward; therefore we must 
advance or we must retrograde. 

It has long been a well known fact 
that a large percentage of the poten- 
tial heating power of coal passes from 
a locomotive into the atmosphere with- 
out its energy being utilized, owing to 
the fact that no one has yet been able 
to produce a combustion chamber and 
the accessories necessary to conserve 
all of the heat units contained in the 
coal which are released during the 
period of combustion. The same can 
truthfully be said of the human ma- 
chine, for few, if any of us, realize our 
inherent power and therefore we pass 



through life producing only a small 
percentage of our possible attainment. 
Figuring upon this basis, the loss sus- 
tained by humanity and the world in 
general is beyond our power to com- 
pute. 

One of the prime causes for failure 
to obtain results commensurate with 
our possible potentiality is the fact 
that we accept conditions as we find 
them; in other words, continue in a 
rut formed by those who have pre- 
ceded us without devoting sufficient 
time to a careful and thoughtful 
analysis of the problems which we are 
required to handle each day. 

Every man possesses genius to a 
greater or a lesser extent; to develop 
it requires exercise. This power can 
be developed by thinking out original 
ideas applicable to one's present line 
of business, proving them practically 
sound; then putting them into effect. 
Our endowments are our own to 
cultivate. If we fail to do so and to 
take advantage of our opportunities, 
the loss is our own and we should not 
blame luck, the world, or anyone in it 
for our failure to succeed. 

We should make it a plan to think 
seriously about our work or duties, 
devoting sufficient time and study to 
the proposition not only to understand 
it thoroughly, but to improve upon 
present methods. By so doing we will 
learn that much of the work we have 
heretofore performed with difficulty 
can be dispatched with ease by apply- 
ing the new methods we have thought 
out. Work heretofore considered a 
task will then be regarded as a 
pleasure. 



66 



ILLINOIS CENTRAL MAGAZINE 



67 



The greatest pleasure we can ex- 
perience comes to us from the knowl- 
edge of having performed our duty to 
the best of our ability. 

This world usually pays a man what 
is due him ; occasionally there are ex- 
ceptions to this rule, due to a possible 
unfortunate combination of circum- 
stances; but generally speaking, such 
conditions exist only temporarily and 
if our efforts are prompted entirely by 
honorable and trustworthy motives, 
we will eventually receive that which 
is justly due us. 

The problems which we are called 
upon to solve embrace all lines of en- 
deavor and every man in the service 
of the Railroad, from the one who 
tamps the tie to the president, is con- 
cerned. 

The departmental idea must be 
eliminated when a subject is being 
considered, for due thought must be 
given to how it will affect the whole 
or any part of the Railroad and it 
must not be viewed from the narrow 
standpoint of one particular organiza- 
tion, plant or division. 

Co-operation should be the watch- 
word. Little or nothing of conse- 
quence can be accomplished by one 
person without the assistance and 
moral support of his business and so- 
cial associates. 

Our Management realizes this and 
they are constantly working toward 
the end that the Railroad, its employes 
and the public, may become more 



closely identified, each aiding and co- 
operating with the other and thus at- 
taining that high degree of efficiency 
which is so much to be desired. 

Every officer and employe should 
feel a just pride in being associated 
with an organization which is work- 
ing together to improve the general 
condition of the system upon which 
they are employed. 

No obstacle or combination of ob- 
stacles can continue to exist when as- 
saulted by men who are impelled by 
such a motive. 

There are officers and employes 
whose duties bring them into constant 
touch with the public, and the Rail- 
road is measured by their deportment, 
both in a business and a social way, 
and a favorable or unfavorable impres- 
sion is created accordingly. 

An opportunity should never be 
overlooked which will advance the in- 
terests of the Company employing, 
either by increasing its business or 
creating an attitude of friendliness 
among its patrons and the people re- 
siding adjacent to the property. 

The Management can and do exert 
their efforts continually along these 
lines, but the employes by exercising 
their prerogatives can do more to bring- 
about a desirable condition than can the 
officers. 

All great men whom the world has 
known have performed service. The 
more arduous the service the greater 
the man and his reward. 



What We Need 

By B. A. Porter, Supt. 



T ONG years ago, to be exact, in 
the year of our Lord 1884, Su- 
perintendent Frye disembarked from 
Train No. 6 at Okolona, Miss., a divi- 
sion terminal on the Mobile & Ohio. 
This was our new Superintendent's 
maiden trip ; he was three days behind 
the notice of his appointment, and 
his movements were therefore watched 



with more than usual interest. Up to 
this time we had jogged along in a 
nice easy gait during the eight months' 
experience of the writer as a railroad 
man. It required about one minute 
for the aforesaid Frye to introduce 
himself to Agent Allen, Chief Clerk 
Cox, Yardmaster Brown, and the other 
fifteen or twenty lesser lights who 



38 



helped to run up an unnecessarily 
heavy pay roll at this important sta- 
tion. 

Superintendent Frye spent three 
hours on this trip, and if ever a sta- 
tion and yard and roundhouse organi- 
zation got a trimming Okolona did on 
this fatal day. I got a promotion. 
When Frye landed we had a nice 
"kid" organization. Billie Griffin, 
messenger boy, Scrap Morris, caller, 
Skinney Porter, car checker. When 
Frye left Skinney Porter was Assist- 
ant Chief Clerk, and had assigned to 
him the duty of delivering messages, 
calling crews and checking cars, and 
to his salary of $30.00 there was added 
$15.00, which had formerly been paid 
to Operator Scales by the Government 
because the negro porter took the 
maximum and minimum temperature 
and rainfall ; for this increase the new 
Assistant Chief Clerk was to be on 
hand at 2 :47 a. m. to ticket an early 
morning train and check baggage. 

Mr. Frye also pointed out the fact 
that 10 per cent of the links and pins 
scattered around the yard would last 
us about one month, that the ink on 
hand would run the Auditor's office 
for one year, that the stationery 
would supply Mobile. Meridian and 
Cairo for one-half year, that we had 
three warehouse, and two cotton 
trucks more than were needed, that 
the water tank had been running over 
for two hours, the pump still running, 
and the pumper asleep ; pointed out 
many other unnecessary expenses, and 
wound up his short stay by stopping 
two truckers and weighing their load 
of inbound freight with the result that 
220 pounds moving on a 72c rate was 
added to the revenues. 

After Frye left the "kid" organiza- 
tion held a call session. Billie Griffin 
and Scrap Morris voted "strike" ; Skin- 
ney Porter stuck on his new position as 
Assistant Chief Clerk, voted not to tie 
the road up, and as a result lost one 
tooth and had one eye blackened for 
being a traitor. 

Twenty-five years healed this breach 
and the last time the aforesaid Porter 



visited his early haunts Attorney Grif- 
fin in a $5,000.00 touring car took him 
for a ride and pointed out his 3,000 
acre prairie plantation, and also the 
handsome residence of Dr. Morris, 
who was away for the summer in 
Canada. 

The Assistant Chief Clerk, no longer 
''Skinney," as his belt measure is now 
46, plods away and thinks bf Frye 
every day. 

Superintendent Frye was correct so 
far as the necessity for economy was 
concerned, but in the application of 
the plan there was no permanent up- 
build, as we have on our line under 
the present management. Under his 
system there was no investigation to 
determine the needs; things were seen 
to be wrong and instanter 'one or 
more employes lost out. No one dared 
to think and suggest ; everyone lived 
in dread as to what would befall him 
next. The constant desire which is 
now shown on the part of 90 per cent 
of our employes to want to help make 
everything just a little better, the pride 
we feel for working for what, we at 
least, believe to be the best railroad in 
the world, was lacking. No appeal to 
pride, no co-operation, no partnership 
arrangement, no infusion of that great- 
est of all lubricants, where men are a 
part of the great machine, GINGER. 

What has been accomplsihed in the 
past few years on our line is only an 
index of what we can do. If every 
employe could only know how loyal, 
efficient work is appreciated the battle 
is won. Parsimony is not the thing 
desired. One spike or bolt on each 
section saved, one less scoop of coal 
for each fireman, one less pencil each 
week for each station, one less rubber 
band, one less pint of oil, a little care 
and one less drawhead, a little hurry- 
up and one hour overtime saved ; this 
list might be drawn out a sufficient 
length to fill our Magazine. Every 
employe competent to hold his job 
three months knows when his work is 
100 per cent, and this is the mark to 
be attained. 



ILLINOIS CENTRAL MAGAZINE 69 

While we are neutral in the conflict their potatoes so they can be skinned 
now raging in the Old World, we do to save the waste of paring, 
doff our hat to a nation that boils Let's all of us follow. this example. 



Office of Supervisor of Signals 

Staff Meeting Held at Carbondale, May 16, 1915 

PRESENT 

P. G. PENDORF, Supervisor of Signals. 
R. C. BINGHAM, Signal Inspector. 
J. SHADWICK, Signal Foreman. 
E. E. GODDARD, Repairman. 
C. L. KRUGER, Maintainer. 
W. REICK, Signalman. 
J. O. BRADY, Maintainer. 
J. WELLS, Maintainer. 
F. TOLIN, Maintainer. 
J. E. COLEMAN, Maintainer. 

J. RADER, Maintainer. 
A. RADER, Maintainer. 

C. E. FERRELL, Maintainer. 

GEO. McKEOTHEN, Maintainer. 
J, E. BETHEL, Maintainer. 
O. CAMPBELL, Maintainer. 
T. A. DOUGHRE, Maintainer 
F. KENNEDY, Maintainer. 
H. R. WASMER, Maintainer. 
S. SPECK, Maintainer. 

C. ANDERSON, Repairman. 
J. GOODWIN, Repairman. 

'~P HIS meeting was called to order at 2 p. m. and closed at 5 p. m., in 
* Supervisor of Signals' Office. Topics discussed : Handling of signal 
lamps, B. S. C. O. and track battery, the keeping of tool houses in clean 
and orderly condition, the handling of B. S. C. O. relieved battery re- 
newals, inspection of batteries and signals, the renewing of trunking loca- 
tions by Signal Maintainers when new steel has been layed, thereby relieving 
the expense of extra labor, also the discussion of the number of extra bat- 
tery jars each Maintainer should keep in stock, the adjustment of switch 
boxes and lastly, "SAFETY FIRST." 




70 ILLINOIS CENTRAL MAGAZINE 



ILLINOIS CENTRAL 

AND 

The Yazoo and Mississippi Valley Railroad Companies 

Publicity Bulletin No. 12 



It is the desire of this company that its employes 
be courteous. 

eave the grouch out of your work and 
et affability take its place. 

[ n your contact with the public you will find that 

Nothing irons out anger so quickly as courtesy, 
and that 

f\ nly those who are polite and obliging, as a rule, 
succeed. 

I t is essential, therefore, that this be not forgotten 
oft answers turn away wrath. 



COURTESY 



Jti liminates 
N aturally 
T he 
K. efractory 
rV nimosities. 

et all Illinois Central employes keep this in mind. 




Hew to 





It is not tne Science (/curing Disease so much as me prevention of it 
mat produces trie greatest gpod io Humanity. One of trie most important 
duties of a Health Department should be tne educational service 
A A A A A teaching people now to live A A A A A 



Vacation Health Hints 



w 



ITH the advent of warm weather 
and the consequent closing of the 
public schools comes the thought of 
leaving the home for a sojourn in some 
other region, possibly the visiting of 
some distant friend or a sojourn to the 
seashore or leaving the city for the cool 
country. The tried office clerk, the 
weary train master, stenographer, and 
the worried official wishes to leave their 
cares for a time to spend a part of the 
hot summer months in some shady 
rural retreat. Too frequently the real- 
ization of this happy anticipation is a 
hasty return to the city and a long stay 
in the hospital, to be followed, per- 
haps, by the death of some loved one. 
Much of this may be avoided if reas- 
onable care is exercised in the choice of 
the place to spend the summer months. 

Ordinarily the questions which are 
asked when one is seeking for such a 
place include the character of the food 
and beds, the extent and nature of the 
social life, the temperature of the air, 
the shade and the opportunities for 
bathing. All of these are important, 
but they are of secondary considera- 
tion as compared with the question of 
the healthfulness of the locality in 
which it is intended to spend the warm 
months. Therefore, in choosing a sum- 
mer residence the first thing to have in 
mind is the sanitary environment in 
which this time is to be spent. 

Every autumn there is an increase in 
the number of typhoid fever cases in 
the cities and when this is investigated 
it is frequently found that they are 



simply cases which have been imported 
from the country, or occurring in peo- 
ple who have spent their vacation in the 
country. Persons have left the city 
in search of health, and, as they are ac- 
customed to think that health may be 
obtained and maintained best in the 
country, they accept it without ques- 
tion as the place to get health. 

Bowel disturbances and typhoid fe- 
ver are diseases which summer tourists 
frequently contract; therefore, it is al- 
ways well to bear the avoidance of 
these diseases in mind in choosing a 
summer residence. 

Intestinal disturbances are often pro- 
duced by a change in the water sup- 
ply. A water heavy in salts may irri- 
tate the intestinal tract if drunk in 
large quantities, but it would be wise 
to look into the source of all water sup- 
ply at any or all summer resorts. Ty- 
phoid fever is a disease of man. The 
germ which causes it, the bacilli typho- 
sus, leaves the body of the person sick 
with the disease in the discharges and 
when these are taken by a well person, 
a secondary case of the disease is 
caused. The germs of typhoid fever 
are carried from the sick to the well, in 
the water, milk, and food and by flies 
and on the fingers. If one does not take 
into his system the bacillus of typhoid 
fever he does not get typhoid. 

At the present time typhoid is es- 
sentially a disease of the country, be- 
cause in the country the opportunities 
for the transference of the germs of the 
disease from the sick to the well are 



71 



72 



ILLINOIS CENTRAL MAGAZINE 



greater than in the city. Therefore, in 
the choice of a place to spend the sum- 
mer one should inquire into the occur- 
rence of typhoid fever in the commun- 
ity in which it is intended to stay, and 
one should determine the opportunities 
which exist there for the carrying of 
the germs of typhoid fever from the 
sick to the well visitor. 

Inasmuch as diseases are contracted 
from the drinking of contaminated wat- 
er, it is very important that all drinking 
water be carefully selected. Since the 
germ is carried in the discharges of per- 
gons sick with typhoid fever, a careful 
inspection should be made of the toilet 
facilities. A place which has a surface 
privy to which the domestic animals 
and fowls have free access should not 
be chosen. Places which have a pit 
privy or a cess-pool situated only a 
short distance from a well should be 
avoided. Places which take their drink- 
ing water from streams which receive 
the drainage from outhouses or other 
buildings should likewise be regarded 
with suspicion. Other things being 
equal, place^ having a water supply 
from artesian or deep wells should be 
given the preference. 

Unscreened toilets, because of the 
flies, and because of the chance which 
these insects have to pick up germs of 
typhoid fever therein to carry them to 
the food supply, are particularly dan- 
gerous. It is equally important, both 
for the comfort and health of the 
guest, that the house should be well 
screened. 

In the choosing of a place for a sum- 
mer residence, consideration should al- 
ways be given to the milk supply and if 
it is found, as is too frequently the 
case, to be from dirty, fly-infested sta- 
bles, in which dirty cows are milked 



by dirty hands, it is best to give the 
place a wide berth. 

Another danger to be avoided is the 
mosquito. This pestiferous insect in- 
fects people with malaria by biting 
them and injecting the germ as it bites. 
Therefore, when a place of summer 
residence is chosen, it should not be 
an unscreened house, nor should it be 
in a swampy region, nor in a locality 
in which there are small pools of water 
well adapted to the breeding of mos- 
quitoes. 

But a word of warning should be 
given our readers as they travel to this 
summer home. Avoid people who are 
sickly who cough habitually at least 
do not allow such to cough or sneeze 
in your face or near you. It has been 
proven beyond dispute that this fine 
spray thus thrown off has the germs 
that may gain entrance into your per- 
son through your nose or mouth. 

Do not eat fruit sold at uncovered 
fruit stands, without first washing or 
peeling it. Do not eat from dishes 
used by other people unless washed 
in boiling water. When going to a 
cooler climate be sure to carry heavy 
clothes, as the nights are unusually 
cold and such garments are needed. 

Now, a climate which embodies all 
the above is an ideal summer resort. 
The City of Chicago offers all the above 
with a competent health board, good 
drinking water, fine shade and a fine 
body of water for bathing and on which 
most delightful boat rides can be had 
at all times of the day or evening, pub- 
lic parks to delight you and the Mu- 
seum, where all kinds of animals can 
be seen, and the public libraries are 
a delight to all. 

We cannot too strongly urge you to 
spend your vacation in the great city 
of Chicago. 



Letter of Appreciation of Treatment Received at 
the Hands of the Hospital Department 

Chicago, May 19th, 1915. 
Dr. G. G. Dowdall, 

Chief Surgeon, Chicago, 111. 
Dear Sir: 

Just a few lines to express my appreciation for treatment afforded me 
while a patient at Mercy Hospital. 

I cannot find words to express my gratitude for the excellent treatment 
and attention given me by yourself and staff; also, I must not overlook men- 
tioning the excellent and efficient Nurses and Attendants at the Hospital. 

In conclusion, I might add that the benefit which I have received from 
the I. C. Hospital Department can only be repaid by praise and good wishes, 
and the amount I contribute toward its support each month is one of the 
greatest investments I ever made. 

Again thanking you and your staff, I am, 

Yours very truly, 

L. E. HOWARD, 
Schedule Inspector. 







1. H. C. Boehmler, Engineer. 

2. S. M. Hull, Engineer. 



3. J. Poland, Engine Inspector. 4. J. E. Nihlean, Gen'l Yard Master. 

5. J. A. James, Eng. Messenger. 
WATERLOO, IOWA 



73 



CLEANINGS 

from me 

CIAIMS DEPARTMENT 

Tragmonts of a Sfo/y 
Seldom &vor Told 



i r 



REDUCING LITIGATION 

The illustration which appears else- 
where in this Department of the Mag- 
azine, entitled, "Swat the Fly," seems 
appropriate in view of the splendid 
manner in which personal injury suits 
are being reduced all over this system. 

Four counties in Mississippi, namely, 
Hinds, Yazoo, Lincoln and Warren, 
have in recent years furnished the great 
bulk of personal injury litigation aris- 
ing in Mississippi against the com- 
pany. The following statement shows 
the status of personal injury litigation 
in those counties on June 1, 1915, as 
compared with the same period two 
years ago: 

Number of suits pending in Hinds 
county June 1, 1913, 71, as against 21 
June 1, 1915, or a decrease of 70.5 per 
cent. 

Number of suits pending in Yazoo 
county June 1, 1913, 15, as against 6 
June 1, 1915, or a decrease of 60 per 
cent. 

Number of suits pending in Lincoln 
county June 1, 1913, 25, as against 8 
June 1, 1915, or a decrease of 68 per 
cent. 



Number of suits pending in Warren 
county June 1, 1913, 145, as against 13 
June 1, 1915, or a decrease of 91 per 
,cent. 



DEATH OF L. L. LOSEY 

Former Chief Claim Agent L. L. 
Losey died at St. Luke's Hospital, this 
city, at 8 :10 o'clock p. m., June 25, after 
an illness of about ten days. The fu- 
neral was held at the family residence 
at 2322 Calumet avenue, Sunday after- 
noon, June 27, and was largely at- 
tended. The remains were taken to 
Nashville, Tenn.. accompanied by rel- 
atives and friends, and were interred 
on the following Tuesday. 

Mr. Losey was the Chief Claim 
Agent of this system for more than 
twenty years, but retired from active 
service about five years ago. He was 
on the pension list at the time of his 
death and, until the last, took a deep 
interest in the affairs of the company. 

The Claims Department of this sys- 
tem was organized by Mr. Losey and 
was ably conducted by him during 
the many years that he was at the head 



74 



ILLINOIS CENTRAL MAGAZINE 



75 




L. L. LOSEY. 

of it. He had a large acquaintance 
among the officers and employes of the 
company, and his friends were legion. 
He served as President of the National 
Association of Railway Claim Agents 
and in other positions of prominence 
in claim work. Among the railway 
claim agents no man in the country had 
a wider acquaintance and none stood 
higher in their esteem. 



WILL LOCOMOTIVE ENGI- 
NEERS PLEASE TAKE NOTICE 

The Aberdeen District of the Illinois 
Central, running from Durant to Aber- 
deen, penetrates a section where there 
is perhaps more live stock to the acre 
than in any other portion of Missis- 
sippi. In this section a great deai of 
attention has been paid to improving 
the breed of stock, and this has been 
going on for a number of years. The 
waylands on this district are unfenced. 
There is no part of the line where en- 
ginemen are required to be on the look- 
out for live stock more than on the Ab- 
erdeen District. To show that loco- 
motive engineers can do a great deal 



toward reducing the killing of stock it 
is but necessary to state that Engineer 
George Allen, of the Aberdeen District, 
who has made daily trips during the 
past two years, has during that length 
of time killed but one animal. When 
asked for an explanation as to why 
he had only killed one animal in two 
years, Engineer Allen stated that he 
not only preached, but he also prac- 
ticed, the principles of "Safety First." 
He said he thought any locomotive en- 
gineer could, by the use of care and 
precaution, avert the killing of stock 
except in rare instances. We trust that 
locomotive engineers all over the sys- 
tem will try to emulate the example 
set by Mr. Allen in the matter of kill- 
ing live stock on the track. 



AN INTERESTING CASE 

Walter Fisher, an old colored man, 
sued the owner of a garage down in 
Mississippi, in the Circuit Court of Tal- 
lahatchie county, alleging that the 
owner of the garage had negligently 
and wrongfully injured him. 

Fisher was driving a buggy up a 
steep hill on the main street of Charles- 
ton. He was on the right side of the 
road, where he had a right to be, and 
was pursuing the even tenor of his 
way in a careful and cautious manner. 
A negro chauffeur for the Red Star 
Garage, driving one of the garage cars, 
was going down the hill on the left side 
of the road, and when he got within 
about 60 feet of the buggy occupied by 
the old negro, he called to the driver 
to turn out. The horse was turned out 
and the front wheels of the buggy fol- 
lowed, so that the automobile could 
drive between it and the edge of the 
road or bank, but the rear wheel of 
the buggy did not quite clear the auto- 
mobile and, consequently, there was a 
collision, in which the old negro was 
thrown violently out of the buggy. The 
testimony in the case, which was tried 
at Charleston, Miss., showed that his 
right wrist was sprained, left hand in- 
jured and a hernia, from which he was 
already suffering, aggravated to a con- 
siderable extent. The owner of the 



PUBLIC 
OPINION 




Swat the Fly " 



ILLINOIS CENTRAL MAGAZINE 



77 



automobile testified that the chauffeur 
was inexperienced and an incompetent 
driver; that the brake on the car was 
worn out and of no service, and that he 
had known for some time it was in that 
condition, but in spite of that permit- 
ted the car to go out to carry passen- 
gers. The case went to the jury, which 
returned a verdict for $50.00 in favor 
of the plaintiff. One of the attorneys in 
the case made the statement that if he 
could get such a case as that against 
the railroad, his fortune would be made. 



RIGHT OF WAY FIRES 

Claim Agent M. B. Rothrock, of Mat- 
toon, has contributed the following: 

I am handing you herewith a compar- 
ative statement of right-of-way fires oc- 
curring on the Indiana Division during 
the years 1913-14 ; showing some splen- 
did results obtained: 

Reduc- 
tion in 

Number Per 
District 1913 1914 of Fires Cent 

Peoria 101 32 69 68 

Mattoon ....377 164 213 56 
Indianapolis . 97 38 59 61 

Effingbam ...194 94 100 51 



Total 769 328 441 56 

The districts are in charge of the fol- 
lowing Supervisors : 

John C. Crane Peoria district. 

J. L. Pifer Mattoon district. 

G. A. King Indianapolis district. 

T. J. Flynn Effingham district. 

To whom special credit is due for 
this great reduction in the number of 
fires occurring during the year 1914, 
although it is said the greatest drought 
in seventen years prevailed over the 
territory traversed by this division. 

We should not, however, overlook 
the part taken by the Section Foremen 
in their watchfulness to discover and 
extinguish fires, thereby limiting the 
damage and loss which would have 
otherwise resulted. This decrease was 
brought about by vigilance on the part 
of these men, the plowing of fire 
guards, etc. This demonstrates that 
much can be done in the matter of pre- 



vention of the starting of fires and like- 
wise much can be done in the matter 
or limiting the destruction of property 
when a fire does occur. 

It is the practice of our foremen to 
request the farmers to stack and shock 
their hay and grain a reasonable dis- 
tance from the right-of-way. If they 
are unwilling to do it, they will gen- 
erally give the foremen permission to 
move it, also to burn fire guards, which 
is frequently done, and losses are not 
only reduced but saved entirely. In 
my interview with farmers. I have re- 
quested them when gathering their 
corn in the fall of the year to, when 
possible, gather that along the track 
first. Our right-of-way, for the most 
part, is very narrow and special atten- 
tion has been given to inducing farm- 
ers to plow fire guards, and while it 
it true, it creates more or less of an 
inconvenience when it is necessary to 
have to drive over them in gathering 
or cultivating crops, a great many pos- 
itively decline to plow them or permit 
them plowed in their fields, we are 
meeting with better success each year. 

There has been an unwarranted an- 
tagonism on the part of the farming 
community toward railroads augmented 
by failure, too often, in the past to give 
their claims and grievances proper at- 
tention ; and other causes. To over- 
come this : 

We must get acquainted with them. 

We must cultivate them. 

We must prove to them that we de- 
sire to treat them on a fair and square 
basis. 

That we are neighbors and friends. 

And if we will do that, my faith in 
them is such that I am convinced we 
will be able to adjust our differences 
without trouble and with proper re- 
gard for the rights of both sides. 

When we shall have broken down the 
prejudice due to misunderstanding 
that has prevailed in the past, I feel 
warranted in saying the vast majority 
will join hands with us in an effort to 
prevent the killing of stock as well as 
the starting of fires and I feel, then, 
in order to bring about these results, all 



78 



ILLINOIS CENTRAL MAGAZINE 



of us must treat them courteously, pay 
proper regard to their rights, correct 
their grievances, which in many in- 
stances are well founded, settle their 
claims on a fair and equitable basis 
even to the extent of liberality, where 
they have come forward and assisted us 
in the prevention of fires by plowing 
guards, removing grain, hay, etc., from 
the track, thereby limiting what might 
have been a great loss. 



SECTION FOREMAN W. H. FAR- 
ROW 

Section Foreman W. H. Farrow, 
whose picture is shown, has been in 
the service of the Illinois Central for 




w. H. FARROW. 

more than ten years, rising from sec- 
tion laborer to section foreman. He 
has been in charge of sections at Clin- 
ton, Wickliffe and Bardwell, Ky., dur- 
ing these years, and is now located at 
the latter place. On many occasions, 
Section Foreman Farrow has person- 



ally interested himself in the investiga- 
tion of suits and claims originating on 
his territory and rendered the Claims 
Department valuable assistance in fur- 
nishing names of witnesses to defeat 
fraudulent claims. It is a pleasure to 
publish in this Department the record 
of one who appreciates the responsi- 
bilities of his position to the extent 
that his services have become so valu- 
able as is true in the case of Mr. Far- 
row. 



TO PROBE LAWYER'S CONDUCT 

The following article appeared in the 
Waterloo (la.) Courier of the llth ult. : 

Attorneys C. E. Ransier, J. W. Ar- 
buckle and J. E. Williams, appointed 
by Judges Mullon and Boies to investi- 
gate the alleged misconduct of Attor- 
ney Loren Risk, will soon begin their 
work. They are empowered to sum- 
mon witnesses and procure documents. 

The order says in substance that be- 
cause of "the conviction of J. W. Ack- 
erman of perjury in the case of Charles 
Scribner vs. the Waterloo, Cedar Falls 
& Northern Railway, and because of 
information brought to the knowledge 
of the court since his conviction by 
his written confession, wherein he says 
that by promise of payment of money 
he was induced by Loren Risk, the at- 
torney for Scribner, to commit perjury, 
and that he was summoned in other 
cases; the court deems it its duty to 
have an investigation made for the pur- 
pose of ascertaining whether the 
charges made in the confession are true 
or untrue, and whether charges should 
be preferred against Risk. 

"In view of contradictory statements 
made by said Ackerman in regard to 
his connection and transactions with 
said Loren Risk," the order continues, 
"it is by the court deemed advisable to 
appoint a committee of representative 
members of the bar of the county to 
make investigation and report the re- 
sult thereof to the court." 



S. M. COPP WINS PROMOTION 

S. M. Copp, recently appointed chief 
clerk to H. B. Hull, chief claim agent 



ILLINOIS CENTRAL MAGAZINE 



79 



of the Illinois Central, at Chicago, was 
in the city Monday with his wife, on 
his way to Galvesfon. Mr. Copp is a 
young Orealian who is rapidly winning 
promotion. For several years he was 
chief clerk to N. G. Pearsall. general 
superintendent of the New Orleans 
Great Northern, and later became the 
road's first claim agent. He then went 
with the Illinois Central and served as 
claim agent at Fort Dodge, la., until 
named chief clerk under Mr. Hull. 
New Orleans Times-Picayune. 



BETWEEN TWO FIRES 

"I educated one of my boys to be a 
doctor and the other a lawyer," said 
Farmer Corntossel, as he shifted his 
crutch. 

"You should be very proud of them," 
answered his visitor. "That seems like 
an excellent arrangement." 

"I don't know about that," replied 
the aged agriculturist; "it looks as 
though it was a-going to break up 
the family. I got run into by a loco- 
motive, and one of 'em wants to cure 
me and the other one wants me to go 
lame so he can sue for damages." Ex- 
change. . 



ONE BAG SWEDE FALLER 

Elbow minn. 

Oct. 14 1914 
Mr. Presedent Central Railroad 

Chicago ill. 
Deer Sirs. 

Day before today, bout 25 minit pass 
four oclock on de mornin, ven da train 
vas pass 127 mile pose near pole tela- 
graf on my farms, cla ongoneer he bain 
blow whisle on da train an hay make 
noise like a yack. Bout do tarn ma boys 
Emil hey pas da sain plac vid milk 
vagon. Hey notic bag sine vat say 
"Luck qvick for day enchine" He luck 
off right avay qvick, but hay look on 
dey rong plac, ven he look off on von 
plac day train hey hit him in anoder 
plac. Det train hey bus da vagon and 
trow dey boy on hay feel. Ven dey 
boy was stan up, he fine hisself lay 
dawn again and sais he is feelin like ay 



vas run tro a trashin machine. Dey 
horses ay can no use for netting as he 
vas bot ded. Von vas havin a colt in 
yanuary, but dis come too qvick in Oct. 
an aye cant use ham. How much you 
vil tak and settle day hole bill. I ban 
tellin you someding now, van you dont 
write prety qvick, I bain goin to drop 
day hole basnass an mak som law suit 
vid you. 

much oblige 

Ole Lindrew. 



WHO IS THE WINNER? 

Mr. J. D. Doty, Agent, Hackleburg, 
Alabama, is moved to propound the 
above inquiry after observing the re- 
sult of litigation by three farmers near 
his station in suits brought by them 
against the railroad for damages on 
account of small fires on their prem- 
ises. The claim agent offered each a 
sum which he and others who ap- 
praised the damage thought sufficient 
to cover it. The offers were refused 
and suits brought in the J. P. Court, 
where each recovered a judgment for 
$30.00 or $90.00 in all. .The railway 
appealed the cases to the Circuit Court, 
where the combined judgments for the 
three were reduced to $58.00, and they 
were assessed with the J. P. costs, 
amounting to $36.60. As their attor- 
neys received half the amount recov- 
ered, the plaintiffs were left $29.00 with 
which to pay the costs of $36.60. Con- 
sequently they are out $7.60. 

Agent Doty in writing about this 
matter, says: "I understand one of the 
gentlemen says, 'A man loses in a law 
suit if he wins.' " It is an example for 
others- to be careful how they bring 
suits and will probably cause these 
gentlemen to try and put out the next 
fire that catches on their land, even 
though they think the railroad set it 
out. They made statements that they 
could have put it out in fifteen minutes, 
but that the railroad set it out and 'we 
will have a law suit.' Well, we had it. 
Who wins?" 

Many others like Agent Doty have 
often wondered why claimants will not 



80 



ILLINOIS CENTRAL MAGAZINE 



accept reasonable offers of compromise 
made by the railroad to save them- 
selves the annoyance and expense of 
litigation. They seldom litigate with 
their individual neighbors. The rail- 
road is also a neighbor. Why litigate 
with it? Is it because demands are 
made upon the railroad that would not 
be made of an individual neighbor, and 
is it not about time that the farmers 
realized that their interests and the 
railroad's are largely one, and that their 



difficulties ought to be settled outside 
the courts if possible? 

In this connection we want to com- 
ment upon and commend the interest 
displayed by Agent Doty in these 
cases. He readily and eagerly assist- 
ed the claim agent in investigating the 
claims, selecting the appraisers and ar- 
ranging for the witnesses. In other 
words, he was thoroughly alive to the 
company's interests and performed his 
dutv. 




McCOMB SHOP CLERICAL FORCE 




Industrial. 
Immigration 

^5 and 

Development 
Department 



The Lay of the Land 

By Herman J. Selferth 
Louisiana's Human Factor 




C. N. Brtinfield, the agricultural 
agent of the Illinois Central's Southern 
territory, recently came a long way to 
talk to the Rural Progress convention 
at Baton Rouge, and his message was 
more to the business men than to the 
farmers of Louisiana. He said his 
road had done its share in co-operating 
for agricultural success, because the 
railroads recognized the importance of 
the industry of production. 

Increased output means increased 
prosperity for the common carriers 
which must bear the crops to market. 
They also realize that the lumber in- 
dustry will come to an end with de- 
forestization, while agriculture will not 
only grow but be permanent. 

The trend of the times is towards 
co-operation with the farmers and his 
travels from Louisville to New Orleans 
had shown him that the business men 
of many centers were awakening to 
their duty and were joining with the 
farmers in studying and solving the 
problems of the tillers of the soil. He 
cited the instance of Tipton county, 
Tennessee, in which Covington is lo- 
cated, which has formed a club for the 
advertisement and development of re- 
sources, and goes out weekly among 
the farmers to get into closer touch 
with them. 

The Boards of Trade in many places 
are inviting the farmers to attend their 
meetings so as to learn their needs and 
aid in supplying them. Jackson, Tenn., 



Jackson, Miss., Fulton, Ky., Vicksburg, 
Clarksdale and Greenwood, Miss., were 
examples of such practical fellowship 
and concern. 

There must be an amalgamation, a 
better sentiment, truer understanding 
between the business men and the 
farmers. The stronger and better 
status must be brought about by the 
business men and the agencies they em- 
ploy/ armed to reach the farmers with 
proof of sincerity and eagerness to ad- 
vance the common cause. 

If the towns become thoroughly 
posted in conditions around them, and 
the farmers acquire more accurate 
knowledge of conditions in the towns 
it will be an easy matter to evolve mu- 
tual and model relationship. 

Mr. Brunfield asserted that there 
would not be more intelligent and tell- 
ing union until there was more educa- 
tion. There was a lack of scientific 
education combined with practical art. 
There are a million head of cattle in 
Louisiana. A tax of five cents a head 
would go far towards properly main- 
taining the main institutions for agri- 
cultural education. The fact that there 
are still farmers in this state who mar- 
ket hogs weighing forty pounds, con- 
vinces that there is room for education 
that would guide them to market two 
million hogs a year, at a weigh of 200 
pounds each, which would not cost the 
farmers any more and mean the differ- 
ence between failure and prosperity. 



81 



82 



ILLINOIS CENTRAL MAGAZINE 



Agriculture is the basis of the de- 
velopment of every state in the South. 
Science has to do with finding out the 
working resources of the soil. Art is 
applying this science so as to bring 
about the largest yield with the great- 
est certainty at the least cost and the 
most profit. 

Few farmers understand the re- 
sources of their land, and the science 
and art of production and marketing. 
They do not study carefully the condi- 
tions of their own farms and the cap- 
italization of their own labor. 

The business men must shoulder the 
responsibility of furnishing the busi- 
ness ideals which will rescue the 
farmers from the slough of despond. 
He regretted to say that not all bank- 
ers were business men, and assured 
them that they must learn more of co- 
operation and constructiveness before 
the state would make any long stride 
in progress and before the argicultural 
resources and opportunities were 
known and appreciated beyond Louisi- 
ana herself. 

The question of markets was being 
most discussed wherever he went. 
Farmers told him they could raise a 
hundred bushels of sweet potatoes to 
the acre but could not sell them. 
Others said they reared and fattened 
hogs, but could not find the way to 
dispose of them to advantage. He 
thought that the market problem 
would eventually solve itself. 

The man who is generally most re- 
mote from market is the man who 
has nothing to sell. If each farmer in 
the same section would learn to grow 
the same crop or the same variety of 
live stock they could not only gain 
reputation for their output and mar- 
ket in quantity at less exoense, but 
the very fact that they had so much 
of something good to sell would at- 
tract dozens of buyers from the cen- 
ters of demand to pay them the high- 
est price and pay cash besides. 

Mr. Brunfield said that Louisiana 
had impressed him with her splendid 
possibilities. When she removes cer- 
tain obstacles she will be the peerless 
feeding and breeding ground of the 



entire country. The main thing is the 
human factor and education and co- 
operation will make that efficient and 
triumphant. - - The Trmes-Picayune, 
Tuesday, June 15, 1915. 



MISSISSIPPI WHEAT. 

The St. Louis market is just in re- 
ceipt of a carload of Mississippi wheat, 
raised in Adams county and shipped 
from Natchez. 

The owners of this wheat refused an 
offer of $1.30 per bushel for it and 
shipped it to St. Louis, where they 
expect to get a better price. The car- 
load graded No. 2, and is fully as good 
as the majority of wheat shipments 
from any of the old wheat-growing 
States. 

There is no reason why wheat can- 
not be profitably grown in Mississippi. 
While never attempted on a large 
scale, in the years previous to the war, 
wheat was grown on many Mississippi 
plantations. In those days railroads 
were few and transportation slow and 
difficult. To meet home needs neigh- 
borhood flour mills existed, and on 
many large plantations all the wheat 
necessary for home consumption was 
grown and carried to these neighbor- 
hood mills and converted into flour. 

The same soil conditions exist in 
Mississippi as were present then, while 
the necessity for the production of 
wheat is a great deal more urgent. If 
it could be raised profitably then, it 
can be raised profitably now, and those 
Adams county farmers are in a fair 
way to prove this assertion. 

In Lowndes county, located almost 
entirely across the State from Adams, 
wheat is being profitably cultivated 
and a wheat mill has been established 
and is in successful operation. These 
two experiments in widely separated 
sections of the State prove that Missis- 
sippi lands are well adapted to the 
cultivation of wheat, and the fact that 
the price must, of necessity, stay well 
advanced for some time to come, 
should encourage more Mississippi 
farmers to gfo into its cultivation. 
The Daily Herald, Vicksburg, Miss., 
Wednesday, June 16, 1915. 



Name 

Wilhelm H. Kile 
R. R. Sutherland 
William M. Hicks 
Numa Gravelle 
Frank Moran 
Chas. H. Stickley 
Archie R. Wylie 
Wm. D. Paterson 



Occupation 
Section Laborer 
Carpenter 
Section Laborer 
Switchman 
Section Laborer 
Train Baggagm'n 
Conductor 
Agent 


Where 
Employed 
Mt. Pulaski 
Paducah 
Milan, Tenn 
New Orleans 
Dubuque 
Dubuque 
Waterloo 
Cherokee 


Service 
23 years 
16 years 
36 years 
43 years 
25 years 
28 years 
28 years 
33 years 


Date of 
Retirement 
Feb. 28, 1915 
Mar. 31, 1915 
April 30, 1915 
April 30, 1915 
Mar. 31, 1915 
May 31, 1915 
Feb. 28, 1915 
June 30, 1915 




ALPHONSE E. CLERMONT 

PENSIONED ENGINEER. 
A LPHONSE E. CLERMONT, for 
** 27 years an employe of the Illi- 
nois Central Railroad Company, was 
retired on pension, affective March 1, 
1915. 
IVIr. Clermont was born in Quebec, 



Canada, October 26, 1848. He received 
his education in the public school. He 
left school at the age of 16 years, fol- 
lowing various occupations until 1867, 
when he came to the United States. 
He commenced his railroad career in 
1868, when he entered the service of 
the C. B. & Q. Railroad at Aurora, in 
the capacity of brakeman and switch- 
man. He was married June 20, 1870, 
to Miss Annie Leveque. Five children 
resulted from this marriage, four of 
whom are living. In 1872 he left the 
train service and transferred to the 
position of fireman on the Chicago 
and Iowa branch of the C. B. & Q., 
between Aurora and Forreston. Was 
promoted to position of engineer in 
1875, in which capacity he worked in 
both freight and passenger service un- 
til 1888, when he came to the Illinois 
Central as a locomotive engineer, be- 
ing employed on what is now known 
as the Wisconsin division, June 21, 
1888. He continued in the service of 
this company in this capacity, both in 
freight and passenger service, until his 
retirement. 

Mr. Clermont was considered one of 
the best and one of the most reliable 
engineers on the Wisconsin division, 
and it is unfortunate that the Illinois 
Central is being deprived of his active 

83 



84 



ILLINOIS CENTRAL MAGAZINE 



services as a result of his being re- 
tired on pension, which, of course, 
comes to him well deserved. 




MARTIN VANBUREN HAM 



subject of this sketch was 
born in Otsego County, New 
York, March 14, 1850. Began railroad- 
ing when a young man as a fireman. 
Promoted to an engineer. Took serv- 
ice with the Illinois Central Railroad 
Company at Water Valley, Miss., as 
an engineer, March 7th, 1898, serving 
until May 1st, 19J.5, at which time he 
was retired on pension at the age of 65. 

Mr. Ham was happily married and 
has two children, a son, Ralph, who is 
an electrical engineer, and a daughter, 
Mrs. H. W. Clowe, wife of Civil En- 
gineer Clowe of the Illinois Central 
Railroad, located at Chicago. 

During his career as an engineer, 
his entire time has been spent on a 
local freight run between Water Val- 
ley and Durant. Mr. Ham was al- 



ways regarded as a loyal and efficient 
engineer and retires with the good will 
of division officers of the Mississippi 
Division and all of his associates. On 
his retirement, he was presented with 
a medal of the International Brother- 
hood of Locomotive Engineers for a 
lifetime membership. This medal he 
prizes very highly. 



ALEXANDER WILSON. 

A LEXANDER WILSON, for forty- 
one years an employe of the Illi- 
nois Central Railroad Company, was 
retired June 1st, 1915. Mr. Wilson 
was born on a farm near Equality, 
Saline County, Illinois, August llth, 
1853. 

In 1874 Mr. Wilson entered the 
service of the Illinois Central as a 
Switchman at DuQuoin. He remained 
in this position until 1877 when he 
accepted service in the Car Depart- 
ment of the old St. Louis, Alton & 
Terre Haute, and in the fall of 1879 
went to Centralia and took up road 
service as a brakeman. He continued 
in this capacity until 1881, having as 




ALEXANDER WILSON 



ILLINOIS CENTRAL MAGAZINE 



85 



his run the "local way freight" be- 
tween Centralia and Cairo. 

Since that time he was employed as 
Car Repairer, Switchman and Engine 
Foreman until his retirement. 

Asked how he now spends his time, 
Mr. Wilson replied : "Well, sir, I just 



take things easy ; go over to the yards 
and watch the boys work, then go 
home and read. The Illinois Central 
has certainly been good to me, and I 
am happy that I chose my lot with 
them way back yonder in the '70s 
when we were both young." 



The following letter is self explanatory and was brought about by pre- 
senting a chair and pipe to Mr. Mackintosh by employes of the Car Depart- 
ment. 

4121 Ellis Avenue, Chicago, May 8th, 1915. 
Mr. J. M. Borrowdale, 
Supt. Car Dept., 

I. C. R. R. 
Dear Mr. Borrowdale and Friends: 

Your handsome and valued gift reached me this morning. Words fail 
me when I attempt to thank you all, sufficiently, for your most generous 
remembrance of my long and very pleasant association in your midst. 

Please accept my heartfelt thanks for the magnificent chair and pipe, and 
think of me as spending many happy hours in the enjoyment of your gift. 
In your selection of the chair for my comfort you could not have pleased me 
better, and the accompanying letter, with all good wishes, will be cherished 
by me the remainder of my life. 

It is a great consolation to me to know that my services have been sc 
highly appreciated as to receive such honorary retirement from the Company. 
The chair is indeed beautiful and the solace received when using the pipe 
will ever bring to memory that life without friends is not worth living. 

Thanking you again, and assuring you that my many kind friends in the 
machinery department will never be forgotten, 

Believe me, 

Ever sincerely yours, 

C. F. MACKINTOSH. 



COURTESY 

AND 

EFFICIENT SERVICE 

ALWAYS i^L 




LOSS & DAMAGE 
BUREAU 



Acceptance of Freight for Shipment 




T^HERE is only one time that the 
agent can protect the Company 
against payment for loss or damage to 
freight that exists when received for 
transportation, and that is at time of 
delivery for shipment, before bill of 
lading is signed. This document holds 
us responsible for delivery of the ship- 
ment that it covers, at destination in 
good condition, unless some exceptions 
are shown to have existed when re- 
ceived. The public is not generally in- 
terested in our methods of handling 
their shipments, nor do they concern 
themselves with drafting new sugges- 
tions as to improved plans dealing with 
transportation of freight. They do not 
anticipate any loss or damage to their 
shipments, for they rightfully assume 
that when a Bill of Lading, or receipt 
is given them, the person signing the 
Railroad's name has undoubtedly sat- 
isfied himself that the shipment is in 
the proper condition to insure its safe 
transportation to marked destination. 
If it were presented in any other condi- 
tion, it would surely be rejected and a 
reason given, so the shipper feels ab- 
solved from any liability in connection 
with its future safety. 

We can, therefore, see the great im- 
portance attached to acceptance of 
freight, and the saving that will be 
made with the proper attention ac- 
corded this feature. 

The various classifications provide 
for the proper manner in which most 
shipments must be prepared, but it 
seems a few commodities escape us 
more than others. Cement sacks, for 
instance, are frequently accepted when 



improperly prepared. They must be 
securely bound with not less than 3 
separate wire or rope ties, rope to be 
not less than 3/16 inch in diameter. 
Each bundle must be tagged with a 
linen tag securely attached by wire, 
showing names and addresses of both 
consignor and consignee. Freight 
charges must be prepaid. If these re- 
quirements are enforced, there will be 
no question of shipments arriving 
safely at destination and delivery ef- 
fected. 

In some cases failure to insist on cer- 
tain commodities being properly pre- 
pared, results in damage to other ship- 
ments. One instance is, rendered tal- 
low in barrels. No provision is made 
in different territories for the accept- 
ance of such shipments in barrels with 
cloth tops or without tops and if the 
agents accept these shipments improp- 
erly prepared, the loss is not only re- 
stricted to the tallow, but to the other 
freight with which it comes in contact. 

The most frequent cases of loss and 
damage resulting from failure to com- 
ply with instruction relative to packing 
and marking, are in connection with 
shipments of household goods. The 
only way to avoid payment of claims 
for loss and damage to freight, result- 
ing from failure to properly pack and 
mark, is to enforce literally the classi- 
fication requirements and otherwise be 
convinced that we have the freight and 
that it is properly prepared, before af- 
fixing the name of this Company to a 
Bill of Lading at time of delivery to us 
by shippers. Equally as important in 
receiving and receipting for shipments, 



86 



ILLINOIS CENTRAL MAGAZINE 87 

is the careful check to verify the nurn- paring them with Bill of Lading, and 

her of pieces given us, and at no time our agent satisfied that all are properly 

should a Bill of Lading be signed by packed and marked in accordance with 

an Agent of this Company for a less classification requirements, 

carload shipment, until he has actual- If these features are observed, freight 

ly seen and checked the freight for is properly billed, loaded in the right 

which he signs. In counting the num- car and properly stowed, the originat- 

ber of pieces and otherwise inspecting ing agent can feel assured that he has 

the freight, preparatory to signing Bill done his part toward sending the ship- 

of Lading, careful notice should be ment in good condition to its destina- 

made of the marks on each piece, com- tion. 



WESTERN WEIGHING AND INSPECTION BUREAU 

1822 Transportation Bldg. 
Circular No. 87. 

Chicago, June 3, 1915. 

FRAUD ON RAILWAYS NIPPED BY CAMPAIGN. 
Victory in Damage Claim Case Prosecuted by the Commerce Commission. 

HP HE Interstate Commerce Commission has gained a victory in its cam- 
* paign against commission companies which for years have defrauded 
railroads through claims for alleged damage to goods in shipment, when the 
Davidson Brothers Commission Company, of Des Moines, pleaded guilty 
to such a charge in the United States district court at St. Louis yesterday 
and was fined $2,500. 

The suit grew out of claims filed by the Davidson company with sev- 
eral southern railroads for alleged damage to peaches shipped in 1912. The 
company asked for $15,000, alleging that the shipments were delayed, roughly 
handled and not given proper refrigeration facilities. The, Davidson com- 
pany and two other firms were indicted on evidence collected by the com- 
merce commission. The Chicago Daily News of June 2, 1915. 



liGinonous oorvice 



entry has been made 
on the records of the following 
conductors for their special efforts in 
lifting and preventing the use of ir- 
regular transportation in connection 
with which reports (Form 972) were 
rendered to the auditor of passenger 
receipts, who, in cases of this kind, 
advise the other departments con- 
cerned, so that proper action may be 
taken, all pass irregularities being 
brought to the attention of the vice- 
president : 

Illinois Division 

Suburban Flagman T. Ruther on 
train No. 118 May 27th lifted employe's 
commutation ticket account having ex- 
pired and collected cash fare. 

Conductor J. Cavanaugh on train 
No. 2 May 13th declined to honor card 
ticket account having expired and col- 
lected cash fare. Passenger was re- 
ferred to the Passenger Department 
for refund on ticket. 

Conductor D. S. Weigel on train No. 
3 May 15th and on train No. 21 May 
22nd declined to honor card tickets ac- 
count having expired and collected 
cash fares. Passengers were referred 
to the Passenger Department for re- 
fund on tickets. 

On train No. 3 May 15th he also de- 
clined to honor trip pass account not 
being countersigned and collected cash 
fare. 

Conductor J. P. Burns on train No. 
426 May 27th lifted trip pass account 
being in improper hands and collected 
other transportation to cover trip. 
St. Louis Division 

Conductor A. E. Reader on train 
No. 623 May llth declined to honor 
card ticket account having expired and 
collected cash fare. Passenger was re- 
ferred to the Passenger Department 
for refund on ticket. 

Conductor G. Carter on train No. 5 
May 17th declined to honor card ticket 
account having expired and collected 
cash fare. Passenger was referred to 



the Passenger Department for refund 
on ticket. 

Conductor A. E. Reader on train 
No. 22 May 25th declined to honor 
card ticket account having expired and 
collected cash fare. Passenger was re- 
ferred to the Passenger Department 
for refund on ticket. 

Kentucky Division 

Conductor W. Y. Hansbrough on 
train No. 103 May 13th lifted 48 trip 
coupon pass book account being in 
improper hands and collected cash fare. 

Conductor C. O. Sims on train No. 
323 April 25th lifted 30 trip family 
ticket account having expired and col- 
lected cash fare. 

Tennessee Division 

Conductor J. E. Nelson on train No. 
103 May 2nd declined to honor mileage 
ticket account having expired and col- 
lected cash fare. 

Conductor J. W. Robertson declined 
to honor several card tickets during the 
month account having expired in con- 
nection with which passengers' were 
referred to the Passenger Department 
for refund on tickets. Also lifted ex- 
pired card ticket on which passenger 
admitted having previously secured 
transportation, and collected cash 
fares. 

On train No. 134 May 27th he lifted 
mileage ticket account being in im- 
proper hands and collected cash fare. 

Conductor S. E. Matthews on train 
No. 9 May 10th lifted two employes' 
trip passes account being in improper 
hands and collected cash fares 

Conductor J. A. Cunningham on 
train No. 10 May 20th lifted identifica- 
tion slip Form 1572 account having 
been altered and parties not being pro- 
vided with pass. Passengers refused 
to pay fare and were required to leave 
the train. 

Mississippi Division. 

Conductor C. M. Anderson on train 
No. 1 May 6th lifted employe's trip 
pass account being in improper hands 



88 



ILLINOIS CENTRAL MAGAZINE 



89 



and honored mileage ticket to cover 
trip. 

Conductor W. D. Howze on train 
No. 131 May 9th lifted Mississippi 
family mileage ticket account being in 
improper hands and collected cash 
fare. 

Conductor J. Sitton on train No. 3 
May 12th declined to honor mileage 
ticket account having expired and col- 
lected cash fare. 

Conductor N. S. McLean on train 
No. 124 May 15th lifted identification 
slip Form 1572 account having been 
altered and collected cash fare. 

On train No. 143 May 22nd he de- 
clined to honor card ticket account 
having expired and collected cash fare. 
Passenger was referred to the Pas- 
senger Department for refund on 
ticket. 

Conductor J. T. Nason on train No. 

5 May 20th declined to honor card 
ticket account having expired and col- 
lected cash fare. Passenger was re- 
ferred to the Passenger Department 
for refund on ticket. 

Conductor H. Weir on train No. 234 
May 31st declined to honor returning 
portion of Sunday excursion ticket ac- 
count having expired and collected 
cash fare. Passenger was referred to 
Passenger department for refund on 
ticket. 

Louisiana Division 

Conductor L. E. Barnes on train No. 

6 May "2nd, and train No. 3 May 20th 
declined to honor mileage tickets ac- 
count having expired and collected 
cash fares. 

On train No. 6 May 12th he lifted 
54 ride individual ticket account hav- 
ing expired and collected cash fare. 

On train No. 6 May 28th he lifted 
family commutation ticket account 
having expired and collected cash fare. 

Conductor R. D. Robbins on train 
No. 24 May 6th lifted annual pass in 
accordance with bulletin instructions 
and collected cash fare. 

Conductor W. Moales on train No. 
34 May 19th declined to honor mileage 
ticket account having expired and col- 



lected mileage from another ticket to 
cover trip. 

On train No. 34 May 25th he lifted 
mileage ticket account being in im- 
proper hands and collected cash fare. 

On train No. 34 May 27th he lifted 
54 ride individual ticket account hav- 
ing expired and collected cash fare. 

Conductor H. T. Erickson on train 
No. 31 May 21st lifted 54 ride indi- 
vidual ticket account having expired 
and collected cash fare. 

Conductor W. E. McMaster on train 
No. 4 May 30th declined to honor mile- 
age ticket account having expired and 
collected cash fare. 

Conductor E. Moales on train No. 

33 May 30th declined to honor mileage 
ticket account having expired and col- 
lected cash fare. 

Memphis Division 

Conductor F. B. Bell on train No. 
40 May 5th lifted employe's term pass 
and identification slip Form 1572 ac- 
count identification slip having been 
altered and collected cash fare. 

Conductor J. M. Carter on train No. 
13 May 18th and train No. 15 May 25th 
declined to honor mileage tickets ac- 
count having expired and collected 
cash fares. 

Vicksburg Division 

Conductor H. J. Lawrence on train 
No. Ill May 27th lifted mileage ticket 
account being in improper hands and 
collected cash fare. 

New Orleans Division 

Conductor T. Lang on train Ex. 302 
May 9th lifted returning portion of 
special excursion ticket account being 
in improper hands and collected cash 
fare. 

Conductor C. E. Gore on train No. 

34 May 9th and train .No. 33 May 26th 
lifted 54 ride individual tickets account 
having expired and collected cash 
fares. 

Illinois Division 

Favorable entry has been placed on 
the service record of Conductor George 
Lindsay, train 71, June 25th, for dis- 
covering and reporting BRC car 408 
with no light weight stencilled on same. 



90 



ILLINOIS CENTRAL MAGAZINE 



Arrangements were made to have car 
stencilled. 

Favorable entry has been placed on 
the service record of Conductor F. Ken- 
ney, train 73, June 29th, for discover- 
ing and reporting I. C. 34261 with no 
light weight stencilled on same. Ar- 
rangements were made to have car sten- 
cilled. 

Favorable entry has been placed on 
the service record of Conductor George 
Martin, train 391, June 14th, for dis- 
covering and reporting I. C. 47910 im- 
properly stencilled. Arrangements were 
made to have correction made. 

Favorable entray has been placed on 
the service record of Conductor F. Van 
Meter, train 92, June 14th, for discov- 
ering and reporting I. C. 131068 improp- 
erly stencilled. Arrangements were made 
to have correction made. 

Favorable entry has been placed on 
the service record of Conductor H. L. 
Beem, train 73, June 20th, for discover- 
ing and reporting car in his train im- 
properly stencilled. Arrangements were 
made to have correction made. 

Favorable entry has been placed on 
the service record of Agent L. E. An- 
drews, Humboldt, 111., for discovering 
and reporting I. C. 33001 improperly 
stencilled. Arrangements were made to 
have correction made. 

Favorable entry has been placed on 
the service record of Conductor I. G. 
Bash, Extra 1675 south, June 15th, for 
discovering and reporting I. C. 112572 
with no light weight stencilled on same. 
Arrangements were made to have car 
stencilled. 

Favorable entry has been placed on 
the service record of Conductor Ruby, 
Extra 1553, June 6th, for discovering 
and reporting I. C. 29823 with no light 
weight stencilled on same. Arrange- 
ments were made to have car stencilled. 

Favorable entry has been placed on 
the service record of Conductor C. H. 
Martin, train 392, June llth, for dis- 
covering and reporting I. C. 15935 with 
no light weight stencilled on same. Ar- 
rangements were made to have car sten- 
cilled. 

Favorable entry has been placed on 



the service record of Brakeman H. C. 
Davis, train 73, at Kankakee, June 16th, 
for discovering and reporting brake beam 
down on I. C. 42633. 

Favorable entry has been placed on 
the service record of Agent J. M. Purtill, 
Kankakee, for discovering and report- 
ing broken rail in south middle track 
June 16th, thereby preventing possible 
accident. 

Favorable entry has been placed on 
the service record of Fireman H. A. 
Kunde for discovering and reporting 
brake beam down on C. St. P. M. & O. 
car 29228, Extra 1510, south, June 5th 
at Kankakee Junction. Brake beam was 
removed, thereby removing possible 
cause of an accident. 

Favorable entry has been placed on 
the service of Brakeman J. I. Kinkaid, 
Extra 1597, for discovering and report- 
ing broken arch bar on M. & Co. car 
7925. 

Favorable entry has been placed on 
the service record of Section Foreman 
John Johnson of Section D-86 for his 
watchfulness during storm which oc- 
curred at Del Rey, May 15th. 

Favorable entry has been placed on 
the service record of Section Foreman 
Frank Martin for discovering and re- 
porting broken ! brake beam dragging 
in train Extra 1730 while passing Ash- 
kum Section Gang, one mile south of 
Ashkum, June 8th. 

Favorable entry has been placed on the 
service records of Engineer Smith and 
Fireman Edmunds, returning from Blue 
Island July 2nd, for finding a sack of 
U. S. mail between tracks 2 and 3 at 
107th Street and turning same in to 
office at Fordham. 

Favorable entry has been placed on 
the service record of Engineer C. A. 
Jenkins for discovering and reporting 
broken rail while going north on stock 
train at Ashkum, March 16th. Neces- 
sary action was taken to protect trains 
until repairs could be made, thereby pre- 
venting possible accident. 

St. Louis Division. 

At 2:15 p. m., May 7th, Engineer 
G. S. Brinker and Switchman Harry 



ILLINOIS CENTRAL MAGAZINE 



91 



Stafford, of Carbondale uptown switch 
engine, observed in train Extra North, 
engine 1716, passing through yard, 
bent axle on I. C. 67011. They at once 
notified dispatcher who stopped the 
train at North Yard office, thus per- 
haps heading off a very serious acci- 
dent, and for which favorable entry 
has been placed upon their records. 
Car Inspector Ben Chamberlain, of 
Carbondale, on May 26th, observed 
train 91 pasing through yard with 
brake beam dragging on I. C. car 29726, 
stopped train and made necessary re- 
pairs. His action without doubt pre- 
vented an accident, and favorable entry 
has been placed upon his record. 

Springfield Division 

Favorable mention has been placed 
upon the efficiency record of Brakeman 
E. C. Bailey for discovering and prompt- 
ly reporting a car improperly stencilled. 
Arrangements were made to correct 
same. 

Favorable mention has been placed 
upon the efficiency record of Conductor 
W. A. Knight for his watchfulness 
which enabled him to discover fire in 
car, and his prompt action in extinguish- 
ing same. 

Favorable mention has been placed 
upon the efficiency record of Conductor 
J. W. Carroll for discovering and 
promptly reporting a broken rail. 

Favorable mention has been placed 
upon the efficiency .record of Conductor 
C. A. Lawrence for discovering a brake 
beam down under a car in passing train 
and taking action resulting in train be- 
ing stopped and defect remedied before 
damage was done. 

Favorable mention has been placed 
upon the efficiency record of Engineer 
J. W. Gallagher for discovering and 
promptly reporting a broken rail. 



Indiana Division 

Favorable entry has been placed on 
the efficienty record of Operator J. F. 
Glass for discovering I. C. 34298 im- 
properly stencilled. Arrangements were 
made to correct same. 

Favorable entry has been placed on 
the efficiency record of Conductor E. M. 
Thomas for discovering I. C. 115203 
improperly stencilled. Arrangements 
were made to correct same. 

Favorable entry has been placed on 
the efficiency record of Operator J. F. 
Glass for discovering broken arch bar 
on engine 128, Indianapolis, Ind. 

Favorable entry has been placed on 
the efficiency record of R. M. Ferris, 
agent at Anita, Ind., for discovering 
brake beam hanging from car in Extra 
925. 

Minnesota Division 

Favorable entry has been placed on 
the service record of Brakeman H. H. 
Everhart, train No. 71, June 27th, for 
discovering brake beam dragging on 
P. F. E. 1772 in train Extra 1710 East. 
Train was signalled to stop and brake 
beam was removed before damage re- 
sulted. 

Favorable entry has been placed on 
the service record of Conductor R. J. 
Flynn, Extra 886, on passing track at 
Epworth for train No. 60, June 18th, 
for discovering rod dragging on I. C. 
39362 in 60's train. Train was signalled 
to stop and rod removed before damage 
resulted. 

Mississippi Division 

Favorable entry has been placed on 
the service records of Engineer Cullen, 
Fireman Flake, Conductor Monroe, 
Flagman Reynolds and Brakeman Glenn 
for prompt action in cutting tree off 
track and telegraph wires north of 
Toone, June llth, thereby preventing 
delay to train movement. 




A Story of a Visit to the Healing Wells at Metcalfe, 

Miss. 



By F. B. Wilkinson 



'M 



IS' SALLY, yo' sho' hasteh 
git sumboddy en my place. 
Ise bin had sech er turrerbul mizry 
en my bak dat er jes' cain't wuk no 
mo' tell er gits rid o' hit." 

"Why, Aunt Caroline, you haven't 
been complaining of being sick. I am 
surprised that you should get so bad 
off all at once. Why don't you let me 
send for Dr. Gamble and have him 
give you some medicine like he did the 
last time you had rheumatism?" 

"Lawd, Mis' Sally, dat med'cin' ole 
Doctah Gambul gib me nevah dun me 
no good er 'tall. All dat old Doctah 
doos es ter gib pills en pills en pille. 
I tuk em, en tuk em, en tuk em, 'tell 
finully, sez I ter my se'f, I sez ; 'I ain' 
gwiner tak' no mo' uv dem pills. Whut 
I need is sum lickrish med'cin" Den 
I jes' tuk merself rite down ter de drug 
sto en er buys merse'f er bottul uv 
lickrish med'cin' en er tuk it. En er 
fooled dat ole Doctah fur he thinks 
on'tel yit dat he kuoard me when twuz 
dat lickrish med'cin' en not him !" 

"Well that's all right, Aunt Caroline, 
but you haven't been complaining and 
I cannot understand why you should 
get so sick all at once." 

"Well, Mis' Sally, hit's jes lak I tole 
yer. Whut's de use complainin' whin 
yer aint got noboddy but ole Doctah 
Gambul ter doctah on yer? I'se bin 
er hurtin' en er hurtin', end dis mawnin' 
Ise bin tawkin' ter Brudder Johnsin en 
he's dun bin telin' me 'bout whut he 
dun seed down ter de Healin' Well. 



Ef er kin git down dar en drink dat 
watter I won't be havin' ter suffah 
all dis heah mizry en my pore ole bak all 
de time sosen er kain't wuk in de day 
time en er kain't sleep at night." 

"All right, Aunt Caroline, you can 
go home and rest up, but I wouldn't 
throw away my money paying railroad 
fare and all, going down to that Heal- 
ing Well, because it won't do you any 
good. It would be best for you to go 
down home to your daughter's and rest 
up for a few days. We can get Susie 
to take your place." 

"Yas'm, Mis' Sally, dat'll be all rite, 
fer Ise dun seed Susie en she sed she 
wood be heah brite en early in de 
mawnin' en hev yo breckfus' reddy en 
on de table time yo' gits up. Yo' ain't 
gwiner be putt ter no trubble er tal." 

"Well, Aunt Caroline, be sure and 
see that Susie is here in the morning." 

"Yas'm." 

Aunt Caroline ambled off to the 
kitchen where her pastor, Brother 
Erastus Johnson, was waiting to ad- 
vise with her for the good of her soul ; 
and, incidentally, to get his handout, 
without which no pastoral visit would 
be complete. 

She came into the kitchen with a 
frown on her usually good-natured 
face, mumbling to herself about what 
curious ways white folks had. 

Her pastor, scenting trouble, asked, 
"Sistah Ca'line, whut in de worl' am de 
mattuh?" 

"Nuthin' 'zackly, but yo' no Mis' 



92 



ILLINOIS CENTRAL MAGAZINE 



93 




HEALER'S CABIN PECAN TREE, AT THE BASE OF WHICH, IS THE WELL. AND ALTAR 
AND MAIN ENCLOSURE WITH CONGREGATION WAITING FOR HEALING RITE 



Sally jes' lak all dem white fo'ks, she 
don' berleeve in nuthin' er nigger 
wants. She tell me ter go home en 
res' up en hab ole Doctah Gambul cum 
pokin' pills down by thoat. Dat ain't 
whut I needs." 

"Cos' dat ain't whut yer needs, Sis- 
tah Ca'line. Whut yer needs ez ter go 
down ter de Healin' Well en hab de 
Lawd reemove frum yo' boddy de 
ufflickshuns whut he dun sont uppun 
yo', fur Glory be ter Gawd, us is bin 
dare en us knows ef yo' 'umbles yo'sef 
in de dus' dare dat he gwinter gin de 
powah ter hez Holy Man ter kuoar yo' 
uv all yo' onfurmertez. Al' yo' gotter 
do ez jes' lay yo'sef in de dus' befo' 
Hem en de Holy Ghos' sho' gwinter 
kuoar yo' jes' lak ten thoussan udders 
is bin kuoared." 

"Yassar ! I knows whut Fse gwinter 
do ! I'se gwine strate ter dat deppo' 
in de mawnin' en I's gwinter cotch dat 
'Vine jes' ez sho' dat 'Vine runs, en 
ef hit ever gits ter Met caf ? I'se gwinter 
be settin' rite on hit." 

"Dat's rite, Sistah Ca'line, dat's rite. 
Putt yo' trus' in de Lawd, en He sho 



gwinter tek kere uv yo' en kuoar all 
yo' sic'nes', but, Sistah Ca'line, w'en 
yo' gits dare ter de well, doan' fergit 
ter drap yo' conterbushun inter de free 
will offerin' box, 'caze Brudder Meyers 
kaint wuk all dem merricles en den 
make er crap et de same time. He 
ain't got no way ter git sump'in t'eat 
'ceptin whut is drapped inter de free 
will offerin' box." 

Sunday morning, when the train 
pulled into the station, Aunt Caroline, 
dressed in her Sunday clothes and ac- 
companied by her pastor, who had de- 
cided to go with her, at her expense, 
was standing on the platform waiting, 
and when the train came in they 
boarded it. In the course of the trip 
the conversation naturally turned to 
the wonderfully curative properties of 
the water. 

An old negro who sat across the 
aisle, said : "I'se gwiner tell yo' whut 
I'se seed wid my eyes. Brudder Miles 
hed dun felled up erbout er hunderd 
bottuls en jugs wid de Healin' Watter 
en whilst he wuzen't er lookin' er nig- 
ger stold wun bottul en hid hit undah 



94 



ILLINOIS CENTRAL MAGAZINE 



his coat fur he hedn't putt nuthin' in 
de box en he wus ershame ter ax fur 
enny watter. Brudder Myers wuz er 
lookin' de udder way when dat nigger 
stold dat bottul, but de Holy Ghos' tol' 
him whut dat nigger hed gone en 
dun so he ses, 'Sum thievin' nigger dun 
stold er bottul er dat watter. De Lawd 
tells me dat dat nigger gwiner fal' 
down in er fit in less'n er minit.' Shore 
nuff, fus thing yo' no dat nigger fall 
down on de groun' er slobberin' en er 
spittin', den Brudder Miles step up en 
tak' dat watter frum outen his shurt 
whar he dun gone hid it! Now how 
he know dat nigger dun stold dat wat- 
ter ef he ain't seed him do hit? En ef 
dat ain't er merricle whut is er merri- 
cle?" 

"Metcaf is de nex' stop. Eve'rboddy 
git reddy ter git off et Metcaf !" shout- 
ed the train porter, and all was confu- 
sion for nearly everybody was ticketed 
to disembark there. 

From Metcalfe to the well is about 
four miles and on the way they met 
swarms of negros walking, both old 
and young, each carrying a jug or a 
bottle of the water, and each negro in 
each wagon or other conveyance they 
met had his or her bottle of water 
stowed away where it would ride safe- 
ly. On the way out they passed fifty 
or more negroes, some so old and 
feeble that they could barely walk, but 
each had an empty bottle or jug jn 
which to bring back some of the 
precious water. 

About 600 feet, from the yard in 
which the wells are located, they came 
to the end of the road, so they had to 
alight from their wagon and walk a 
foot path which winds along the side 
of a ditch bank. 

Sitting beside it were old negroes 
and young ones, the halt, the lame, 
and the blind. Some too old, or too 
sick to walk, had been brought on 
stretchers and beds by their friends, 
who sat beside them in the hot sun, 
and fanned away the flies that tor- 
mented them. 

One poor old darkey, deserted by his 
friends, was lying in the hot sun on the 



ditch bank, with no cushion between 
his emaciated body and the hard earth 
except a thin, ragged quilt, an abject 
picture of misery, friendless and alone, 
he suffered in silence save when now 
and then a pitiful moan would escape 
from his parched lips. 

As Aunt Caroline waddled by, she 
snorted in derision : "Dey sho' is er lot 
uv sic' niggers er layin' aroun' heah! 
Dey sho' is !" 

Not being acquaintances of hers, she 
felt absolutely no interest in the poor 
suffering creatures. 

* * * * 

Around the cabin and yard in which 
the wells were situated a high board 
fee of ten cents was charged for col- 
ored and twenty-five cents for white 
people. 

Aunt Caroline and her escort paid 
their fee and entered. 

Directly in front of them was a 
rough, wooden platform which stood 
about three feet above the ground. It 
was provided with steps and a cover 
made of a ragged piece of canvas. It 
had bench seats and a railing running 
around it on the north, east and south 
sides, leaving the west side open to 
admit those who came up to the steps. 

The front porch of the Healer's 
cabin, facing south, marked the north- 
ern boundary of the main enclosure. 
A distance of perhaps 20 feet sepa- 
rated the west side of the cabin from, 
the fence on the west and that portion 
of the yard between the cabin and the 
west fence had been sequesterd from 
the main enclosure by a close, high 
board fence and an entrance gate was 
closed tightly and securely fastened 
with a chain and a big brass padlock, 
making it necessary to pass through 
the Healer's living room in order to 
gain admittance to it. 

In this enclosure, hidden from Aunt 
Caroline, were the two famed Healing 
Wells, one of which is for the healing 
of males and females and the other for 
females only. One was three feet two 
inches deep and the other three feet 
six inches deep and each had been 
cemented around and equipped with a 



ILLINOIS CENTRAL MAGAZINE 



95 



pitcher pump with pipe with free end 
extending about 2 inches below the level 
of the water in the pools. The first one 
was dug near the base of a large pecan 
tree. 

Let us hear what the Healer himself 
has to say of them. 

"Las fall, boss, erbout seben muntz 
ergo, I wuz ersleep en my bed en de nite 
when er man cum ter me en my sleep en 
he sed : 'Gawage, aw Gawge !' I wake' 
up but hit twa'nt no natch ful wakin' fur 
I wuz stell ersleep. I sed en mer sleep, 
'Lawd, whut doos yer want?' He says 
'Gawage, I wan' yo' ter go outen yo' 
yard clos' ter dat big puck-cawn tree, en 
dig down en de groun' en cut dat big 
puck-cawn root entwo, en dig what I'se 
gwine sho' yo' in de groun' by dat puck- 
cawn tree en when yo' doos yo' is gwine 
ter see two blubbers rize up, den dey is 
gwiner bus'. When dey bustez two 
streems uv watter is gwine ter rize up 
en run tergedder. Dat watter gwine be 
fer de kuoarin uv al' de sic' peepul.' 

Well sar, dat dreem kep 'er cummin' 
ter me ebery nite en I gits wurried en 
my min' fer I doan' no whut ter do. I 
wuz ershamed ter go out en dig fer fears 
peepul wud make fun uv me en think 
dat I hed dun gone crazy so atter erwhile 
I tol' my wif erbout hit en den I tol' sum 
udder peepul erbout it. Wun day I 
wuz readin' my bibebul 'bout dinner time 
en sumpin tol' me ter go en dig, but I 
dident wanner do hit. I wen' ter my pig 
pen atter er while en sumpin tol' me ter 
go rite now en deg en I wuz skeered en 
went. 

Yo' see dat big puck-cawn tree root 
dare, whar it runs out en goes down en 
ter de groun' ? Well, sur, I dug er leetle 
en sho' 'nufF I cums ter dat root jes' lak 
de angul sed en I hed ter stop. I sez ter 
my wife 'o' man, bring me dat ax !' I 
tuk dat ax en er cut dat root en er dug 
down en two big blubbers cummenced 
ter rize jes lak two big eyes outen de 
groun' jes' lak dat angul sed an day riz 
en riz en den dey bus' jes' lak dat angul 
tol' me dey wuz gwine ter bus' en de 
watter riz up frum whar de two blubbers 
wuz 'fare dey busted. Hit stay jes' so 



high al' de time no matter how much yo' 
pump outen dem." 

"Well, George, why do you do all of 
the pumping of the water and filling the 
bottles yourself, why don't you have 
your wife or someone else do it for you 
and save time?" 

"Boss, dat angul tol' me not ter let no- 
boddy cep' merse'f dip up de watter en 
sed ef dey did dat de watter gwine ter 
go 'way en not cum back. Er white lady 
cum out chear las' week en fo' us cud 
holler she dun started ter lif up dat 
pump hanel en de watter 'gin ter swurge 
eroun' en dry up. Hit skeered me so 
dat I hollered 'Lawdy, Lawdy,' en she 
drap dat pump hanel en run, fer she wuz 
skeered, too." 

"George, you say that this well is for 
men and women, too? How did you 
come to dig the one for the women 
only?" 

"Well, sur, de angul cum ba'k ter me 
en he said, 'Gawage, dat fus' well es 
bettah fur de men dan tis fur de wim- 
men. Yo' cum wid me en I wel sho' yo' 
what ter dig en git watter fer de kuoarin 
uv de wimmen', en er dug whar he say 
en dis hear watter cum bilin' up." 

"How does the water in the men's well 
taste ?" 

"De watter don' always tastez erlike. 
Sum days hit is salty, sum days hit es 
sweet en dem hit es jec lak lime." 

"How does it taste to-day, George?" 

"Well sur, les see. Terday es Sun- 
die. Terday hit tastez lak lime, termor- 
rer hit well be salty en nex' day hit well 
be sweetish lak." 

After George had dug the male and 
the female drinking wells and the fame 
of them had spread abroad, he says that 
the angel again came to him and this 
time told him to dig under the center of 
the extreme eastern end of his front 
porch and he would find a well of heal- 
ing water which would cure all who 
bathed in it. This well has been dug 
and the water found and now he says 
he has had a further vision directing him 
to again dig in another spot which he has 
not yet made known. This well, when 
dug, will be for the healing of all kinds 
of animals. 



96 



ILLINOIS CENTRAL MAGAZINE 




REV. GEORGE MILES (HEALER) AND WIFE 

WHEN HEALING HE DRESSES IN LONG 

FLOWING WHITE ROBE AND A 

WHITE SKULL CAP 

He says the angel gave him strict or- 
ders not to make a charge of any kind 
for the water for, like Salvation, it is 
to be free. 

Therefore on the front of the cabin is 
a box and above it the legend: 

"Put Y o Pen in Hear. The Lord will 
Bless Yo. 

So many came to the wells for drink- 
ing water that the Healer found it im- 
possible to serve all of them without 
working practically all day and all night 
and he was greatly worried about it, he 
says, until the angel came again to him 
and told him that it would be sufficient, 
except in extraordinary cases, for him to 
shower the water upon the sick by sprin- 
kling it upon them with his hand so at 
stated times he now performs this rite. 

When Aunt Caroline entered the main 
enclosure there was in it probably one 
hundred and fifty negroes of all ages, 



sexes and infirmities and their number 
was being constantly augmented by oth- 
ers who were hurrying in, in order not 
to be late and thus miss the act of heal- 
ing. 



Aunt Caroline soon noticed a negro 
preacher standing on the front porch of 
the cabin and he began exhorting the 
people to draw nigh and place a free will 
offering in the box for the benefit of the 
Healer. 

"Cum rite up good peepul en drap yo' 
offerin' in de box fo' de Holy Man. He 
aint erloud ter charge fer de watter, en 
he aint makin' no crap, en he aint got no 
chickins ner nuthin t'eat so he'se gottah 
live en we'se gottah he'p him. Cum rite 
up now en drap yer conterbushun inter 
de box fer Gawd's Holy Man. 'Mem- 
ber dat de Lawd lubs er cheerful gib'er. 
Ef yo' wants change Fse got hit fer yo', 
so cum rite up. De white fo'ks es er 
lookin' at you' ! Don' let dem say yo' es 
stingy. Cum rite up en drap sumpin en 
de box !" 

AND THEY ALL DID. 

Soon a negro man, evidently another 
preacher, came out of the Healer's door 
and with bowed head and downcast eyes, 
walked slowly across the yard and 
mounted the platform. Immediately the 
negroes swarmed around it and the 
preacher, when they had uncovered their 
heads, spoke as follows : 

"Brudderen en Sistahren, us gwinter 
hab wun prayer en wun song fo' de Holy 
Man cums out ter putt yo unner de show- 
ah uv hiz han'. I wants sum man whut 
ez ustah tawkin ter de Lawd ter cum up 
heah on dis heah alter gn HP up er prayer 
dat de Holy Ghos' may cum down on us 
dis ebenen." 

He did not have long to wait for a 
small, extremely black little neg.ro 
preacher was standing ready at the foot 
of the platform and he lost no time in 
mounting it and kneeling, while with 
arms outstretched he prayed a passion- 
ate prayer. 

His audience knelt on the ground in 
the dust with heads bared to the hot rays 
of the southern sun, and as the preacher 
made each point, they joined in with fer- 



ILLINOIS CENTRAL MAGAZINE 



97 



vent "Amens" and "De Lawd he'p." 
"De Lawd he'p !" 

When he had finished, his companion 
gave out the first line of a hymn, and all 
united in singing, all swaying to and fro 
keeping time with their bodies as they 
chanted each succeeding line, finally end- 
ing in a plaintive wail and moan. 
****** 

The tall form of the Healer could be 
seen coming out of the cabin. His skin 
black as ebony, upon his head a white 
skull cap, home made, of muslin, and 
his body covered with a long flowing 
white robe of the same material, he re- 
sembled a surgeon gowned and ready 
for an operation. Slowly he mounted 
the steps of the platform and Aunt Car- 
oline, pressing forward, touched the hem 
of his garment. Rolling his eyes heav- 
enward, until only the whites were visi- 
ble and with ebony hands outstretched, 
he clasped and entwined his fingers as if 
trying to wrest power from some unseen 
antagonist and commenced to pray: 
"Bow yo' knee, O Israel, 'umble yo'se'f 
down ento de dus'. Git down on yo' 
knees en de dus' en sho' de Lawd dat His 
peepul is not fersaken Him." 

"Blessed is de puoar en hart fer dey 
,shall be healed. Putt mallus en bac'- 
bitin' en all sin outen yo' harts for Lawd 
aint gwiner heal noboddy whut air en 
reebellyun 'ginst Him ! O' Lawd ! make 
us 'member dat in de skriptures yo' is 
sed dat ef er pus'un thow hisse'f ento 
de pool uv Saloam, when de Angul trub- 
bled de watters dat he wood be healed, 
but O Lawd! Ef he thow'd hisse'f in 
berfo' de Angul trubbled de watters dat 
hit wuddunt du no good er tall! 

"O, Lawd ! make us 'member dat man 
whut set far 28 years by de side uv de 
gate whut am cauld beutterful or waitin' 
fur Peater ter cum en kuoar hem ! 

"Oh Holy Ghos', cum down on dy ser- 
vunt en gib him powah ter heal al whut 
corns under de showah uv his han' ! 

"Holy Ghos' ! cum down uppon dy 
peepul, Israel, dat all be healed whut 
cums tinner de showah uv my han' dat 
my name may be 'membered thu all gen- 
nerashuns ! 

Lawd us knows dat us kaint be healed 



'ceptin us is puoar! Oh Lawd, puoarify 
us harts dat menny may be healed dat 
my name may be 'membered thu all gen- 
nerashuns ! 

Oh, Holy Ghos', cum in powah terday ! 
Cum Holy Ghos'! CUM HOLY 
GHOS !" 

The Healer paused. 

Looking across the fields a gentle 
breeze could be seen coming, swaying 
the leaves, of the not far distant trees. 
In the enclosure not a breath of air was 
stirring. 

"Oh Holy Ghos' ! ef yo' ez gwine ter 
cum in powah terday, cum nom, Holy 
Ghos' ez er coolin' breeze ter fan dy pee- 
pul Israel!" 

The Healer lifted his eyes Heaven- 
ward. 

Gently the breeez began to blow. 

Feeling its cooling touch as it played 
across her sweaty face, Aunt Caroline 
burst out shouting: "De Holy Ghos' 
dun cum! He dun cum! Glory ter 
Gawd ! He dun cum !" 

Again the Healer paused. 

Standing on tiptoe, with hands out- 
stretched, perspiration pouring down his 
face in rivulets, he grasped the air as if 
trying to clutch some unseen spirit and 
draw it to him as he moaned : "Thou ez 
cum Holy Ghos'! Thou ez cum Holy 
Ghos'! Pourify dy peepul Israel dat dey 
may be healed dat my name may be 
'membered thu all gennerashuns !" 

Heated by the rays of the summer sun 
which had poured down mercilessly upon 
their heads for the past hour, superheat- 
ed by being wedged between hot, un- 
washed, perspiring bodies, and lashed 
into a frenzy of excitement by the mag- 
netism of the speaker and his mesmeric, 
hypnotic gestures, his audience shouted 
and sang and many fell upon the ground, 
their sweaty bodies and limbs stiff as 
if in a trance while others moaned and 
cried. At the height of the excitement 
the Healer took in his left hand a small 
tin basin of the healing water and with 
his right he dipped in and throwing with 
all his migfht he began to circle and 
sprinkle all the people around the altar. 

Each time as he would shower the wa- 
ter from his right hand he would ex- 



98 



ILLINOIS CENTRAL MAGAZINE 



claim: "Cum Holy Ghos'! Cum Holy 
Ghos' ! Cum Holy Ghos' ! Heal all whut 
cum unner de showah uv my han' !" 

Three times he circled and sprinkled 
them. This ceremony ended, the Healer 
waited and from the audience a negro 
brought his little 5-year-old daughter 
who seemed unable to walk or to stand 
without some assistance. 

With her father holding her tightly 
in his arms the Healer took her by the 
hand and with water from the basin 
rubbed her arms gently, all the while 
crooning, "Cum Holy Ghos' ! en shake 
dis little leg. Cum Holy Ghos' en shake 
dis little arm ! Cum Holy Ghos' ! en 
shake dis little body dat my name may 
be 'membered thu all gennerashuns ! 
Cum Holy Ghos', Cum Holy Ghos'! 
CUM HOLY GHOST 

Standing erect before her he passed 
his hands up and down as does a hypno- 
tist when inducing sleep, all the time 
crying : "Cum Holy Ghos' ! Cum Holy 
Ghos'!" 

Finally he stood her upon her feet and 
passing his hands, wet with the healing 
water, up and down her little limbs and 
body he cried, "Cum Holy Ghos' ! Cum 
Holy Ghos' ! CUM HOLY GHOS' !" 

Suddenly with an exultant cry he 
shouted, "I'se got er witnes'. I'se got 



er witnes'," for the child was standing 
upon her feet alone. 

Quickly catching both her hands in 
his he lifted her arms high above her 
head and turning them loose bade her 
stretch out her fingers, which she did! 
Now crook your fingers. AND SHE 
DID ! Again came that exultant cry, 
"I'se got er witnes' ! I'se got er witnes' ! 
My name shall be 'membered thu all 
gennerashuns ! Dy Healing Watter shell 
heal all dy peepul." 

Bathed in perspiration, with trembling 
steps and blood-shot eyes, the Healer 
crept down the steps. 

Awe stricken, the crowd opened and 
made way for him, some reverently 
touching his robe as he passed by. 

Aunt Caroline stood for a moment as 
one petrified, then shouted: "I'se seed 
er merricle. Ise seed er merricle! De 
Holy Man dun healed dat chile en 
kuoard de mizry in dis heah ole boddy er 
mine. Glory ter Gawd! Glory ter 

Gawd !" 

******_* 

Too busy talking to notice them, Aunt 
Caroline passed by the father and lit- 
tle girl as she went toward the gate. 

He was standing dejectedly, support- 
ing the child who clung to him as before 
to keep from falling. 




Second Annual "Get Acquainted" Meeting of the 

St. Louis Division 



(~)N June 20th the second annual "Get 
Acquainted" meeting of the St. 
Louis Division was held in the Opera 
House at Carbondale, 111. Superin- 
tendent W. S. Williams presided, and 
there were about 450 of the employes 
present. In addition "to the division 
employes there were the following 
guests : 

Mr. E. J. Ingersoll, Hon. W. W. 
Barr, Mr. E. K. Porter, mayor, Dr. H. 
C. Mitchell, Dr. M. Etherton, Mr. M. 
W. Moore, Mr. C. E. Feirich, all of 
Carbondale, 111. 

Mr. J. C. Muench, secretary, Y. M. 
C. A., Mounds. 

Mr. A. E. Clift, general superin- 
tendent. 

Mr. S. S. Morris, chairman, General 
Safety Committee. 

Mr. J. L. East, agent, Loss and Dam- 
age Bureau. 

Also pensioners as follows : ' 

Mr. John Ridenbaugh, Brookport. 

Mr. M. Corcoran, Carterville. 

Mr. Benjamin James, Centralia. 

Mr. D. E. Stedelin, Centralia. 

Mr. John Ruttinger, Centralia. 

Mr. D. E. Foley, Carbondale. 

Mr. H. C. Mertz, Carbondale. 

Mr. Joseph Lantrum, Marion. 

Mr. Mat. Hamilton, Mounds. 

Mr. Alexandis Wilson, Du Quoin. 

Mr. W. R. Thompson, Du Quoin. 

A very enjoyable and profitable 
meeting was held, the proceedings of 
which follow: 

Meeting was called to order 8 :30 a. 
m. by Superintendent Williams, chair- 
man, who made a few remarks explain- 
ing the purpose of the meeting. Pro- 
gram throughout the day as follows : 

Introduction of Mayor E. K. Porter, 
who welcomed the visitors to the city. 

Introduction of Col. E. J. Ingersoll, 
one of the early mayors of Carbondale, 
and present watch inspector for the Il- 
linois Central. In a five minute talk 
Col. Ingersoll commented on the 



growth of Carbondale and its railroad 
interest. 

Mr. A. E. Clift, general superintend- 
ent, Northern and Western lines, was 
introduced and made a talk on benefits 
to be derived from such meetings, and 
also comments on the showing made as 
compared with last year's figures. 

Mr. S. S. Morris, chairman, General 
Safety Committee, Illinois Central Sys- 
tem, was introduced and gave a very in- 
teresting talk on the subject of Safety 
First. 

Mr. J. L. East, agent, Loss and Dam- 
age Bureau, Illinois Central System, 
was next introduced, and gave a re- 
view of the results obtained by the 
Loss and Damage Bureau, and par- 
ticularly as applicable to the St. Louis 
Division. 

Mr. P. E. Odell, Chief Train ^Dis- 
patcher, St. Louis Division, presented 
the subject, "Selecting the Man," in a 
forceful and able manner. 

Mr. F. Rauch, Car Distributor, St. 
Louis Division, made a five minute talk 
on the subject of "Car Handling and 
Reports." 

At this point the audience was fa- 
vored with a selection, "Illinois," sung 
by Mr. William Hays, of Carbondale, 
which was very much appreciated and 
enjoyed by all present. 

Chairman announced adjournment 
during noon hour, at which time pic- 
ture of those present would be taken 
in park immediately after adjourn- 
ment, also announced program for the 
balance of the day. Pensioners were 
invited to the homes of Division Offi- 
cers for dinner as special guests. 

Afternoon Session. 

Started with four reels of moving pic- 
tures, two of which were comedy offer- 
ings by the opera house management, 
and two of Illinois Central films on 
Safety First and proper handling of ex- 
plosives and inflammables. These later 



99 



100 



ILLINOIS CENTRAL MAGAZINE 



were very instructive and interesting. 

Drs. H. C. Mitchell and M. Etherton 
of the Hospital Department were pres- 
ent and addressed the meeting in the 
interest of that department. 

Hon. W. W. Barr, District Attorney, 
and Mr. C. E. Feirich, Local Attorney, 
were present and responded to invita- 
tion to address the audience and their 
talks were of value and interest. 

Mr. J. L. East again addressed the 
meeting, going into detail concerning 
the loss and damage showing, causes 
thereof and urging upon all present the 
necessity for greater effort. 

Mr. J. C. Miiench, General Secretary 



of the Y. M. C. A., Mounds, addressed 
the meeting, calling attention to the 
close relation of Illinois Central em- 
ployes and the Y. M. C. A. His re- 
marks on the word "Thought" were 
beneficial and interesting. 

The meeting was addressed at fre- 
quent intervals by division officers and 
other employes in five minute talks on 
different interesting subjects. 

This meeting was attended by ap- 
proximately 500 employes, the greater 
portion of whom registered, and the 
above indicates that each department 
was well represented. 



Train-Load 

By P. E. Odell 



A PROPOS of recent changes in 
comparative statements whereby 
credit is given each division for train- 
load instead of percentage of power 
efficiency utilized, it seems that ap- 
preciative recognition of the advan- 
tanges and benefits derived therefrom 
is due from Chief Dispatchers. 

In the mind of every progressive 
operating official there can be no ques- 
tion but the system of working on a 
time-table tonnage rating basis is ob- 
solete and wasteful in the extreme, un- 
less such ratings are changed every 
time the wind shifts or the thermom- 
eter rises or falls. In order to make 
statements compare favorably and to 
indicate that power is hauling maxi- 
mum the tonnage rating can easily be 
made to fit the report, while average 
train-load comparisons are an incen- 
tive to all concerned to reduce train 
miles by taking advantage of condi- 
tions and increasing train-load regard- 
less of fixed time table ratings which 
by no means are a fair guide through- 
out the life of a time table. 

No one is in a better position to 
determine the train-load than the Chief 
and Trick Dispatchers who have 
gained their knowledge by experience 
and who are in a position to take ad- 
vantage of opportunities and every 



dispatcher who is interested in the wel- 
fare of his company can assist ma- 
terially in increasing the earnings by 
watching the individual train. JL,ocal 
freight trains can frequently be used 
to assemble loads at points on the dis- 
trict where grade conditions are such 
as will permit through trains to han- 
dle additional tonnage, if not through 
to terminal, to a point in territory 
where turn-arounds can be used to ad- 
vantage at convenient hours of the 
day. 

In our efforts to increase train- 
load we should not lose sight of the 
importance of short lay-overs for 
crews at points other than their 
home terminals. When there is a 
large amount of power at an out- 
side terminal it causes dissatisfac- 
tion among the crews and to pacify 
them yard masters will often run 
a train which could have been held 
for consolidation thereby running up 
expense of additional and unnecessary 
high-class train mileage. Where there 
is an abundance of power it is an easy 
matter to order out crews to "clean 
up the railroad" but the day of reckon- 
ing comes when we are confronted 
with train-load performance sheets, 
and we have an idea that it only takes 
two sets of figures to convince the 



ILLINOIS CENTRAL MAGAZINE 



101 



higher officials whether men on certain 
divisions are "cutting the corners" or 
not and with the privileges allowed 
local officials by the present up-to-date 
broad-minded management there is no 
reason why we cannot boost the stock 
of the Company and incidentally our 
own. The man who either believes re- 
ports and comparative statements are 
a joke or is afraid of them is the one 
who says a great deal about "paper 
railroading," but intelligence is fast re- 
placing bull-headed force. 

Without any question proper car 
distribution contributes largely to in- 
creased net earnings and this branch 
of the business is too often left to in- 
competent clerks who do not appre- 
ciate the importance of education in 
car distribution. If the man in charge 
of equipment on any division does not 
study and keep thoroughly posted on 
the handling of cars he is not in a po- 
sition to place instructions to Agents 



and Yard Masters and is therefore an 
expensive man to have in service as 
the the mishandling of equipment in- 
creases train mileage from which there 
is no revenue. Train mileage has been 
decreased materially within the past 
few months by the very sensible and 
practical manner in which empty 
equipment is being hauled from one 
territory to another, viz., moving when 
light power is required and not on 
iron-clad instructions to deliver a cer- 
tain number of cars per day. 

Altogether we believe that every one 
is falling into line on the question of 
train-load and the result will be mu- 
tually beneficial. As a Government of- 
ficial recently remarked, "If the Gov- 
ernment looked after the interest of 
the people as well as you fellows are 
looking after the interest of the rail- 
road we would have some Govern- 
ment." Ain't it the truth? 



Fuel Economy 



Greenville, Miss., June 22, 1915. 
Mr. A. H. Egan, General Superintendent, 

Memphis, Tenn. 
Dear Sir: 

We have engineers on the Vicksburg Division who are very much inter- 
ested in fuel economy. 

A number of gratifying records have been made. 

The most efficient performance, however, was made by Engineer A. R. 
Bigleben, trains 35 and 36, 135 and 136, between Greenville and Vicksburg; 
train consisting of three (3) cars, June 18th to 20th, inclusive. Actual miles, 
460, including fire maintained during lay-over periods at Greenville and Vicks- 
burg. Total amount of coal consumed, nine (9) tons. 

This is the most remarkable record for fuel efficiency which has come 
to our notice since we have been connected with the system ; especially when 
the fact is taken into consideration that this train performs local service ex- 
clusively, and made 153 stops during the period referred to. 

I am assuming that you may wish to have some mention made of this 
remarkable performance in the Illinois Central Magazine. 

Yours truly, 
T. L. DUBBS, Superintendent. 



Appointments and Promotions 



Effective July 1, 1915, Mr. Fred B. 
Oren is appointed superintendent of the 
New Orleans Division, with office at 
Vicksburg, Miss., vice Mr. John W. 
Meehan, resigned. 

Effective July 1, 1915, Mr. John W. 
Bledsoe is appointed train master of the 
Peoria and Mattoon districts, with office 
at Mattoon, vice Mr. Fred B. Oren. 

Mr. Victor V. Boatner is appointed 
train master of the Effingham and Indi- 
anapolis districts, with office at Mattoon, 
vice Mr. John W. Bledsoe, transferred. 

Effective July 1,1915, Mr. Arthur M. 
Umshler is appointed train master of the 



Memphis Division, with office at Mem- 
phis, Tenn., vice Mr. Victor V. Boat- 
ner. 

Effective July 1, 1915, Mr. Frank E. 
Hatch is appointed train master, office 
at Centralia, with jurisdiction Branch 
Junction to Irvington, vice Mr. Arthur 
M. Umshler. 

Effective July 1, 1915, Mr. James D. 
White is appointed train master Johns- 
ton City and Golconda branches, and Car- 
bondale and Eldorado districts, except 
between DuQuoin and Pinckneyville, 
with office at Carbondale, vice Mr. Frank 
E. Hatch transferred. 




MECHANICAL DEPARTMENT SUPERVISORY FORCE ON THE LOUISIANA DIVISION 

MECHANICAL DEPARTMENT SUPERVISORY FORCE, 

LOUISIANA DIVISION 

' I A HE Louisiana Division has five outside points, namely, New Orleans, 
Harahan, Asylum, Canton and Gwin. On the first Monday in each month 
the General Foremen from these points are called to McComb and together 
with the General and Shop Foremen of McComb Shop a Staff Meeting is 
held, the Master Mechanic presiding. During these sessions subjects of inter- 
est to the Foremen are gone over, such as: Mechanical Department payroll 
allotment and expense, repairs to locomotives, engine failures, rebuilding 
and reinforcing freight cars, etc. 

These subjects are thoroughly discussed by all present, and proves very 
beneficial to them, especially to the Foremen from outside points who do not 
have the advantage of personal supervision of the Master Mechanic. 

102 



Qivisit. 




ILLINOIS DIVISION. Toole, rf 4 1 1 

Fordham. Manion, 2b 3 1 3 

Mr. Preston Blair is back among us 
after a siege of tonsilitis. Total 35 3 9 27 12 

Mr. James Ferguson passed from Ashkum Collies, 

boyhood to manhood Wednesday, AR R H PO A F 

June 23rd He is now 21 years of pl f 5* 6 6 0* .6 

age and allowed to smoke. Grovelit, 2b 5 00131 

Mr. H. Holcomb is able to get Collett ' 3b 4 1 1 1 1 

around nicely Butler, c 4 1 16 

Mr T. M Kavangh is glad the N j lb 4 Q Q g Q Q 

street car strike is over. It does away j^ 4 2 

with the four long miles he had to walk Bonzet> \( ..400100 

everyday. Schayea, ss '.'.'.'. '.'.'.'.'. 3 00031 

TU T r ^ f f sc . V , . . Jensen, rf 3 1 

The I. C. Safety First baseball team 

at Fordham continued its winning T , . .36 3 24 9 3 

streak by defeating the Ashkum and g f pirst ... . 1 1 1 0-3 

Buckley 111., earns of Iroquis County. Ashk i m Collies.O 00000000-0 
The feature of the last two games was Two . base hit _ B . Johnson. Struck 

the plavmg of Johnson on first base T> A/T iu n A ic u T u 

, i, " -f , J . Y. , ,, , out By Mulholland, 15; by Johnson, 

and the pitching and catching of Mul- ->. r> u n r\cc \* iu n A 

u 11 j j TXT-U 1 ..u c- r ^ T?- 14. Bases on balls Off Mulholland, 

holland and Whalen, the Safety tirst ,. rr T u -. 

.^ , . TT , ' , 4; on ohnson 1. 
star battery. Captain Holcomb, al- 
though unable to play on account of in- June 13, 1915. 
juries he received the early part of Safety First, 
the season, was out in uniform coach- AB.R. H. PO. A. E. 

ing on the side lines and it seemed Pilot, ss.. ..6 14 3 

to make the boys try all the harder to Toole, rf. . ..511000 

bring home a victory. The Safety Mulligan, 3b 5 23121 

First has now won 5 and lost 1 and Berry, If 5 2 2 1 

would like to hear from some of the Whalen, c.. . .5 2 2 12 

western towns. Address all communi- Mulholland, p 5 1 4 1 

cations to V. Schle^er, care I. C. R. R., Johnson, lb 5 1 2 8 

Fordham Yards, Chicago, 111. Manion, 2b 4 1 2 2 2 

Tune 6, 1915. J. Mulholland. cf. .. .1 00000 

Safety First. Dawson. cf 3 11000 

AB.R. H. PO. A. E. 

Pilot, ss 4 1 1 5 6 Total 44122124 8 1 

Mulholland, J., If.... 4 00000 Buckley. 

Mulholland, p 4 1 3 2 AB.R. H. PO. A. E. 

Berry, 3b 4 00010 Gleason, 2b 6 32121 

Whalen, c 4 1 2 18 1 A. Krumwed, rf 5 23002 

Keiser, cf .4 1 VV.Kntipple.3b 5 22230 

Johnson, lb 4 11600 E. Krumwed, lb. .. .5 12600 

103 



104 



ILLINOIS CENTRAL MAGAZINE 



Lietz, ss 5 1 1 2 1 

Luhrsen, c 5 1 13 

H. Knupple, If 4 1 2 2 

Doyle, cf 4 2 

Lammers, p 5 1 

Total 44 9 15 25 8 4 

Safety First ...02000063 112 
Buckley 3103100019 

Two-base hit Knupple. Three-base 
hits Dawson, Pilot, Krumwed. Home 
run Johnson. Struck out By Mul- 
holland, 10; by Lammers, 11. Base on 
balls Off Mulholland, 1; off Lam- 
mers, 1. 

Chicago Terminal. 

The Signal Department employes on 
the Chicago Terminal have organized 
a Base Ball Club, H. Brandon being 
elected President, O. C. Hinkle, Man- 
ager, and P. J. Knoop, Captain. 

The team has not yet lost a game 
and would like to arrange games with 
other I. C. R. R. teams. 

Communications concerning games 
should be addressed to H. Brandon, 
1612 East 53rd Street, Chicago. 
South Water Street. 

Heard the new office motto? ''All 
business." 

Ernie Cook spent Decoration Day 



in Minneapolis with his brother, who 
is connected with the Hamburg-Amer- 
ican Line in that city. 

\Ye hear in-freight girls are making 
clothes for the Belgium orphans. 

Mr. D. Leer, assistant station ac- 
countant, is on the sick list. 

Mr. Taylor, the stationer, was the 
first clerk to wear a straw hat. E. H. 
Belk was a close second. 

Howard Haney, our excellent and 
unexcelled office boy, rides forty miles 
to and from work each day. Howard 
will be mayor of Harvey some day. 

Mr. Leo Froehlich of In-freight De- 
partment went to Denver, Colo., June 14. 

Mr. Jerry Casey of Claim Depart- 
ment is quite a violinist ; also a very 
accomplished Irish step dancer. 

Mr. John Brennan and Tom Rus- 
sell of car record desk are going to 
spend their vacation on the Missis- 
sipi River. They leave on a special 
train over the I. C. to St. Louis June 
21st. 

We understand that H. J. Bowling's 
Boy Scouts, Benton Mullin and Frank 
Hanley, were present at a banquet in 
Louisville, Ky., May 1st. 

Jimmy Murphy (the chief's right 
hand bower) intends to spend his va- 
cation in Denver, Colo. 




T-XDEFEATKI) SUPERINTENDENT'S OFFICE BA8EBALJ 



MEMPHIS, TENN. 



ILLINOIS CENTRAL MAGAZINE 



105 



The Misses Henry and Rhen pre- 
sented Howard Haney, our gallant of- 
fice boy, with a pair of black silk sox 
on his birthday, Wednesday, May 12th. 

Quite a few of the notice boys went 
to St. Louis with Mark Bowling and 
Harry Stahl for Decoration Day. 

Our sympathies are extended to Mr. 
J. A. Pierce, who had the misfortune 
of losing his father and mother last 
month. 

Indiana Division. 

John F. Dillsworth, for the past 
twelve years janitor in the Indiana 
Division offices at Mattoon, died of 
heart disease June 1st, after an illness 
of less than an hour. He performed 
his duties the day before and seemed 
in his usual health. John will -be 
greatly missed by everybody about the 
office. He was well liked and respect- 
ed by all who knew him and had many 
friends in and around Mattoon. His 
widow survives and to her we tender 
our sympathy in her bereavement. 

To John Dillworth, the Janitor. 

It is only the Janitor, 
Someone has said, 
As they passed by the bier, 
And gazed on the dead. 
So they laid him to rest 
In a house made of clay, 
There he will sleep 
'Til the Judgment Day. 

He was only the Janitor, 

Yet faithful and true 

To perform all the duties 

He was required to do. 

Was always contented 

Whatever his lot. 

When supplies were needed 

John never forgot. 

Yes, only the Janitor, 

From the rank and file. 

But he was loyal, 

On his face was a smile. 

Sometimes as he labored 

The world may have looked drear, 

As he had been in service 

For fifteen long years. 



He was only the Janitor, 
But kind-hearted and true. 
Though humble his station 
He had friends not few, 
Who surely will miss him 
As the days roll by. 
Peace be his ashes 
In the grave where- he lies. 

Earl McFadden, formerly file clerk 
in the Superintendent's office, has re- 
ceived a well-deserved promotion. His 
new title is Tonnage and Mileage 
Clerk. 

Roy Stevens of Princeton, Ky., has 
recently come to Mattoon as File 
Clerk. 

Now that the Illinois Legislature 
is threatening to adjourn, the Division 
Offices anticipate being favored occa- 
sionally with the presence of the genial 
Superintendent. 

Conductor Chris Richmond is very 
popular nowadays with Master Me- 
chanic Bell's office force because of the 
vigorous measures he took to recover 
a handsome umbrella belonging to one 
of the young women in the office. The 
umbrella was carried off of a train by 
a passenger. As soon as the loss was 
discovered Mr. Richmond wired the 
agent at Sullivan and had the umbrella 
returned. 

Mr. A. F. Buckton, Chief Clerk to 
Master Mechanic Bell, was recently 
the victim of a birthday surprise party. 
Archie is the possessor of a beautiful 
traveling bag as a souvenir of the oc- 
casion. 

Division Accountant A. C. Wilcox 
has returned from a three weeks' va- 
cation spent in St. Petersburg, Fla. 

Speaking of vacations, Saturday 
afternoons off makes a vacation every 
week, and isn't it great? 

Miss Edna Riggs, stenographer in 
the Superintendent's office, expects to 
leave on her vacation the latter part 
of June. She will visit friends in 
Princeton, Ky. 

Miss Victoria Gustafson, stenogra- 
pher in Train Masters' office, is plan- 
ning an extensive trip to the far west. 

For some time it has been a sus- 



106 



ILLINOIS CENTRAL MAGAZINE 



picion on the Indiana Division that 
Conductor J. V. Fitch keeps a poem 
up his sleeve for every occasion. The 
suspicion appears to be well founded. 
A few evenings since a reception was 
given at the First Presbyterian Church 
at Mattoon in honor of Mr. and Mrs. 
F. J. Blickensderfer prior to their de- 
parture for Cincinnati, Mr. Blickens- 
derfer having been promoted to a po- 
sition in the General Offices of the Big 
Four Railway. During the course of 
the evening Mr. Fitch was called upon 
and responded with the following 
graceful verses: 

The Faithful Few. 
J. V. Fitch. 

When at morn or evening service, 
As I look around the room, 
I am sure to see some faces 
From out the shadows loom ; 
They are always at the service, 
And stay until it's through 
Those you sure can count on 
The always faithful few. 



They fill the vacant places, 
And are always on the spot ; 
No matter what the weather, 
Though it may be very hot; 
It may be dark and rainy, 
But they are tried and true 
The ones you can rely on 
The always faithful few. 

Tonight we lose a member 
Who is loyal and is true ; 
The Session sure will miss him, 
And also the Pastor too ; 
One we could depend on 
When there was work to do; 
We'll think of him forever 
As one of the faithful few. 

We are loath to have him leave us, 
And his faithful helpmeet too; 
We shall miss their smiling faces, 
We are sad to say adieu ; 
Wherever fortune leads them, 
Friends they'll find both leal and true; 
But we who've loved them longest 
Still call them the faithful few. 




SIGNAL DEPARTMENT BASE BALL TEAM 
CHICAGO TERMINAL 



ILLINOIS CENTRAL MAGAZINE 



107 



Springfield Division. 

Switchman Louis L. Lynn has been 
granted a leave of absence and is 
spending the time with friends and 
relatives in Minnesota. 

Harry Zimmerli, Clerk to General 
Yard master at Clinton, has returned 
to work after three days' lay-off. He 
spent the time with his parents in 
Rochester, 111. 

Conductors C. P. Freeman and W. 
C. Harris have recently purchased new 
automobiles. The former has a new 
Mitchell 6, and the latter a Moon 4. 
Anyone wanting a free auto ride, 
please notify A either of these gentle- 
men. 

Brakeman L. J. Oswald of the 
Springfield District has taken a 30 
days' leave of absence and is spending 
the time with relatives in Alhambra, 
111. 

Brakeman C. L. Gilliland has gone to 
Denver, Colo., and other points in that 
state. He expects to be away about 
sixty days. 

Conductor C. L. St. John has been 
granted a leave of absence for six 
months, account sickness and has gone 
to Rochester, Minn., and other points 
in the northwest for the benefit of his 
health. 

J. W. Alexander, employed as Pas- 
senger Flagman on the Clinton District 
for the past two years, has resigned 
from the service and returned to his 
home in Patoka, 111., where he has pur- 
chased a canning factory. 

Conductor W. B. Herron, of the Ha- 
vanna District, who was granted leave 
of absence for one year, account sick- 
ness, writes from Hastings, Mich., 
where he is located on a farm, that his 
health is improving, but not yet able 
to return to work on the road. 

Conductor Wm. Sharkey has re- 
turned to work after a few days' lay- 
off. He visited with friends and rela- 
tives in Amboy and Chicago. 

Road Department. 

James Throckmorton, formerly 
bridge Foreman and Supervisor of the 
Rantoul District of the Springfield Do- 



visron, died recently at his home in 
Urbana, 111. He was on the honor roll 
of the pension department, having been 
retired from active service about 
twelve years ago. 

Joseph Charbonneau, retired bridge 
carpenter on the Springfield Division, 
died recently at his home in Clinton, 
111. He had been on the pension list 
since June, 1914. 

Frank Reed, Foreman of concrete 
gang on the Springfield Division, now 
constructing concrete pile trestle at 
bridge 264-3, will visit with his parents 
in Vandalia during the inclement 
weather. 

After several months' leave of ab- 
sence account ill health J. O. Mathews, 
fourth oldest Agent on Springfield Di- 
vision, returned to duty at Bondville 
Station May 18th, releasing Extra 
Agent E. A. Witte. 

J. E. Ward, Agent at New Holland, 
took a few days' lay-off and was re- 
lieved by Extra Agent O. S. Jackson 
May 10th. 

P. R. Bryson was checked in as per- 
manent Agent. at Hanson May 19th. 

Dickerson Station on Rantoul Dis- 
trict will be discontinued as an agency 
and established as a prepay station 
July 1st. 

W. Stone, Agent at Marine, returned 
from 25 days' vacation 31st May. Ex- 
tra Agent A. L. Vallow looked after 
the station during his absence. 

A. M. Clark, Agent at Beason, made 
a business trip to Chicago May 10th 
and was relieved by Extra Agent L. F. 
Giffin. 

Extra Agent J. R. Watts is holding 
down the station at White Heath 
while E. R. Deland is taking his annual 
vacation. 

G. S. Phillips returned to agency at 
Elwin latter part of April, having been 
off duty couple months account sick- 
ness. 

C. E. Baugh, Agent at Toronto, will 
lake two weeks' vacation commencing 
Tune 8th and will be relieved by J. L. 
Moore. 

Mr. Louis Lighthall, Machinist 



108 



ILLINOIS CENTRAL MAGAZINE 



Handyman at Clinton Shops, will visit 
friends in Taopi, Iowa. 

Mr. A. D. Wilson, Blacksmith Ap- 
prentice at Clinton, will visit friends 
in Indianapolis, Ind. 

Mrs. J. Harris, wife of engineer, will 
visit in El Paso, Tex., and New Or- 
leans, La. 

Mr. F. Franek, Car Inspector at Glen 
Carbon, is visiting relatives in Indian- 
apolis, Ind. 

Mr. Martin Tucker, Carpenter, and 
wife, will visit relatives in Tustin, 
Mich. 

Mr. W. S. Reigle, Fireman on the 
Rantoul District, will visit relatives in 
Philadelphia, Pa. 

Mr. E. G. Sterling, Chief Accountant 
at Clinton Shops, has returned after a 
visit with relatives in Onawa, Iowa. 

Mr. Jack Agee, Fireman, and wife 
will visit in Brunswick, Mo., with rela- 
tives. 

Mrs. A. Rathburn, wife of supply 
man, will visit in Eureka Springs, Ark. 

Mr. R. N. Hoyt, Engineer, will visit 
in Buffalo, N. Y. 

Mr. F. W. Sievekinsr, Engineer, and 
wife will visit friends in Lewistown, 
Mont. 

Mrs. L. O'Brien, wife of engineer, 
will visit in Minneapolis. Minn. 

Mr. D. C. Potter, Engineer, and wife 
and son Wilbur will visit in LaFayette, 
Ind. 

Mrs. J. M. Dale, wife of painter, will 
visit in Milwaukee, Wis. 

Mr. E. J. Callahan, Engineer on the 
Havana District, will visit in San Fran- 
cisco, Los Angeles, Portland, Seattle 
and other points in the west. 

Mr. Andrew Johnson. Car Oiler, will 
visit in Menominee, Mich. 

Mr. Geo. Ives. pensioned Engineer, 
and wife will visit in Denver and Colo- 
rado Springs, Colo., for the summer. 

Mr. Robert E. Arndt, Machinist 
Handyman and wife, will visit relatives 
?n Tustin, Mich. 

Mrs. M. P. Dougherty, wife of Fire- 
man, and two daughters, Frances and 
Delores, will visit in Charles City, 
Iowa. 



Vicksburg Division. 

It has been noted that since the last 
issue of the Magazine, our efficient 
agent at Greenville. Mr. F. B. Wilkin- 
son, made a trip to the "Healing 
\Vells," near Metcalfe, in search of the 
remedy to better his health, and from 
the best information obtainable, Mr. 
Wilkinson is now enjoying good health. 
All concerned are glad to know of Mr. 
Wilkinson's restoration of health. 

It also has been noted that Ticket 
Agent at W right, Miss., Mr. F. Men- 
linger, made a trip to the "Healing 
Wells" for the purpose of "Taking Pic- 
tures" of this noted place, and its sur- 
roundings, as well as to partake of the 
"Healing \Vater." 

Engineer Louis A. King reported do- 
ing nicely after having undergone an 
operation at the Kings Daughter's 
Hospital, for appendicitis, June llth. 
A certain visitor called at the Hospital 
to see Mr. King while" he was there, 
and asked the nurse where Mr. King 
was, the answer was : "Just go up 
stairs." 

Chief Clerk to Superintendent, Mr. 
Seymour Simmons, left Greenville June 
23rd to attend a meeting at Chicago in 
connection with the- handling of the 
tonnage in Division offices ; the tonnage 
to be compiled in the Office of Su- 
perintendents, effective July 1st. 

File Clerk, Mr. W r . B. Marks ten- 
dered his resignation June oth, on ac- 
count of poor health. Mr. Marks was 
relieved by Miss Zetta Beulah, who has 
been working for the past several 
months as Clerk in Chief Dispatcher's 
Office. The many friends of Miss Beu- 
lah are glad to learn of her promotion. 

Gravel Inspector, Mr. P. R. Hender- 
son promoted to position of Masonry 
Inspector, effective June 15th. Mr. 
Henderson's headquarters are at Du- 
buque, Iowa. Many regrets have been 
expressed at this young man's depart- 
ure, but we congratulate him on his 
promotion. 

Effective June 16th, Roadman W. J. 
Apperson promoted to position as 
Gravel Inspector, vice Mr. P. R. Hen- 



ILLINOIS CENTRAL MAGAZINE 



109 



derson. Mr. F. K. Anderson was ap- 
pointed to the position as Roadman, 
relieving Mr. Apperson. 

Conductor Mack Mahoney, Baggag-e- 
master W. E. Hardin and Porter Eu- 
gene Harris, attended court in the Doll 
Wade case, May 26th, 27th and 28th, as 
witnesses in behalf of the company. 

Mrs. Myrtle Hammons, Clerk in 
Greenville Freight Office, recently 
made a few days' stay at Leland with 
home folks. 

June 6th Baggage Master, Mr. C. G. 
Hill tendered his resignation. The 
many friends of "John Brown" regret- 
ted to see him leave. 

Conductor W. E. Ross is now cany- 
ing his right arm in a sling, clue to in- 
jury sustained in an accident in Green- 
ville yards, June 2nd. 

Flagman W. S. Ford returned to 
work June 9th after making a trip 
down in Mexico in search of something- 
better, but failing to find this, returned 
to his post of duty, and now seems to 
be satisfied. 

Conductor N. B. Kaigler has returned 
to work, after absenting himself from 
duty for several days, he being off for 
the purpose of rest and giving "the 
other fellow a chance." Kaigler was 
relieved by Conductor D. C. Parker. 

Conductor Tom Hyer has again re- 
sumed duty on his run, Train Nos. 197- 
198, after a few days' illness. 

Time Keeper M. P. Massey spent a 
couple of days with his home folks at 
Eupora, Miss., the latter part of June. 

Division Accountant, C. Bourgeois 
made a "flying trip" to New Orleans 
June 29th, for the purpose of attending 
to "Some unfinished business." 

Anderson Gladney, who has been in 
Red Cap Service at the Grand Central 
Station, Memphis, has returned to his 
old job, as Porter in Superintendent's 
Office at Greenville, relieving Porter 
Arthur Washington. 



St. Louis Division. 
DID IT EVER OCCUR TO YOU 

That You don't have to have a 
search light turned onto you to pick 
you out of a crowd in the dark. Just 
do something different. 



That Many a disabled booze fight- 
ing soldier wishes he had been killed 
in the first battle? 

That This is not a Christmas rail- 
road in the Five and Dime store win- 
dow, and that it takes somebody be- 
sides a boy in knee pants to run it? 

That You can often separate some 
common sense from the stuff that 
floats around the roundhouses and 
switch shanty? 

That You sometimes visit too 
long on the telephone while a higher 
salaried man is waiting to use it? 

That No good sensible "working 
Bee will take business advice from a 
Bed Bug? 

That There is another way to raise 
the figures on your pay check besides 
being crooked? 

Here is what happened at DuQuoin 
recently. Soon after No. 260, St. 
Louis stock train passed the telegraph 
office a man informed the operator 




Have 

Healthy, 
Strong 
Beautiful 
Eyes. 

Oculists and Physicians used 
Murine Eye Remedy many years 
before it was offered as a Domestic 
Eye Medicine. Murine is Still Com- 
pounded by Our Physicians and 
Guaranteed by them as a Reliable 
Relief for Eyes that Need Care. Try 
it in your Eyes and in Baby's Eyes 
No Smarting Just Eye Comfort. 

Twenty years of honorable success have 
firmly established Murine "In the World's 
Eye" as the "Standard of Eye Remedy Qual-^ 
ity." Autoists Golfers Tour- 
ists Mechanics All should 
have Murine handy by as First 
Aid in Emergencies. 

Ask your Dealer for Murine 
accept no Substitute, and if 
interested write for Book of 
the Eye Free. 

Murine Eye Remedy Co, 
Chicago 




110 



ILLINOIS CENTRAL MAGAZINE 



that a cow had evidently fallen from 
the train as there was one on the right 
of way just south of the station. Dis- 
patcher stopped the train at Yard Of- 
fice and sent Night Yard Master 
Carlyle after the cow. While driving 
her up the track he was stopped by a 
man who inquired, "Where are you 
going with that cow?" He was told 
and replied, "I'll be damned if you 
are, that's my cow." And it was. The 
next time this cow or any other cow 
is found on the right of way at Du- 
Quoin, Carlyle says she is going to the 
stock yards. 

We very often hear outsiders re- 
mark that the Illinois Central has the 
best looking locomotives of any road 
in the country. We know that is the 
truth, and we also know that they are 
just as good as they look. Some of 
us have worked on railroads from 
Portland, Me., to Mexico City, and 
from Florida to Oregon, but the Cen- 
tral has about the best of everything, 



officials, employes, equipment, ahd 
there is some satisfaction in working 
under these conditions. Think it over. 



They Need the Money 

It is no disgrace to die poor but it's 
a mean trick to play on your relatives. 



The Excelsior Hotel 

For Sale or Lease 

One-fourth cash, balance to suit 
purchaser. Good patronage. 
Present owner retiring. 

Apply to Mrs. Gibson-Davis 

MAGNOLIA, MISS. 



XAVIER A. KRAMER 

Consulting Engineer 
and Architect 

Design and Supervision of Water Works, 

Sewers, Electric Light and Power 

Plants, Drainage, Highways, 

Public Buildings 

MAGNOLIA, MISS. 



For Sale 

2,500 acres good farming land, 
in and near Magnolia, Miss. 
$10.00 per acre. One -fourth 
cash; balance, terms to suit 
purchaser. 

Apply to 

H. B. DAVIS, Magnolia, Miss. 



Farm Products a Specialty 

Meyer & Neugass 

General 
Merchandise 

Give Us a Trial Order On Our 
Special "Mississippi Cane Syrup" 

MAGNOLIA, MISS. 



For INFORMATION 
In Regard to 

Magnolia and Vicinity 

Write 

Stonewall Club 

MAGNOLIA, MISS. 



Please mention this magazine when writing to advertisers. 



ILLINOIS CENTRAL MAGAZINE 



111 



Work on the new extension to West 
Frankfort known as the Benton and 
Southern, has been completed and 
will open up new coal fields in that lo- 
cality. It is expected that coal load- 
ing on the Eldorado district will in- 
crease to considerable extent the com- 
ing season, and additional facilities;' 
are being installed in anticipation. 

News items and articles of interest 
for publication in the Magazine. should 
be addressed to P. E. Odell, chief dis- 
patcher, Carbondale. 

The clerks in the local office at East 
St. Louis have organized a uniformed 
baseball team and are open for all out- 
of-town games. Anyone wishing a game 
with this team address A. J. Siratman, 
care local office. 

Miss Estelle Matthaei, stenographer in 
Mr. Wells' office, will spend Sunday at 
Coulterville, 111., visiting relatives. 

Inbound Warehouse Foreman N. R. 
Huff attended the Western Handicap 
shoot at St. Louis last week and made a 
very favorable showing. 

For 12 months May 31, 1914, to May 




5^?S^9S^ ! ^5???S5 

WHEN Tom Jones comes over 
to the station just after dark 
to get Aunt Martha's trunk, 
or a package from a Chicago mail- 
order house, the up-to-date Station 
Agent picks up his 

Federal Electric Lantern 

and goes out to the baggage nxm and takes 
care of the work to be done without the in- 
convenience of filling and lighting the old 
smoky, greasy oil lantern. Thereisnoflame. 
No danger. It is a wonderful help to all 
railroad men who work at night 
The hardest wind and rainstorm can't put 

this lantern out. L'ghts instantly without 

matches by a single turn of the handle. Cheapest battery cost. 
Handsomely nickeled. Collapsible. You will be glad to own 
and use one. 

Write your name, occupation and address in the margin of this 
pige, and mail to us today. We will send you our handsome free 
circular, completely describing this new Electric Lantern. 

F'DERAL SIGN SYSTEM (ELECTRIC), Dek 124. CWcgo 

Dealers and Ac/ents Wanted, Everywhere (7) 





SIGNAL DEPARTMENT ST. LOUIS DIVISION 



112 



ILLINOIS CENTRAL MAGAZINE 



31, 1915, 49,360 cars of perishable were 
handled through Mounds yard. 

June 10, 1915. was heaviest day in 
history of Mounds icing plant when 236 
cars perishable were iced in 24 hours. 



An Emergency. 

The station master on the Eastern 
Indian Railway had been given strict 
orders not to do anything out of the 
ordinary without authority from the 
superintendent. This accounts for his 
sending the following telegram : 

"Superintendent's Office, Calcutta- 
Tiger on platform eating railway por- 
ter. Please wire instructions." 



The Limit 

"She is simply mad on the subject 
of germs, and sterilizes or filters every- 
thing in the house." 

"How does she get along with her 
family?" 

"Oh, even her relations are strained." 
Philadelphia Public Ledger. 



THE BUTTER THAT PLEASES 
SPREAD IT ON THICK 




Made from Pure Pasteurized Cream 
Sealed to Protect its Flavor 

FOX RIVER BUTTER CO. 
CHICAGO, U. S. A. 



FILMS DEVELOPED 

Photographic Finishing. Eighteen years' experience. WHY 
experiment with failures? One 6 exposure roll developed FREE. 
Price List on request. GOFF, 3440 Michigan Ave., CHICAGO. 



Advertisement 

Have 300-acre tract of hardwood cut -over land Rusk County, 
Wisconsin. 40 acres cleared. On county road, spring creek, 3 
miles out. Sell all or part. 

C. H. PARIS, Conrath. Wis. 



TOBACCO 



H4BIT c <"" UE!tED 



easily 

iprove hepltli. prolong 
Rel' 



kidney 
rt weak- 



Gain lantlng vigor, calm f r* f f 
s, superior mental strength." IX 1 1 



DCSS. Avoid blindness! 

nerves, better memory, cle 

Banish spells of melancholy avoid collapse. If you chew, dip snuff or 

ftmoke pipe, cigarettes, clgarn, get my interesting free book. Just 

it hat you have been looking for. Proved worth weight in gold to others; 

why not you? Overcome nicotine habit, itart now and beeenuinely happy. 

Book mailed free. EDW. J. WOODS, 189 6, Station E, New York, >. I. 



ITYOOR1DEA9 

^$9,000 offered for certain 
inventions. Book "How to Obtain 
a Patent" and "What to Invent" 

I sent free. Send rough sketch for free 
(report as to patentability. Patents ad- 
vertised for sale at our expense in Man- 
ufacturers' Journals. 
CHANDLEE&CHANDLEE, Patent Atty's 
'Est. 16 Years 1 08 2 F. St, Washington, D. C. 



Spencer Otis Company 

RAILWAY SUPPLIES 
Chicago, Now York and St. Louis 



That Protect 
and Pay 



PATENTS 

BOOKS, ADVICE AND LIST I F R IT F 
OF INVENTIONS WANTED | r 1VE.& 

Send sketch or model fqr search. Highest References. 
Best Results. Promptness Assured. 

Watson E. Coleman, Patent Lawyer 

624 F Street N. W., Washington, D. C. 

Chas, R, Lone; Jr, Co, 



Incorporated 

MANUFACTURERS OF 



Railway, Station and Bridge Paint 

622 to 63O East Main St. 

Louisville, Ky. 



Please mention this magazine when writing to advertisers. 



imis 




Federal Building, Paducah Ky, 




NoVacation 
for Us 

WE'RE on the job ALL 
the time. Ours is a busi- 
ness that depends entirely on 
being johnny - on - the - spot 
early and late, watching our 
customers' needs and taking 
care of their orders. 

We've put in a busy season 
getting out the finest, biggest, 
liveliest, most interesting cat- 
alogue anybody ever printed. 
To use the printers' own 
words "it's a pip" 

'Way over 1,000 pages; 
prices on about everything un- 
der the sun. You need this 
new book. It'll save you 
around a quarter of every dol- 
lar you spend household 
needs, groceries, clothing, fur- 
niture, farm needs, hardware, 
building material everything 
in this book. 

You'll soon be handling 
goods sold from this new book. 
Why not get a copy for your- 
self? ' 

Your name and address on 
a postal brings the big new 
book quick. Ask for Cata- 
logue 84 B. 

Montgomery Ward 
& Co. 

New York Chicago Kansas City 
Fort Worth Portland 

Address the house nearest you 



You know OVERALLS, 

Uniforms, Shirts, etc., are 





mark 

on the back of 
the material on 
the inside of the 
garment. 

It's the cloth in the 
garment that gives the 
wear. 

Stifels 

Indigo Cloth 

Standard for over 75 years. 

Its continuous use by three generations 
of the "men of the road," factory and 
field is certain proof of extraordinary 
quality. Stifel Indigo wears like leather. 
Every washing makes it like new. 

This little mark is put 
on the back of the cloth 
on the inside of the gar- 
ments for your protec- 
tion. Look for it before you buy. 
Cloth manufactured by 

J. L. STIFEL & SONS 

Indigo Dyers and Printers 
WHEELING, W. VA. 

SALES OFFICES 

NEW YORK 260-262 Church Street 

CHICAGO 223 W. Jackson Boulevard 

SAN FRANCISCO Postal Telegraph Building 

ST. JOSEPH, MO Saxton Bank Building 

ST. PAUL ...238 Endicott Building 

t TORONTO 14 Manchester Building 





J. H. Nash Frontispiece. 

The Story of the Illinois Central Lines During the Civil Con- 
flict, 1861-5 9 

Public Opinion 16 

Paducah, Ky 20 

A Letter Complimentary to the 57th Street Training School.. .. 27 
How Employes Should Proceed to Purchase Illinois Central 

Stock ; 28 

Baggage and Mail Traffic Department 30 

Hospital Department . . 37 

Loss and Damage Bureau 40 

Claim Department 44 

Roll of Honor 52 

Always Safety First 54 

Law Department 57 

Transportation Department 60 

Freight Traffic Department 65 

Passenger Traffic Department 67 

Engineering Department 74 

Industrial Immigration and Development Department 77 

The Intelligent Box Car 76 

Operator P. Cummings 80 

Mechanical Department 81 

Meritorious Service 85 

Contributions from Employes: 

Performance of Tubes in Superheated Locomotives 89 

Claims 89 

I Should Worry 92 

Loyalty and Disloyalty 92 

There Is No Car Shortage 94 

Excess Baggage 97 

The Country Agent 98 

Division News . . . . 100 



ished monthly 6y the ffl/no/s Central *J?. < J^. Gb., 
in the interest of the Company and its 4^000 "Employes 

^Advertising rates on application^? 



Chicago ' lGocal59 

1$ <pr. copy $ 1.^0 pr. year 




J. H. NASH 
Superintendent of Motive Power. 

AFTER leaving school Mr. Nash started in railroad work as an apprentice to the machinist 
trade with the Vandalia R. R. at Terre Haute, Ind. After completing his apprenticeship 
and serving two years as a journeyman machinist on that railroad, he was employed in a 
similar capacity by the Big Four, Santa Fe, C. & E. I. and various machine manufacturers. He 
entered the service of the Illinois Central R. R. on April 6, 1897, as a journeyman machinist at 
Burnside shops, and after serving in that capacity for seven months, was advanced to position 
of gang and machine shop foreman. On April 21, 1901, he was transferred to East St. Louis, 
taking up the duties of general foreman at that point, and on January 1, 1903, he was made 
general foreman at Waterloo. On December 1, 1904, he was promoted to position of master 
mechanic at East St. Louis, and on October 4, 1907, was transferred to Paducah as master 
mechanic. On May 24, 1910, he was promoted to position of shop superintendent at Burnside, 
and on June 1, 1913, was promoted to position of superintendent of motive power in charge of 
northern and western lines. 



ILLINOIS CENTRAL 

Magazine 



Vol.4 



AUGUST 1915 



No. 2 



T(iQ Story of tfie 
IllinoisContral Linos 

during tfi 

Civil Conflict 186-5 

From Helena to Vicksburg in August, 1 862 

By Major John D. Crabtree 
(Read before the Loyal Legion of Illinois, July 3, 1 893) 



HpHE object of this expedition was 
understood at the time to be of a 
two-fold character. 

First, as a reconnaissance in force, 
to ascertain what was being done by 
the Confederates towards sending men 
and supplies into Arkansas, and 

Second, to destroy, as nearly as pos- 
sible all means of transporting the 
same, from the east to the west side, 
of the Mississippi river. We had or- 
ders to destroy everything in the shape 
of water-craft, large or small, to be 
found on the river, or in the arms or 
bayous connected therewith. The 
forces comprising the expedition were a 
fleet consisting of the gunboat Benton, 
under the command of Captain Phelps, 
of the gunboat flotilla, the ram Lioness 
and three other rams under the com- 
mand of Lieutenant-Colonel Ellet, and 
also two transports carrying the Fifty- 
eighth and Seventy-sixth regiments of 
Ohio Infantry, with four pieces of 



Hoffman's Fourth Ohio Battery, and 
also a detachment of about eighty men 
of Bowen's battalion of Missouri 
Cavalry, with two twelve-pound moun- 
tain howitzers, under command of 
Lieutenant-Colonel W. D. Bowen ; the 
whole expedition being under the com- 
mand of Colonel Charles R. Woods, of 
the Seventy-Sixth Ohio Infantry. 

The expedition left Helena, Arkan- 
sas, on Saturday, August 16, 1862, and 
proceeded down the river, first landing 
at Island No. 65. On the way down 
many boats were destroyed, of almost 
all shapes, sizes and kinds (except 
steam boats), and it is safe to say that 
after we got through there was little 
chance left for carrying troops or sup- 
plies across the river. 

At one large bayou, or arm of the 
river, we must have destroyed forty or 
fifty boats, large and small, from a 
little skiff to the largest kind of flat- 
boats. Some were cut to pieces with 



10 



ILLINOIS. CENTRAL MAGAZINE 



axes, some destroyed by fire, while 
many were turned adrift in the river 
and cut to pieces by the rams. During 
a portion of the time when the last 
mentioned process was in operation, it 
was my good fortune to be on board 
the ram Lioness, and if there is any- 
thing more exhilarating than a cavalry 
charge or a toboggan slide, it seems to 
me it is being on board a ram, when, 
with a full head of steam on, she seems 
to put her head down and go for her 
victim, with all the vim and viciousness 
of the animal after which she is so aptly 
named. 

Beyond this destruction of water 
craft, not very much of importance 
transpired on the downward trip until 
our arrival at Milliken's Bend, Loui- 
siana. Of course there was the usual 
occasional firing upon the boats from 
shore whenever the channel carried us 
near enough so that the fellows along 
the bank thought it worth while, but 
as the decks were all pretty well pro- 
tected by cotton bales, no one was hurt, 
and if it did the rebels no good it cer- 
tainly did us no harm. On the morn- 
ing of August 18th we reached Milli- 
ken's Bend, just as the early dawn 
began to give promise of the coming 
daylight, and there at the landing was 
tied a small steamboat called the "Fair- 
play," which had just come up from 
Vicksburg that morning, and proved to 
be a valuable capture ; but as there was 
other business on hand just then, we ^f 
the cavalry had to defer paying o / 
respects to her officers, and our visit 
to her bar, until a later period of the 
day. On the levee were about eighty 
negroes chained together, who had just 
been brought in to unload the boat. 
On the shore, a short distance away, 
was the camp of the Thirty-first Loui- 
siana Infantry, with camp equipage for 
about 1,000 men, but there were only 
about 700 in camp. They evidently 
belonged to the Southern chivalry, and 
were no poor white trash, for the offi- 
cers had fine wall tents, furnished with 
carpets on the floors, mirrors hanging 
on the tent poles, and other articles of 
luxury which soldiers are generally 



supposed to dispense with. Had they 
supposed the "Yanks" were going to 
capture that whole oufit, no doubt some 
of those luxuries would have been left 
at home. This camp, however, was 
evidently not the "last ditch," for none 
of the so-called chivalry died there. On 
the contrary, when they saw "the 
smoke way up the ribber," wher the 
"Linkum gunboats" were coming, to 
their everlasting discredit be it said, 
they incontinently "skedaddled," there- 
by saving themselves for an opportu- 
nity "to fight some other day." 

It happened that the squad of 
twenty men of Bowen's battalion, 
which I had the honor to command as 
Second Lieutenant, was the first to 
land, and having learned that the per- 
sonal baggage belonging to the officers 
of the valiant regiment which had just 
departed, had shortly before started 
out after them on the road towards 
Richmond, Colonel Bowen ordered me 
out on that road in pursuit. It was not 
yet fairly daylight, but we went out 
with a vim, and about two miles from 
the river landing we came up with an 
old gray-headed darkey, driving a pair 
of mules as fast as he could, and behind 
them, in all their glory, were six or 
eight large trunks, said to contain the 
baggage of the gallant officers of the 
Thirty-first Louisiana. That darkey 
was, or no doubt would have been later 
in the war, an "intelligent contraband," 
but at that particular moment he ap- 
peared to be a little the worst scared 
specimen of humanity possibly to be 
imagined. When ordered to stop, turn 
around and head his team for the river, 
he jumped off his wagon, and running 
to the head of his team, then to the 
rear of the wagon and back again, he 
groaned out in pitiful accents, "My 
God-a-mighty, Massa, whar my 
mules?" 

When we got him calmed down 
sufficiently to distinguish the difference 
between a mule and a worm fence, he 
started back towards the river, with 
one man as an escort, but not before 
he had been relieved of the information, 
that portions of the fleeing "Tigers" 



ILLINOIS. CENTRAL MAGAZINE 



11 



were just ahead of us, and having still 
nineteen good 'men left, we went for- 
ward at a brisk trot to investigate. We 
had gone but a short distance before 
we came in sight of a squad ahead of 
us, who at once climbed the fences and 
broke for taller timber. 

When about three miles from the 
river what appeared to be the main 
body of the regiment, was discovered 
in and around some cotton gins and 
negro quarters, in such a position as 
to render it impossible to charge them, 
on account of the fences and other 
obstructions in the way, and my little 
band of nineteen men being outnum- 
bered, in about the proportion of thirty 
or forty to one, it was deemed best to 
parley a little before going too far, and 
at once one man was ordered to go 
back to the river and bring up our 
little howitzers. In a very short time 
Colonel Bowen came up with the guns, 
and about sixty more men, and after 
dropping a shell or two into the enemy, 
we had the satisfaction of seeing them 
hastily disperse, and retreat rapidly to- 
wards Richmond. We at once charged 
them and succeeded in taking a num- 
ber of prisoners and capturing the 
colors of the regiment. The pursuit 
was continued until we came within 
about a mile of the town, where we 
could see that the enemy was trying 
to make a stand ; a few more shell, how- 
ever started them on the run again, 
but when we got within about three 
hundred yards of the railroad station 
they again showed fight, and again we 
gave them more shells, and charging 
them with the old-fashioned yell, there 
was a hasty throwing away of guns 
and knapsacks, and a final and com- 
plete exodus of the Johnnies, while we 
were left masters of the situation, with 
full opportunity for investigating and 
destroying at our leisure. 

On getting into town we found quite 
a large amount of supplies for the Con- 
federate Army, being a considerable 
quantity of clothing, twenty-two hogs- 
heads of sugar and many other valua- 
ble stores. It took but a short time to 
fire the whole lot, burn the railroad 



station, the warehouses, as well as de- 
stroy the railroad bridge and telegraph 
lines, all of which was speedily done, 
with no loss whatever to us, the rebels 
having hardly fired a gun. 

As soon as possible Colonel Woods 
came up with the infantry, they having 
hastily marched about ten miles, on a 
very hot morning, no doubt thinking 
from the sound of our guns that we 
might need help, and indeed we would 
had the Confederates stood their 
ground, and shown the same disposi- 
tion for fight, that we have all known 
them to do on so many other occasions. 
To me their conduct on that day has al- 
ways been most unaccountable. Pos- 
sibly they were not all armed, or were 
without ammunition, or something of 
that sort; otherwise it would be incre- 
dible that some seven hundred men 
should allow eighty cavalrymen to 
drive them ten miles, take their colors, 
some twenty-five prisoners, and de- 
stroy a large amount of stores, right 
before their eyes, and scarcely fire a 
gun. But for some reason they seemed 
panic stricken from the start, and never 
once got in shape to show fight. Un- 
doubtedly our appearance at Milliken's 
Bend was a very great surprise to them, 
and yet, knowing the usual courage and 
bravery of the Southern soldiers, as 
displayed on many a well-fought field, 
I am at loss to understand why, in the 
course of the ten miles' retreat, and 
when they could see what a small force 
was pursuing them, they did not make 
at least a decent show of resistance. 

Having no "unfinished business" at 
Richmond we leisurely retraced our 
steps toward the river, stopping to rest 
for a while at one of the finest planta- 
tions I ever saw. The owner had busi- 
ness in some other locality that day, 
and was not at home, but Madam was 
there, a high-bred, blue-blooded South- 
ern lady, who showed a great deal of 
indignation to think that the northern 
mud-sills should thus trespass upon 
her premises. We were the first Fede- 
ral troops that had ever been at that 
particular plantation, and consequently 
the cellar and smoke house were well 



12 



ILLINOIS. CENTRAL MAGAZINE 



stocked with plenty of good things to 
eat and drink, and as the boys were hot 
and tired, hungry and thirsty, they 
were not absolutely prohibited from 
helping themselves to something with 
which to satisfy the cravings of nature 
in this respect. Madam complained 
bitterly at this, and very indignantly 
asserted that we could never subdue 
the South, preserve the Union, or put 
down the rebellion, especially if our 
men were allowed to thus trespass on 
private rights. 

I remember saying to her : "Madam, 
the Union will be preserved, the South 
will be subdued, and the rebellion will 
be put down, if we have to make the 
South a desert and sow it with salt." 
At a later period of the war she no 
doubt became better acquainted with 
Yankee troops, for they are reported 
to have been quite numerous in that 
locality when Grant went down to 
Vicksburg in 1863. 

The capture of the steamer Fairplay 
proved to be a valuable one, as her 
cargo consisted of 5,000 or more En- 
field rifles and muskets, in the original 
packages from Europe, a very large 
quantity of ammunition, and a great 
many boxes filled with accoutrements 
and army equipment, which were said 
to have been destined for Little Rock, 
Arkansas. The boat was not wanting 
either, in that necessary part of a Mis- 
sissippi steamboat, to-wit, a reasonably 
well-stocked bar, in which, to our great 
surprise we found, among other things, 
ice water, and after the hot and dusty 
ride of the morning, it is not surprising 
that we made frequent visits thereto to 
quench a soldier's thirst, singing Jack 
Stibb's favorite song, "Oh, Lord, how 
dry I am, Oh, Lord, how dry." It is 
needless to say that the eighty negroes of 
the chain gang didn't unload that boat at 
Milliken's Bend, neither did they stay 
in that locality. On the contrary, they 
came on board our boat, and no one 
attempted to put them off. There be- 
ing just eighty cavalrymen, and eighty 
of the colored boys, every one of our 
little command had a servant for the 
remainder of the trip. The contra- 



bands did all the stable duty, and it was 
very funny, when orders were given 
to be in readiness to land at some place 
along the river, to hear each private 
soldier say to his particular darkey, 
"Boy, saddle my horse," and when the 
landing was reached, to see him strut 
along the gang plank followed by a 
darkey leading his horse, holding the 
stirrup for him to mount, and as the 
soldier rode away, touching his forelock 
with that peculiar deference so common 
to the slave in the days "befo de wah." 
The capture of the Fairplay and her 
cargo was a severe loss to the enemy, 
and, judging from the official reports 
concerning it, found in the volume to 
which reference has already been made, 
it was a complete surprise to the Con- 
federate general commanding the dis- 
trict in which it was made, and whose 
headquarters were at Vicksburg. After 
finishing our business at Milliken's 
Bend we dropped down the river to 
within a short distance of Vicksburg, 
so near, in fact, that we could hear the 
alarm bells ring and guns fired. It 
was said afterwards that had we known 
the actual condition of things in the city 
at the time, we could have captured the 
place, as all the available forces had 
been taken to Baton Rouge under Breck- 
enridge, there being then no anticipation 
of danger to Vicksburg. We lay off the 
mouth of the Yazoo river for a couple of 
days, while three of the light draft rams, 
the gunboat Benton, and the Mound 
City, proceeded up that stream, and at 
Haines' Bluff, seventeen miles from the 
Mississippi,- they captured six pieces of 
ordnance, being two forty-two pound- 
ers, two thirty-one pounders, one twelve- 
pounder brass field piece and one twen- 
ty-pounder brass coast howitzer, with a 
large amount of ammunition for ord- 
nance, as well as small arms, besides some 
muskets and camp stores. The four 
large guns being too heavy to be re- 
moved, were destroyed by bursting, but 
the remainder of the captured property 
was safely brought away. 

On the 23d of August we commenced 
the return trip up the river. At Green- 
ville, Miss., we landed and had a brush 



ILLINOIS. CENTRAL MAGAZINE 



13 



>vith the en my, near which place they 
had a considerable force, not only of in- 
fantry, but also cavalry and artillery. On 
our approach, however, they fell back 
some two miles from the river, and 
seemed to be maneuvering to draw us in- 
to an ambush, when orders came to re- 
turn to the boats, our force being evi- 
dently too small to successfully meet the 
one opposing" us, so far away from the 
support of the gunboats. 

The latter, however, shelled the woods, 
and, as it was, there being no good place 
there to land our horses, orders were 
given for our boat to go up stream until 
a good place was found to get them 
ashore, which was done in about half a 
mile. In the meantime, however, Cap- 
tain Benteen (lately Major Benteen of 
the Regular Army), Lieutenant Ballou, 
and myself, had gone on shore with the 
infantry, not knowing but that a land- 
ing of the cavalry would be made at that 
place, until our boat had pushed off and 
left us. Hastening along the levee on 
foot, we noticed tied to a post near a cab- 
in, a cavalry horse, having upon him a 
McClellan saddle equipment complete, 
even to nose bag and picket pin. 

Seeing no one in the vicinity we se- 
cured the horse, and proceeding on after 
the boat, keeping a sharp lookout for 
signs of the enemy, we discovered over 
the woods, about half a mile away, a col- 
umn of dust arising, which seemed to us 
to mean business. 

Reaching the boat, however, about 
the time the gang plank was shoved 
out, the men were mounted, and or- 
ders were given me to proceed with my 
twenty men a short distance down the 
river to reconnoiter, and we had not 
gone to exceed fifty rods when I halted, 
and bringing my men to the front, dis- 
covered quite a large force of rebel 
cavalry not more than eighty rods 
away, marching through the woods. 
Reporting this fact to Colonel Bowen, 
he immediately sent me a couple of the 
howitzers, with which we commenced 
'shelling the woods in our front, and 
the enemy at once fell back out of 
range. 

The infantry meanwhile were some 



distance away under Colonel Woods, 
and we having only our eighty cavalry, 
were not in position to crowd matters 
very fast, and so' could do little more 
than reconnoiter. To this end Colonel 
Bowen ordered me up the river with 
my squad, and we had not proceeded 
over half a mile above the boats, when 
we came upon a picket of four men, 
who seemed so surprised to see us, 
that they appeared perfectly dazed, and 
neither attempted to fire a gun nor to 
get away, but surrendered at discre- 
tion. 

They were evidently not regular sol- 
diers, but home guards or something of 
that sort, neither uniformed nor well 
armed, and no doubt just put into serv- 
ice for the particular occasion. 

Disarming them, they were sent 
back to the boat, with an escort of one 
man and we proceeded down a road 
leading away from the river, and which 
brought us to a plantation where there 
were plenty of negroes, who were, of 
course, interviewed as to the number 
and situation of the enemy in the vicin- 
ity. From their statements it would 
appear that quite a large force had been 
gotten together, for the purpose of pre- 
venting, if possible, the return of our 
fleet up the river. We were sitting 
on our horses in a little yard, the ne- 
groes getting water for the men and 
being interviewed by me, when a 
mounted rebel suddenly dashed out of 
a corn field near by, immediately fol- 
lowed by another, while two of my 
men, without orders, at once started in 
pursuit. Feeling satisfied it was a 
scheme to draw us into ambush, I 
shouted to the men to come back, but 
the order, if heard, was not obeyed, and 
I waited with some anxiety the result, 
expecting every moment to hear a vol- 
ley fired, or my men coming back with 
the rebels in pursuit. 

Several shots were fired, but in a 
minute or two my men came back all 
right, bringing with them the belt and 
revolver of one of the men they had 
pursued, whom they had shot off from 
his horse as he ran, and dismounting 
had secured his belt and revolver as a 



14 



ILLINOIS. CENTRAL MAGAZINE 



trophy. They had better luck than a 
squad of Company A of our battalion 
had the same day, under somewhat 
similar circumstances, when they were 
drawn into ambush and lost one man 
killed and two severely wounded. 

Concluding it would be unsafe to re- 
main inside the enclosures of the plan- 
tation much longer, we passed out 
into the highway again, and were sur- 
prised to see a single horseman ap- 
proaching us, clad in a fine new gray 
uniform, and having on a military cap 
with plenty of gold bullion around it. 
He was splendidly mounted, and came 
riding towards us apparently without 
any misgivings, until he was within 
some six or eight rods, when he shout- 
ed out an inquiry as to where a certain 
Confederate regiment was, the name 
and number of which I have forgotten. 
I replied to him, "Here it is," when he 
again started toward us, but had. not 
advanced more than a rod or so before 
he wheeled his horse like a flash, and 
showed us his heels, but we followed 
rapidly and commenced firing, and pre- 
sumably the balls came so uncomfort- 
ably close to him that he halted, threw 
up his hands and surrendered. He 
proved to be an officer of the regular 
army, C. S. A., just come from Rich- 
mond to join his command, and hav- 
ing only arrived that day had not yet 
found it. Notwithstanding he was a 
high-toned Southern gentleman, he 
was that day a much chagrined and 
crestfallen Johnny, and found a place 
on the boat with our other prisoners. 

Rejoining Colonel Bowen, the en- 
emy was discovered in large force 
down in the woods, and the colonel had 
just ordered a charge, when Colonel 
Woods came up with the infantry and 
countermanded the order. For my 
part I was very glad he came just at 
that particular moment, for the infor- 
mation obtained from the negroes had 
satisfied me, that there was a large 
force of the enemy down the road upon 
which the charge was ordered, and that 
eighty men had no business in there. It 
'simply meant a ride to death, without 
accomplishing anything. 



It was afterward learned that the 
Confederate force consisted of some 
2,000 cavalry and 1,000 infantry, be- 
sides some artillery. They had a whole- 
some fear of the gunboats, how- 
ever, and that is probably all that saved 
our small force from a fight on that 
occasion, as they seemed determined 
that we should get away from the river 
before they would attack us. As it 
was we followed them a mile or more, 
taking a number of prisoners, horses, 
arms, etc., and then Colonel Woods 
being satisfied a further pursuit would 
be fruitless, the command was ordered 
back to the boats. The loss of the 
enemy must have been considerable, 
as the Benton shelled the woods with 
great persistency, and must have done 
considerable execution, as its shells 
certainly dropped in the vicinity where 
we knew the rebel force to be. 

The results of the expedition were a 
complete success. We had captured a 
steamboat loaded with arms as stated, 
together with about forty prisoners, 
among them five commissioned officers. 
We had, also, a large amount of am- 
munition, two field pieces, camp equip- 
age for about 1,000 men, and many 
other military supplies. We had de- 
stroyed a railroad bridge and tele- 
graph, on lines communicating with 
Vicksburg, besides the railroad station, 
and a large amount of Confederate 
stores. We had destroyed four large 
siege guns at Haines' Bluff, and every 
boat we could find on the Mississippi 
river and its immediate tributaries, 
thus very materially interfering with 
the transfer of troops or supplies from 
one side of the river to the other, which 
had up to that time been carried on to 
a very large extent. The only losses of 
the expedition were one man killed and 
two wounded, all three being members 
of our little cavalry force. We had 
gone where we pleased, and done pret- 
ty much as we pleased, and our work 
being accomplished, we proceeded leis- 
urely up the river and back to Helena. 
We stopped at one plantation on the 
way up, located in a horshoe bend of 
the river, where it was said to be 



ILLINOIS. CENTRAL MAGAZINE 



15 



twelve miles around by water, and only 
three miles by land between the two 
points. The plantation was raided for 
arms, of which a number were found, 
consisting- mostly of rifles and shot 
guns. These were carried out upon 
the lawn, where the lady of the house 
watched the process of destroying 
them, which was mainly accomplished 
by trying to wind them around the live 
oak trees by which the mansion was 
'surrounded. Seeing the fun the boys 
were having in this proceeding, Madam 
turned to her coachman who stood by, 
and remarked in the most haughty and 
sarcastic tone and manner, "There, 
Sam, you see what gentlemen these 
Yankees are." "Yes, Missis, I sees it,'' 
returned Sam, in a tone of sincere sym- 
pathy, which proved, however, not to 
be very heartfelt, for when, later in the 
day, we had passed around the twelve 
mile bend, and were still only three 
miles from the plantation, a bandanna 
handkerchief was waved from the bank 
of the river and upon landing, there 
stood the identical Sam, all his worldly 
goods tied up in a bundle and asking 
the Yankee gentlemen to take him 
along toward the North and to free- 
dom. The Yankees were good enough 
for him. It is needless to say that for 
the remainder of the trip Sam was a 
passenger. 

Among our prisoners was one for 
whom I formed quite an attachment 
during the few days he was with us 
on the boat, to whose limits he was 
paroled during our return trip to Hel- 
ena. He was a Captain Tucker from 
Richmond, Virginia, and at the out- 
break of the war was one of the pro- 
fessors in a University of Virginia. It 
was my good fortune to capture him 
with my little squad while following 
the Thirty-first Louisiana three or four 
miles out from Milliken's Bend. He 



was a scholarly, cultured gentleman, 
and from his standpoint no doubt a 
true patriot. Sitting on the guards of 
the boat during those summer even- 
ings, we had many long conversations 
about the war, its causes, its probable 
termination and results; and altogeth- 
er I found him one of the most inter- 
esting and companionable gentlemen 
I had ever met. One evening the 
naval officers paid a visit to our boat, 
and, of course, we entertained them as 
best we could according to the custom 
of those days. On my invitation Cap- 
tain Tucker joined us. It was a jolly 
party, wine flowed freely and the even- 
ing was passed with song, joke and 
story. We sang all the old songs, 
such as America, the Star Span- 
gled Banner, Red, White and Blue, 
and others of that character, in 
all of which Captain Tucker joined us, 
with apparently as much earnestness 
and spirit as any one, and being a good 
singer he was quite an acquisition to 
our party. All at once, however, I 
missed him, and going to his state- 
room, upbraided him for leaving us 
and insisted on his return. 

In the pleasure of the occasion I 
had forgotten the difference in our cir- 
cumstances, but he recalled them to 
mind by saying: "Lieutenant, please 
excuse me. You forget that I am a 
prisoner. I am obliged to you for 
your kindness, but all at once the 
thought came to me that I was a pris- 
oner and I had to leave. Please ex- 
cuse me." Of course, there was noth- 
ing more to be said, and I left him to 
his own sad and bitter reflections. 

On arriving at Helena we parted, 
and I have never seen or heard of him 
since, but have often wondered wheth- 
er he survived the conflict or what 
became of him. 




PUBLIC OPINION 



What the 



A CONCRETE EXAMPLE OF 

EVIL IN STATE RAILROAD 

OWNERSHIP 

A PROPOSITION fraught with dan- 
^ ger to the future of Georgia is be- 
fore the general assembly at Atlanta. 
It is embodied in two bills, one of which 
is to amend the state code of laws and 
the other to amend the state constitu- 
tion, the purpose of each being to pre- 
vent the construction of any railroad 
which would parallel the Western & 
Atlantic Railroad, that is owned by the 
state and extends from Atlanta to Chat- 
tanooga, 137 miles. This road is. now 
leased to the Nashville, Chattanooga & 
St. Louis Railway Company until De- 
cember 27, 1919, the latter road being 
controlled by the Louisville & Nash- 
ville railroad company through stock 
ownership. 

These contemplated changes in the 
law and the constitution are results of 
an application last October to charter 
the North Georgia Mineral Railway 
Company to build a line about 55 miles 
long from Atlanta northward to War- 
ford's Crossroads, in Bartow county, 
connecting there with the Louisville & 
Nashville Railroad. There was an im- 
mediate agitation against the projected 
enterprise, arguments being advanced 
in the public press and elsewhere to 
the effect that the granting of a char- 
ter for it would depress the rental value 
of the Western & Atlantic Railroad 
when the question of renewing the 
lease had to be considered. It was sug- 
gested that a special session of the leg- 
islature be called to act in the situation, 
for the secretary of state could not le- 
gally do otherwise than grant the char- 




World thinks 



ter requested. But after an exchange 
of correspondence with the governor, 
the petitioners withdrew their demand 
for a charter and awaited the regular 
session of the legislature this summer. 

On behalf of the petitioners it is as- 
serted that the contemplated line would 
not in any sense parallel the Western 
& Atlantic Railroad, that it would con- 
nect with the Louisville & Nashville 
Railroad's direct line to Knoxville, that 
it would cost between $3,000,000 and 
$4,000,000, and would moreover, re- 
sult in extensive mineral and industrial 
developments in Bartow county, where 
before the civil war there were four- 
teen iron furnaces, and there is now not 
one, although the iron ores are of ex- 
cellent quality and are sent to Chat- 
tanooga and Birmingham for smelt- 
ing. 

Leaving all questions as to the value 
of the state's railroad property and its 
rental aside, there remains the still 
greater question of the public welfare, 
and if the general assembly were to 
make the changes proposed, and there- 
by lay down a narrow rule of conduct 
respecting railroad charters, a blow of 
such grave severity to future enterprise 
would be dealt that the commonwealth 
would not recover from its effects for 
many years, even if remedial measures 
were instituted by the next legislature. 
This especially is no time to impose ob- 
stacles in the way of enterprise and 
capital. Elsewhere there have been re- 
actions from the extreme anti-corpora- 
tion policies which have delayed devel- 
opment in many parts of the country, 
and it is discouraging to find in one of 
the greatest of southern states the ex- 



16 



ILLINOIS CENTRAL MAGAZINE 



istence of a militant spirit which would 
hamper enterprise and discourage in- 
vestment, and which, moreover, is 
wholly out of harmony with the dec- 
larations of its constitution respecting 
freedom of competition and opposition 
to monopoly. 

Involved in this question are the 
great possibilities of evil of state own- 
ership of railroads. If Georgia should, 
by reason of the fact that it owns the 
Western & Atlantic, refuse to permit 
independent interests to build a com- 
peting line, it would give the fullest 
possible proof of the destructive influ- 
ence of state ownership or of nationaj 
government ownership of railroads. 
Georgia could better afford to give the 
Western & Atlantic away than it could 
afford to use its ownership of that line 
to stifle initiative and development 
work on the part of its people or of 
capitalists from other sections who may 
desire to build other roads. If once 
state ownership is used in this way, it 
will bring about destructive influences 
which will hold in check material de- 
velopment far beyond what can now be 
easily seen. 

These statements are made entirely 
without any relation to the proposed 
road which has aroused such interest 
in the state or as to the ownership of 
the lease of the Western & Atlantic. 
Anything which by virtue of state or 
national ownership of railroads would 
halt the initiative in building other 
roads to open up undeveloped sections, 
deserves condemnation. In this country 
we are more and more needing to get 
away from the restricting, business- 
killing, governmental interference with 
upbuilding enterprises and encourage 
men of energy and capital to undertake 
broad construction work. The Balti- 
more Manufacturers' Record. 



SOUTH'S INDUSTRIAL GROWTH 
Wonderful Business Activity Re- 
ported From All Sections 

HpHERE are increasing evidences that 
the south, instead of being back- 
ward even in agriculture, is making an 



advance in farm and factory interests 
comparatively greater than that in other 
parts of the country. Announcement 
has been made of the organization of a 
large shipbuilding and dry dock com- 
pany to do business in Mobile. This is 
possibly of less importance than the in- 
creased activity of concerns now operat- 
ing. The Newport News Shipbuilding 
and Dry Dock Company, which main- 
tains the largest shipyard in America, 
has under contract between $20,000,000 
and $25,000,000 of work. Employes 
number 5,500, an increase of 20 per 
cent over last year's roll. The Mary- 
land Steel Company is building nine big 
steamships at Sparrows Point, Md., the 
contracts amounting to $5,000,000. This 
company now employs 2,400 men and 
expects shortly to add 300 more. 

The South is actively participating 
in European business. The prosperity 
of the two organizations just referred 
to has given an impetus to the Mobile 
venture, in which $4,000,000 is in- 
volved, and has also induced Galveston 
capitalists to organize a ship company. 
All things considered, the South has 
marketed its cotton crop with success. 
It is now the general opinion that the 
cotton situation could have been 
handled without the elaborate mea- 
sures provided. The present sound 
conditions, however, could not be fore- 
seen. In other ways the South is 
awake to opportunities. From a large 
oil field in central Oklahoma comes the 
report that "it is one of the busiest 
spots in the United States," producing 
300,000 barrels a day. Fourteen 
power plants, costing $3,000,000, have 
been completed there. Many pumping 
stations are being constructed, each at 
a cost of $70,000. The crude oil bus- 
iness of southern fields is increasing 
rapidly, as both foreign and domestic 
demands are heavier. 

The Manufacturers' Record of Bal- 
timore points out the wide diversity 
in the industrial activities of the 
South. A traction company in West 
Virginia is preparing to erect a $500,- 
000 electric power station. A $1,000,- 
000 coal pier is to be constructed at 



18 



ILLINOIS. CENTRAL MAGAZINE 



Baltimore by the Pennsylvania rail- 
road. In Mississippi a lumber com- 
pany is erecting a $500,000 sawmill, 
driven by electricity. A tanning en- 
terprise involving another $500,000 is 
reported in Tennessee. North Caro- 
lina is to increase its thread mill ac- 
tivities by the erection of a $500,000 
plant. A Wheeling iron company 
plans to issue $5,000,000 in bonds for 
permanent improvements. The South- 
ern Power Company of North Caro- 
lina, which already has more than 
$10,000,000 invested in hydro-electric 
operations, has begun construction 
work on a plant which will generate 
from 30,000 to 50,000 horse power. 
Not the least important of the South's 
ambitions is the reopening of the Mis- 
sissippi River to freight and passen- 
ger traffic. A line has already been 
placed in operation. The Daily News. 



RAILROAD RATES AND PROS- 
PERITY 

'"pHE Herald's well-informed Wash- 
* ington correspondent learns that 
the Interstate Commerce Commission 
has virtually decided that the request 
of the western railroads for higher 
freight rates should be granted. What 
the increase will add to railway income 
remains to be seen. Guesses of "$100,- 
000,000 a year" emanating from op- 
ponents of the increase are subject to 
heavy discount. 

The news is not pleasant to ship- 
pers who will pay the higher rates, but 
is not unexpected. Many associations 
of manufacturers and merchants have 
urged that the increase be granted, on 
the ground higher rates are better than 
decreased service. Persons having no 
financial interest in either side of the 
controversy have long regarded some 
increase as inevitable, for this simple 
reason : 

For several years past the railroads 
have had to pay generally increasing 
prices for nearly everything they have 
to buy or hire, from equipment and 
supplies to labor and capital. When a 
great industry gets into that situation 



one of two things is bound to happen : 
Either it will have to charge more for 
what it has to sell or it will have to 
give less for the charge, which in this 
case means less or poorer service. 

The situation may be eased by econ- 
omies in operation and by increasing 
the volume of business, but both meth- 
ods have their limits. When those 
have been reached then income must 
be increased by higher charges in order 
to cover the outgo, or outgo must be 
decreased by cutting down the service 
or failing to keep the plant at highest 
efficiency. Nor are these general con- 
clusions invalidated by pointing to cer- 
tain fortunately situated roads which 
have still been able to pay good divi- 
dends. That ignores the many other 
roads not so fortunately situated. 

It is deemed unlikely in Washington 
that the increase will have any visible 
effect on the average family's living 
cost, and is likely to promote pros- 
perity by encouraging investment in 
railway securities. There is a great 
deal of money looking for investment, 
but of late years cautious investors 
have been somewhat shy of railroad 
securities because of the increasing 
narrowness of margin between rail- 
road income and outgo. And whatever 
increases confidence and encourages 
savers to put ..their money at work in 
constructive enterprises increases pros- 
perity. And that is what we all want. 
Chicago Herald, Tuesday morning, 
July 6, 1915. 



W 



RAILWAY MAIL PAY. 

HEN the United States govern- 
ment engages the second indus- 
try of the land in a pitiless war "over 
the proper pay for a railroad hauling 
a pound of mail, some sort of a sur- 
prise is not out of order. It is reserved 
for Americans alone to see howitzers 
taken up to settle a question of ac- 
counting. 

The railroads claim that the govern- 
ment is not paying them sufficiently 
for carrying the mails, and the gov- 
ernment is just as loud in its denials 
and counter assertions that the rail- 



ILLINOIS. CENTRAL MAGAZINE 



19 



roads are overpaid. Incidentally, no 
railway mail pay legislation was en- 
acted at the last session of congress as 
a result, and now both sides are pre- 
paring for a display at the December 
session of congress. Chairman Moon 
of the congressional committee seems 
to be imbued with the spirit of driving 
a good bargain and "saving millions for 
the government." But the public, who 
must support the railroads through the 
passenger, freight, express, and mail 
tolls, certainly expects the government 
to bear its fair share. A million clip- 
ped off the mail pay will mean a mil- 
lion added somewhere else. One con- 
gressional committee has already sub- 
mitted a report favoring more liberal 
compensation, and congress should 
either accept its finding or be in a 
position to prove its falsity. The rail- 
roads have suggested that the matter 
be left to the Interstate Commerce 
Commission. 

But more important than all other 
considerations is the question of eth- 
ics. The government has the power to 
compel the railroads to carry the mails 
at a loss, possibly, but its power should 
not be so misused. A government that 
demands frank and honest dealing be- 
tween the business men of the nation 
should take every opportunity to set 
an example. The Chicago Tribune. 



SOMETHING OUT OF THE 
USUAL 

It is something of a rarity these days 
of general "knocking" to hear a man, 
especially one of considerable experience 
and in position to know whereof he 
speaks, say nice things of a railroad, so 
unusual and out of the ordinary that it 
is worthy of mention when it does occur. 

A group of men were standing in 
front of a local hotel the other morning 
waiting for No. 23 ; three or four drum- 
mers, a couple of railroad men and the 
writer. The conversation was general 
for a time, until one of the railroad em- 
ployes commented on the efficiency and 
general method of the I. C.,. remarking 
that it seemed to him that the company 
had a mighty poor way of making 



itself popular with the people along its 
lines. 

One of the traveling men, Ben. T. 
Allen, a well-known salesman for a 
Louisville house, making his home at 
Jackson, Miss., took up the remark 
quickly, with about this answer; "Well, 
I want to tell you that I've found the 
I. C. the best and most accommodating 
line that turns a wheel. I travel it reg- 
ularly as well as on other lines in this 
trade territory, and I ship my stuff from 
Louisville hundreds of miles out of the 
direct line in order to route over the 
I. C. It's the best and quickest and the 
most accommodating line that I know," 
and continued after a slight pause, "and 
the I. C. don't know that I'm alive, 
either." 

The little chance conversation inter- 
ested the writer, not because of the nice 
words for the I. C., but because a man 
who spends his money with the railroad 
should so quickly defend the line against 
the charges of one who for many years 
has drawn his living from that very rail- 
road. The Water Valley (Miss.) Prog- 
ress, July 10, 1915. 



THE SOUTHERN GRAIN BELT 

Do you know that the grain crop 
now growing in the fields of the South 
exceeds in value, largely, the total of 
the most valuable cotton crop ever 
gathered in this section? It is a fact. 

Do you know that the farmer who 
diversifies his crops finds it much easier 
to get financial backing than the one 
who clings to the one-crop fallacy? It 
is a fact. 

Do you know that bankers, mer- 
chants, transportation agents and pro- 
fessional men are working hand in 
hand with the farmer to find econom- 
ical methods of marketing these "'new" 
crops? It is a fact. 

According to the government fore- 
cast, based on conditions existing July 
1, the Southern states this year will 
produce 1,540,000,000 bushels of wheat, 
corn and oats. This is a gain of 286,- 
000,000 bushels over last year. These 
figures do not include an increase of 
fi.000,000 bushels in the rice crops of 



20 



ILLINOIS CENTRAL MAGAZINE 



Louisiana and Texas and Arkansas. 

Tennessee this year will produce 14,- 
886,000 bushels of grain more than in 
1914; Arkansas' increase is 23,591,000 
bushels, exclusive of rice; Mississippi 
has an increased grain production of 
19,914,000 bushels, and Alabama shows 
a gain of 16,905,000 bushels. 

While the South has increased grain 
production approximately 23 per cent 
this year, the balance of the country 
shows an increase of only 5^ per cent 
over last year. 

The Manufacturers' Record esti- 
mates that grain crops of the South in 
1915 will represent at least $250,000,- 
000 more than last year. Commercial 
Appeal, Friday, July 23rd, 1915. 



EGAN HEADS TERMINAL CO. 

Many Railroad Men Come Here to Attend 
Annual Meeting 

Representatives of nearly all railroads en- 
tering Memphis came here yesterday to attend 



the annual meeting of the Memphis Terminal 
Railroad Company, which was held in Grand 
Central Station. 

A. H. Egan, general superintendent of the 
Yazoo & Mississippi Valley Railroad, was 
elected president; W. S. Martin, president of 
the Union Railway Company, vice-president, 
and G. T. Roach, Mr. Egan's chief clerk, sec- 
retary. 

The Memphis Terminal Railroad Company 
owns a large tract of land south of the union 
depot, between Virginia and Iowa avenues, 
which all the roads bought a few years ago 
when they considered building one union sta- 
tion. 

Attending the meeting, beside the officers 
elected, were C. N. Burch, Memphis, general 
solicitor Y. & M. V. R. R.; W. L. Mapother, 
Louisville, vice president of the Louisville & 
Nashville ; John Howe Peyton, Nashville, 
president of the Nashville, Chattanooga & 
St. Louis ; H. B. Spencer, Washington, vice- 
president of the Southern Railway; C. W. 
Nelson, St. Louis, vice-president of the Cot- 
ton Belt; C. P. Cooper, Memphis, executive 
general agent of the Southern Railway; F. 
N. Fisher, Memphis, superintendent of the 
Louisville & Nashville, and J. N. Cornatzar, 
Memphis, general passenger agent of the 
Frisco. The Commercial Appeal Memphis, 
Tenn., Wednesday Morning, June 30th, 1915. 




mt*^irriv|j 



D iaducah, Kentuc 

"Trie Pride o/Jacson's Purchase 




>"V ii.'W 

^juia n * 



Oiott C.Miicfiell 

Associate Editor"Paducah Evemnc^Sun" 



HpHE city of Paducah nestles at the 
-* forking of the Tennessee into the 
turbid waters of the Ohio, Nature's 
child in a rich environment; Queen of 
West Kentucky, and the undisputed 
Metropolis of the territory to north, 
south, east and west, for a distance of 
200 miles. With 30,000 souls properly 
listed among her inhabitants, teeming 
with industry and striving for greater 
industry, rich in history, but richer in 
history to be made, proud of the past 
but building a future of a greater 
pride ; Paducah is typical of the "new 
south," that Phoenix which has arisen 
triumphant, from the dead ashes of an 
undeveloped past. 

Paducah revels in glories come and 
gone, but the writer does not believe 
that the past is of as much interest to 
the possible readers of this article, as 
the present and future. Historical so- 
cieties might take issue. If they do, 
they will find here all their hearts de- 
sire of heroes dead and gone and the 
heroic things they did. 

Battered like a shuttlecock in the 
war between the states, Paducah 
served alike the blue and the gray, 
was alternately despoiled by both, and 
buried the dead with tears alike for 
north and south. Here fought and died 
Lloyd Tilghman ; here Morgan raided ; 
here Lew Wallace camped ; here 
Grant's eagle eye swept the vista to 
the south; here Nicholas, grandfather 
of Theodore Roosevelt, anchored the 
first adventurous packet to come south 
of St. Louis; here lived and died the 



man, Jack Sleeth, who laid the first 
submarine cable in existence, and here 
were born and reared a score or more, 
whose illustrious names have done 
honor to history's pages, since the 
twenty-sixth day of a fair and spark- 
ling month of May. in the year 1827, 
when Paducah first came into being, 
and graduated from Indian camp of 
Chief Paduke, her red godfather, to the 
township of Paducah, gratefully so- 
called, in his memory. So much for 
the old Paducah and the red wine of 
courage that moulded in her ancient 
bottles. 

Of the Paducah of today more may 
be said by an hundred times, and yet 
not half be told. Let the reader be 
warned our contribution to "Who's 
Who in America" has not ended with 
the work of the past, as has that of 
many an eminent producer. Barney 
Dreyfuss still hands Hanns Wagner 
pay checks which his early training in 
Paducah have developed. Marc Klaw's 
genius for the mastery of stage and 
box office is an inheritance from Pa- 
ducah birth, and last, but not least, Irvin 
Shrewsbury Cobb has gone forth to 
bully Kaiser's and Kitchener's and to 
make his Majesty, the American Man, 
laugh with the laugh that knows no 
equal, firm in the knowledge that one 
whose cradle has rocked in the breezes 
of Paducah and whose infant destinies 
have survived the ministrations of 
dusky nurses from the Purchase, has 
small need to blink the eye or bow the 
knee before musty potentates on tin- 



21 



22 



ILLINOIS. CENTRAL MAGAZINE 



sel thrones. That for history and the 
Dame is welcome to it. Now for the 
things that Bradstreets likes to handle. 

To begin with, Paducah is essentially 
the center of the dark tobacco growing- 
district, the "black patch" of America. 
The physical valuation of her receiving 
warehouse borders on $1,500,000. The 
value of the annual receipts of these 
houses will run from $5,000,000 to $7,- 
000,000. In the tobacco season deliv- 
eries come into the city from a radius 
of seventy-five miles to the south and 
west. It is no uncommon sight to see, 
in the course of a single day, 600 loads 
of the weed, parked in long lines, to 
await their place at the barns. When 
the season is on, retail business is at 
the best. Thousands of dollars, dis- 
tributed to the surrounding territory, 
find their way to Paducah mercantile 
establishments. 

During the season of 1914, when cha- 
otic conditions in Europe made the 
export tobacco trade duller than it has 
ever been, Paducah continued to buy 
heavily, and to the co-operative assist- 
ance of local buyers, many tobacco 
growers owe their continued existence 
as farmers. The present season, in 
prospect, is one of the best on record. 
A big acreage and splendid growing 
conditions point to an enormous crop 
of fine quality. 

In addition to the receiving ware- 
houses, two tobacco factories are es- 
tablished here, live, vigorous concerns, 
with good payrolls. 

In other lines of agriculture, Mc- 
Cracken County, surrounding Paducah, 
is fast coming into its own. It pos- 
sesses some of the finest truck gardens 
and orchards south of the Mason-Dix- 
on line, the result of the strenuous 
work of the business men in the city, 
who have induced the farmers to ex- 
periment with diversified farming. To 
assist them in their new endeavor, a 
county farm agent, or demonstrator, is 
kept the year round at the joint ex- 
pense of city, county and federal gov- 
ernment. A growers' association, or- 
ganized by the men of the city for the 
benefit of the county, now ships Mc- 



Cracken county vegetables to all 
America. Michigan is a ready taker of 
its celery and lettuce, New York of 
beans, Minnesota of potatoes, Missouri 
of anything it has to sell. The total 
wealth of the county, under this care- 
ful supervision, has increased tremen- 
dously in the last two years, and is 
still in> its infancy. 

Sales of produce on the local mar- 
ket are made through the medium of a 
municipal market house, owned and 
controlled by the city. This market, a 
block in length, is rented in sections, 
at a nominal figure, to sellers of meat, 
fruit and vegetables. It is sanitary and 
convenient, and it is the medium of 
enormous savings to the housewife and 
greater gain to the farmer by elimina- 
tion of the middleman. 

The city of Paducah is under the 
Commission form of government, now 
in its experimental year. Four com- 
missioners and a mayor, elected on 
non-partisan tickets, control its mu- 
nicipal affairs. The usual minor offi- 
cials and a park and health board com- 
plete the official make-up. The city's 
tax rate is $1.80, based on 60 per cent 
of the valuation. It possesses a boule- 
vard and park system, with municipal 
play grounds, in charge of a competent 
salaried instructor. Its streets in the 
residential district are oiled, in the 
business district built of asphalt. A 
ten-story office building, two handsome 
bank buildings, a big public library, 
and several decidedly imposing 
churches constitute its architectural 
prominence. 

The city possesses five well equipped 
fire stations, a motorized department, 
and is rated as first-class by the state 
authorities. The police force is com- 
petent. It approximates forty men. 
Street railway facilities are abundant, 
eight lines and modern rolling stock, 
under good management. 

A live Board of Trade, with a splen- 
did freight rate bureau, a hustling Re- 
tail Merchants' Association, associa- 
tions of the manufacturers, the coal 
men, the grocers and similar minor or- 
ganizations, are ever ready to handle 



ILLINOIS. CENTRAL MAGAZINE 



25 



municipal problems in an intelligent 
way. A Rotary Club,, a Good Roads 
Club, and an automobile club, estab- 
lished for mutual benefit and social in- 
tercourse, are potent factors in weld- 
ing- the efforts of citizens for better 
things. 

The manufacturers of Paducah are 
varied. The Paducah Cooperage Com- 
pany, supplying both domestic and 
South American trade; the Cohankus 
Manufacturing Company, Lack Single- 
tree Company, and Lack Malleable 
Iron Companies ; Lax-Fos Co. ; the 
Southern Textile Machinery Co. ; the 
Lancaster Parquet Flooring Co. ; Pa- 
ducah Hosiery Mills; Mayfield Woolen 
Mills; Langstaff-Orm Mfg. Co.; Sher- 
rill-Russell Lumber Co. ; Fooks Lum- 
ber Co. ; Smith & Scott Tobacco Co. ; 
The Paducah Box & Basket Co. ; Little 
Spoke & Wagon Works, and the Pa- 
ducah Brewery, are among the more 
prominent. The trade of all is excel- 
lent, and the payrolls big. Trie whole- 
sale liquor business is also a big factor 
in city revenue, two of the largest 
houses in the south operating from 
here. 

As a river point, Paducah retains 
whatever of the fast fading glory of 
the old river days remains. Situated 
exactly at the junction of the Ohio and 
the Tennessee, but a few miles below 
the entrance of the Cumberland, and 
with the Mississippi miles below, the 
city could hardly be outmaneuvered in 
river facilities. Daily packets ply to 
Illinois points, and semi-weekly boats 
to the extreme of the Cumberland and 
Tennessee and to St. Louis. Other 
craft are docking continuously on their 
way to and from river terminals. An 
immense coal output from the upper 
Kentucky mines goes through by river 
continually. Two big mining com- 
panies, the Eureka and the West Ken- 
tucky, maintain headquarters here, and 
one operates an extensive barge build- 
ing plant. 

Rich mineral deposits are adjacent, 
coal and floor spar predominating, 
with a good deal of excellent building 
clay. 



The railroad prominence of Paducah 
has been a story long told. The site 
of the huge shops of the Illinois Cen- 
tral, the city for years has possessed a 
never failing source of revenue from 
shops' payrolls, even at times when 
other industries were not so well on 
foot. Continuous freight and passen- 
ger service is given by the Illinois Cen- 
tral and by the N., C. & St. L. ; the di- 
vision headquarters of the latter road 
are here. 

Railroad growth, however, is only 
beginning. During the month just 
ended, the work of building the Pa- 
ducah and Illinois railroad has been 
completed. The Paducah and Illinois 
is 14 miles of double track running 
from Paducah to a point on the Ohio 
river, where a four million dollar 
bridge "is now in process of construc- 
tion. The other approach will be at 
Metropolis, Illinois. The bridge is be- 
ing constructed under the supervision 
of the Burlington, and when completed 
it will carrv trains of that road, of the 
N., C. & St. L., of the Illinois Central 
and of the Big Four, throwing through 
Paducah an enormously increased 
north to south traffic. 

The psychological effect of the great 
work has been very perceptible and 
very good. It has proven a tonic to 
business conditions at a time when na- 
tional depression had set in, and the 
humblest Paducahan has visions of the 
brightest of futures. The bridge is now 
well under way and its completion in 
two years and a half is expected. 

There are a great many other points 
the careful biographer of Paducah 
could pick up with which to impress 
the unwary reader. In full possession 
of those attributes which stamp a com- 
munity as. metropolitan, Paducah daz- 
zles the eye on first inspection. The 
general expression of the visitor is that 
the population, judged from appear- 
ances, would reach 50,000. Good 
streets, pretty homes, city and country 
clubs, broad walks, excellent hotels, 
theaters, and all the externals of a 
"good town" are readily observed. 
There is little lacking to make condi- 



Junction of the Ohio & Tennessee Rivers 
Paducah Ay. 



Palmer House and I.C.R.R. 

Ticket Office 



Looking across Ohio River from 
foot of Broadway 




ILLINOIS. CENTRAL MAGAZINE 



27 



tions ideal for the resident, and thor- 
ough satisfaction is a standby of dwell- 
ers within Paducah's portals. 

But dearer than all these; more sig- 
nificant in its promise for the future, is 
the undercurrent of pulsating life in 
business and society, the inner evidence 
of a spirit to be re-born, and to forge 
ahead where others fail, which so thor- 



oughly permeates Paducah. It is a city 
with an eye on its destiny, affixed to a 
bright star. It is a city which believes 
the good things of life couldn't miss it 
if they would, and because it is all that, 
it is a city of the times, of the present, 
and of the future; a city that holds its 
young men to its side, and invites their 
brothers from afar. 



A Letter Complimentary to the 57th Street 
Training School 

Mr. J. J. Pelley, Superintendent, Fulton, Ky. 

As to my views of the Illinois Central training station in Chicago, I think 
any young man that has given railroad life the thought as his future position, 
can get a good start in the service by attending the station school, as it gives 
him a very good idea as to the agency work, which should be mastered in 
some degree by all beginners. And any one can get a most thorough knowl- 
edge as to tariffs and what order they should be in, and the regulations on 
inflammables and other dangerous articles by freight and baggage, and the 
kind of label they require for shipment. And the ticket office department, 
which all the students can get very familiar with, as to selling tickets, check- 
ing baggage, local and excess, and the checking of dogs and other things than 
regular baggage. And the freight received books, tickets and cash book, and 
how they should be handled, and also the daily, weekly, monthly reports, and 
on what days they should be sent off. 

Besides the agency work there is the telegraph department, in which the 
students can get the real "dope" over the wires, and no young man ever goes 
and regrets the four weeks spent in school under the instructions of Mr. 
E. A. Barton. J. L. Peacock. 





$> Employes max; become stock- 
holders in the Illinois Central R.R. 
on the installment plan. 

Ibr the information of employes 
desiring to acquire stock in the Illinois 
Central R.R.,we quote belotp from the 
Circular issued by the President May 95* 
1896, addressed to officers and employes: 

ie price to 6e quoted for which applications will be ac- 
cepted TOT purchase ofcJ.C.oFtocfi is based upon tne mar- 
ket price on tne day tne application is received in Comptrol- 

1 * /Y* J/ / * /Y* ) / ' '7 /* ' f * / 

/ers office... Csf/i employe is offered the privilege of subscriD- 

/" / ^ ' +J " U ' t. ' ' j 11' S ' 
major one share at a time, payable by installments in sums 

of^5~ or any multiple of$5~, on tne. completion of 
which the Company will deliver to him a certificate of 
the share registered in his name on the books, of me Com- 
pany. oMe can then, if he wishes, beg in the purchase of 
another share on tne installment plan. c &ie certificate 
of stock is transferable, on tne Company's books, and 
entitles the owner to such dividends as may be de - 
dared by the &oard of 'Directors, and. to a vote in, 
their election. 

Csfny officer or employe making payments on this 
plan will be entitled to receive interest on his deposits, 
at tne rate of four per cent per annum, durina the time he 
is payma for his share of stock, provided he does not al- 
low twelve consecutive months to elapse without maKinq 

/ , /~ f ' /" ')* 

any payment, at the expiration of which period interest 

will cease to accrue, and the sum at ms credit will be 
returned to him on his application therefor. 

4 /7" If' /' v/ f 

dsiny officer or employe maRina payments on thefore- 
ooma plan, and for any reason desinna to discontinue 
them, can have nis money returned to him with accrued 



interest, y makmq application to me head of me de- 
partmQnt in which fie is employed. 

CX^>2 employe, 'who has made application -for a snare 
of stock, on. trie installment plan , is expected to make 
me first payment from me first waaes which may he due 

/ / CTF^ / / *J XT' J'-' // / ,/ 

him. J-orms are provided for the purpose, on which the 

/ / r I/' ' jf v IC?^ 

subscribing employe authorizes the cjocai~(oreasurerm 

Chicago, or the ofjocal^oreasurer in ( ^/ew Orleans, or 



the'tfaymaster or the (Assistant Paymaster to retain 
from his waaes the amount of installment to be credited 
monthly to me employe for the purchase or a snare of stock.. 

<yn case an employe leaves the service of tne Company 
from any cause, he must then either pay in full for the 
sfiare for which, he has subscribed ana. receive a certifi- 
cate therefor, or take his money with the interest which, 
has accrued. 

< v}he foregoma does not preclude me purchase of 
shares of stock for casfi. CLX//Z employe who has not al- 
ready an outstanding application for a share of stock on 
the installment plan, which is not fully paid for, can in any 
Given month make application for a snare ofstoc/tjor cash 
at the price quoted to employes for that month, , ana he can, 

/ I 7 / ./-/ / a '/ / / x- 

m the same month, if he so desires, make application ^or an- 
other share on me installment plan. 

(Smployes who Want to purchase more than one share 
at a time for cash, should address the Comptroller tn Chi- 
caao.who will obtain /or them, the price at which the stock, 
can fae purchased. 

Cxmy employe desinncj to purchase stock, (except in 
special purchase of more than one snare for cash.) should 

/'/'' )*x ' //* s jO/ 

QPP'y to his immediate superior ofncer, or to one or the 
<dJocal c toreasurers jby filling in the following coupon : 
Mr. O. T. Nau, Date 

Local Treasurer, 

Chicago 111. 

\)?ill you please send me an application 
for tAe purcnase on.C. StocE. on tA.c installment plan. 

Signed 

Employed as _ 

At Station 




fa fa fa fa fa 





The Railway Mail Service 

A Sketch of Its History and Principal Features 
By H. L. Fairfield, Manager Bagage and Mail Traffic 



Early Postal Service on Railroads 
HP HE United States mails were first 
* carried on railroads in 1834, at the 
end of which year the total length of 
mail routes in operation was 78 miles. 
By 1864, 30 years later (the beginning 
of the distribution of mails en route ; 
in other words, of the railway mail ser- 
vice proper), there were 22,616 miles 
of mail routes in service. At the pres- 
ent time mails are carried on 231,398 
miles of railroad. 

Prior to 1864 the mails carried on 
railroads were in closed bags, not 
opened en route, although for a short 
time, immediately preceding 1864, there 
were some lines on which a postal em- 
ploye traveled on the train and assor- 
ted packages of letters, not individual 
letters, received from local postoffices 
so as to avoid the delay in carrying all 
of the mail through to the terminus of 
the train for distribution in the ter- 
minal postoffice ; however, no distribu- 
tion whatever was made of any mail 
going beyond the terminus of the run, 
all of which was sent to the terminal 
postoffice for separation, of course de- 
laying the mail from 12 to 24 hours. 

Apparently the idea of separating 
mail en route so as to avoid this delay 
originated in the mind of Geo. B. Arm- 
strong, who had been for many years 
Assistant Postmaster of the Chicago 
postofrice. Mr. Armstrong had an ex- 
tended reputation as an exceedingly 
able postal official, and he made the 
Chicago postoffice a model, postmast- 



ers coming many hundreds of miles to 
study his methods, as at that time 
there was practically no uniformity in 
the postal service. Mr. Blair, Post- 
master General under President Lin- 
coln, had a great deal of faith in Mr. 
Armstrong's ability, and was readily 
induced by the latter to give a thor- 
ough trial of his system of distributing 
mails en route. Postmaster General 
Blair gave authority to go ahead with 
the trial July 1, 1864. Mr. Armstrong- 
arranged with the Chicago & North- 
western Railway for a mail apartment 
car fitted up with what we would now 
consider very crude letter cases and 
bag racks. The car was placed in ser- 
vice on August 28, 1864, running be- 
tween Chicago and Clinton, la. 

The advantages of this system were 
so immediately apparent that similar 
service was soon established between 
Chicago and Quincy on the Chicago, 
Burlington & Quincy Railroad, and be- 
tween Chicago and Rock Island, on the 
Chicago, Rock Island & Pacific Rail- 
road, and a little later between New 
York and Washington on the Pennsyl- 
vania Lines, and was rapidly extended 
to cover all important lines of railroads 
then in operation in the northern and 
central states. 

The first service requiring an entire 
car, which we now call "Full Postal 
Car Service." was between Boone and 
Council Bluffs, la., on the Chicago & 
Northwestern Railway, and began in 
1867, three years later. This service 



30 



ILLINOIS. CENTRAL MAGAZINE 



31 



was established particularly to distrib- 
ute the mails for the far west, which 
had previously been turned into the 
Council Bluffs postoffice for distribu- 
tion, thereby delaying the mails 24 
hours, as there was only one train a 
day running west of Council Bluffs at 
that time, and, in fact, for many years 
thereafter. 

Among the first to be appointed rail- 
way postal clerks was James E. White, 
of Chicago, afterwards, for a great 
many years, General Superintendent of 
the Railway Mail Service, now living 
in retirement; also James E. Stewart, 
still an active postal official, who for 
many years has been Postoffice In- 
spector-in-Charge at Chicago. 

The Railway Mail Service developed 
so rapidly that it soon became neces- 
sary to organize it as a separate de- 
partment of the postal service. The 
country was divided into six divisions, 
each with a superintendent in charge 
under the direction of a general super- 
intendent located at Washington. Nat- 
urally Mr. Armstrong was made the 
first general superintendent of the Rail- 
way Mail Service, which was in 1869. 
However, Mr. Armstrong's strenuous 
efforts in building up this new service 
undermined his health and he died two 
years later. While, of course, the Rail- 
way Mail Service has since immensely 
expanded, and many details have been 
added, it remains in principle today 
the same as established by Geo. B. 
Armstrong in 1864. 
Growth of the Railway Mail Service 

The six original divisions of the Rail- 
way Mail Service have been expanded 
to fifteen, having 140 supervisory offi- 
cers and 19,569 postal clerks. There 
are 1,434 full postal cars in service and 
4,257 mail apartment cars. The de- 
partment estimates that during the 
fiscal year ending June 30, 1914, the 
Railway Mail Service handled 13,407,- 
594,861 pieces of ordinary mail matter, 
and in addition thereto, over 66,000,000 
pieces of registered mail. 
Establishment of Fast Mail Service 

While Geo. B. Armstrong founded 
the Railway Mail Service, it remained 



for Geo. S. Bangs to inaugurate what 
is known as "The Fast Ms.il Service." 
Mr. Bangs was appointed postmaster 
at Aurora, 111., by President Lincoln. 
He was a great friend and admirer of 
Mr. Armstrong, and handled his post- 
office in the same efficient manner. He 
was very enthusiastic over the estab- 
lishment of the Railway Mail Service, 
and when, as already mentioned, Mr. 
Armstrong was made General Superin- 
tendent, he made Mr. Bangs Assistant 
Superintendent of that service at Chi- 
cago. When Mr. Armstrong died, Mr. 
Bangs was appointed his successor. He 
inaugurated the system of checking the 
accuracy of the work of postal clerks 
by requiring each package of letters to 
be accompanied with a slip showing 
the name of the clerk, his run, and the 
date. Other clerks or postmasters find- 
ing errors in the package, note same 
on this slip, which is sent to the super- 
intendent of the division of the Rail- 
way Mail Service in which the clerk 
works. The errors are charged against 
the clerk's record and the slip is sent 
to him in order that he may correct his 
distribution. The labels of sacks of 
papers likewise show the clerk's name 
who made up the sack, and the errors 
found therein are similarly noted. This 
system is still in use and has been 
largely responsible for developing the 
accuracy for which the Railway Mail 
Service has been noted. 

Up to the time Mr. Bangs became 
General Superintendent, the officials of 
the Postoffice Department had not 
aimed to secure for the mail any great- 
er expedition than passengers could ob- 
tain for themselves. Mr. Bangs was 
not content with this, and he conceived 
the idea of exclusive mail trains, whose 
departure from important postal cen- 
ters, especially New York and Chicago, 
should be timed to best suit the needs 
of the postal service, and to run at 
much higher speed than any passenger 
train in those days. Mr. Bangs was 
authorized by the Postmaster General 
in 1874 to open negotiations with the 
New York Central and the Lake Shore 
& Michigan Southern Railroads, for 



ILLINOIS. CENTRAL MAGAZINE 



33 



fast mail service between New York 
and Chicago. In view of the continual 
controversies which have marred the 
relations of the Postoffice Department 
and the railroads in recent years in the 
matter of suitable remuneration, etc., 
the history of the establishment of the 
first fast mails is very interesting, and 
I am going to quote a brief statement 
made by the Honorable Thomas L. 
James, who was at one time Postmaster 
General, as follows : 

"It was the old story of making 
bricks without straw. The Postoffice 
Department had no appropriation to 
pay for such facilities, hence it had to 
depend at first on the public spirit of 
the railroad authorities. Commodore 
Vanderbilt, the president of the com- 
panies whose lines were to be used, had 
had dealings with the Department, and 
was perhaps not altogether sanguine as 
to the practical issue of the experiment, 
or in respect to the countenance it 
would receive from Congress ; but Mr. 
William H. Vanderbilt, the vice-presi- 
dent, lent a willing ear to Mr. Bangs' 
proposition, and did his utmost to aid 
him in putting it into effect. There 
being no special appropriation avail- 
able for the purpose in hand . . . 
Colonel Bangs stipulated that if Mr. 
Vanderbilt would have twenty cars 
built and the service performed, all 
matter originating at, or coming into, 
the New York postoffice, which could 
reach its destination at the same time 
by this line, should be sent by this 
train, and that the railway companies 
could have the right to demand a 
weighing of the mail matter at will, all 
railroads being paid according to 
weight. When the details of the plan 
were communicated to Commodore 
Vanderbilt, he is reported to have said 
to his son, 'If you want to do this, go 
ahead, but I know the Postoffice De- 
partment, and you will, too, within a 
year.' Mr. Vanderbilt did go ahead. 
He constructed and equipped the finest 
mail train ever seen, . . . ran it for 
ten months, never missed a connection 
at Chicago, and was always on time at 
New York. He did not have to wait 



a year, however, for a realization of the 
sagacious old Commodore's prophecy. 
Within three weeks, despite the indig- 
nant protest of Colonel Bangs, the 
mails of three states were ordered to 
be taken from this and given to another 
route. A grosser and more wanton 
breach of plighted faith it would be 
hard to find, and its results were far- 
reaching and disastrous." 

The Pennsylvania Railroad estab- 
lished a similar fast mail service. The 
train on both roads made the run in 26 
hours, certainly very fast service for 
those days, in fact, only two hours and 
ten minutes slower than the New York- 
Chicago fast mail train today. 

The outlook was bright for even 
wider extensions of expedited mail 
service when Congress, in spite of pro- 
tests from the Postoffice Department, 
passed an act reducing by 10 per cent 
the already inadequate compensation 
for the transportation of mails. This 
was too much even for W. H. Vander- 
bilt, and he notified the Department 
that the fast mail service would be dis- 
continued July 22, 1876, and the Penn- 
sylvania Railroad took the same action. 
General Superintendent Bangs was so 
greatly disappointed at this abrupt un- 
doing of all his labors that he tendered 
his resignation and insisted upon its ac- 
ceptance. 

Although these fast mail trains had 
been in existence less than ten months, 
that was long enough to demonstrate 
to the business world their great value, 
and, in the following year, 1877, Con- 
gress made a special appropriation of 
$150,000, to be paid for expedited ser- 
vice, and thus was inaugurated what 
for many years was known as "Special 
Facility Pay." In fact, the giving of 
extra compensation to have exclusive 
mail trains operated on a fast schedule 
to be designated by the Department, 
continued until within the last eight or 
nine years, since which time the fast 
mail trains have received no extra com- 
pensation. 

With this appropriation the Depart- 
ment was enabled to restore the fast 
mail trains between New York and 



34 



ILLINOIS. CENTRAL MAGAZINE 



Chicago, and there is now scarcely any 
road of importance which does not op- 
erate at least one train known as "The 
Fast Mail," although now, with a few 
exceptions, they carry express and a 
limited number of passengers as well 
as mail. 

The Clerical Force 

For many years after the establish- 
ment of the Railway Mail Service, the 
appointment of clerks was purely po- 
litical. The Railway Mail Service was 
the first great department of the gov- 
ernment to be brought under the Civil 
Service, as experience soon demon- 
strated that a clerk had hardly acquired 
the extensive knowledge necessary to 
efficient service, when the administra- 
tion would change and a new lot of 
men would be appointed. Since the- 
establishment of the Civil Service, rail- 
way postal clerks have been appointed 
as result of passing a competitive ex- 
amination. Successful applicants are 
first appointed as substitutes, who must 
necessarily spend considerable time in 
study before they are competent to per- 
form service in the postal cars. After 
becoming competent, they take the 
place of postal clerks granted leave of 
absence account of sickness, injury, 
etc., and for such service receive pay at 
the rate of $800 per annum. As vacan- 
cies occur in the service, substitutes are 
appointed regular clerks at $900 per 
annum. If the services of the clerk are 
satisfactory, and he passes the required 
examinations on the distribution to 
which he is assigned, his salary is in- 
creased $100 each year until he receives 
$1,200 per annum, which is virtually 
the minimum salary in the service. 
Postal clerks on heavy runs receive 
much higher salaries, the maximum for 
a clerk on road duty being $1,800 per 
annum, which salary is paid eventually 
to postal clerks-in-charge of crews on 
heavy runs. 

In addition to their salaries, postal 
clerks are now given an allowance to 
cover their expenses while on their 
runs, the maximum allowance per an- 
num being about $130. Postal clerks 
on heavy runs usually work six days 



and then have six days off for rest and 
study. Clerks are required to contin- 
ually pass examinations showing their 
knowledge of the dispatch^ of mail for 
postoffices which they are required to 
distribute. In some cases, clerks are 
required to know the proper distribu- 
tion for as many as 18,000 postoffices, 
in addition to which many clerks are 
required to distribute mail for large 
cities to the letter carriers who deliver 
the mail, of course, saving a great deal 
of time, enabling mail to be delivered 
to addressees early in the morning, 
perhaps on the first delivery, which 
would otherwise not be delivered until 
the afternoon. This distribution of 
city mail to carriers has reached a point 
where mail for practically every city 
of importance is worked up by postal 
clerks, in the case of trains reaching 
such cities before noon, and reaches the 
postoffice ready for immediate delivery. 
The'Merit System 

I have already explained how errors 
in distribution made by clerks are 
checked against them and how their 
knowledge of their distribution is con- 
tinually further tested by examinations. 
Clerks are given demerits, or minus 
points, for errors in distribution, for 
poor examinations, and for all other 
errors and delinquencies. If the num- 
ber of demerits received in a specified 
time equals or exceeds a certain 
amount, the clerk is reduced, or even 
removed from the service, as the case 
may be. On the other hand, clerks are 
given plus points for exceptionally 
good car records, as well as examina- 
tion records, which plus points operate 
to cancel minus points, if any. This so- 
called "Plus and Minus System" has 
been very elaborately developed, much 
too elaborately the clerks claim, and it 
is, in fact, a question whether or not 
the system has not been carried too 
far for the best interests of the service. 
Casualties 

The Railway Mail Service was for- 
merly considered a very hazardous oc- 
cupation. Mail clerks rode next to the 
engine and received the brunt of col- 
lisions and derailments. In recent 



Home of Capt. Jack Lawson, who ?. 
brought over from England m 1827. ",* 
the first locomotive which ran on St 
the B. O: U.K. from Washington* 
. , D.C. to- Baltimore."' ' * 




36 



ILLINOIS CENTRAL MAGAZINE 



years, however, steel cars, double 
tracks, block signals, and, by no means 
least, the very general "Safety First" 
movement, has eliminated the hazard- 
ous nature of the postal clerks' occupa- 
tion, and serious accidents and fatal- 
ities are fortunately now very rare. The 
number of train accidents resulting in 
fatal injuries to postal clerks has been 
steadily decreasing since 1903, notwith- 
standing continual increase in the num- 
ber of clerks employed, number of 
trains run, and, to some extent, in 
speed. In case of injury on duty the 
postal clerk is paid his full salary for 
one year, if his injury incapacitates him 
that long, and one-half his salary for 
an additional year, if necessary. In 
case of accidental death on duty, his 
heirs receive $2,000. 

Cheapening the Mail Service 

The ideals of the founders of the Rail- 
way Mail Service and of all its officers, 
until recent years, have been efficiency 
and expedition. Within the last eight 
years, however, there has been a very 
marked tendency on the part of the 
Department to cheapen the postal ser- 
vice at the expense of expedition. The 
first step in this direction was to take 
magazines out of the mails and ship 
them by freight between the larger cen- 
ters. This was perhaps not very seri- 
ous in the case of the magazines, as the 
publishers could print them as much 
earlier than before as was necessary to 
offset the delay consequent upon trans- 
portation by freight, instead of in fast 
mail trains ; but it showed a tendency 
to break away from old ideals that 
every class of mail matter was entitled 
to, and should receive, the fastest pos- 
sible service. This tendency has more 



recently been very strongly exemplified 
by the distribution of mail matter in 
specially organized postoffices oper- 
ated under the jurisdiction of the Rail- 
way Mail Service, commonly known as 
"Terminal Postoffices." These Ter- 
minal Postoffices are in operation in all 
of the larger cities in the United States. 
They were originally organized to dis- 
tribute bulky and fragile parcel post 
packages which could not, from their 
size or character, be properly distribu- 
ted in mail cars, and the distribution of 
such mail in these Terminal Postoffices 
cannot be criticised. However, these 
Terminals had not long been organized 
when the distribution of large quanti- 
ties of circulars, catalogues and other 
advertising matter, magazines, etc., and 
even letter mail, was taken up by them, 
the idea being to save some expense in 
salaries of clerks and in postal car pay. 
The theory is that a clerk can dis- 
tribute more mail in a given time in a 
stationary postoffice than in a travel- 
ing one, and cheaper men can be used. 
A considerable proportion of the mail 
sent to these Terminal Postoffices for 
distribution is necessarily materially 
delayed thereby. I do not believe that 
the public is as yet fully aware of the 
amount of mail being held for distribu- 
tion in Terminals, and the extent of 
delay resulting. I believe the public 
wants the very best mail service which 
can be had, not a cheap service, and in 
any case the saving effected by the 
Terminals is much too small to justify 
the delay. However, the Railway Mail 
Service still remains a great service, 
probably the most efficient of any of 
the government departments, a service 
in which the people can and do take 
just pride. 





T i i ij- 



JOniHC" 

nuu ,,_,_, NOII 





How to 





It is not tne Science of curing Disease so much as tne prevention or it 
tdat produces tne Greatest ^pod to Humanity. One of tne most important 
duties of a Healtn Department should be tne educational service 

\f r*. f 

A A A A A teaching people howio live A A A * * 
Hot Weather Suggestions 



C^ ET the body ready by seeing to 
^^ it that your general condition is 
good before the heated term arrives. 
Anticipate it. It is sure to come ab- 
ruptly. Hot weather depresses the 
vital powers in most persons and you 
will need all the store of health and 
resistance that you can lay in to tide 
you over the hot summer months. 
Sleep. 

Get plenty of sleep. There is a 
tendency in the warm evenings to sit 
up too late. Nothing aids the diges- 
tion so much as the perfect composure 
of the nervous system which comes on 
after ample sleep. Sleep prepares the 
body for all around brain work, and 
increases the endurance of the indi- 
vidual, both to perform better work 
and also to offer stronger resistance 
against disease. 

Exercise. 

If you are a city dweller, do not wait 
until vacation time to get in training 
for the exercise you will want to take 
during these two weeks of vacation in 
the very hot weather. Get in training 
for the enjoyment of vacation, and 
keep in trim for the hot weather by 
walking part of the way to your office 
each day and by taking brisk exercise 
daily in your bedroom. But do not 
over exercise and do not exercise in the 
hot sun unless you are accustomed 
to it. 

The Skin. 

Frequent bathing keeps the skin in 
good condition. Cold baths to most 



people are agreeable and are a tonic, 
but they should not be taken when the 
body is perspiring freely. The clean 
skin should be covered with clean 
under garment. For laborers and per- 
sons who perspire freely, a single shirt 
made out of cotton and wool is advis- 
able for protection against the chilling 
effect of sudden change. For those not 
doing vigorous physical work, thin 
open cotton underwear is preferable. 

Diet. 

The most important suggestion here 
as to eating and drinking is to keep 
the digestive organs in the best pos- 
sible condition. Diet in hot weather 
depends on the location and the kind 
of work done by the individual, and 
should be regulated accordingly. Meat 
once or twice a day is good for out-door 
laborers who do hard physical work. 
Fish or meat once a day for those less 
strenuously employed, with plenty of 
fruit and vegetables. Simple and light 
meals are best in the summer time. All 
the meals being light are well adapted 
to the sustenance of office workers. 
Light and frequent meals with plenty 
water between are in the right line 
for all hot weather. Drinking water 
should be taken freely between meals. 
The temperature of the water should 
be cool, but not ice cold. Remember 
that thirst is thirst of the whole body, 
not of the mouth only. A hot dry 
mouth is indicative of a lack of fluids 
in the body and is quite often due to 
some disturbance of the digestion or 



37 



38 



ILLINOIS CENTRAL MAGAZINE 



stomach. Excessive thirst is often best 
quenched by drinking something hot, 
such as hot tea or hot lemonade. La- 
borers in the field and shop often have 
a practice of putting ginger and mo- 
lasses in the field water jug. Anything 
is better than ice water for field or 
track laborers, or the furnace room. 
Oatmeal or barley water are good and 
are commonly used in the heated terms 
of summer. Alcoholic beverages should 
not be indulged in during hot weather. 
The temporary sense of refreshment 
which they induce is quickly followed 
by a re-action causing the consumer to 
feel more uncomfortable than before, 
and it has been incontestably proven 
that persons who use alcoholic drinks 
regularly do not withstand extremes of 
temperature. 

The Bowels. 

Constipation should be avoided. 
When the fluids of the body are drained 
off in the excess of prespiration, the 
contents of the lower bowel becomes 
less fluid and a marked tendency 
towards constipation results. To over- 
come this tendency it is desirable not 
only to drink freely of water, but also 
to eat coarse foods and fruit. Oily 
substances of nature will not be ab- 
sorbed, as such oily foods will continue 
in the same state and will lubricate 
the intestinal canal, thus tending to 
prevent constipation. 

Over-Heating. 

The dangerous condition known as 
sunstroke is produced by exposure to 



the excessive rays of the sun or to ex- 
cessive heat in a room. When work- 
men are exposed to the prolonged rays 
of the sun, a dizziness comes on which 
is the early indication of impending 
danger unless this warning is heeded 
it is liable to be followed by profound 
prostration-delirium, and in severe 
cases by collapse. It is wise, then, to 
be careful during the mid-day hours 
when the sun is hotest. In very hot 
weather the laborer can to advantage 
commence his work very early in the 
morning, and work until the sun gets 
quite hot. Then lay off during the ex- 
cessive heat of the day and begin again 
at about the middle of the afternoon. 
The work might with profit be extend- 
ed until late in the evening. It is wise 
to have a head covering that will pro- 
tect the scalp. Wet leaves placed in 
the crown of the hat are extremely 
beneficial. For those who are com- 
pelled to be out in the hot sun and 
who are susceptible to its heat the 
helmet, such as is worn in the tropics, 
is of great value, as it shades the head 
and permits the circulation of air be- 
tween the hat and the head. To step 
for a few moments into the shade is 
an excellent precaution and cold water 
allowed to run over the wrists pro- 
duce a decidedly cooling effect on the 
entire body. Persons who have be- 
come overheated at any time are much 
more susceptible to the heat and must 
be extremely careful after exposure 
for several years. 



Letters of Appreciation of Treatment Received at 
the Hands of the Hospital Department 

Vicksburg, July 17, 1915. 
Dr. G. G. Dowdall, Chief Surgeon, I. C. and Y. & M. V. Hospital Dept., 

Chicago, Illinois. 
Dear Doctor: 

I am so well pleased with the treatment I recently received from the 
Hospital Department and the results so satisfactory that I feel it incumbent 
upon me to say a word of praise for you and your staff. 

I first went to our Hospital Department Surgeon at this point and after 
receiving treatment for some time, my case proved to be very stubborn and 
I was sent to New Orleans. The attention and care given was as courteous 



ILLINOIS CENTRAL MAGAZINE 39 

as could be, and after having a Specialist examine me I was advised that I 
should report to you. When I reported to you I was very much exercised 
over my condition, but when I learned that you had arranged to turn me 
over to one of the best specialists in Chicago and knew that treatment was 
to be administered by one who stood high in his professional rank, I grew 
hopeful. My condition required the X-Ray treatment and this treatment had 
the desired effect. 

In addition to this excellent treatment, your Department took care of my 
living expenses and by these arrangements I made the trip to Chicago with 
practically no expense. From the courteous manner in which you and each 
of your staff received and consulted me, I could not but feel that it was your 
pleasure to give me the best medical treatment obtainable. 

I feel that every contributor to the Hospital Department should know the 
good effect in being a member of that Department. 

Yours faithfully, 
(Signed) S. J. HARPER, 

General Foreman. 



Burnside Shops, 111., June 24, 1915. 
G. G. Dowdall, M. D., 

Chief Surgeon, I. C. R. R. Co., 

Chicago, 111. 
Dear Doctor: 

I have just returned to work after a serious illness at the Mercy Hos- 
pital at Chicago, and wish to express my heartfelt gratitude and appreciation 
of the Hospital Department. 

Through you I also desire to thank the Doctors and Nurses for their 
kindness and courtesy to my wife during her visits to me while in the 
hospital. Yours truly, 

(Signed) JOSEPH F. STANTON, 

Accountant, Burnside Shops, 111. 



Jackson, Tenn., July 2, 1915. 
Dr. G. G. Dowdall, 
Chief Surgeon, 

Chicago, 111. 
My Dear Doctor: 

Please accept my thanks to you and your noble staff of Doctors and 
Nurses for the successful operation and treatment I received while in Mercy 
Hospital, Chicago, for appendicitis. I feel that I owe my life to the Surgeons 
and Nurses of Mercy Hospital and to the Hospital Department of the I. C. 
R. R. May God bless each and every one of you. 

My kindest regards to all and a successful future to Mercy Hospital, 
is the wish of your friend, 

(Signed) LEE'E. PORTER, 

Conductor, Jackson, Tenn. 



Chicago, July 6, 1915. 
Dr. G. G. Dowdall, 
Chief Surgeon, 

Chicago, 111. 
Dear Sir: 

I was a patient at Mercy Hospital from June 12th to July 3rd and was 
operated on June 14th for hernia, and wish to thank the Hospital Depart- 



40 ILLINOIS CENTRAL MAGAZINE 

ment, through you, for their kind and courteous treatment of me. I re- 
ceived extraordinary good care and was treated royally, for which I am 
deeply grateful. I am improving rapidly and will soon be entirely well. 
Again thanking you and your staff on the Hospital Department, I am 

Yours sincerely, 
(Signed) S. H. O'NEILL, 

Engineer, Chicago, 111. 





LOSS & DAMAGE 
BUREAU 



AT THE last Loss and Damage meeting, held in the office of General 
Superintendent Clift, at Chicago, 111., on June 29th, Mr. N. R. Huff, 
Foreman of the Freight House at East St. Louis, was in attendance. The 
discussion which took place was of great interest to him, and in order to 
carry out the conclusions of the meeting, upon his return to his headquarters, 
he wrote the following letter to his subordinates. 

His action is very pleasing, not only to the agents, but to the Superin- 
tendent and General Superintendent as well, as it indicated a clear determina- 
tion upon his part to follow up with his subordinates the advice given. 

East St. Louis, July 1st, 1915. 
Gentlemen : 

There was a Loss and Damage meeting held at Chicago, June 29th, in 
the office of General Superintendent Northern Lines, Mr. A. E. Clift. At 
this coming together, there was assembled the Division Superintendent of 
the Northern Lines, the heads of the Freight Claim Loss and Damage and 
Special Agent Departments ; likewise the agents from the principal stations. 
To say to you I feel elated that it fell to my good fortune to be present at the 
meeting is putting my appreciation mildly. 

There were many subjects that came up for discussion ; all of which led 
up to one paramount issue, what can be done to stop this great leakage in 
the earnings of the Company, that is passing out through the Claim Depart- 
ment in the payment of claims, just and unjust? After weighing all condi- 
tions, it was resolved that with renewed efforts and zeal there could be 
made a reduction of $100,000 this year. 

Men ! Listen to me. Your Agent and Superintendent have a world of 
confidence in you. They appreciate your past record, they know your value, 
they feel that you have done your full share in placing the standard of 
efficiency on the St. Louis Division in the high esteem that it so truthfully 
enjoys. It is the hope and trust of Mr. Williams and Mr. Wells that you 
allow no station or division to lower our standard. 

Now a word with you relative to the reduction of claims. I do not 
know how we can play a very important part in the reduction of this 
$100,000 ; however, we will give our mite toward it. 

On this subject I will talk to you collectively, that you may understand 



42 ILLINOIS CENTRAL MAGAZINE 

as a whole what the requirements are, of not only yourself but that of the 
other fellow. I will take up with each class in order to point out what he 
or they may do to help. 

Mr. Check Clerk: You charge this station with all the freight that 
you check from cars of the line. From you we expect to learn the exact 
condition of this freight, if damaged, to what extent? What was the cause? 
Was it due to bad storing in the car? Was it due to rough handing of the 
car, or was the physical condition of the commodity such as not to permit 
safe carrying even by ordinary handling? These points are all important 
and we must rely greatly upon your knowledge in supplying them, for reasons 
which I will make clear to you later on. 

Mr. Delivery Clerk: You have noted what has been said to our check 
clerks. Do you not grasp the importance of making notations at the time of 
delivery to reach in such a manner that the cause of damage may be prop- 
erly placed? 

It was said at the meeting that we must tighten up to make this $100,000. 
My experience teaches me the trouble lies many times in being too tight. 
We are holding on to valuable information, which, if in the hands of the 
claim and loss and damage departments, could be used against paying many 
claims, as well as avoiding more. My instruction to you is loosen up and 
give us the benefit of what you know about all freight handled by you that 
is in any way in other than perfect condition. 

Mr. Head Team Track Clerk : You have noted what has been said to 
those handling L. C. L. business. The same applies to you and the men 
working under your supervision handling C. L. Your receiving clerk 
should feel the responsibility in receiving and receipting for freight ; he 
should not accept freight and load it into cars unless he is satisfied that it 
will carry to destination with safety. 

Your delivery clerk should make a personal examination of every car 
lot received, and if there is a damage to the load, let's get right to the bot- 
tom of the cause, with a view to eliminating a repetition, give shipping point, 
if the cause is due to the loading or bracing. If it is a damage due to rough 
handling of the cars, we will make a special report of it, for if there is to be 
a material saving made in the amount of payment of claims, there surely 
must be a reduction in the terminal damages due to rough switching. 

As to your supervisor of transfer, this is a very, very important matter. 
One that plays a greater part in claims than is generally understood. I want 
you to be more careful in your handling as well as the recording of condition. 

The inspection of cars. Though I consider it a simon pure mechanical 
proposition and one that that department should be held strictly accountable 
for, we, nevertheless, are not going to load freight in any car, even if O. K'd. 
by that department for that commodity, when we are satisfied that damage 
or loss is likely. Another matter, a continuance of some of the practices 
seen by you in transferring. Each case will be recorded and held to check 
against claims filed account transferred loads. Only under protest will we 
transfer freight liable to damage ; except when advised that it is not safe 
to run the car. There must be no letting up in the stripping of doors and 
bracing of loads in cars; let us be just, but careful. 

Mr. O. S. & D. Clerk: You understand from what I have said to these 
men what we want in the way of reports. We want a report that is intelli- 
gent. All the bad orders issued covering damages are classified according 
to the cause of the damage ; in tabulating them they are charged to that par- 
ticular cause. Do you not see how important it is that the check and delivery 
clerks make a full and clear explanation that you may record the same, so as 



ILLINOIS CENTRAL MAGAZINE 



43 



to enable the claim department to charge correctly? Certainly you do, and 
I hope you will keep this importance in mind, issuing no report until you are 
furnished the necessary facts. 

Now men ! You, one and all, understand the important necessities and 
the burden of responsibilities that rest upon us. And I know your ability 
to carry out every requirements which naturally calls for results. 

Thanking you, 

N. R. HUFF, 

Foreman. 



T T IS expected that there will be a 
heavy grain movement for the next 
few months, and as the price will be 
high, we should make every effort to 
prevent loss in transit. 

All cars before being permitted to be 
loaded with grain should be properly 
inspected, and only tight cars furnished 
for such loading. Grain doors should 
be properly applied, and high enough 
to prevent contents leaking over them. 

Losses occur through loading high- 
er in end of car than in the center 



grain doors applied to the height of 
grain in the doorway, with the result 
when the car is in transit the grain 
shifts to an even height, causing leak 
over the grain doors, and a little care 
taken at loading point will avoid the 
likelihood of a claim. 

Chief Train Dispatchers and Train 
Masters should see that all grain is 
moved without delay. To delay grain 
creates a liability and subjects the com- 
pany to a claim for damage. 





CLEANINGS 

from me 

CIMMS DEPARTMENT 

fragments of a Sfo/y 
Seldom &ver Told 



MR. CONLEY'S INNOVATION. 
O UPERVISOR LAWRENCE CON- 
^ LEY, of Freeport fs a very enthusi- 
astic worker in the cause of "Safety 
First" among the employes under his 
jurisdiction. He has made a prac- 
tice of cautioning his men against 
taking chances and has acquired an 
enviable record in the cause of 
safety. However, Mr. Conley found 
that the different arguments in fa- 
vor of safety measures had been 
gone over so often that they had 
become threadbare, and he felt that the 
time had arrived when he must origi- 
nate something new and novel ; some- 
thing that would immediately arrest the 
attention of his men and quicken their 
thoughts in regard to the important 
matter of safety practices. He evolved 
the idea of starting out on a tour for the 
purpose of delivering safety lectures to 
his men and of getting hurt himself, so 
that he might be enabled to illustrate by 
bruises on his own person, his talks to 
his men. Mr. Conley, than whom there 



is no more popular or efficient officer in 
the road department, did not take any- 
one into his secret. No one knew that 
he intended, when he left Freeport on 
a small motor car, on the morning of the 
6th ult, to deliberately run into the first 
automobile he saw (or failed to see) on 
a grade crossing. The opportunity to 
get hurt came when Mr. Conley neared 
the grade crossing two miles south of 
Forreston. An automobile was ap- 
proaching. So was Mr. Conley on his 
little motor car. It is said the drivers 
of both vehicles were going slowly, but 
that neither was using his sense of sight. 
They met on the crossing, very much 
to the surprise of the driver of the au- 
tomobile, but, of course, not so with Mr. 
Conley. No one would suspect that an 
officer going out for the avowed purpose 
of delivering safety lectures, with his 
mind full of the subject, and with safety 
papers bulging out of all his pockets, 
could be caught in a trap like that. 

But Mr. Conley will not admit that he 
knew the automobile was going to meet 



44 



ILLINOIS CENTRAL MAGAZINE 



45 




46 



ILLINOIS CENTRAL MAGAZINE 



him on the crossing. When questioned 
by Superintendent Dignan, he said, "I 
simply can't figure out what I was think- 
ing about." All the same, this little inci- 
dent, as pulled off by Mr. Conley, has 
proved to be one of the best safety 
"stunts" that has been "put over" by 
any railroad. 

After the accident, with his swollen 
head and bleeding hands carefully band- 
aged, and his safety papers gathered up 
and tucked away in his pockets, Mr. 
Conley continued his trip, delivering 
his safety talks to his men and illustrat- 
ing his remarks by means of his own in- 
juries. He showed in the most effective 
way imaginable how easy it was to be 
looking the other way at the wrong 
time. 

Every employe under the jurisdiction 
of Mr. Conley has heard the story of 
his innovation and has witnessed the 
bandaged wounds of the distinguished 
exponent of the doctrines of "Safety 
First." Whether supervisors on other 
districts will decide to emulate the ex- 
ample set by Mr. Conley in doing safety 
work remains to be seen. For further 
information, the reader is referred to 
the cartoon appearing in this issue. 



CAPERS OF A HORSE ON THE 
TRACK. 

An incident worthy of remark and 
illustrative of what is going on all over 
the system in the way of preventing the 
killing of stock on the waylands oc- 
curred as No. 12 was leaving Omaha on 
regular schedule time on the 14th ult. 
In the outskirts of the city, where the 
track is built upon an embankment for 
a considerable distance, a horse ap- 
peared upon the track in front of the 
engine. The engineer slowed up his 
train and sounded the whistle in short 
blasts, but the horse, in perfect tran- 
quillity, trotted along slowly in front of 
the spouting locomotive. "The passen- 
gers were craning their heads out of 
the car windows, looking ahead and en- 
joying the Joke. The fireman jumped 
off with his broom and ran ahead of 
the horse and broke the broom handle 
over the horse's head, but still the horse 



trotted on, and the fireman returned dis- 
gusted to the engine. A man was seen 
walking on the track from the opposite 
direction, and everybody felt relieved 
because he would, of course, head the 
horse off and allow the train to pass, 
but he, too, decided to enter into the 
levity of the occasion and threw his arms 
about the horse's neck and the animal 
trotted on, but the man got tired of rid- 
ing and let go his hold and disappeared 
without heading off the horse. All this 
time the train was proceeding slowly 
behind the horse and the modern loco- 
motive was making all of the different 
noises which it was capable of creating. 
Superintendent Sullivan was on the 
train. With him it was not so much of 
a joke to have one of his most promi- 
nent trains held up by a broncho and he 
could not appreciate the funny side of 
it. He became out of patience and him- 
self grabbed the coal pick from the lo- 
comotive and succeeded in heading off 
the horse and gaining the right of way 
for No. 12, which lost a few minutes' 
time, but easily made it up before ar- 
rival at Fort Dodge. The company did 
not have to pay out any damages on 
account of killing the horse and the 
lives of the passengers and employes 
were not endangered. 

From all over the system stories are 
coming in about the efforts that are be- 
ing made to reduce the killing of live 
stock, and these efforts are being reflect- 
ed in decreases in amounts paid out on 
account of killing stock. It is being dem- 
onstrated that careful locomotive engi- 
neers (those who take a lively interest 
in company affairs), constitute a most 
important factor in this reform. 



PASSING THE BUCK 

It is a matter of common knowledge 
that some portions of the Illinois Cen- 
tral pass through the most magnificent 
farming lands that have ever felt the 
touch of a plow; it is likewise well 
known that other portions of the road 
traverse country with soil so hateful 
and mean that one would have to fer- 
tilize it to make brick. 

We are about to relate a little cir- 



ILLINOIS CENTRAL MAGAZINE 



47 



cumstance originating on the bad 
lands. John Doe came to a portion of 
this barren country in 1879 and bought 
a small tract containing 80 acres. For 
this stuff called land John paid the 
magnificent sum of $10.00 per acre. 
This made $800.00. These were bot- 
tom lands; that is to say, they were at 
the bottom of some water most of the 
time. He included a few hills in the 
bargain, but these were mostly rock 
with just a little dust on top. 

Down in the bottom lands John 
would plant the corn and a sprinkling 
of wheat. He would work and drill 
and sweat and swear. During early 
June everything looked magnificent 
each year, but along about that time 
would come the rains. Rain for forty 
days and forty nights was simply a 
mist to what John had on these bot- 
toms. 

Year after year he experienced sim- 
ilar catastrophies and John began to 
look for an outlet. Where did he find 
it? In this manner. Some one con- 
ceived the idea that it would be fitting 
to sue the Illinois Central for back- 
ing up the water. Capital, thought 
Bill Smith across the way, who had 
been drowned out, too, by the rains ; 
he would swear that the railway did. 
it. So would Hank Evans. "Dug" 
Peabody said, "Aye, gad, it would 
make that land worth $100.00 an acre." 
Suit was brought for drowning out 
10 acres of Doe's corn; he swore it 
would make 54 bushels to the acre and 
everybody else who had lowlands said 
so, too, and they all said it was worth 
44 cents a bushel. Doe got paid for 
the crop and did not do a tap after the 
flood towards harvesting. Hank Evans 
offered Doe $22.00 per acre next sea- 
son for his submerged lands. Doe 
would not take it. "Dug" Peabody 
started suit every time it began to 
sprinkle, and one time he was so busy 
attending court he forgot to plant the 
crop, and that year it rained harder 
than ever. "Dug" swore he had the 
patch planted in cow peas and got 
paid for them. Terms of court were 



like terms in jail, and soon they got 
one of Hicks' Almanacs and began 
starting suits according to the time 
when Hicks said "Heavy rains." One 
man offered to trade Hank Evans a 
coal mine for his submerged lands, but 
Hank simply laughed and said, "H 1, 
you gotta work to git that coal out." 
Everybody was chewing Navy plug 
and living high. They were out of 
debt. The land was paid for several 
times, and the principal occupation 
was simply to sit on a rail fence, squirt 
tobacco juice into the jimson-weeds 
and look for clouds. 

But, lo, one day there alighted from 
the train a mediocre looking fellow, of 
average ability, commonplace appear- 
ance and sort of a liberal disposition. 
This stranger planted himself amid 
the lowlands and began making bar- 
gains for the settlement of claims 
among owners of the lands involved 
in the overflow districts. He settled 
with Hank Evans for $250.00, and 
Hank liked to have stripped all the 
duds off himself hurrying through the 
fence to see Bill Smith and tell him 
about it; the stranger settled with Bill 
for $250.00. Then "Dug" Peabody 
said it was a shame to take money 
from the kid that way and settled for 
$200.00. When they 'signed up, it so 
happened that the release read that it 
was a perpetual release running with 
the land, to be recorded so that it 
would bind all subsequent purchasers, 
and forever be a bar to any subsequent 
claim for the wrongdoings of Nep- 
tune, Hicks' Almanac to the contrary 
notwithstanding. 

When it became apparent that never 
again throughout the long domain of 
years and to the end of time, when this 
old planet will be an idle cinder use- 
lessly spinning in its orbit, was this 
railroad to compenstae for the short- 
comings of nature, Bill Smith threw 
a fit, Hank Evans tore his hair, cursed 
and swore, backslid and was turned 
out of the Baptist church ; John Doe 
was committed to a hospital for the 
incurable insane, and "Dug" Peabody 
became an intolerant, maudlin mons- 



48 



ILLINOIS CENTRAL MAGAZINE 



ter, whose wife ran away with a nig- 
ger. 

Yea, verily it is written, "For these 
be the days of vengeance." 



A PICCANINNY SURPRISINGLY 
WELL INFORMED 

The amount of information pos- 
sessed by negroes relating to what is 
necessary to constitute a good cause 
of action for personal damages is often 
both amusing and amazing. Claim 
Agent Jolly recently had a case in 
point which not only astonished, but 
practically paralyzed, him. A switch 
engine and a typical negro outfit of 
mule and wagon in which several 
darkies were riding, met on a public 
crossing. The collision was rather 
disastrous to the wagon, but little dam- 
age was done to its passengers. Mr. 
Jolly reached the scene as soon as pos- 
sible and began inquiries of the by- 
standers regarding the circumstances. 
He was approached by a little kinky 
headed Sambo, who might well have 
been anywhere from six to twelve 
years of age, so far as appearances in- 
dicated, who volunteered : 

"Mister, I can tell you jess how it 
done happen." 

"All right," replied Mr. Jolly, "go 
ahead and give me the story." 

"Well, Mister it was jess dis hyar 
way; de train was 'unnin about 30 
miles an hour thru de corporation; it 
didn't blow no wisel and it didn't 'ing 
no bell and dar was nobody 'tall gwine 
ahead o' de enjine." 

When Mr. Jolly recovered his pow- 
ers of speed the little darkey had dis- 
appeared. 



MORE PERJURY 

A carefully prepared damage suit 
for $5,000.00 in which the arrangements 
sadly miscarried was that of Miss Allie 
Leggett, age 18, who sued the Y. & M. 
V. R. R. at the June term, 1914, Cir- 
cuit Court of Amite County, Miss. The 
case was tried at Meadville, at that 
term, resulting in a verdict of $2,000.00. 
Miss Leggett testified that she was re- 



turning from Gloster to Knoxville on 
a round trip ticket on train 22, March 
27, 1914; that each time the train 
stopped between Gloster and Knoxville 
the flagman would come to her and 
ask if that was her station, and that 
his manner indicated that he was mak- 
ing fun of her ; that after the train 
whistled for Knoxville and the flagman 
announced the station, the train 
stopped and she went to the front of 
the car, and at the flagman's request 
went down the steps ahead of him and 
stepped off on the ground, when the 
train started and she discovered she 
was not at the station, but from a quar- 
ter to half a mile from it ; that the flag- 
man stood on the steps and laughed at 
her as the train pulled away; that it 
was misting rain at the time. She was 
without wraps, and as she had to walk 
to the station became very wet, and as 
she was suffering from neuralgia, was 
made much worse and suffered great- 
ly. She was corroborated by her fath- 
er, who said he was at the station to 
meet her and seeing her get off down 
the track, walked down to her. She 
was also fully corroborated as to what 
took place on the train by a man who 
testified that he was on the train and 
witnessed the flagman's conduct. 

The railroad showed that when the 
train was within about 2,000 ft. of the 
depot it ran over a torpedo and 
stopped ; that the conductor went ahead 
towards the engine and the flagman 
went back to flag, but before going he 
told the plaintiff that they were not 
at the station and to remain in her 
seat until the station was reached ; that 
when he was called in he got on the 
rear of the train and saw her get off 
the front end of last car and he con- 
cluded she lived in one of several 
houses near by and preferred to get 
off there rather than to go to the depot 
and_ walk back. The flagman testified 
positively that at no time did he laugh 
at her or say anything to her at which 
she could properly take any offense. A 
lady passenger in the same car corrob- 
orated the flagman in every partic- 
ular, and especially that he went back 



ILLINOIS CENTRAL MAGAZINE 



49 



and flagged and was not present when 
the girl got off. 

Upon motion for new trial several 
affidavits were produced by the rail- 
road to show that the witness who tes- 
tified that he was on the train and wit- 
nessed the conduct of the flagman 
complained of, was not on the train at 
all, but was in the depot at Knoxville 
at the time playing cards. The verdict 
was set aside and a new trial granted. 
This trial was had at the June term, 
1915, at which time the witness for 
the plaintiff referred to did not appear. 
However, the jury returned a verdict 
for $750.00, which the court promptly 
reduced to $100.00. The action of the 
jury at the second trial was no doubt 
largely influenced by sympathy for 
the plaintiff, she having married im- 
mediately after the first trial and short- 
ly afterwards her husband killed her 
father and then himself, so that at 
the time of the second trial she was a 
widow with a two-months-old babe. 
The trial judge was very much aroused 
over the proof of perjury committed 
upon the first trial, and it is rumored 
there will be a further chapter to this 
remarkable case, which will later ap- 
pear on the criminal side of the docket. 



SECTION FOREMAN UNCOVERS 
ATTEMPTED FRAUD 

Few men in any department of the serv- 
ice are more loyal to the company's in- 




terest than the average section foreman. 
In sparsely settled communities he is 
often the only responsible representative 
of the company on the territory covered 
by his section a distance of from five 
to eight miles. This condition brings 
opportunities to the section foremen to 
serve the company in many ways. As a 
rule the foremen on the Vicksburg Divi- 
sion take advantage of these opportuni- 
ties. 

Mr. J. Hart, of the Redwood Station, 
is one of the "live" ones. Mr. Hart got 
his training in the track department un- 
der his father, who was a section fore- 
man on the Louisville Division, and was 
transferred to the Vicksburg Division 
about a year ago. 

Early in March, 1915, a yearling, be- 
longing to a negro, was struck and in- 
jured on the Redwood Section. It was 
duly reported to the claim agent, but 
when_ claim was filed it was for a dead 
animal. The negro claimed that the ani- 
mal had wandered off and died from the 
effects of the injuries, and told Mr. Hart 
where the dead animal could be found. 
Sure enough, there was a dead cow at 
the place, much resembling the one 
struck. However, Mr. Hart was not sat- 
isfied and did a little scouting of his own 
account and was rewarded by discover- 
ing the animal which had been struck in 
the swamps of the Mississippi River. It 
had practically recovered from its injur- 
ies. Of course, the claim was declined. 



J. HART. 



EXCEPTION TO THE RULE 

Miss E. E. Reynolds, owning property 
on both sides of the right of way of the 
Y. & M. V. R. R. at Caile, Miss., refuses 
to become inoculated with the prevailing 
greed to obtain money from a railroad 
company without just grounds for doing 
so. On June 15, at 5 p. m., train No. 
593 struck and killed a six-months'-old 
calf 300 feet north of Mile Post LD No. 
147, belonging to her. Section Foreman 
E. L. Snaveley, of Isola, called on Miss 
Reynolds in regard to the accident and 
she advised him that on account of the 
negligence of one of her hired hands in 
not watching her stock, which had been 
turned into a lane running to the rail- 



50 



ILLINOIS CENTRAL MAGAZINE 



road, she did not think she was entitled 
to any compensation. Miss Reynolds is 
to be commended for her fairness in the 
matter, and her example should be a 
shining light to others living adjacent to 
our right of way who have stock killed 
and injured through their own neglect. 

FAKE LAW SUITS 

One J. S. Burt, through his attorneys, 
filed suit against the company in Mem- 
phis for $25,000 damages, based on al- 
leged personal injuries sustained at Pa- 
ducah, July 10, 1914, at 9 :30 p. m., while 
working in the capacity of car inspector 
on track No. 7. Investigation developed 
that theie was no such man employed by 
the company at Paducah, and that no ac- 
cident occurred at the time and place 
stated. Burt claimed that after he was 
hurt he was taken to the Paducah Hos- 
pital and there treated for his injuries by 
Dr. C. W. Mitchell. Investigation also 
developed that no such person was 
treated at the hospital and that "Dr. 
Mitchell" was a myth. When the case 
was called for trial in the month of 
June, the attorneys who filed the suit 
were unable to find their client and, of 
course, the suit was dismissed. 

One S. L. Carter, colored, filed suit 
against the company at Natchez, Miss., 
in March, 1915, alleging that he was in- 
jured at Louisville, November 17, 1914, 
while working with Conductor Robert 
Tilman and Engineer Jack Swanson and 
engine No. 1515. Investigation devel- 
oped that engine No. 1515 was never 
north of Central City and that there 
were no employes in Louisville by the 
names given. As soon as the attorney 
who filed the suit found out that he had 
been victimized, the case was promptly 
dismissed. 

There are a lot of sharks traveling 
about the country, preying upon law- 
yers in the same manner recited in the 
foregoing cases. They go to places 
where they are unknown and stay 
around for a few days until they can 
find out the name of some lawyer who 
is making a specialty of suing railroads 
on personal injury claims. When they 
locate the right lawyer, they give him 



the case. Before the lawyer has time to 
find out that he has fallen into a trap, 
the shark has usually "touched" him for 
a five or a ten and, in some instances, as 
high as fifty. We do not sympathize 
particularly with the lawyers who are 
thus victimized. Our only complaint is 
that it takes up a lot of our time inves- 
tigating these fake cases. 

ONE OF THE RAILROAD'S 
PROBLEMS 

The railroad company has been found 
such a ready market for stock that not 
only are there grounds to suspect that, 
in some instances, stock is turned on the 
right-of-way to be killed, but there are 
sometimes cases where it is suspected 
claims are made for animals which died 
from other causes. 

In the suit of J. E. Tillery vs. Y. & 
M. V. R. R. Co., in Amite County, 
Miss., for cow killed by train January 
22, 1914, investigation developed that 
the cow was found dead on the premises 
of a neighbor and at a distance of from 
a quarter to half a mile from the track. 
Three men examined the animal and 
were unable to find any evidence of it 
having been struck by a train. The case 
was called for trial at the February term 
of court and the company was ready 
with all its witnesses, but the plaintiff 
secured a continuance. When reached 
at the next term the company again 
having all its witnesses on hand plain- 
tiff took a non-suit, evidently having 
learned what the company was pre- 
pared to prove. No doubt the plaintiff 
and his attorney were in possession of 
as much information about the killing 
of this animal when the suit was 
brought as when it was dismissed, but 
probably thought the company would 
pay something rather than stand the ex- 
pense of a defense. A considerable sum 
of money is expended by the railroad 
every year in preparing to defend suits 
which plaintiffs and their attorneys 
know are without merit when they are 
brought and which are filed purely in 
the hope of forcing a compromise. 

As the company is usually charged 
with setting out all fires which occur 



ILLINOIS CENTRAL MAGAZINE 



51 



within several hundred feet of the track, 
this may suggest to some that it should 
be held responsible for all animals found 
dead near the track. 



DERAILMENT CAUSED BY 
STRIKING MULE 

The danger from live stock on the 
track was again illustrated when Extra 
830 was shoving eleven cars ahead of 
engine from Marissa for the Consul 
mines, on the St. Louis District, at 12 :10 
a. m., July 30, when the advancing car 
collided with a mule on the track, re- 
sulting in the derailment of three cars. 
The killing of the mule and damage to 
track and equipment amounted to $100. 
Fortunately, there were no personal in- 
juries, but the accident furnishes anoth- 
er striking illustration of the damage 
which an animal on the track is capable 
of doing. The mule was the property of 
the Tilden Coal Company. 

There have been a great many acci- 
dents on the Illinois Central Rairoad 
caused by striking stock. Happily, the 
liability for these accidents is being 
greatly decreased on account of the un- 
usual interest which is being taken by 
division officers, employes, and espe- 
cially by section foremen and locomotive 
engineers, in preventing the striking of 
stock. 



ACCIDENTS AND WHAT 

SHOULD BE DONE WHEN 

THEY OCCUR 

In most of the accidents we have due 
to running of trains and switch engines, 
the engineer and fireman are the first em- 
ployes of the company to know of the 
accident. This is especially true when 
the train or engine strikes something. 
The other members of the train or 
switching crew are back in the caboose 
or back of the engine at some place, and 
the first they know of the accident is the 
sudden stopping of the train. 

The evidence of the engineer and fire- 
man is always vital, and on this account, 
they should be in a position to give state- 
ments that could absolutely be relied 
upon; that is, they should strive to give 



a true and correct history of the acci- 
dent. In order to illustrate just what is 
wanted, we will say that train No. 4 
strikes a buggy, the buggy is demolished, 
horse killed and occupant injured. May- 
be this same day the claim agent will 
call on the train crew for statements 
showing just how this accident occurred 
and the engineer and fireman should be 
able to give him the following informa- 
tion: Rate of speed train was running 
when accident occurred; how far was 
train from object when brakes were ap- 
plied; was it emergency or slight appli- 
cation ; in the event of slight application, 
about how many pounds ; were you on 
the lookout ; if not, what were you doing 
at time of accident? How far did train 
run before same was brought to a stop? 
If train is brought to a stop, a mark 
should be made on the rail or cross ties 
in order that the exact distance could be 
measured from point the object was 
struck to where the engine stopped. How 
many cars in the train; what kind of 
cars; were they equipped with air 
brakes ; were the brakes in good condi- 
tion ; how many loaded cars ; how many 
empties; was the bell ringing; was en- 
gine equipped with automatic bell ring- 
er ; where was the whistle sounded ; was 
it danger signal or the regular station or 
crossing whistle; was there anything to 
have obstructed the view of the engineer 
and fireman (if so, what was it) ; was 
there anything to have prevented the in- 
jured party from seeing the approaching 
train or engine; what condition was the 
weather; time of day; if at night, was 
the headlight burning, kind of light? 

The things mentioned above are the 
most essential in fixing responsibility, 
and if the train crew would observe 
these things when an accident occurs, it 
would prove most helpful and beneficial. 



PECULIAR SUIT FILED AGAINST 
I. C. R. R. CO. 

Claim agent Cary of the Illinois Cen- 
tral has been notified by the Mattoon 
agent that a suit against the company is 
in prospect over an injury to a boy, Fred 
Linthcomb, who lost two fingers and a 
thumb recently by the explosion of a dy- 



52 



ILLINOIS CENTRAL MAGAZINE 



namite cap several hundred feet distant 
from the Illinois Central right-of-way. 

In a barn on premises formerly rented 
by a civil engineer in the employ of the 
Central, the boy discovered a box con- 
taining some dynamite caps. Several of 
these he exploded at his home without 
injury to himself, but the fatal explosion 
nearly tore off his hand. 

In the box, as was found later on in- 
vestigation by Linthcomb's parents, were 
some business cards giving the name and 
occupation of the engineer, who left the 
railroad company's employ and also va- 
cated his home in Mattoon several 
months previously. The presumption 
from this was that the engineer left the 
dynamite caps in the barn when he va- 
cated the premises. Acting on this 



presumption the boy, though his par- 
ents, are preparing to sue the engineer 
and railroad company jointly for the 
injury. 

The liability of the railroad company 
in such a matter is not clear, unless it is 
on the same layout that an Iowa jury 
years ago returned a verdict against the 
Northwestern Railroad Company for 
killing a bull. The company showed by 
evidence that the bull was killed by 
lightning three miles from the North- 
western tracks. But the jury gave the 
farmer a judgment against the company 
nevertheless on the principle, as one of 
them remarked : "If the railroad don't 
pay for that bull, who in h 1 will?" 
Kankakee, 111., Democrat, July 22, 1915. 
Recent Commerce Decisions. 




Name 

Dallas D. Tilton 
Frank Seiffert 
William L. Reynolds 
George Cunningham 
John McFall (col.) 
John Sullivan 
Edward J. Steinbeck 
Robt. C. Banks (col.) 



Occupation 
Machinist 
Bl'ksmith H'lp'r 
Asst. Lbr. Agt. 
Section Foreman 
Sweeper 

Section Foreman 
Asst. Eingineer 
Oil Man 



Where Serv- 


Date of 


Employed ice 


Retirement 


E. St. Louis21 yrs. 


March 31, 1915 


Waterloo 20 yrs. 


July 31, 1915 


Fulton 18 yrs. 


June 30, 1915 


Fonda 43 yrs. 


July 31, 1915 


Centralia 22 yrs. 


July 31, 1915 


Cobden 43 yrs. 


July 31, 1915 


Chicago 32 yrs. 


July 31, 1915 


Canton 24 yrs. 


March 31, 1915 




SWITCHING CREW, AMBOY YARD, AMBOY, ILL. 



SflFETY 




COURTESY 

AND 

E,FFIOIE,Nrr 
S E,RVI OE, 
LWAY S 




Comparative Statement of Fatal and Serious Non-Fatal Injuries on the Illinois 

Central and Y. & M. V. Railroads for the First Six Months 

of 1915 and First Six Months of 1914: 



January, 1915 5 

January, 1914 7 

February, 1915 4 

February, 1914 6 

March, 1915 3 

March, 1914 3 

April, 1915 2 

April, 1914 5 

May, 1915 4 

May, 1914 2 

June, 1915 5 

June, 1914 8 

Total Six Months 1915 23 

Total Six Months 1914 3JL 

Six Months 1915 over 
Six Months 1914.... 



Employes 
K. I. 
10 
20 



5 

30 
28 
15 
14 
21 
16 
23 
10 
26 
83 
135 



Trespassers 
K. I. 


16 


4 


16 


9 


7 


3 


10 


7 


11 


4 


15 


9 


12 


11 


12 


8 


16 


12 


11 


8 


8 


9 


14 


14 


70 


~43 


78 


56 



Others 

K. I. 

4 

6 

9 

1 6 
2 
2 



1 
7 
3 
5 
2 

10 
21 
36 



*8 *52 



*8 *13 



*2 *15 



*Decrease. 



What Can We Do To Prevent Accidents ? 

By H. G. Taylor, Foremen Painter, Clinton, 111. 



The writer has chosen to present this 
subject somewhat in the form of an es- 
say, treating it on general lines, rather 
than as a set of suggested means and 
ways to accomplish the desired end. It 
is felt that it might not be amiss to en- 
deavor to contribute some little help 



towards the general campaign of educa- 
tion that is being so vigorously and suc- 
cessfully carried on to develop the idea 
of personal responsibility, in the preser- 
vation of life and limb, by an appeal to 
the innate intelligence of the. average 
employe. 



54 



ILLINOIS CENTRAL MAGAZINE 



55 



The result of the effort on the part of 
the writer is after all decidedly meager, 
but is, nevertheless, a conscientious ef- 
fort to do what he could. 

That self-preservation is the first law 
of nature is an accepted axiom; and yet 
it is an indisputable fact that this very 
potent law of our natural being is al- 
most universally disregarded in the ab- 
stract and is only observed when some 
sudden or impending danger confronts 
us. We are most inconsistent in that we 
are far more likely to bring disaster, 
which we all dread, than to avert it by 
disregarding warnings uttered and 
placed for the guarding and saving of 
life and limb, than to heed them. The 
solving of the problem of safeguarding 
ourselves and others lies entirely within 
our own province, and can only be 
solved by the elimination of the element 
of carelessness so universally promi- 
nent and the development of our pow- 
ers of observation. 

Safety in our chosen occupation can 
only be assured by a constant and intel- 
ligent development of the antithesis of 
carelessness : CAUTION. 

The remarkable impetus given the 
movement for "Safety First," in recent 
years is the result of thoughtful con- 
sideration and effort of men of action 
in the industrial world, and demands 
our individual co-operation, by recogniz- 
ing our personal responsibility, in each 
and every effort of the safety of life 
and limb. 

The institution of safety appliances, 
the formulation of innumerable rules 
avail but little of themselves. They are 
rendered of no value if we are going to 
allow ourselves to be careless, indiffer- 
ent and disinterested in their use and ob- 
servance. It has been said and no 
doubt with truth that from 80 to 90 
per cent of the injuries received by em- 
ployes of the railroads are due entirely 
to the reprehensible habit of careless- 
ness. Surelv we have great need to ed- 
ucate ourselves to a keener perception 
of our duty ; not only to ourselves but 
to those who, through us, may jeopard- 
ize limb or life. 

After all, it is simply the develop- 
ment of the common sense with which 



we are all more or less endowed. Sure- 
ly it is far better to inculcate a habit of 
restraint and control, with its accom- 
panying protection and advantages, 
than through criminal ignorance or care- 
lessness to invite pain and suffering, 
with perhaps an untimely end. 

The campaign of education along the 
line of personal safety which is now be- 
ing actively promulgated, is one of the 
many evidences of a deeper mutual in- 
terest between employer and employed. 
The preservation of life and limb is no 
longer a mere commercial proposition 
involving the question of compensation ; 
but a broad humanitarian effort towards 
the bettering of life and living. 

An accident is an event proceeding 
from an unforeseen or an unknown 
cause, .and accepting the proposition as 
stated, the best we can do for the pres- 
ervation of ourselves and our fellow. ,, 
is to hold in restraint and control our 
natural tendency to carelessness and dis- 
regard of adverse chances as to min- 
imize the possibilities of accident, and 
not become contributory factors in ac- 
cidental injuries. 

To attempt to enumerate the many 
"DON'TS" in any given occupation 
which are primary factors in accidental 
injuries, would be but to reiterate what 
we have already heard and same would 
possibly make no deeper impression than 
already made. It is only as we recog- 
nize and realize our duty towards our- 
selves and our fellows that we will be 
enabled to intelligently and effectively 
contribute towards the prevention of 
accidents in our chosen occupations. 
All rules promulgated for the preven- 
tion of accidents should receive our 
earnest and intelligent consideration. 
We should also see in them a desire 
to protect from injury and loss to the 
employes as much as the protection of 
the property and interest of the em- 
ployer. The heedlessness so easily en- 
gendered by the demands and conditions 
under which our occupations may be 
pursued should be by every effort pos- 
sible eliminated and a proper exercise 
of care and caution will insure the com- 
pletion of the work in hand without in- 
jury or mishap. 



the 




Recent Commerce Decisions 



LJ OOF Weights. The assessment 
of freight charges upon hoof sell- 
ing weights ; less fill allowances, is not 
unlawful, but the requirement that 
the variation between weights taken on 
track scales and hoof selling weights 
shall amount to 1,000 pounds per car as 
a condition to the setting aside of the 
one in favor of the other is found to be 
unreasonable in so far as the variation 
exceeds 500 pounds. Kansas City Live 
Stock Exchange vs. A. T. & S. F. R. Co., 
34 ICC 423. 

Segregating Terminal Charge From 
Through Freight Rate. Where a ter- 
minal service has heretofore been 
treated by the carriers as a part of 
the transportation service covered by 
the freight rate and regularly per- 
formed by them, they may not now 
segregate that service and assign to 
it a separate charge without taking 
into consideration, in order to justify 
such charge, the entire through service 
of which it forms a part, and the com- 
pensation heretofore received for such 
through service. Lighterage & Storage 
Regulations at New York, 35 ICC 48. 

Shipper's Load and Count. Rule 23 
of the Western Classification which re- 
quires that "freight loaded by shipper 
and not checked by carrier must be re- 
ceipted for 'shipper's load and count' " 
was assailed, the complainant contending 
that it violated Section 20 of the Com- 
merce Act known as the Carmack 
Amendment, as amended by the Cum- 
mins Amendment, and that the carrier 
should either send a representative to 
complainant's mills and check the load- 
ing of rice or to accept statements as to 
quantities without checking, and to issue 
so-called "clean" bills of lading therefor; 



but the Commission held, following the 
Ponchatoula Case, 19 ICC 521, that the 
Cummins Amendment had not changed 
the legal status of the rule and that 
"where the practice is shown to have re- 
sulted from a situation involving the mu- 
tual interest and convenience of the 
shipper and the carrier, we do not, in 
view of all the facts, circumstances and 
conditions "appearing of record, find the 
rule and practice challenged to be un- 
reasonable or otherwise in violation of 
existing law. It should be borne in mind 
that the shipper is not denied his right 
to an unqualified receipt in any case in 
which delivery is tendered to the carrier 
at any of its public stations where it pro- 
vides facilities for the receipt and deliv- 
ery of freight." Louisiana State Rice 
Milling Company vs. M. L. & T. R. R. & 
S. Co., 34 ICC 577. 

Reconsignments. In Interior Lum- 
ber Co. vs. Southern R. Co., Unre- 
ported Opinion 2104, the commission re- 
affirms its conclusions reached in previ- 
ous cases, and says concerning them that 
it was there held when a request for re- 
consignment or diversion is made at a 
reasonable time and entails no change in 
the contents of the car and no out of 
line haul, the reconsignment or diver- 
sion requested should be effected on the 
basis of the through rate from the point 
of origin to the new destination plus a 
reasonable additional charge for the ex- 
tra service performed, and that $5 con- 
stituted a reasonable charge for the ad- 
ditional service. 

Publicity Concerning Classification 
Changes. In its opinion of June 28, 
1915, by Commissioner Meyer, In Re 
Western Trunk Line Rules, 34 ICC 554, 
the commission directs attention to its 



57 



58 



ILLINOIS CENTRAL MAGAZINE 



views expressed in the Western Classifi- 
cation Case, respecting publicity of pro- 
posed changes and method of classifica- 
tion procedure, where it is said that pub- 
lic business cannot be conducted in a 
private way, that the failure to recog- 
nize this fact fully and to proceed ac- 
cordingly was largely responsible for the 
commotion centering about Classification 
No. 51 ; that these methods must be 
changed to meet the present situation, 
and the Commission adds as to the pres- 
ent case that "practically all changes 
proposed in Circular 1-K have been ap- 
proved. Had these changes been adver- 
tised before adoption by the Classifica- 
tion Committee, we seriously doubt if 
this proceeding would have been neces- 
sary." 

Car spotting covers only one place- 
ment of a car upon an industrial track 
for loading or unloading, and an addi- 
tional charge should be made for each 
additional placement of a car for that 



purpose, and also for the movement of 
cars from place to place within the plant 
during the process of manufacture. Car 
Spotting Charges, 34 ICC 609. 

Sus-pended Rates Not to be Increased 
Until Proceeding Ended. Tariff Circu- 
lar 18-A, tenth paragraph of Rule 9 (k) 
was amended, effective July 15, by add- 
ing thereto the following: 

"It is ordered, That when the Commis- 
sion has suspended a schedule and de- 
ferred the use of a rate, fare, charge, 
classification, regulation or practice 
stated therein, the rate, fare, or charge 
thereby continued in effect shall not be 
increased, and the classification, regula- 
tion or practice stated therein shall not 
be changed, by any subsequent schedule, 
until the suspension proceeding has been 
disposed of or the period of suspension, 
and of any extension thereof, has ex- 
pired, unless such change is specifically 
authorized by special order of the Com- 
mission." 





TRANSPORTATION 
DEPARTMENT 




Controlling the Outgo 

By A. E. Clift, General Superintendent 



TT 7 ITH other lines of business rail- 
W roads suffer from business de- 
pression, but under greater obligations 
to the public, as a common carrier, it 
is incumbent upon them to maintain a 
standard of service to accommodate 
the travel and the transportation of 
freight, which is so closely interwoven 
with the community's welfare that it 
is, indeed, a difficult matter to reduce 
the expenses to a ratio comparable 
with a largely decreased business. In 
other lines of business the same condi- 
tions apply, but not so forcibly. 

The business of the country is now 
going through trying times and the 
railroad managements are confronted 
with the heavy arbitrary expenses and 
decreased earnings. The earnings can- 
not be materially increased, generally, 
and the only available recourse to in- 
sure dividends and funds to maintain 
the properties in suitable condition, to 
meet a maximum business, is that of 
economy in all lines of the operating 
expense. On a large system like the 
Illinois Central Railroad, where 'the 
disbursements of expenses run into 
large figures, and which thousands ol 
employes have within their control, 
the co-operation of all employes to the 
end sought is, of course, essential. Per- 
haps some employes think they are too 
"small a cog in the wheel" to be of ma- 
terial assistance in keeping down the 
expense, but the truthfulness of the 
old adage, "Save the pennies and the 
dollars will take care of themselves/" 
I venture to say, cannot be more clear- 
ly brought out than in the operation 



of a great property such as the Illinois 
Central. 

To assume it is in the power of each 
employe to save ten cents a day for 
the company in one way or another 
would amount to at least $4,000.00 a 
day, $1,460,000.00 a year. I do not 
think the figure has been placed be- 
yond the realms of possibility. The 
economical use of material, supplies, 
stationery, the prevention of accidents, 
freight claims, stock claims, personal 
injuries, and increasing our efficiency 
in directions the opportunities offer are 
a few of the items on which we can 
specialize. Above all we should not 
overlook the importance of individual 
effort in advancing the company's wel- 
fare, never thinking someone else will 
do it, on the contrary, do it ourselves 
do it now, keeping in mind the com- 
pany's prosperity is our prosperity and 
the prosperity of the community it 
serves. 

I do not know who wrote the fol- 
lowing poem, which I am quoting with 
the idea that we can use the principles 
advanced to good advantage : 

It Can Be Done 

"Somebody said that it couldn't be 

done, 

But he, with a chuckle, replied 
That maybe it couldn't,' but he would 

be one 

AYho wouldn't say so till he'd tried. 
So he buckled right in with the trace 

of a grin 
On his face. If he worried, he hid it. 



60 



ILLINOIS CENTRAL MAGAZINE 



61 



He started to sing as he tackled the 

thing 
That couldn't be done, and he did it. 

Somebody scoffed: 'Oh, you'll never 

do that; 
At least, no one ever has done it.' 



That couldn't be done, but he did 
it. 

There are thousands to tell you it can- 
not be done, 

There are thousands to prophesy 
failure ; 



But he took off his coat and he took off There are thousands to point out to 



his hat, 

And the first thing we knew he'd be- 
gun it. 

With the lift of his chin, and a bit of a 
grin 



you, one by one, 
The dangers that wait to assail you ; 
But just buckle in with a bit of a grin, 
Then take off your coat and go to it ; 



Just start in to sing, as you tackle the 
Without any doubting or quiddit ; thing 

He started to sing as he tackled the That 'cannot be done,' and you'll do 



thing 



it.' 



Meeting of Central Agents Association 



By F. B. Simcox, Secretary 



The quarterly meeting of the Cen- 
tral Agents' Association of the Spring- 
field Division was held in a special 
coach on the rear of the Sunday excur- 
sion train, leaving Clinton at 7 :50 a. m., 
Sunday, July 18th, for Havana. The 
following persons were in attendance: 
G. E. Patterson, Superintendent, Clin- 
ton. 

H. L. Moffett, Trainmaster, Clinton. 
P. K. Hanley, Trainmaster, Clinton. 
J. A. Meehan, Claim Clerk, Clinton. 
G. W. Rollins, Agent, Moweaqua. 

A. C. Beckett, Agent, Walker. 

C. C. Baldwin, Freight Agent, Pana. 

L. E. Barton, Cashier, Pana. 

H. R. Peters, Clerk, Madison. 

F. Simcox. Agent, Ramsey. 

R. I. Leef, Agent, Thomasville. 

C. O. Shumway, Agent, Madison. 

F. A. Farnsworth, Agent, Midland 
City. 

W. H. Irwin, Agent, Hallville. 

O. S. Jackson, Agent, New Holland. 

J. W. Schachtele, Agent, Skelton. 

G. A. Glens, Agent, Penfield. 

B. W. Horine, Agent, Glenavon. 

A S MOST of the boys had never seen 
^ Havana and wished to spend the 
afternoon fishing, rowing and seeing 



the sights in and about the town, they 
all agreed to get right down to hard 
work and spent the entire time on the 
trip en route to Havana straightening 
out their grief and making suggestions 
for the betterment of the service and 
of the association. 

The meeting opened as soon as the 
train cleared Clinton, with a talk by 
Mr. Patterson on the matter of claims. 
He expressed appreciation of the ser- 
vice rendered by agents on the Di- 
vision and quoted figures showing that 
the claims had been materially reduced 
in the past six months and said, in his 
opinion, taking receipts from con- 
signees had had a great deal to do with 
reduction in claims. He informed the 
agents that the management will no 
longer accept excuses for failure to take 
receipt for freight at the time of deliv- 
ery, and that he must insist on the in- 
structions being complied with liter- 
ally. So remember, "boys," no more 
excuses go ! 

From this the topic naturally turned 
to grain claims, and Mr. Patterson said 
the Illinois Central considers itself 
equipped with enough perfect cars to 
handle the crop of grain now starting 



62 



ILLINOIS CENTRAL MAGAZINE 



and does not want any "fairly" good 
cars loaded this year. 

Across the face of the bill of lading- 
agents should put the following: 

"This car inspected by Mr. (repre- 
sentative of elevator), and myself, at 
(insert time and date), andiound to be 
in perfect condition for grain. 

Signed, Agent." 

A copy of this notation should ap- 
pear on the way bill covering the car. 
Even with these rigid inspections, grain 
will often leak en route, flue to slight- 
ly defective ends of grain doors. Agents 
at grain loading stations were instruct- 
ed to talk to their elevator men and in- 
duce them to put several layers of 
heavy paper between the grain doors 
and the door posts. The nails would 
then draw the doors close, making it 
impossible for the grain to leak 
through. The Illinois Central has pur- 
chased a number of new cars in the 
past year and has done a great deal of 
work on the older cars, such as putting 
iron straps around them, and expects, 
at the end of the season, to be able to 
report as great a reduction in grain 
claims, proportionately, as has been 
made in claims of 1. c. 1. freight in the 
past year. As the weather has been 
abnormally wet up to date this summer, 
much of the wheat and oats will be in 
a moist condition, and Mr. Patterson 
is putting it up to all concerned to see 
that the grain is kept moving while on 
the Springfield Division and reaches 
the terminals or destination as quickly 
as possible. The station men have 
equally as much to do with the prompt 
handling of grain as the trainmen. 

About this time one of the agents 
(who must have a grudge against milk 
and cream cans), brought up that sub- 
ject for discussion, and apparently all 
present had more or less of a spite 
against these cans, as all the remarks 
were more against them than for them. 
The agents have the idea that the rail- 
road is not receiving the amount of 
revenue from this traffic that it should, 
and everyone present agreed that the 
company should assess storage for cans 
on hand over a certain length of time. 



It seems that some farmers have but a 
few milk cows and when these cows 
go dry and the farmer has no immedi- 
ate use for the can, he generally leaves 
it at the depot for several months at a 
time, allowing the railroad to assume 
the responsibility for the can during 
the idle period, and all this does not 
cost him a cent. If the cans are lost, 
stolen or damaged, the railroad is pay- 
ing for them. One agent present, who 
enters all outbound cans (under load) 
in a book and then checks opposite that 
entry the time received and delivered 
to owner, finds that he often has sev- 
eral cans on hand empty for several 
months at a time. It was his opinion 
that cans on hand empty over a week 
ought to be subject to just as much 
storage as a shipment of freight that 
size. At some stations, where the 
shipments of cream and milk are rath- 
er heavy, the matter of properly han- 
dling empties and getting receipts for 
them is a big item, and it is no more 
than just that the railroad should re- 
ceive a fair return for the extra work 
required in taking proper care of 
empties. 

While the agents were discussing 
cream cans, Mr. Patterson reminded 
them that they should inspect all 
"loads" to see that they are properly 
sealed. Practically all the creameries 
are fastening two wire and lead seals 
on the empties when they return them, 
and if these seals are drawn up tightly 
when the lid is put on the filled can 
and then sealed, the can may be tipped 
over more than once without spilling 
the contents. At present agents are 
not giving this matter the attention it 
should receive, with the result that the 
Illinois Central is paying claims for loss 
en route, due to cans being turned over 
and part of contents spilled. In con- 
nection with these shipments, agents 
are instructed to have the revenue 
stamps put on the tags of the cans, and 
not on bills of lading or receipts for 
them. 

The passenger department has re- 
ported a great reduction in the number 
of cash fares collected and is making 



ILLINOIS CENTRAL MAGAZINE 



63 



a vigorous campaign to eliminate them 
wherever and whenever possible. There 
has been a remarkable improvement 
made in the matter of ticketing all pas- 
sengers before they board trains, but 
the records show room for more im- 
provement, and agents are urged to 
help the department educate the pub- 
lic in the matter of purchasing tickets. 

During these warm months there are 
a great many shipments of old butter 
moving over the road, and much of it 
is being shipped in sugar barrels. The 
classification requires these barrels to 
be thoroughly water-soaked before be- 
ing used for this purpose, but even at 
that, they leak more or less, and have 
a habit of "caving in" or the bottoms 
falling out before arriving at destina- 
tions, causing another source of claims 
for the railroad to handle. Agents 
should take the matter up with ship- 
pers of this butter and have them pro- 
cure regular butter tubs with handles 
attached, such as are furnished by most 
large consignees of butter, or, if they 
are unable to get these, to- use water 
soaked candy pails that carry only a 
weight the pails will withstand, and 
are easily handled. 

Perishable freight is another matter 
of much importance these warm days, 
and agents have been given to under- 
stand that the Claim Department will 
accept no excuses for allowing perish- 
able shipments to spoil on their hands. 
Mr. J. L. East should be wired imme- 
diately when shipments are refused, get 
all bids obtainable on the goods and 
sell to the highest bidder, even if he is 
the original consignee. Several agents 
present commended Mr. East's depart- 
ment for giving very quick and effi- 
cient service in disposing of such 
freight, and Mr. Baldwin, of Pana, told 
about a car of watermelons recently re- 
fused at his station on account of being 
spoiled. Mr. East was wired at 7:10 
a. m. and at 9 :50 a. m. he had received 
instructions to sell to the highest bid- 
der. Several other agents mentioned 
cases wherein they were promptly ad- 
vised, but it must be remembered that 
Mr. East must be wired at once and all 
facts of the case stated, eliminating the 



necessity of wiring back for more in- 
formation. 

Another matter of interest to agents 
on the Springfield Division is packages 
lost while moving between two points 
on the Division. Mr. Patterson wants 
the facts wired to his office in such 
cases, as there does not seem to be 
much excuse for these losses, if freight 
is properly checked by the forwarding 
agent and properly checked out by the 
receiving agent, to the consignee. Mr. 
Patterson wishes to handle these cases 
promptly, as the matter is then fresh 
in the minds of all concerned and quite 
often the lost package is located in the 
warehouse or storeroom of the ship- 
per. If agents can educate shippers to 
present their freight for shipment a rea- 
sonable length of time previous to the 
arrival of the freight train at the sta- 
tion, in order that the agent may have 
time to properly check the freight ex- 
amine marking and packing, most of 
the trouble will be eliminated. 

In closing the meeting, Mr. Patter- 
son reminded the agents that the Illi- 
nois Central Magazine was not pub- 
lishing near the number of local items 
from the Springfield Division as from 
other divisions, which is due entirely 
to the lack of interest taken by em- 
ployes of this Division. He made a 
personal request that agents watch for 
valuable and interesting items or sug- 
gestions and send them in so that they 
will reach his office on or before the 
27th of the month. If you get hold of 
some good picture of interest to the em- 
ployes along the line, send it in, too, 
and see what a good job our magazine 
will do in printing it. The next time 
you hear of one of the "boys" along 
the line getting married, or having an 
addition to his family, or doing some- 
thing else for the good of the service, 
just jot it down on a piece of clip and 
mail it to the Superintendent's office. 

Our train rolled into Havana "abt 
ot," as the dispatchers say, and after 
visiting Mr. Berry, agent at Havana, a 
while, the boys went uptown to the 
Taylor House and ate a fine dinner 
"on" Mr. Patterson. 




By B. J. Rowe, Coal Traffic Manager 



' I A HERE are some features of the coal 
A traffic that may be of interest at this 
time, on the eve of the heavy fall and 
winter movement. 

The Illinois Central Railroad orig- 
inates approximately 12,000,000 tons of 
bituminous coal per annum. Thirty- 
seven and one-half per cent of its total 
traffic is coal. There are but six rail- 
roads in the United States that orig- 
inate more of this commodity. It serves 
four of the most important coal produc- 
ing states of the Union, viz., Illinois, 
Indiana, Kentucky and Alabama. 

Illinois ranks third in point of pro- 
duction of bituminous coal. The annual 
output of its mines amounts to 61,000,- 
000 tons, and by reason of the fact that 
one hundred and fifteen of the mines in 
this state are served by the rails of this 
company, approximately two-thirds, or 
8,500,000 tons of our coal traffic is here 
originated. 

Illinois was one of the earliest, as well 
as the greatest, producers. The first 
mention of coal in the territory which 
afterwards became the United States is 
found in the journal of Father Louis 
Hennepin, published in 1698, which con- 
tained a map on which is marked "cole 
mine" on the banks of the Illinois river 
near the site of the present city of Ot- 
tawa, Father Hennepin having passed 
through that territory thirty years ear- 
lier, in 1668. However, nearly a cen- 
tury and a half elapsed after the discov- 
ery of coal in Illinois before mining be- 
gan. The first actual mining operations 



conducted by white men were on the 
bank of the Big Muddy river in Jackson 
county, a short distance from its conflu- 
ence with the Mississippi. These mines 
were opened in 1810 and worked to a 
limited extent for a number of years, 
gradually increasing, until for the past 
thirty-five years that locality has been 
the seat of important mining operations. 

Another region, said to have been 
opened about the same time, was near 
Belleville in St. Clair county. The out- 
cropping of coal in the bluffs along the 
river banks first attracted attention, and 
naturally the first mining operations 
were started on these exposures. The 
earliest recorded production was in 1833, 
when an output of 6,00.0 tons is said to 
have been mined. 

Kentucky, the fifth state in the Union 
in point of coal production, originates 
for us from the fifty-four mines served 
by our road, about 3,000,000- tons of 
commercial coal per annum. Like Illi- 
nois, the coal mining industry in this 
state dates back to the early part of the 
last century. So far as the records of 
early coal production in the United 
States are to be accepted, Kentucky was 
the third state to enter the lists of the 
regular coal producers. The government 
reports indicate the first coal produced 
in the state was mined in 1827 on the 
"right side of the (Cumberland) river 
below the mouth of Laurel." This was 
evidently in Laurel or Pulaski county, 
but the exact location is not definitely 
stated. 



65 



66 



ILLINOIS CENTRAL MAGAZINE 



The same authority says that from 
1834 to 1837 the shipments were from 
75 to 100 boat loads, or about 3,500 
bushels annually, while the production 
for the last coal year was in round fig- 
ures, 20,000,000 tons. 

Alabama and Indiana, ranking sixth 
and seventh in the production of coal in 
this country, with annual outputs of 17,- 
500,000 tons each, supply the remain- 
der of the traffic in this commodity, re- 
ferred to herein as originated by this 
company. There are five active mines 
in Indiana on our rails, and two in Ala- 
bama, although in the latter state we 
have close traffic arrangements with 
roads that serve the more important 
Alabama fields. 

Thus it will be seen that of the seven 
states first in importance from the stand- 
point of bituminous coal production, the 
Illinois Central Railroad serves four and 
has direct connection with one hundred 
and seventy-six active coal mines. 

It is small wonder then that coal is 
the largest single item of traffic on our 
railroad. 

The movement of this commodity in 
the territory served by this company is 
seasonal, the apex being reached usually 
in November with a tonnage in round 
figures of 1,300,000 tons and, the mini- 
mum in May with 600,000 tons, a var- 
iation of over 100 p;r cent ; but we must 
be prepared to and do take care of 



the peak load at all times, although it 
takes 26,683 gondola cars to do it. 

Nature has deposited an inexhaustible 
supply of this great necessity at our 
doors, and the management has provided 
ample facilities for its transportation to 
market ; but like a great many other 
lines of endeavor, the supply exceeds 
the demand. Were that not so, our car- 
rying of coal would be double what it 
is, as our present facilities are fully 
equal to the demand, and there is room 
for expansion if necessity requires. 

And now, reader (a) what can you 
do, and (b) what are you doing to help 
find a market for this "home produced" 
coal in your home town? The answer 
to query "(a)" is that each and every 
employe regardless of department should 
be a booster for the road and its traffic, 
which is the only commodity it has for 
sale, and you can help the coal traffic by 
getting your dealer to handle shipments 
from mines on our line. Naturally, the 
large number of mining operations on 
our road, mining the varied seams of 
coal they do, produce all grades of pre- 
pared coal adapted to any boiler, fur- 
nace, stove or grate, so it will not be 
necessary for any dealer or consumer 
to go beyond our rails for what he seeks. 
If you know of any that have failed to 
find what they want, advise this depart- 
ment, and we will do the rest. As to 
query "(b)", you will have to answer 
yourself. 





Passenger 
Traffic 

-/. ; -v'j'lT^L-fi - '- 

Department 

Little Talks with the Rambler 
Service Notes of Interest 



Pro Bono Publico 



" 'Pro bono publico/ which being 
translated means, for the good of the 
public," said the Rambler in a dreamy 
sort of way as he apparently watched 
the passing boats on the river from the 
banks of one of the several wooded isl- 
ands. It was a beautiful Sunday cli- 
matically, and we had gone to the park 
for the sake of a quiet afternoon in the 
open. We had found a delightful spot 
at which to rest and be comfortable, 
among the trees on the shady side of the 
island; where, with knees drawn up and 
clasped in his outstretched arms, the 
Rambler lazily sat with his back to a 
tree while I had found a seat on a root 
of that same tree that projected from 
the bank to the water's edge. "Which 
brave Latin quotation," I said, "y u got 
out of the back of the dictionary, and I 
know it. So, please don't try to give me 
the impression that you are deeply 
learned in the classics, but come out in 
good plain English with what particular 
thing, or things, you think is good for 
the public. Is it the attractions of the 
park and the freedom therein enjoyed by 
said public?" "Nothing so self evident 
as that," was the quick response. "I 
have in mind the frequent cases in 
which the railroads are called upon to 
enter into outlays from which, as a strict 
business proposition, they would refrain 
but for the element of public service. 
Enterprises in which direct, immediate 



or sometimes even ultimate indirect 
profit is problematical." "But which," I 
added, "are often gold mines in the es- 
timation of the public that is served by 
them," for I had some knowledge myself 
of that phase of the railroad business. 
And it's often hard to make them see 
to the contrary. "In fact," I continued, 
"the ability of some people to see a prof- 
it in, or a reason for, other peoples' ven- 
tures reminds me of a little six-year-old 
niece of mine. She was recently taken 
by her mother on a shopping expedition, 
during which she espied a gaudy ready- 
made frock the possession of which be- 
came an immediate passion with her, and 
she begged insistently for it. But the 
mother said 'no!' and as a finality said: 
'But dear ! I am going to buy you a much 
better frock. That one would not look 
pretty on you. Besides, it's a cheap, 
flimsy material and would not last you 
a week. It would be throwing money 
away to buy it.' 'No, it wouldn't be 
throwing money away,' was the quick re- 
sponse. 'After the week you could give 
it to the minister for the missionary bar- 
rel. I heard you tell him last Sunday 
you hadn't a thing to give him for it.' " 
The Rambler smiled and observed that 
the illustration was good in certain di- 
rections, but that what he had more par- 
ticularly in mind was more like the Kel- 
ley invention. "Kelley," he said, "had 
raised a large family, no one of which 
bid fair to be of any great comfort or 



67 



68 



ILLINOIS. CENTRAL MAGAZINE 



financial aid to him in his nearly at- 
tained declining years. Of one son, how- 
ever, he and his good wife had hopes. 
This, because the son, for twenty years 
at his trade, had been devoting all his 
spare time, money and brains since his 
apprentice days to the perfection of a 
wonderful invention of his; and con- 
cerning which Kelley used to frequently 
confide to his friends that 'if the lad ever 
finishes it and if the dom thing's any 
good it'll be worth a wad of money and 
we'll all be on aisy street if some shark 
don't steal it ofF'n him.' Which sug- 
gests," continued the Rambler, "that in 
consequence of what it considers its ob- 
ligations to serve the public, a railroad 
often renders service, or engages in en- 
terprises the profitable outcome of which 
is as problematical as that of Kelley's 
invention. And, just as that persistent 
son put time, money and brains into his 
venture, such cases with a railroad often 
require an extra application of all those 
elements. In fact, more likely than not 
they require an acuteness above the or- 
dinary, that every possible turn may be 
taken advantage of to make good on the 
enterprise. Our relation to the Chicago 
Speedway Park enterprise and the cam- 
paign we went through in connection 
therewith is a recent illustration of this. 
In fact, the story of that campaign is 
interesting and I have a mind to tell you 
of it." On my expresing an interest, he 
went into a complete history of the mat- 
ter, giving detail facts and statistics 
galore, for he has a wonderful memory 
for figures. These and the story in full, 
I will not attempt to repeat. In rough 
outline, however, that portion of his 
narrative bearing particularly on the 
problem of uncertainty is as follows : 

There was formed in the city of Chi- 
cago an organization known as the 
Speedway Park Association, whose main 
purpose was the construction of a two- 
mile automobile speedway, with other 
auxiliaries, such as a country club and 
facilities for athletic events of various 
kinds, as an ultimate acquirement. 
About three hundred acres of land were 
secured by the association on the West 
Side, and in due course construction on 



the speedway began, and a five hundred 
mile international auto race, or a, "First 
Five Hundred Mile International Auto 
Derby," was announced for June of the 
present year. Our interest in the matter 
began in January, for "Speedway Park," 
as the track was named, was located di- 
rectly on our western line thirteen miles 
from our Van Buren Street Station. The 
actual construction of the speedway, 
which with its grand stand and property 
is said to have cost the promoters 
approximately one million dollars, 
our Freight Department were nat- 
urally interested in on account of 
the matter of hauling material. But 
it is not necessary to dwell on that ex- 
cept to say that it was one of the inter- 
ests which kept the Traffic Department 
on the alert from about January 1 to the 
running of the first Derby in June. From 
a Pasenger Traffic point of view our in- 
terest in the Speedway Park lay in the 
question of not only a possible obligation 
"pro bono publico," as the Rambler 
would say, but in ways and means, and 
of possible profit or loss. It was all an 
unknown problem. Would the race it- 
self be a success, would it have an at- 
tendance of one hundred thousand, two 
hundred thousand, or more or less than 
these figures? Upon this question hung 
what we would have to do to get the 
people back and forth to the park, for 
pur road was the only means of trans- 
portation on which dependance could be 
placed for service from the city direct 
to the park gates. We must, of course, 
be prepared for the maximum service 
required; but what were the probabili- 
ties of that maximum? Nothing of the 
kind in Chicago had ever been tried to 
give us a basis on which to work, and 
right there is where our real campaign 
began. A neighboring city maintained 
one of the few auto speedways of the 
country, so a passenger department rep- 
resentative went to that city to investi- 
gate and get some tangible basis on 
which we could plan. The attendance 
at that Speedway, the traffic facilities to 
it, the number of trains run and how 
they were loaded, unloaded and handled 
in fact thirty-five specific units per- 



70 



ILLINOIS. CENTRAL MAGAZINE 



taining to the matter were canvassed in 
that neighboring city. With data thus 
gleaned, data based on experience, to 
work on, there followed at home numer- 
ous conferences and much planning cul- 
minating in the company's expending 
many thousands of dollars, runing well 
up into two figures, in order that it 
might handle effectively its share of the 
Speedway Park travel from and to the 
city. I say its share, because notwith- 
standing its being the only line direct to 
the park, it could not but expect oppo- 
sition from other transportation com- 
panies whose facilities, while in a way 
but comparatively incidental, still would 
prove more or less available. As the 
first, and most important item, on which 
to base an adequate service, the com- 
pany extended its main line double track 
from Parkway Station to Broadview 
Station, a distance of about two and one- 
half miles. Thus was attained double 
tracks for the entire thirteen miles be- 
tween the city and Speedway Park a 
double track line fully protected by au- 
tomatic block signals. At "Speedway," 
the name of its station at the park, it 
constructed fifty-one hundred feet of 
third track and two platforms each thir- 
ty-two hundred feet long. These two 
platforms and the three tracks gave fa- 
cilities for loading six trains at a time, 
twelve cars to each train or seventy-two 
cars in all. Leading from the platforms 
were provided six exit gates at which 
the Speedway Association could collect 
gate receipts from passengers upon leav- 
ing the trains. For controlling the pas- 
senger traffic after the meet, two "bull 
pens" were constructed, one to accom- 
modate exit from the Speedway and each 
to be served by a sufficient number of 
ticket takers ; also booths for ticket sell- 
ers, the former being set at a considera- 
ble distance from the "bull pen." These 
"bull pens" were each to accommodate 
from one thousand to fifteen hundred 
people^ and in them passengers were to 
be retained after their tickets were taken 
until the trains were ready, at which time 
the passengers were to be allowed to pass 
through the gates and embark ; the trains 
to pull out one after the other as loaded, 



their place to be continuously taken by 
others until the crowd had been com- 
pletely served. With these facilities pro- 
vided for handling traffic at the park, it 
was further planned, and on the great 
race day carried out, that beginning at 
a certain hour in the morning for conces- 
sioners, employes and others, an early 
train should be run, and that beginning 
at 6 a. m., trains were to be operated as 
frequently as the travel demanded up to 
2 p. m. In other words, during the rush 
hours both for the going and returning 
trips, the service was to be continuous. 
To accomplish this last on the great day, 
June 26, there were fifteen trains of 
twelve cars each in commission and four 
relay locomotives. 

But this was a single phase only of the 
campaign. Having worked out the prob- 
lem of facilities for handling all the 
traffic that could be reasonably expected, 
it remained to obtain that traffic. Hence 
began a system of correspondence (re- 
sulting in a file three inches high), so- 
licitation and conferences. Liberal ad- 
vertising of our facilities to the park 
was engaged in, both locally and over a 
wide range of country in which it was 
anticipated there would be sufficient in- 
terest to bring outsiders into Chicago for 
the great event. Outside local agents 
sent in estimates of the number of peo- 
ple that would probably attend the race 
from their stations, resulting in a careful 
+imation of extra equipment and spe- 
cial trains necessary to take care of this 
outside business. "In fact," the Ram- 
bler concluded on this subject, "all the 
multitudinous details involved in a new 
venture of this kind were painstakingly 
cared for. The result was reasonably 
satisfactory for an initial trial, but like 
Kelley's invention all "ifs" in the mat- 
ter have not been settled. "If" the first 
try-out can be repeated often enough 
the venture will be satisfactory, but in 
the mean time, pending that and various 
other "ifs," the railroad, while taking 
a business chance in its own interest has 
at the same time entered upon a venture 
'pro bono publico.' " 

As the Rambler finished I was so im- 
pressed concerning the angle of the rail- 



ILLINOIS. CENTRAL MAGAZINE 



71 



road business that he had illustrated that 
as we sauntered homeward my mind 
went back over the broad question of the 
many ways in which the public was 
served by the railroads beyond the mere 
transporting it from point to point. I 
expressed myself somewhat crudely on 
those lines to the Rambler. "Just think," 
T said, "what the traveling public really 
do get from the railroads of today com- 
pared with the early days of rail traffic. 
Sleeping accommodations, meals that can 
be taken comfortably en route, no wor- 
ry or bother about baggage, and a hun- 
dred and one other items that contribute 
to its ease, safety and its expedition in 
travel. What wonderful strides have 
been made in such matters since the old 
stage coach and canal boat accommoda- 
tions of other days have become forced 
into the background." 

"Well, I should say so," exclaimed 
the Rambler with a laugh. "Every- 
thing's helps nowadays, from an elec- 
tric fan in a day coach to a coat hanger 
in a sleeping car berth. But this re- 
minds me of a newspaper clipping I 
have in my pocketbook that I came 
across a short time ago. If it does not 
make one feel that the public is well 
served by the railroads in the present 
day, then such a one will have to be 
put down as an incorrigible, pessimis- 
tic crank." He then handed me the 
clipping, which was from the London 
Times of nearly thirty years ago and 
referred to certain railroad matters of 
Auld Lang Syne. It read as follows : 

"The London Times gives the fol- 
lowing rules as appropriate for travel- 
ing forty or fifty years ago : Passen- 



gers expecting to join the trains at any 
of the stopping places are desired to 
be in good time, as the train will leave 
each station as soon as ready, without 
reference to the time stated on the 
tables, the main object being to per- 
form the whole journey as expedi- 
tiously as possible. Passengers will 
be booked only conditionally upon 
there being room on the arrival of the 
trains, and they will have the prefer- 
ence of seats in the order in which 
they are booked. No persons are 
booked after the arrival of the train. 
All persons are required to get into 
and alight from the coaches invari- 
ably on the left side as the only cer- 
tain means of preventing accidents 
from trains passing in an opposite di- 
rection. Each passenger's luggage will, 
as far as possible, be placed on the roof 
of the coach in which he has taken his 
place ; carpet bags and small luggage 
may be placed underneath the seat op- 
posite to that which the owner occu- 
pies." 

"Imagine," said the Rambler with a 
grin, "no person being 'booked' in these 
days after the arrival of the train ! But 
what gets me is that 'the train will 
leave each station as soon as ready 
without reference to the time stated 
on the tables.' The ambition to have 
the train 'perform the whole journey 
as expeditiously as possible' was laud- 
able, however." He put the clipping 
back in his pocketbook, and in the 
meantime, we having reached his street 
car line, he bid me good-bye and 
boarded the car by which he reached 
his apartments. 



Service Notes of Interest 



g ELIEVING that an official, author- 
itative statement of the policy of 
the Canadian Government in relation 
to American tourists in the Dominion 
would be valued and answer the ques- 
tion that undoubtedly arises in the 
minds of many would-be tourists, Mr. 
J. W. Scott, Superintendent of Immi- 



gration, Department of the Interior, 
Canada, writes the Passenger Traffic 
Manager from Ottawa as follows : 

"I observe from newspaper reports 
that there seems to be an impression 
in the minds of many that American 
tourists will not be welcomed in Can- 
ada this year, and I am writing you 



ILLINOIS. CENTRAL MAGAZINE 



73 



this letter to correct that impression. 
Canada continues to welcome bonafide 
American tourists traffic the same as 
in other years. Passports are not re- 
quired by any person. Persons nat- 
uralized in the United States will be 
treated exactly the -same as United 
States citizens by birth. German, 
Austro-Hungarian or Turkish citizens 
who are employes of American tour- 
ists will be permitted to enter Canada 
without any difficulty beyond the as- 
surance of the employer of the good 
behavior of the employe while in Can- 
ada. The only supposed tourists who 
have difficulty on the International 
Boundary are undesirable aliens seek- 
ing to effect entry as immigrants but 
under the guise of tourists." 

This also coincides with the joint 
circular issued some time ago, to the 
same effect, of the Canadian Steam- 
ship Lines, Limited, the Canadian Pa- 
cific Railroad Company and the Grand 
Trunk Railway System. Agents should 
bear the above in mind when ques- 
tioned on the subject. 



its to farther noted points of interest 
either reached by side trips or enroute 
through California." 



The monthly bulletin of the Chi- 
cago and North Western, in an article 
on Pacific Coast Travel, makes the 
two following points that it might help 
Illinois Central agents to remember in 
connection with the sale of California 
Exposition tickets: "Tourists who 
have not previously visited California 
will undoubtedly appreciate the sug- 
gestion from agents to take such cloth- 
ing with them on their trip as they 
ordinarily wear late in the spring or 
in the early fall, as mentioned in June 
Bulletin. Along the Pacific Coast the 
temperature during the day is not ex- 
cessive and the evenings are cool. 

"Many express the regret that they 
did not arrange for time enough in San 
Francisco and other points in Califor- 
nia as they failed to realize in advance 
the number of attractive trips that could 
be taken in San Francisco and vicinity 
including trips about the Bay and down 
the Peninsula. They state that two 
weeks can be well spent in San Fran- 
cisco and vicinity, in addition to vis- 



The Michigan Central has estab- 
lished modern standard sleeping car 
service daily between Chicago and 
Portland, Old Orchard, Kennebunk 
and Kennebunkport, Me., on "The Ca- 
nadian," leaving Chicago daily at 6:10 
p. m. On Fridays out of Chicago the 
through car runs to Kennebunk only. 
The route is via Michigan Central 
through Detroit to Windsor, Canadian 
Pacific via Montreal to Newport, Boston 
& Maine to St. Johnsbury, Maine Cen- 
tral through the heart of the White 
Mountains to Portland, Boston & Maine 
to Kennebunkport, Me. On the Wolver- 
ine, leaving Chicago 9 :05 a. m. daily, 
sleeping cars are operated between Chi- 
cago and Montreal, connecting there 
daily except Sunday, at 9 :55 a. m., with 
parlor car for Portland and Kennebunk- 
port, and affording a daylight ride 
through the heart of the White Moun- 
tains. 



The Michigan Central has advised 
the discontinuance of its passenger 
train service on their "London Branch" 
extending from St. Thomas, Ont., to 
London, Ont. ; but that such will not 
affect the handling of traffic to Lon- 
don, Ont., from points west of De- 
troit routed via Michigan Central to 
Windsor, Ont., thence Canadian Pa- 
cific to London. 



The Grand Trunk Pacific calls atten- 
tion in circulars it has issued to im- 
proved Trans-Continental through 
electric lighted sleeping car service it 
has inaugurated between Winnipeg 
and Prince Rupert, leaving Winnipeg 
Tuesdays, Fridays and Sundays at 
6 :00 p. m., arriving at Prince Rupert 
at 6 :15 p. m. the following Fridays, 
Mondays and Wednesdays. Also to the 
fact that in addition to the attractions 
of the route, including the Canadian 
Rockies and the Fraser and Skeena 
rivers of British Columbia, those of 
the seven hundred mile sea voyage 



74 



ILLINOIS. CENTRAL MAGAZINE 



through the sheltered channels of the 
"Norway of America" from Prince 
Rupert to Seattle via the Grand Trunk 
Pacific steamships, are covered by an 
extra charge of $10 in one-way fares 
and $20.00 in round-trip fares per tariff 
and include meals and berth on the 
steamers. 



The attention of agents selling tick- 
ets to St. Louis from Chicago and in- 
termediate stations is called to the fact 
that train No. 19, the Daylight Special, 
runs into that city over the Merchants' 
Bridge, hence does not make East St. 
Louis. While this arrangement has 
been in effect for some years, it is 
occasionally overlooked and tickets 
for that train sold to East St. Louis. 



This should not be done, as passengers 
holding such tickets are required to 
either leave the train at Madison or 
pay additional fare from Madison to St. 
Louis, which is apt to cause contro- 
versy between the passenger and con- 
ductor. 



Effective August 10th, the through 
steel, twelve-section drawing-room 
sleeping-car that has been running be- 
tween Chicago and San Francisco over 
the Illinois Central and Union and 
Southern Pacific via Omaha, was with- 
drawn as a through Pacific coast car. 
It will continue to run over the Illinois 
Central between Chicago and Omaha 
only, west bound, on No. 13, and east 
bound on No. 14. 




DEP/qPTMENT 



Lake Cormorant Interlocking Y. & M. V. R. R. 



HPHE mechanical interlocking at Lake 
* Cormorant, Miss., was placed in 
service October 22, 1914. It protects 
the j unction ( of the Lake Cormorant 
District line with the Clarksdale Dis- 
trict line. The Clarksdale District line 
is double track north of the plant and 
single track south of the plant, the junc- 
tion switch being interlocked. The 
Lake Cormorant District line is double 
track through the plant. 

The arrangement of tracks and sig- 
nals is shown on the opposite page. 

High speed moves are routed as fol- 
lows: 

North bound from Clarksdale Dis- 
trict, signal 2, straight through plant. 

North bound from Lake Cormorant 
District, signal 6, over crossover 30-31. 

South bound on Clarksdale District, 
signal 47, over crossover 27-28, and 
switch 26 normal. 



South bound on Lake Cormorant Dis- 
trict, signal 46, over crossover 27-28, 
and switch 26 reversed. 

Crossovers 24-24 and 19-20 are used 
for slow speed moves only. Low speed 
signals govern all possible routes, ex- 
cept those governed by high speed sig- 
nals. 

The interlocking tower is the stand- 
ard wooden tower for a Saxby & Farm- 
er machine. The foundation is con- 
crete, in which inverted steel rails are 
set at intervals of 1 foot 8 inches for the 
support of the leadout and the machine 
frame. The machine frame consists of 
4 inch by 12-inch timbers on 3 feet 4- 
inch centers. These timbers are sup- 
ported by the concrete foundation and 
are set directly over the inverted steel 
rails to which they are bolted with steel 
brackets. At the top the timbers are 
held by steel braces inclined at 45 de- 



ILLINOIS CENTRAL MAGAZINE 



75 



grees, and bolted to the 
timbers and to the joists 
supporting the fl o o r 
above. The leadout con- 
sists of 2-inch square 
steel rocker shafts sup- 
ported on steel plates 
bolted to the inverted 
steel rails. 

The Foster adjustable 
pipe carrier top was used 
in this installation. This 
is a newly designed de- 
vice made up of angles 
bolted together, back to 
back, giving a very stiff 
construction. The top 
has continuous slots 
throughout the length 
which give a maximum 
of laterial adjustment. 
The top rests on four 
bolt heads, thus permit- 
ting a maximum amount 
of vertical adjustment, 
and in case one side of 
the foundation settles 
more than the other, it 
allows adjustment so 
that the top can still be 
kept horizontal. The 
holes in the top which 
take the bolts for fasten- 
ing the stands are sloted 
to take care of the slight 
variations in the spacing 
of the bolt holes cored in 
the pipe carrier stands. 

High speed derails are 
I. C. standard type made 
by the Morden Frog and 
Crossings Works. Low 
speed derails are Hayes 
Model A-5. Detector 
bars 7/16 inch thick and 
53 feet long with mo- 
tion plate clips are pro- 
vided at each switch and 
derail point. 

The home signals are 
mechanical, pipe con- 
nected and non-slotted. 
The high speed arms op- 
erate from to 90 de- 




e 

<! 
"> 
?$-J 

&IA; 

10 ^ 



Wh 



e^is 



: 

?5C 

s: ss 

^j tb ^ 

^4 sj --J 



*tiU 

J ft) 9) < 

iiwi 

M ^g^ 



76 



ILLINOIS CENTRAL MAGAZINE 



grees in the upper quadrant, and the low 
speed arms operate from to 45 degrees 
in the upper quadrant. Dwarf signals 
are U. S. & S. Co. type, pipe connected 
with spring attachment and operate 
from to 45 degrees in the upper 
quadrant. The high speed arms display 
a green light when in the vertical po- 
sition, and a red light when in the hori- 
zontal position. Low speed arms and 
dwarf signals display a yellow light 
when in the 45 degree position, and a 
red light when in the horizontal posi- 
tion. 

The three power distant signals have 
Hall style "K" bottom post mechanisms 
and operate from 45 to 90 degrees in 
the upper quadrant. They display a 
yellow light when in the 45 degree po- 
sition, and a green light when in the 90- 
degree position. The operating battery 
for each signal consists of sixteen cells 
of B. S. Co., 400 A. H. capacity housed 
in a knock-down iron battery box. 

The line relays are 500 ohm Hall wall 
type housed in the signal mechanism 
cases. Lightning arresters are Hall 



style EG improved type. Electric back 
locks for the distant signals are U. S. 
& S. Co. model 2, half reversed, with a 
resistance of 500 ohms. Two Union 
mechanical time locks are provided, and 
three annunciators of the U. S. & S. 
Co. train drop type, two being 500 ohms 
resistance and one having 25 ohms re- 
sistance. The 500 ohm annunciators 
start from Hoeschen selective magneto- 
generators and respond to north bound 
trains only. The 25-ohm annunciator 
starts from a Brach style "G" mercury 
track instrument on the south bound 
track north of the plant. 

Wire used at signal locations is No. 
14 Kerite 4/64 inch wall and single 
braid. The jumpers on relays are No. 
12 lamp cord. Line wire is No. 12 cop- 
per clad, the annunciator wires being 
bare, and the signal wires being double 
braid weather proof. 

This interlocking was the first on the 
system to be installed with signals op- 
erating in the upper quadrant, and spe- 
cial instructions were issued covering 
the various indications. 





Industrial, 

Immigration 




Development 
Department 

Progressive Farming in Mississippi 

By Charles N. Brumfield, Agriculturist 



D HENOMENAL yields in agriculture 
* are obtained under conditions that 
are unusually favorable, and there must 
be but few limiting factors to such 
yields. The South holds the .record for 
the largest yields of corn, oats and al- 
falfa. In the South man is the only 
limiting factor to crop production, be- 
cause we have unusually favorable con- 
ditions for phenomenal results. While 
repeated maximum yields make us love 
to boast of our wonderful resources, 
nevertheless it is true that the South is 
growing and developing, as a result of 
the simple and carefully given informa- 
tion, which can be used by the average 
man day in and day out on the farm. It 
is the standard of the average man that 
the most thorough agricultural workers 
are seeking to raise, instead of working 
altogether, for results out of reach of 
the average man. That education, that 
standard, that uplift which directs many 
men to greater effort along the general 
lines of farming; which endeavors to 
direct the raising of a few pigs well, 
caring and feeding properly a few dairy 
cows, and which makes for the improve- 
ment of the home, the consolidation of 
schools, community organization and 
painted churches is worth far more to 
civilization than all the extraordinary 
results which it is possible to obtain 
only under the most favorable conditions. 
After several years of experience in 
teaching the simple things for general 
farm uplift, we are convinced that the 
main good which comes from speech 



and illustration is the original thought 
which results from the personal con- 
tact with the worker, the interest 
aroused to seek for himself the truth 
about his own farm and business. 

It is interesting to take an inventory 
of the farm conditions of a state, coun- 
ty, community or individual. It is high- 
ly educational to take such an inventory 
and we are of the opinion that a part 
of the agriculture which ought to be 
taught in the public schools of the South 
are the inventories or conditions of the 
farms in the community around the 
school, and the methods of benefiting 
such farms. At last the whole prob- 
lem of agriculture is the problem of 
education. The farmer of the future 
must be a good sound business man, ed- 
ucated to love the business of farming 
and able to understand and apply the 
science of farming and to use them on 
his farm. The more of the proper kind 
of education we receive the quicker and 
surer are we going to develop into a 
permanently prosperous agriculture. 

The demonstration farms of the Illi- 
nois Central Railroad are not intended 
to overshadow every farm in the com- 
munity in which they are located. In 
fact, it is always gratifying to the man- 
agement to know of results superior to 
the results obtained on these farms. 
However, it is intended that the truth 
of scientific farming shall be put into 
practice on these farms in so far as it 
can be made a part of the scheme for 
a permanent farm. Then they must 



77 



78 



ILLINOIS. CENTRAL MAGAZINE 



serve as an object lesson to other farm- 
ers if they are of the most good, but to 
serve as object lessons it is realized that 
the work of these farms must be of a 
superior nature, or rather, the work 
must be thoroughly sound. 

Freeman Hales owns and operates the 
farm at McComb City, Miss. This farm 
was put into operation in 1913 by Mr. 
J. C. Clair, who with a few enterpris- 
ing business men of McComb called 
upon Mr. Hales for the purpose of lo- 
cating and outlining the work to the 
agriculturists. Hales was just an av- 
erage man, with lots of energy, and an 
unconquerable desire to become a pros- 
perous farmer. He loved his business 
and did nothing else and talked nothing 
else. The farm is now in its third year. 
No special interest was taken in this 
farm the first year, except that shown 
by the director of the farm and its pro- 
prietor. In fact, it was not much of a 
departure from the ordinary way of 
running farms in that county. There 
was an ample supply of stumps all over 
the place. Hales had some dairy cows, 
but handled them in the old box-stall 
fashion, and did not have a silo nor a 
modern dairy farm. On July 20, 1915, 
Mr. Hales _had eliminated the stumps 
from his pface, he had erected a splen- 
did concrete silo, and had just com- 
pleted a modern dairy barn, built ac- 
cording to the directions of the United 
States Department of Agriculture. On 
this day the new barn was dedicated by 
holding a farmers' all day meeting in 
it. The meeting was attended by about 
200 farmers and their wives and lasted 
from 10 :30 in the morning until 4 
o'clock in the afternoon. . Speeches were 
made by Messrs. Harper, Brumfield, 
Moore, Higgins, Minge, and Prof. 
Moore. The work from the railroad 
standpoint was outlined by Mr. Har- 
per. Mr. Moore gave an interesting 
discussion upon community organization 
and co-operation, Mr. Higgins outlined 
the advantages of the silo and modern 
dairy barn. Mr. Minge discussed ter- 
racing land and soil improvement, and 
Prof. Moore discussed the dairy cow 
and her value, when properly looked 



after. It is easy to see that Pike Coun- 
ty is developing. Five years ago it 
would have been impossible to have had 
such an audience meet in any part of 
the county for the purpose of an all- 
day discussion of farm matters. A few 
miles' drive in the country over the 
magnificently graveled roads is indica- 
tive of better times in South Mississip- 
pi and in Pike County. Crop conditions 
are magnificent, and conditions are gen- 
erally improved, because farmers are 
beginning to settle themselves to the 
task of working out a permanent agri- 
culture. 

At Flora, Miss., John Anderson op- 
erates the demonstration farm, and on 
July 21 a similar meeting was held on 
his place to that just outlined about the 
McComb City Farm. Except on this oc- 
casion a much larger farm is being used 
and, instead of being a dairy man, Mr. 
Anderson is breeding beef cattle. While 
this is not uncommon in Madison coun- 
ty yet the visitors who were interested 
in farming took delight in comparing 
Mr. Anderson's grade calves and year- 
lings with their own and took a great 
deal of interest in observing the meth- 
ods of cultivating the Demonstration 
Farm. Mr. Anderson's corn would indi- 
cate a yield of 90 bushels to the acre, 
and this is on land that would not make 
20 bushels five years ago. An all-day 
meeting was held in the beautiful grove 
in front of his residence, where all the 
discussions were interspersed by ques- 
tions asked by the farmers, and we 
judge there were 500 in attendance. 
All left well pleased with the day's 
work, the farmers feeling they had 
truthfully benefited and the speakers in- 
spired to greater efforts for the accom- 
plishment of good. 

At O'Reilly, Miss., Mr. Louis Wald- 
auer operates the Demonstration Farm, 
and on July 23 one of the grandest 
farmers' meetings ever held in Missis- 
sippi, and especially the delta, was held 
on his farm. About 1,000 people at- 
tended and devoted the entire time, 
from the arrival of the speakers to ad- 
journment, to the subject of farm prob- 
lems. A splendid barbecue was given 



ILLINOIS. CENTRAL MAGAZINE 



79 



by Mr. Waldauer, and he served more 
than a thousand plates. It is especially 
gratifying to be able to recall that it is 
possible to ho'd a meeting of this kind 
in the Yazoo Mississippi Delta. 

The thing that marks the farm meet- 
ings held, and which gives a true indi- 
cation of the trend of affairs in Mis- 
sissippi is the fact that at all of these 



places, by unanimous consent of the 
farmers present, it was agreed to make 
these meetings an annual affair. We 
are of the opinion that Mississippi is 
developing, and that her development 
is coming fastest along agricultural 
lines, because her farmers are assimi- 
lating the truth of agriculture in the 
simplest and most practical form. 



The Intelligent Box Car 



r-pHE general superintendent and the 
1 principal assistant engineer stood 
side by side at the top of the hump in 
the shadow of the switching tower 
and smiled. And that was all there 
was to the formal opening of the Chi- 
cago clearing freight transfer yards 
it took more than two years' time 
and $8,000,000 to build. They are said 
to be the biggest in the world. 

Below the two men the tracks 
spread out fan shape. Fifty-two pairs 
of them, rapidly becoming shiny with 
use, flowed out to the east. 

The completion of the clearing yard 
is an important step toward electrify- 
ing the railroads entering Chicago. As 
long as freight transfers are made in 
the city the problem of electrification 
is complex. That was the way F. E. 
Morrow, the principal assistant engi- 
neer, explained it. 

"The freight transfer yards here sort 
out the freight that comes into Chi- 
cago," he' explained. "A train conies 
in from the east, for instance, with 
sixty or seventy cars consigned to 
points on different railroads west of 
Chicago. Some of the cars may be 
consigned to Chicago firms. Now, 
what we do in this yard is to take all 
the cars that are to go out over the 
Santa Fe, for instance, run them down 
one track, and let the Santa Fe haul 
them out again." 

General Superintendent J. H. Brin- 
kerhoff added a word. 

"If Chicago," said he," didn't hap- 



pen to be about the only city in the 
country which is the terminal for 
every road that enters it the situation 
wouldn't be nearly so complex. That's 
the reason the switching problem is so 
mean." 

The way they classify the cars is a 
fine art. A train was hauled to one of 
the receiving tracks situated at either 
end of the yard. There the Belt Line 
railroad, which operates the yard, took 
it in hand. An engine was hooked on 
behind and the long train was pushed 
up the long slope until the first car 
was just at the top of the hump. 

The man in the switching tower had 
before him a card which the conductor 
of the freight train had made out as 
his caboose jogged along over the 
prairies. That card gave the destina- 
tion of every car in the train. 

When the car came to a full stop 
the tower man gave the card a hasty 
glance and a moment . later pressed 
one of a half dozen small buttons on 
the table before him. A blast echoed 
down the yard ; it was heard half a 
mile away, for a moment later the 
whole train quivered. The push was 
strong enough to send the first car on 
its way down toward the fan of tracks 
below. Just as the car started the 
tower man pressed another button. 

On top of the car which bowled 
along down the slope stood a -man in 
faded blue overalls. Presently he 
leaned over and bore with all his 
strength on the hand brake. The car 



80 



ILLINOIS. CENTRAL MAGAZINE 



slid along until it reached the fourth 
rib of the fan when it changed its 
course and slid down that rib. 

The tower man turned and grinned. 

"Did you see that button I pressed 
just as she started to roll?" he asked. 
"Well, that threw switch No. 4 down 
there and she just had to roll in. Noth- 
ing to it. Watch. Here goes for track 
No. 7 Illinois Central stuff for New 
Orleans." 

After a half dozen cars with their 



riders have slid over the bump a gas- 
oline car chugs up the hill with the 
riders who are ready for their turn 
next. It took twenty-three minutes 
to classify sixty-three cars. 

"Why didn't we have a celebration 
when we opened up?" repeated the 
general superintendent. "Well, they 
had one in Kansas City when they 
opened up a yard there and they got 
so balled up they didn't get straight- 
ened out for ten hours." Exchange. 



Operator P. Cummings 



Mr. Cummings, who is employed in 
the local freight office at New Orleans, 
La., is one of the oldest employes in 
the service. 

Entered the service of the N. O. & 
Jackson Railroad at Frenier, La., as 
operator, August, 1868; remained with 
that company until March, 1877, as op- 
erator and Superintendent's clerk, was 
taken out of the service along with a 
number of other employes when a new 
superintendent took charge. 

From 1877 to 1885 .was agent and 
operator for the M. L. & T. R. R. at 
Opelousas, La. 

Entered the service of the L. N. O. 
& T. R. R. January 3, 1885, and was 
employed at Clarksdale, Miss., Burnside, 
Wilson and Baton Rouge, La., from that 
date up to February 15, 1889, when he 
was transferred to New Orleans. When 
the Illinois Central took over the L. N. 
O. & T. R. R., he continued in the serv- 
ice at New Orleans. 




PETER S. CUMMINGS, NEW ORLEANS, LA. 



For the GoodFof the Service 

By L. A. North, Shop Superintendent 



R 



ECENTLY we had several of the 
representatives of the Railway 
Magazines visit Burnside Plant. In 
conversation with these gentlemen, 
their attention was called to the dif- 
ferent committees we have on the 
Plant, i, e., that of the Shop Craft Com- 
mittee and of the Safety Committee. 
These gentlemen expressed themselves 
very highly in favor of the way the 
committees were handling the work 
which had been assigned to them and 
in the successful manner in which they 
were handling the reports, and also the 
numerous suggestions which had been 
given by them at the various meetings 
held in the office of the Shop Super- 
intendent each month. 

It is the desire to bring the employes 
as closely in touch with all of the oper- 
ating Departments as possible, in order 
that they may realize the necessity of 
co-operation, economy and careful 
handling of all that pertains to success- 
ful operation of a Railroad, the size of 
the Illinois Central. The spirit which 
has been exhibited by the various em- 
ployes surely must be very gratifying 
to all concerned so much so, that 
during the recent Street Car trouble, 
Mr. Markham, the President of the 
Railroad, commented on the co-opera- 
tion of all of the employes in handling 
the enormous amount of traffic which 
was handled at that time, and which 
could not have been handled in the 
manner in which it was, had everybody 
not pulled together. 

The same spirit is exhibited at the 



Burnside Plant. The various men of 
the different Departments realize that 
the co-operation of all employes is 
necessary and essential for the welfare 
of the Plant. During the meetings of 
the Shop Craft Committee held in the 
Shop Superintendent's office after the 
various committeemen have been re- 
quested to make such reports as neces- 
sary, it is the rule to talk to them rela- 
tive to the cost of operation of the 
Plant for the preceding month, show- 
ing the saving effected by the use of 
scrap and second-hand material, illus- 
trating by different methods what can 
be done along this line, what has been 
done, what other Railroads are doing 
and how, by each employe putting his 
"shoulder to the wheel", in this respect, 
he is able to keep some other employe 
at work, by the saving effected in mate- 
rial, allowing more money to be spent 
for labor. 

The Shop Craft Committee is also 
requested to talk to the various em- 
ployes on this subject, so that they 
may understand what is being done to 
handle the plant in as successful and 
economical a manner as possible, also 
what is being done to place the power, 
both locomotives and cars, in the best 
condition possible. 

The subject is also discussed in re- 
gard to cleanliness of the plant and 
premises. We believe that the em- 
ployes appreciate what is being done 
for their comfort and are endeavoring, 
to the best of their ability, to meet 
with the requests which have been 



81 



82 



ILLINOIS. CENTRAL MAGAZINE 



made in regard to cleanliness of the 
plant and premises. 

The question of safety is also thor- 
oughly discussed and illustrations 
given whereby employes, by becoming 
careless or not being thoughtful 
enough of their fellow shop-mates may 
bring about an injury which may de- 
prive them of the means or methods 
of a livelihood and" suggestions are of- 
fered whereby these accidents can be 
reduced to a minimum. The Safety 
Committee, which canvasses the plant 
thoroughly once each month, has also 
made a very good showing. It is not 
always possible to do all that is re- 
quested by this committee each month, 
but they are requested that in case 
their report has not been taken care 
of, or report has not been fully cov- 
ered, to again report at the following 
meeting. They are asked to be per- 
sistent in such reports until every- 
thing has been done that can possibly 
be done to guard against accidents for 
the present and the future. 

The system of co-operation we be- 
lieve to be one of the best that can be 
installed in any plant, and from the 
manner and method in which the va- 
rious employes here have adopted this 
as their watchword surely indicates 
that all are interested in the success 
of the operation of the plant. 

A number of papers have been writ- 
ten on "Efficiency" from time to time 
possibly this has been one of the 
worst abused words in the dictionary. 
In a recent article in the Ladies' Home 
Journal a very clever illustration was 
given as to the abuse to which this 
word is subject, and the writer of the 
article had the subject well in hand. 
While it is not the intention to be- 
little anything which may have a tend- 
ency toward economy or shorter meth- 
ods, we believe that co-operation for 
any organization will do more toward 
placing a plant on a paying basis than 
any other system which may be in- 
stalled. 

We also desire to mention the co- 
operation exhibited by the Store De- 
partment with the Mechanical Depart- 



ment. The custom of one department 
nagging the other continually is not 
the system used here both depart- 
ments working hand in hand and ac- 
complishing that which would be con- 
sidered impossible under the system 
now in use on some of the railroads 
today. By both departments working 
together in handling and the using of 
material, it is possible to reduce the 
stock to a reasonable amount, turn- 
ing the money over very rapidly, which 
necessarily must be invested in the 
amount of stock carried and allowing 
but very little dead stock to remain on 
the plant. This in turn is beneficial 
in more ways than one, as it enables 
the management to make a much bet- 
ter showing and allows more money 
for the repairs to locomotives and cars, 
as well as the upkeep of the premises. 
Occasionally it is necessary to place 
an emergency order and it is very grat- 
.ifying to witness the manner in which 
this is handled, which, if under other 
conditions than which we are now 
working, it would be very much of a 
handicap to endeavor to turn out the 
amount of work that is necessary for 
a plant of this size to produce. 

The clerical end also has co-oper- 
ated in a number of instances and 
short-cuts have been adopted whereby 
the increase of correspondence has 
been handled very satisfactorily each 
and all doing whatever is possible 
within their power to handle matters 
pertaining to them as quickly and sat- 
isfactorily as can be done. 

We also believe that it is a good 
policy to place yourself in the other 
fellow's place occasionally to get his 
viewpoint of how matters pertaining 
to the different affairs of a plant or 
railroad are handled, and if a spirit of 
democracy prevails throughout the en- 
tire system, it has very much of a ten- 
dency to bring all concerned closer in 
touch than with the use of some of 
the efficiency methods which are ad- 
vocated by theoretical men in regard 
to matters of which they have no prac- 
tical knowledge. 



Reducing Mechanical Department Expenses 

By L. R. Cleaves, Chief Clerk to Master Mechanic, Paducah 



) subject is of more importance 
in railroad operation than that of 
expenses and as the present is a very 
opportune time, attention is called to 
some of, the saving effected at Paducah 
shops by the use of scrap and second 
hand material, both in application and 
manufacture. 

Heretofore considerable has been 
lost, or it might be said, thrown away, 
by material, which can be utilized in 
various ways, being sent in for scrap. 

In addition there has also been loss 
in labor expense in the use of second 
hand material on account of not hav- 
ing proper system for handling it. 

To increase the use of serviceable 
second hand material and eliminate all 
unnecessary labor expense in the han- 
dling of it, a scrap dock was construct- 
ed at Paducah. One end of th scrap 
dock has been arranged with sufficient 
number of bins so each class of ma- 
terial can be separated and placed in 
separate bin, and the other end of the 
scrap dock has been equipped with 
machinery to rework and rehandle it. 

The reclaiming plant at Paducah is 
equipped with the following ma- 
chinery: 

Bolt shears (air driven). 

Bolt straightening machine, air 
driven). 

One double head bolt threading ma- 
chine (motor driven). 

One machine for backing off nuts 
from old bolts (air driven). 

One six spindle nut tapping machine. 

One emery wheel (motor driven). 

It requires in its operation : 

One foreman. 

Five machine operators. 

One assorter. 

Two scrap handlers. 

These, with the exception of the 
foreman, are paid by the hour, making 



the average cost for labor operating the 
plant, based on eight hours per day, 
six days per week, approximately 
$320.00 per month. 

The monthly output of the reclaim- 
ing plant in bolts and nuts alone 
amounts to : 

Bolts 35,626 Ibs. 

Nuts 13,786 Ibs. 

This results in an added saving of 
$779.03 per month, arrived at in the 
following manner : 

Output (new value) $1,304.23 

Scrap value $148.20 

Labor 320.00 

Power 25.00 

Overhead expenses.. 32.00 

525.20 



Av. mo. saving $ 779.03 

The above saving, however, does not 
take into consideration the saving 
made in reduction in the cost of han- 
dling and reclaiming other items. 

Exhibit No. 1 shows a general view 
of the reclaiming plant and Exhibit 
No. 2 shows a view of the bolt corner 
room of this plant. 

The Car Department blacksmith 
shop, used exclusively for car repair 
work, is located near the scrap dock 
in the blacksmith shop. A coal fur- 
nace has been provided which is used 
exclusively for straightening all car 
iron, repairing brake beams and reset- 
ting car springs, which work is done 
by a force of two men : 

One blacksmith handyman. 

One helper. 

These men repair an average of four 
brake beams per hour, or ten springs 
per hour. Brake beams are not only 
repaired, but No. 2 beams are made 
from No. 1 beams by the application 
of a 1%-inch truss rod reclaimed from 
destroyed cars. After the beams are 



83 



84 



ILLINOIS. CENTRAL MAGAZINE 



repaired, same are painted by dipping 
in paint baths. The total cost of re- 
pairing brake beams, including both 
labor and material, amounts to 80 
cents each. The saving on brake 
beams per month amounts to an aver- 
age of $552.50, arrived at as follows : 



One new brake beam. 
One repaired brake beam 



2.50 
.80 



Saving $ 1.70 

Av. number repaired monthly. 325 
Monthly saving $552.50 

In addition to the work of repairing 
brake beams and straightening all car 
iron, this handyman and helper also 
repair all coil draft springs, giving 
them the proper set, tempering them 
in oil, and annealing them. These two 



one laborer, rated at 16 cents per hour. 
This man working a day of eight hours 
prepares fifty car brasses. 

Another large saving is made in re- 
claiming angle cocks, cutout cocks, re- 
lease valves, etc. All reclaimed angle 
cocks and valves are taken to the air 
room where they are worked over and 
made ready for use. 

In addition to the reclaiming of ma- 
terial, Paducah shops also make a 
good showing in the manufacture of 
small hand tools, sill steps, carrier 
irons, tie straps, etc. 

The statement giyen below shows 
the saving effected by manufacture of 
such articles. (See Exhibit No. 3.) 

All employes at Paducah shops are 
very much interested in reclaiming and 
using scrap and second hand material 



>w of the reclaiming plan 




Article Made From 

Coal Pick Scrap Steel Tires $0.15 

"S" Car Wrench Scrap Steel Tires 

Hand Chisel Scrap Car Springs 

Hand Cold Chisel Scrap Steel Tires 15 

"S" Car Wrench Scrap Steel Tires 

Gouge Chisel Scrap Car Springs 

Hand Punch Scrap Steel Tires 15 

Brake Shoe Key %-inch Scrap Iron 01 

Cape Chisel Scrap Car Springs 

Sledge Hammer Scrap Steel Tires 

Dump Lever Scrap 1%-inch Truss Rods.... 

Machinist Hammer Scrap Steel Tires 

40 T Carrier Iron Scrap Arch Bars 

U. S. Standard 25-in. Sill Step 1%-inch Truss Rods 14 

Tie Strap for Economy Draft Rigging. . Old Tie Bars 15 



ast New Value 


Saving 


>.15 


$0.40 


$0.25 


.14 


.15 


.01 


.04 


.16 


.12 


.15 


.32 


.17 


.18 


.32 


.14 


.04 


.12 


.08 


.15 


.24 


.09 


.01 


.03 


.02 


.04 


.10 


.06 


.32 


1.04 


.72 


.18 


.20 


.02 


.20 


.64 


.44 


.12 


.40 


.28 


.14 


.29 


.15 


.15 


.32 


.17 



men average ten new springs, cost 64 
cents each, and about 300 are used per 
month at Paducah shops. This item 
alone reflects a monthly saving of 
$132.00. 

The blacksmith shop is also 
equipped for relining and rebabbitting 
car brasses, this work being done by 



as they appreciate in so doing the com- 
pany is saving the value of the article 
repaired or manufactured. Sugges- 
tions frequently offered by employes 
extending the use of scrap and second 
hand material are given consideration 
and when found practicable, are 
adopted. 



ilQrttonoiis o Qrvice 



L^AVORABLE entry has been made 
" on the records of the following 
conductors for their special efforts in 
lifting and preventing the use of ir- 
regular transportation in connection 
with which reports (Form 972) were 
rendered to the auditor of passenger 
receipts, who, in cases of this kind, 
advise the other departments con- 
cerned, so that proper action may be 
taken, all pass irregularities being 
brought to the attention of the vice- 
president : 

Illinois Division. 

Conductor F. A. Hitz, on train No. 
526, June 12th, lifted trip pass read- 
ing for passage in the opposite direc- 
tion. Passenger refused to pay fare 
and was required to leave the train. 

On train No. 525, June 23rd, he 
lifted drover's ticket account having 
expired and collected cash fare. 

On train No. 502, June 28th, he de- 
clined to honor card ticket account 
having expired and collected cash fare. 
Passenger was referred to the Passen- 
ger Department for refund on ticket. 

Conductor D. S. Weigel, on train 
No. 24, June 14th, and train No. 2, 
June 26th, declined to honor expired 
card tickets and collected cash fares. 
Passengers were referred to the Pas- 
senger Department for refund on tick- 
ets. 

Conductor J. P. Mallon, on train No. 
24, June 18th, lifted employe's term 
pass account passenger not being pro- 
vided with identification slip, Form 
1572. Passenger refused to pay fare 
and was required to leave the train. 
St. Louis Division. 

Conductor A. E. Reader, on train 
No. 10, June 12th, lifted trip pass ac- 
count being in improper hands and col- 
lected cash fare. 

On train No. 24, June 14th and 28th, 
he refused to honor expired card tick- 
ets and collected cash fares. Passen- 
gers were referred to the Passenger 
Department for refund on tickets. 



Wisconsin Division. 

Conductor B. Lichtenberger, on 
train No. 124, June 19th, declined to 
honor local ticket account having ex- 
pired and collected cash fare. Passen- 
ger was referred to the Passenger De- 
partment for refund on ticket. 
Minnesota Division 

Conductor F. E. Lucas, on train No. 
27, June 2nd, declined to honor card 
ticket account having expired and col- 
lected cash fare. Passenger was re- 
ferred to the Passenger Department for 
refund on ticket. 

Kentucky Division 

Conductor W. Y. Hansbrough, on 
train No. 104, June 7th, declined to 
honor annual pass restricted to intra- 
state travel account being presented 
with local ticket for an interstate trip. 
Passenger purchased additional trans- 
portation to cover through trip. 

Conductor E. T. Arnn, on train No. 
104, June 17th, declined to honor mil- 
eage ticket account having expired and 
collected cash fare. 

Conductor F. P. Coburn, on train 
No. 122, June 19th, lifted mileage 
ticket, which was presented contain- 
ing mileage strip from another book, 
and collected cash fare. 

On train No. 121, June 21st, he lifted 
trip pass account having expired and 
collected cash fare. 

On train No. 132, June 25th, he de- 
clined to honor local ticket account 
having expired and collected cash fare. 

Conductor D. E. Carroll, on train 
No. 101, June 21st, lifted mileage 
ticket account being in improper hands 
and collected cash fare. 

Conductor J. E. Nelson, on train No. 
104, June 26th, declined to honor mil- 
eage ticket account having expired and 
collected cash fare. 

Tennessee Division 

Conductor J. W. Robertson during 
June lifted several mileage tickets ac- 
count having expired and being in im- 
proper hands and collected cash fares. 



85 



86 



ILLINOIS. CENTRAL MAGAZINE 



On train No. 2, June 25th, he lifted 
scrip exchange passage ticket account 
having expired and collected cash fare. 

On train No. 133, June 28th, he de- 
clined to honor Sunday excursion 
ticket account having expired and col- 
lected cash fare. Passenger was re- 
ferred to the Passenger Department 
for refund on ticket. 

Conductor G. P. Kinkle, on train No. 
105, June 17th, lifted employe's trip 
pass account being in improper hands. 
Passenger refused to pay fare and was 
required to leave the train. 

Conductor J. S. Wesson, on train No. 

1, June 22nd, lifted mileage ticket ac- 
count being in improper hands and 
collected cash fare. 

Conductor J. W. Arnn on train No. 
38 June 23rd declined to honor local 
ticket account having expired and col- 
lected cash fare. Passenger was re- 
ferred to the Passenger Department 
for refund on ticket. 

Conductor C. N. Melton, on train 
No. 134, June 26th, lifted employe's 
trip pass account being in improper 
hands. Passenger refused to pay fare 
and was required to leave train. 

Mississippi Division 
Conductor F. J. Hines, on train No. 
3, June 13th, lifted employe's trip pass 
account returning portion being miss- 
ing and collected cash fare. 

Conductor C. M. Anderson, on train 
No. 1, June 19th, lifted employe's trip 
pass account returning portion being 
missing. Passenger refused to pay 
fare and was required to leave the 
train. 

Conductor B. B. Ford, on train No. 

2, June 23rd, lifted mileage ticket ac- 
count being in improper hands and col- 
lected cash fare. 

Louisiana Division 

Conductor G. O. Lord, on train No, 
34, June 1st, and train No. 6, June 5th, 
lifted employe's term passes account 
identification slips, Form 1572, having 
been altered. Passengers refused to 
pay fare and were required to leave 
the train. 

On train No. 1, June 2nd, he lifted 
returning portion of summer tourist 



ticket account change in signature and 
punch description of passenger and 
collected cash fare. 

Conductor M. Kennedy, during June, 
lifted several mileage tickets account 
having expired and being in improper 
hands and collected cash fares. 

Conductor H. T. Erickson, on train 
No. 504, June 5th, lifted two 54-ride 
individual tickets account having ex- 
pired and collected cash fares. 

On train No. 31, June 19th, he lifted 
30-trip family ticket account having 
expired and collected cash fare. 

Conductor E. S. Sharp, on train No. 
23, June 6th, lifted trip pass account 
being in improper hands and collected 
cash fare. 

On train No. 33, June 14th, he lifted 
30-trip family ticket account having 
expired and collected cash fare. 

Conductor A. E. Broas, on train No 
34, June 13th, lifted Sunday excursion 
tickets account being in improper 
hands. Passengers refused to pay fares 
and were required to leave the train. 

Conductor W. Moales, on train No. 
1, June 17th, declined to honor mileage 
ticket account having expired and col- 
lected mileage from another ticket to 
cover trip. 

Conductor R. Mclnturff, on train 
No. 331, June 28th, declined to honor 
Sunday excursion ticket account hav- 
ing expired and collected cash fare. 

On train No. 304, June 29th, he lifted 
identification slip account passenger 
not being provided with pass and col- 
lected cash fare. 

Conductor Wm. Trafton, on train 
No. 33, June 29th, lifted mileage ticket 
account being in improper hands and 
collected cash fare. 

Memphis Division 

Conductor J. S. Lee, on train No. 
331, June 3rd, declined to honor card 
ticket account date of sale having been 
altered and collected cash fare. 

Conductor J. M. Carter, on train No. 
14, June 23rd, declined to honor mil- 
eage ticket account having expired and 
collected cash fare. 

New Orleans Division 

Conductor C. Davis, on train No. 
21, June 6th, declined to honor Sunday 



ILLINOIS. CENTRAL MAGAZINE 



87 



excursion ticket account having ex- 
pired and collected cash fare. 

Conductor S. K. White, on train No. 
12, June 19th, lifted trip pass restricted 
to intrastate travel account being pre- 
sented in connection with an interstate 
trip and collected cash fare. 

Conductor C. R. Day, on train No. 
33, June 28th, lifted 54-ride individual 
ticket account having expired and col- 
lected cash fare. 

Illinois Division 

Favorable entry has been placed on 
the service record of Conductor A. E. 
Johnson, train 73, July 11, for discover- 
ing and reporting I. C. 37766 with no 
light weight stencilled on same. Arrange- 
ments were made to have car stencilled. 

Favorable entry has been placed on 
the service record of Conductor C. H. 
Martin, train 391, July 17, for discover- 
ing and reporting I. C. 131102 without 
light weight stencilled on same. Ar- 
rangements were made to have car sten- 
cilled. 

Favorable entry has been placed on 
the service record of Conductor A. J. 
Haettinger, extra 1511, July 6, for dis- 
covering and reporting car improperly 
stencilled. Arrangements were made to 
have correction made. 

Favorable entry has been placed on 
the service record of Conductor H. L. 
Beem for discovering and reporting I. C. 
104904, with no light weight stencilled 
on same. Arrangements were made to 
have car stencilled. 

Favorable entry has been placed on 
the service record of Conductor C. H. 
Redus. train 92, July 9, for discovering 
and reporting I. C. 41996, with no light 
weight stencilled on same. Arrange- 
ments were made to have car stencilled. 

Favorable entry has been placed on the 
service record of Conductor M. C. Shug- 
rue, extra 1672, July 22, for discover- 
ing and reporting I. C. 106009, with no 
light weight stencilled on same. Ar- 
rangements were made to have car sten- 
cilled. 

Favorable entry has been placed on 
the service record of Conductor Bash, 
extra 1657, July 20, for discovering and 
reporting I. C. 45082, with no light 



weight stencilled on same. Arrange- 
ments were made to have car stencilled. 

Favorable entry has been placed on 
the service record of Operator R. C. 
Balfe, of Oilman, for discovering brake 
rigging down on Extra 1595, south, 
while passing Gilman. 

Favorable entry has been placed on 
the service record of Brakeman J. P. 
Mirgon, train 92, July 15, for discover- 
ing a piece of flange broken out of wheel 
in his train south of Neoga, and taking 
proper action to have car sent to the 
shops for repairs. 

Favorable entry has been placed on 
the service record of Brakeman G. En- 
nis, train 73, July 7, for discovering I. C. 
107043, with truck broken and taking 
necessary action in order to avoid an 
accident. 

Favorable entry has been placed on 
the service record of Agent C. W. Mc- 
Knight, Melvin, 111., for discovering 
broken rail on main track at south end 
of Melvin, July 18. 

Favorable entry has been made on the 
service record of Brakeman H. A. Pe- 
terson for discovering a brake beam 
down on truck of I. C. 56716, extra 
1645, south, while extra 1729 north was 
going past Monee station, July 11. 

Favorable entry has been placed on 
the service record of Brakeman C. Mat- 
thews for discovering brake beam down 
on C. F. D. X. 56855, July 22. 

Favorable entry has been placed on 
the service record of Agent A. S. Hatch, 
Kempton, for discovering I. C. 19015 at 
his station with broken arch bar. 

Favorable entry has been placed on 
the service record of Porter L. West- 
brook, for discovering and reporting 
brake connecting rod down on truck of 
car 2064, while being handled in train 21, 
June 22. 

Favorable entry has been placed on 
the service record of Engineer Connerty, 
extra 1578, south, July 15, while train 
was moving through Riverdale, for dis- 
covering brake rigging wedged in puzzle 
switch on track four, and notifying the 
towerman to have it removed, thereby 
preventing possible accident. 

Favorable entry has been made on the 
service record of Chief Yard Clerk H. 



88 



ILLINOIS. CENTRAL MAGAZINE 



W. Holcomb for discovering C. M. & St. 
P. car 36970, loaded at Libertyville for 
Findlay, Ohio, way-bill M-304 dated 
July 20, indicating the car was loaded 
with two horses and one man in charge. 
Car also contained two sulkies, weight 
750 pounds each, way-bill was corrected 
accordingly, thereby increasing the reve- 
nue on shipment. 

Favorable entry has been placed on 
the service record of Signal Maintainer 
N. Heft for discovering and reporting 
broken rail near signal 592 on July 21. 

Favorable entry has been placed on 
the service record of Fence Foreman 
William Willis, Clifton, 111., for discov- 
ering and reporting broken rail south of 
that station July 6. 

Favorable entry has been placed on 
the service record of Section Foreman 
Gurnsey for discovering brake beam 
down on I. C. 29893, extra 1678, July 3, 
at Tolono, and taking such action which 
made train safe to move. This action un- 
doubtedly prevented possible accident. 

Favorable entry" has been placed on 
the service record of Signal Maintainer 
W. D. Roberts for discovering brake 
beam dragging while extra 1578, north, 
was passing Ashkum, July 11. He 
stopped train and brake beam was re- 
moved, thereby preventing possible ac- 
cident. 

Springfield Division 

Favorable mention has been placed 
upon the efficiency record of Section 
Foreman David Cheek, for discovering 
and promptly reporting a brake beam 
dragging under a car in a passing train. 
Defect was thereby remedied before 
damage occurred. 

Favorable mention has been placed 
upon the efficiency record of Brakeman 
J. Arneet, for discovering and promptly 
reporting broken arch bar in passing 
train. 

Favorable mention has been placed 
upon the efficiency record of Conductor 
A. Chatam, for discovering and prompt- 
ly reporting an empty refrigerator car 
with no light weight stenciled on east 



side of car. Arrangements were made 
to have car stencilled. 

Favorable mention has been placed 
upon the efficiency record of Conductor 
J. A. Abrell, for discovering and 
promptly reporting a car whose sides 
bore different light weights. Arrange- 
ments were made to have correction 
made. 

Minnesota Division 

Favorable entry has been placed on 
the service record of Section Foreman 
Geo. W. Parker, Earlville, Iowa, for dis- 
covering brake beam dragging in extra 
1524, July 1. Train was signalled to 
stop and repairs were made, thereby 
preventing possible accident. 

Favorable entry has been placed on 
the service record of Agent O. W. Reid, 
Peosta, Iowa, for discovering brake 
beam down in train extra 1707, east, 
while passing his station, July 6. Train 
was signalled to stop and brake beam 
was replaced, thereby removing possible 
cause of an accident. 

Tennessee Division 

On June 6, Conductor D. A. Kenney 
observed a car in a passing train on the 
opposite track with defective axle and 
notified the Chief Dispatcher at Fulton, 
who located the car, probably prevent- 
ing an accident. Suitable entry was 
made on Mr. Kenney's record. 

On May 15, Engineer Sam Rice dis- 
covered an engine driving brass on the 
right of way while passing on a freight 
train. He stopped, picked up the brass 
and turned it into the Mechanical De- 
partment at his terminal. Suitable entry 
was made on Mr. Rice's record on ac- 
count of the interest he displayed in the 
Company's affairs. 

On June 17th three brakemen, Joe 
Thomas, Louis House and White Tan- 
kersly, while laying over at Haleyville 
rendered very valuable service when ex- 
tinguishing fire which threatened to de- 
stroy retaining wall at Station. Suitable 
entry was made on the efficiency record 
of these men for their efforts in the 
Company's behalf when off duty. 




Performance of Tubes in SuperheatecTJLocomotives 

By J. F. Raps 



'VT UMEROUS articles have been pre- 
^ pared relative to the construction, 
maintenance and efficiency of the super- 
heated locomotive, but very few, if any, 
have taken into consideration the credit 
due the shop organization in maintain- 
ing it at the highest standard of ef- 
ficiency, at the least possible cost. 

When the first superheated locomo- 
tives were received on this system, 
everyone was skeptical as to the service 
to be obtained from the 5^-inch tubes. 
We were reasonably sure of the mileage 
to be derived from the 2-inch tubes, but 
not having had any experience with the 
larger tubes in locomotives, a great deal 
of trouble was anticipated and prepared 
for by instructing all concerned relative 
to the proper method of cleaning and 
working the tubes and inspecting the 
units during running repairs, realizing 
that an insufficient amount of care would 
result in an engine failure and that an 
excessive amount of work on the tubes 
would cause their early removal, thereby 
increasing the cost of maintenance. 



The results obtained from careful 
supervision and work have been most 
gratifying as the locomotives were main- 
tained in continuous service for an ex- 
tended period of time before it became 
necessary to remove the large tubes on 
account of becoming defective. 

The statement below will give one an 
idea of the remarkable service which 
was obtained from the 2-inch and 5^- 
inch tubes in the Pacific and Mikado 
locomotives. 

Pacific Average mileage 2-inch, 102,- 
460, 5^-inch, 198,000 ; average length 
of time in service, 39 months. 

Mikado Average mileage 2-inch, 74,- 
000, 5^-inch, 115,000; average length 
of time in service, 46 months. 

The above results were obtained with- 
out welding any of the tubes in or onto 
the back tube sheet and I feel that a great 
deal of credit is due the shop organiza- 
tion for the skillful and efficient man- 
ner in which they have performed their 
several duties. 



Claims 

By W. H. Baugh, Chief Clerk General Yardmaster, Vicksburg, Miss. 



A VAILABLE figures show that the 
^ efforts made to reduce claims have 
not been without results; yet there are 
opportunities to make even a larger re- 
duction than ever before. The men in 
whose hands this has been entrusted 
have worked out and put into effect 



plans which could hardly be improved 
upon; however, there is one branch of 
this subject which until recently seems 
to have had very little, if any, atten- 
tion: That of providing cars for load- 
ing suitable for the particular commod- 
ity which they are to contain. This 



89 



90 



ILLINOIS. CENTRAL MAGAZINE 



alone covers a large field and the ideas 
expressed are from observation and 
from information had from men of ex- 
perience in both the mechanical and 
transportation departments. 

In a statement showing amounts 
charged to operating expenses in the 
month of July, 1914, to April, 1915, in- 
clusive, there were six items amounting 
to $17,410.77, which if not directly 
could indirectly be charged to defective 
equipment. The items being designated 
as follows : 

Improper refrigeration and ventila- 
tion. 

Loss account defective car. 

Unlocated loss of bulk freight. 

Loss account defective grain doors. 

Damage account of leaky roof and 
sides of car. 

Damage account nails, bolts, etc., in 
car. 

There is no doubt but that proper in- 
spection to insure the car being in fit 
condition before loading with perishable 
or other shipments requiring refrigera- 
tion or ventilation, would decrease the 
number of claims under this caption. 
Very recently, and on the beginning of 
this season's vegetable movement, the 
general yardmaster of a large terminal 
called a meeting of all engine foremen, 
helpers and others, in his department, at 
which time an endeavor was made to de- 
termine the best method of handling this 
class of business, in so far as he and his 
organization were concerned. It was 
decided that first class empty equipment 
must be furnished for loading and in 
conjunction with the Mechanical De- 
partment it was decided to place re- 
frigerator cars on repair tracks where 
rigid inspection could be had. 

In a great many cases it developed 
that ice bunkers were boarded on inside 
of car in such a way that when under 
refrigeration free air circulation could 
not be had. These boards were re- 
moved, which, otherwise would, no 
doubt, have been the cause of damage to 
goods moving under refrigeration or 
ventilation. Care was taken to clean 
the drip pans and drain pipes of all 
cinders and other accumulation, by air, 



freeing them of any obstructions which 
would hinder perfect working order. 
The movement of some commodities 
under ventilation require drain pipes to 
be plugged. This is done by using ex- 
celsior, straw, etc. When cleaning cars 
for loading perishables this important 
feature should not be overlooked, as 
such obstructions should be removed, 
avoiding possibilities of the car being 
flooded when iced. The car should be 
thoroughly cleaned and aired, when 
necessary disinfected and deodorized 
and the sides, roof and doors inspected 
and known to be air tight. 

Numerous claims result from unfit 
condition of refrigerator cars when 
loaded, a number of which are unjust 
and must be paid by the railroad com- 
pany, due largely to not having a clear 
record of condition of empty equipment. 
A good record kept in the terminal 
where car is inspected and where placed 
for loading would facilitate the handling 
of claims resulting from this source and 
to a large extent eliminate them. 

Unlocated loss of bulk freight is, no 
doubt, chargable largely to the condi- 
tion of cars containing such shipments. 
In order to keep car repair expenses to 
a minimum the mechanical department 
is giving attention to safety appliances 
and running gear, rather than to condi- 
tion of body of cars, allowing a number 
to be moved empty for first class loading 
which are fit for rough freight only, 
and through oversight or carelessness 
these cars are placed for loading with 
bulk freight which is lost through open- 
ings in the floor, sides or doors, or dam- 
aged account exposure to weather. 
Would it not be a saving to make the 
condition of all cars such that claims of 
this nature be minimized? If not con- 
sistent to do this each car should be 
plainly marked showing condition and 
for what loading it is best suitable. 

The other items mentioned may be 
classified as unfit cars. Claims of this 
nature appear to be the result of care- 
lessness on the part of those in charge 
of car distribution. Knowing the con- 
dition of each car they should be classi- 
fied according to fitness, and placed ; the 



ILLINOIS. CENTRAL MAGAZINE 



91 



best cars for high class freight, liable 
to loss or damage account of defects, 
and the poorer ones for rough freight 
only. Agents in selecting cars for mer- 
chandise loading do not always know 
they are in suitable condition as evi- 
denced by the damage done account of 
exposed nails and bolts. Leaky roofs 
and other causes which are very easily 
detected and remedied by close inspec- 
tion. Whenever it is found that cars 
with defects, which render them unfit 
for loading, are placed on warehouse 
tracks the yardmaster or train crews 
should be instructed to replace them 
with suitable equipment and the matter 
reported to the superintendent or. train 
master for correction. 

While not bearing directly upon this 
subject it appears not to be out of place 
to mention the importance of observing 
rules and regulations in effect relative 
to fastening end windows, so as not to 
permit entrance to the car through them. 
Very few agents obey these rules, 
whereas, if they were carried out and 
the windows cleated properly, the sav- 
ing made would many times over, repay 
the expense and labor incurred. 

There are three other items on the 
statement referred to responsible for 
34.86 per cent of the total amount 
charged to operating expenses, for lost, 
damaged and delayed freight, which in- 
dicates lack of interest in observing rules 
and regulations in effect. Those items 
are: Errors of employes in billing;" 
"Errors of employes in delivery," and 
"Loss of package;" the latter repre- 
senting 27.73 per cent of the amount 
paid. The first two mentioned seem to 
be lack of system of carelessness, either 
of which could be corrected by proper 
supervision of those in charge, special 
care being exercised to place compe- 
tent clerks in these positions and a sim- 
ple system of double checking: installed 
which would result in a noticeable re- 
duction in the number of claims as well 
as satisfying patrons, making the bene- 
fit derived unlimited. No doubt the 
shippers are, to a certain extent, respon- 
sible for the large loss of packages due 



to improper and illegible markings. The 
following suggestions offered by Mr. H. 
H. Jenkins, freight, coal and traffic man- 
ager of the Philadelphia and Reading 
Railroad, in an address before the Ro- 
tary Club of Reading, set forth in the 
January issue of the Railway Journal 
will be of interest : 

"First Select a container of adequate 
strength (free from any old marks) 
which will protect its contents from 
damage by up to date transportation. 

"Second Secure from those in au- 
thority a book giving a list and descrip- 
tion of all articles ordinarily transported 
by freight officially known in this sec- 
tion of the country, as the official classi- 
fication ; study its contents, particularly 
those items in which you are directly 
interested, and when you ship, pack and 
describe your articles just as the book 
tells you. This will give you the ben- 
efit of the knowledge of the best known 
practical railroad and industrial men in 
the country, who have labored incessant- 
ly for years to compile it. 

"Third Mark your shipments care- 
fully and plainly with full address, i. e., 
name, place, county, and state in printed 
type, and be just as sure to show your 
own name and address as the shippers. 
A repetition of the marks on the reverse 
side of the shipment is a double precau- 
tion. 

"Fourth Consult your local represen- 
tative how to route your shipments and 
be careful to place this routing on your 
shipments just as legible as you would 
the address. 

"Fifth Next make up your shipping 
instructions to the carrier so that they 
agree identically with the marking on 
the shipment and have your bill of lad- 
ing properly signed and in your posses- 
sion the same date shipment is made." 

Educational campaigns begun and 
followed up along these lines would 
bring surprising returns. This cam- 
paign not to be restricted to employes 
but extended to the public in such a way 
that the patrons will realize the rail- 
roads are interested in the public's wel- 
fare as much so as their own. 



'I Should Worry' 

By Helen Lee Brooks 



T SHOULD worry," is employed by 
* the Railroad Com- 
pany. The name does not stand for 
an individual, but a class ; does not 
represent a trade or profession, but 
a type. Unfortunately the class is a large 
one and has one or more representatives 
in every department. 

Often one meets "I should worry" 
in the guise of a car repairer mending 
the roof of a box car soon to be load- 
ed with grain. Another nail two 
perhaps are needed to complete the 
job, but the whistle will blow in a 
minute, and "I should worry." It 
won't rain any way and if it does I 
should worry. And it does rain The 
company pays the claim "I should 
worry." 

When next we meet him he is work- 
ing on the interior of a car. It would 
be more workman-like to remove that 
protruding nail that some other care- 
less workman has left in the side of 
the car, but "I should worry I didn't 
drive the nail ; it's not my business to 
pull it out." In a day or so the car 
is loaded with sacks of flour Oh, 
yes, the shipment is damaged ; some 
of the sacks are torn by the offending 
nail. Again the company settles the 
claim. What's the loss and damage 
bureau for, anyway? "I should 
worry." 

"I should worry" is masquerading 
as a machinist when we run across him 
again. By some mistake or oversight, 
or sheer carelessness, the tire he is 
setting is the merest shade too large, 
but who will notice it? Anyway, "I 
should worry." An engine fails; the 
report reads, "Caused by tire slip- 
ping." An important train is delayed 



several hours, the crew earns over- 
time, claims are filed for delay to 
shipments "I should worry" the 
company pays. 

He is back on his old job of carpen- 
ter the next time we see "I should 
worry," but he has been transferred to 
the road department. As care free as 
of old, and whistling a merry air, he 
tosses a discarded board on the 
ground, where it lies unnoticed, a rus- 
ty nail pointing upward. A hurrying, 
careless passerby steps on the board 
and the nail penetrates his foot. He 
too belongs to the "I should worry" 
family no need to bother with a doc- 
tor. The wound, neglected, becomes 
infected lockjaw develops and an 
agonizing death results "I should 
worry." 

Not infrequently "I should worry" 
may be found in an office and, whisper 
it softly, he has been known to climb 
to an Official (with a capital O) po- 
sition. More often he is an agent or 
telegraph operator, a stenographer or 
clerk. Is the work being done effi- 
ciently and economically, or is there 
waste that might be eliminated ; 
methods that might be improved; 
routine tasks that might be energized 
with an infusion of gray matter; a 
tactful, courteous word spoken that 
might smooth a ruffled patron ; a sav- 
ing effected here ; ai curtailment of 
useless expense there? "I should 
worry." 

Dull business means reduction in 
force. It's hard on the fellows who 
are laid off, and there is an army of 
them but "I should worry" dull 
business means also light work, and 
pay checks come regularly "I should 
worry." 



92 



Loyalty and Disloyalty 



Mr. Editor: 

There is an idea prevalent among 
some of the employes who are not con- 
siderate in their expressions in regard 
to the management not having the 
proper appreciation for a loyal service. 
All such expressions are erroneous as a 
whole and without any provocation 
whatsoever, so far as I have been able 
to observe, and I would be exceedingly 
glad if all such expressions on the part 
of all such disloyal employes would be 
eliminated, for all such language is not 
a good indication that they are loyal, 
not only to the company, but to them- 
selves, and thereby creates a host of 
like followers. I can heartily say that 
I have never heard any employe whom 
I thought was strictly loyal utter any 
such out-of-place language ; in other 
words, it indicates that they are striv- 
ing to obtain some false cause for not 
rendering a loyal service. 

Please allow me to call the reader's 
attention to what I have personally 
experienced along these lines. I was 
promoted to the position of engineer 
on the Memphis and Charleston now 
part of the Southern Railway. I only 
remained in the freight service about 
ten months then placed in passenger 
service with engine 29, named the 
"Governor Patron^" This engine was 
known as the "Jonah of the Road" for 
not steaming and time-losing. There 
were three other engines on the same 
runs and of the same class all double- 
dome Rogers ; 15x24 cylinders ; wheel 
centers seventy-two inches. The other 
three engines made the time the hardest 
with a seven-car train. But the 29 was 
invariably late. Major M. J. Wicks, 
the president, instructed Capt. W. J. 
Ross, the general superintendent, to try 
every engineer on the road in rotation 
until he got an engineer that could 
make the time with this engine, and if 
he succeeded, to keep him on this en- 



gine regardless of any other engineer. 
I was the seventh man and the only 
change that I made in this engine to 
make steam was in the draft pipe. I 
had to solve this problem myself, as the 
master mechanic and all others who 
had anything to do with this engine in 
steam-making had lost all faith, and 
said the "engine could not be made to 
steam. After my first trip on the 29, 
Mr. Sellers, master mechanic, said to 
me, "Billy, how do you like the 29." 
My reply was, "I would not have a bet- 
ter engine if he would let me have the 
boilermaker, Mr. Thomas Liddin, about 
one hour. He said, "What do you want 
to do." "I want him to raiss the draft 
pipe two inches above the exhaust 
pipes." He said, "What good will that 
do." I said, "It would burn the wood 
from the door and leave it at the flues 
to hold the heat." He said, "You can 
have him as long as you want him, as 
we want to give you a fair trial as we 
have the other engineers. Within a few 
minutes Mr. Liddin was in the steam 
arena somewhat out of humor. "What 
do you want done?" I remarked, "Mr. 
Sellers told you what was my wants, 
did he not?" "Yes!" "All right, fix 
it, and I will be responsible for the 29." 
After this light change, the 29 was no 
longer the "Jonah of the road," but the 
"hero of the service." For my interest 
in this engine, the management always 
greeted me with kind expressions and 
good wishes, and in a few months the 
29 was shopped for light repairs and 
was the most beautifully painted engine 
I ever saw or expect to see again. In a 
few years the E.T.V. & Ga. System was 
the lessee of this road. Mr. Wilson, the 
noted Federal general of cavalry, pres- 
ident ; Mr. Charles McGee, vice-presi- 
dent; Capt. Joseph Jaques, general 
manager. On their special trips over 
this road the 29 and I had the pleasure 
of handling their three cars and another 



93 



94 



ILLINOIS. CENTRAL MAGAZINE 



coach from Stevenson, Ala., to Mem- 
phis, Tenn., two hundred and sixty-five 
miles, with stops at all important places, 
in ten hours, and on the arrival at 
Memphis, these gentlemen would al- 
ways come to the engine and thank me 
for the good run, and Capt. Jaques 
would always say, "Billy, when you 
want a better position come to Knox- 
ville." I and the 29 were called again, 
with Conductor Charley Reagin, for- 
merly of the Y. & M. V. R. R., to handle 
a special immigrant train, consisting of 
five coaches from Woodville, Ala., to 
Corinth, Miss., a distance of one hun- 
dred and fifty miles, in five hours, with 
one tank of wood. 

Now, boys, I believe that the kind of 
greeting that I received from the high 
officials for my fidelity and the good 
letters of thanks that Mr. Reagin and I 
received from the officials for this 
loyal service would change any disloyal 
employe, if there was one spark of 
loyalty in him. But if he had passed 
over the dead line of disloyalty, there 
cannot be much hope or a possibility for 
a reformation, because this power is 
one of the very worst of servitude. 

Now, boys, I come with great pleas- 
ure (to our great system to relate how 
the management has appreciated my 
loyalty. I was called to handle Messrs. 
Fish, Harahan and Wallace special, of 
three cars, from Aberdeen to Canton, 
Miss. At Durant, Mr. Thomas Bin- 
ford, my second conductor, said to me, 
"Mr. Wallace says, 'Please place them 
in Canton as soon as possible.' " The 
run was made in thirty-seven minutes- 
engine 2123. At Canton, Mr. Binford 
said to me, "Mr. Wallace says, 'Please 



tell you that he did not have time to 
thank you in person for the best run he 
ever saw made.' " 

I was also called to handle ex-Pres- 
ident Taft's special, of four coaches, 
from Durant to Westpoint, engine 
2119. After Mr. Taft's car was placed 
with the Southern, General Superin- 
tendent McCourt came to the engine 
and said to me, "Mr. Thomas, I want 
to shake hands with you and thank 
you for the smoothest run I ever 
made." "There was no variation," 
said he, "except where it should have 
been, and I am sorry that I have not 
met with you before, as you are re- 
liable to the letter and I want you to 
know that your service is highly ap- 
preciated." 

I said, "Mr. McCourt, such has been 
my purpose from the time I entered the 
service and shall be until my last run 
is made." 

A few months ago I had the pleasure 
of handling Mr. Porterfield's car on 
train No. 234 to Aberdeen. He also 
gave expression of his appreciation for 
the good ride. 

Now, boys, let us, while we are far 
better off than thousands of others, and 
possibly better than we will ever hope 
to do in the future, examine ourselves 
and place ourselves in any of the offi- 
cials' positions and realize that their 
work is never done, and I feel assured 
that all such expressions will be elimi- 
nated and a better conception will be 
inaugurated throughput the entire sys- 
tem. 

Sincerely, 
(Signed) Wm. F. Thomas. 

Durant, Miss., March 19, 1915. 



There Is No Car Shortage 

As Told by Illinois Central Car Number 143,000 
By F. B. Wilkinson, Agent, Jackson, Tenn. 

T HAVE been hearing a great deal He says if they would operate econom- 
* about a lawyer named Brandeis and ically a la Brandeis that no rate increases 
have read with interest a number of his would be necessary and that the public 
articles in which he has been telling the would be relieved from an unjust bur- 
railroads how to manage their affairs, den of expense which the railroads, to 



ILLINOIS. CENTRAL MAGAZINE 



95 



his mind, are endeavoring to saddle upon 
the people as a cover for a multitude of 
sins of gross mismanagement and reck- 
less expenditures. 

Now I have never had experience on 
any of the eastern railroads, but -I 
imagine that they have about the same 
conditions to meet as do the lines near 
Greenvillage and having seen what the 
latter have to contend with I am con- 
vinced that if Mr. Brandeis could put 
himself in the place of a car and see at 
first hand the actual conditions which 
handicap the officials and employes of 
the rail lines and which make it impos- 
sible to economically operate because 
the public do not carry their part of the 
burden and expense of providing ade- 
quate facilities and force for the han- 
dling of their freight, that he would 
agree with me that the railroad people 
are, to say the least, not wholly to 
blame. 

You will remember that winter before 
last I told you about some of my ex- 
periences which occurred while I was 
engaged in hauling cotton seed and oth- 
er products to and from Greenvillage 
and that the delays which I witnessed 
were very serious ones arid proved very 
costly both to the public and to my own- 
er, the railroad company. Notwith- 
standing the fact that the railroad em- 
ployes were working night and day in 
an endeavor to handle more business 
than the wholesalers, mills and indus- 
tries had facilities to care for, the ag- 
gravating delays which I told you about 
took place in face of the fact that the 
railroad was using three switch engines 
and had gone to the additional expense 
of employing a general yardmaster to 
superintend the work. 

The railroad yard was badly congest- 
ed; there were constant complaints 
about the poor service and there were 
long car delays which held the equip- 
ment and made it impossible for them 
to furnish cars to move the crops 
promptly. Some of the industries had 
cars on hand in the yard awaiting un- 
loading for 30 days before they were 
released. 

It seemed to me then that something 
was wrong, but I didn't know just what 



it was. This reminds me of an investi- 
gation which was made by the "Kan- 
garoo Court" held in the superintend- 
ent's office at Greenvillage some time 
ago, in which a negro brakeman was be- 
ing questioned about an accident which 
had occurred to his partner. The su- 
perintendent questioned him at length 
about what had happened to Henry, but 
his replies were so unsatisfactory that 
finally he said, "Sam, you go ahead and 
tell us in your own way just how this 
thing happened," and the negro proceed- 
ed as follows : 

"Well, suh, Boss, it happened jes' lak 
dis. Me en Henery wuz standin' ovah 
in frunt uv de deppo waitin' fer de Fee- 
vine en jes as us heerd her blow I steps 
ovah to de sto' ter git me er piece er 
terbacker en whin I gits bac' de Vine 
dun gone en I cain't see nuthin uv dat 
nigger, soze I lights out down de trac' 
en I didn't git fur fo' I seed er leg, den 
I kep on en I seed er arm, den I cum 
to her head. Twuz Henery's head." 

Sam paused and the superintendent 
prompted, "Well, Sam?" 

"I stopt right dar, Boss, en scratched 
mer head en looked at dat head, en I 
sez ter mer-se'f, I sez, 'well, suh, sumfin 
sho' muster happen ter Henery !' ' : 

When I was in Greenvillage last sea- 
son I thought about as Mr. Brandeis 
does for it seemed to me then that there 
was a lack of system and a great deal 
of lost motion in the railroad, for as I 
said before, they were working three big 
switch engines and in addition had gone 
to the unusual expense of employing a 
general yardmaster to supervise them. 
I sized him up and decided that he was 
working hard with his feet for he was 
busy from morning until late at night, 
but overlooking his brains, if he had 
any, for the results he was obtaining 
with his costly yard organization were 
nil for it seemed that the harder he tried 
to undo the tangle the greater the con- 
gestion became. 

Like a soldier fighting for his life 
against overwhelming odds for four 
months the nerve racking battle contin- 
ued and then the pressure gradually be- 
gan to diminish as the volume of busi- 
ness grew smaller and smaller until 



96 



ILLINOIS. CENTRAL MAGAZINE 



finally he again found himself master of 
the situation; a veteran, badly disfig- 
ured with scars of battle, which to friend 
and foe alike were scars of dishonor, for 
like myself, they were too busy with 
their own affairs to look beneath the sur- 
face, or too far removed from the scene 
of hostilities to do so and they censured 
him for losing ground. 

In a hopeless endeavor to win the fight 
against the swelling tide of heavy busi- 
ness, which rolled down upon him cease- 
lessly with ever increasing volume he 
would each night, during the momentary 
lull in the fighting, call his staff around 
him and hold a council of war. Courag- 
eous, alert, resourceful and energetic, 
they would plan, then fight. Over- 
whelmed at last by the constant, never 
ending flood of cars which poured in 
upon him and beset upon every side by 
complaints because of delays, he held on 
grimly never knowing or acknowledging 
defeat, but all of the time he and his 
captains felt in a vague sort of way that 
all was not just right and like Sir John 
French on the firing line in France last 
winter, they wondered if it were not 
possible for, the government to more 
rapidly send them reinforcements. 

Though they did not at the time real- 
ize it their defeat was not due to lack of 
men nor materials, but to that immutable 
law by which the passage of water 
through a funnel is governed. Water 
being a solid this law has fixed the time 
required for a given quantity of water 
to pass through a funnel of a certain 
dimension and this law which also gov- 
erns the passage of business through the 
facilities provided for their handling, in- 
tervened to prevent the general from 
winning the fight because the funnel 
provided by his ally, the public, was too 
small to admit daily of the passage of 
the great volume of business which was 
besieging him and he was overwhelmed 
by the surplus and went down in tempo- 
rary defeat. 

That this is true we believe is proven 
by the changed conditions discovered 
when I again visited Greenvillage dur- 
ing the heaviest period of this season's 



business. Having in mind the things 
to my surprise that only one switch en- 
gine was at work, that no general yard- 
master had been necessary and that no 
delays nor complaints had occurred. 
Thinking perhaps that there had been 
a two-thirds decrease in business and 
therefore a like decrease in the amount 
of switch engines I made further in- 
quiry and was authoritatively informed 
that the decrease in cars handled this, 
season as compared with last was only 
24 per cent, while the decrease in cost 
of yard operation was 52.5 per cent. 
That the railroad was not the only one 
who saved money is evidenced by a de- 
crease in demurrage paid by the public 
of 95 per cent. 

What this means in increase of car 
efficiency I leave to you to ascertain. 
Not having been educated in higher 
mathematics I am unable to calculate it. 

Please remember that this story is not 
one of fiction, but is a picture of actual 
conditions, and the figures given are 
taken from the records of the station of 
Greenvillage. 

Now how could any organization 
make such an astonishing reduction in 
operating cost as compared with the vol- 
ume of business handled as did the or- 
ganization at Greenvillage during the 
past season of heavy business? 

Was it due to new blood and more 
intelligent and efficient supervision? 

As I was wondering about it the lone 
switch engine which was performing the 
miracle came puffing along and to my 
utter astonishment I saw that the man 
who had been general yardmaster was 
now in charge as foreman, with one of 
the same crews which had fought such 
a losing fight under his supervision the 
year before. 

At first I could not imagine what had 
happened to bring about such wonder- 
ful changes, and while thinking it over 
there came to my mind again the story 
of the Kangaroo Court. 

Surely something had happened to 
Henry ! 

Now what had really happened? 
Simply this. The flood of business flow- 



ILLINOIS. CENTRAL MAGAZINE 



97 



ing through Greenvillage had been di- 
minished 24 per cent, and this shrinkage 
so reduced its volume that the funnel, 
which is the facilities and force pro- 
vided by the public for the daily move- 
ment of their business, had this season 
been sufficiently large to admit of its 
uninterrupted flow each twenty-four 
hours, and the 24 per cent surplus did 
not accumulate as it did during the pre- 
vious season and congest the facilities 
provided by the railroad. 

Storage tracks at Greenvillage under 
circumstances such as obtained year be- 
fore last would not tend to hasten the 
passage of the business through the fun- 
nel nor would they in any way relieve 
the congestion and prevent car delay, 
for when in the midst of a congestion 
and car famine, it is just as aggravat- 
ing to have cars standing on storage 
tracks at the terminal station as it is to 
have them held on some intermediate 
side track where they can be brought 
in when wanted. The delay in either 
case is just as costly and is one of the 
chief causes of the so-called car fam- 
ines. 

Have you ever stopped to consider 
the low estimate placed upon the value 
of a car by the public as compared to 
the value placed bv them upon one of 
their own vehicles? 

Think about this. What do you im- 
agine would occur if a farmer's wagon 
and team, valued at less than $400 went 
to a mill and was compelled to wait 
five hours to be unloaded on account of 
lack of facilities at the mill? 

Let's draw the curtain. 'Tis sinful to 
swear ! 

Now what happens when a car which 
actually cost $1,050 is held for forty- 
eight hours by an industry on account 
which I saw during my former visit, I 
immediately made inquiries and found 



of lack of facilities and force at their 
plant? 

Nothing, except some other business 
man has to wait for a car to load and 
he censures the railroad company for 
loss of his time and money. 

We believe that all will concede that 
it is an established fact that in each sec- 
tion of our country there is a certain pe- 
riod during which the business sudden- 
ly each year swells to its flood tide and 
remains there for six or eight months, 
then as quickly recedes. Just as the 
levees must be sufficient to safely pass 
the waters of the river when at its max- 
imum flood stage so must the funnel 
provided by the public be of sufficient 
dimension to pass, without overflowing, 
the business which the railroads pour 
down upon them each year during the 
period of stress, and if the funnel fails, 
then comes the congestion, delay and 
scarcity of cars which so aggravate us. 

The river, governed by Nature's law 
must receive the waters poured into it 
by its tributaries, and the railroads, gov- 
erned by the People's law, must receive 
the traffic offered by the public. 

If the river cannot empty its waters 
with sufficient rapidity to afford it re- 
lief, disaster follows, and if a railroad 
cannot with reasonable promptness free 
itself of its .tonnage at destination, con- 
gestion and car famine are inevitable. 

We are all beginning to realize that 
the interests of the public and that of 
the railroads are identical and with this 
in mind the two should combine their 
forces, each providing his share of men 
and accoutrements, and unite to over- 
come their foeman, Heavy Business, 
who digs deep into their coffers each 
year. 

When this is done the enemy will be 
routed and THERE WILL BE NO 
CAR SHORTAGE. 



Excess Baggage 

By J. McMillan, Train Baggageman 



We are all working for the Com- 
pany and the Company is paying us. 
Now let us all work together and try 



to increase the revenue accruing to the 
Company from excess baggage. We 
can do it, and why not? Just follow 



ILLINOIS. CENTRAL MAGAZINE 



the instructions from the Baggage and 
Mail Traffic Department. 

The Company is not getting enough 
revenue for the amount of excess 
weight handled, and it is up to us, as 
Baggage Agents and Train Baggage- 
men, to increase this revenue. Agents, 
be more careful what you check, and 
if you have a new man, as is often the 
case, instruct him thoroughly. 

Do not check baggage that you think 
is over the free limit without weigh- 
ing it. Do not check boxes with nails 
sticking out or boards projecting, as 
we sometimes have to pile baggage on 
top of these boxes and very often the 
nail or the projecting board will rub 
a hole in someone's suit case and then 
there is a claim against the Company. 
Do not check baggage loaded with 



groceries and then we will not have 
to wade through molasses, applebutter, 
beans, rice and other junk that spills 
out of the boxes in the baggage car. 
Do not check John Smith's trunk be- 
cause he married your wife's cousin, 
when you know it weighs more than 
the free limit, without attaching an 
excess baggage check. Do not check 
baggage that is in bad order without 
taking a release and notifying the 
owner that it is checked at his own 
risk. Do not check a pack for a ped- 
dler when you know that he is a ped- 
dler and is checking it to some point 
for sale. Do by the Company as you 
would like to be done by and I am 
sure the revenue from excess baggage 
will increase. 



The Country Agent 



His Attitude Toward the R. R. Co., Toward His Co-Workers and Toward 

the Public 

By Willie Carrico, Stithton, Ky. 



\\7 HILE each department of the 
railroad can be divided and 
subdivided to afford both theory and 
practice, this article is intended to 
convey, what should be, the agent's 
attitude toward the railroad company, 
his attitude toward his co-workers 
and his attitude toward the public. 

Are agents always mindful of the 
obligations they owe to the company 
who employs them? 

To depict the great mass of people 
whose sustenance is provided for by 
the railroad company is evidence of 
what a very large per cent of the 
great human family is being support- 
ed through the avenues of the rail- 
roads. A source that is represented 
financially in various homes, from the 
most humble to the most prosperous. 
A reality that should create a desire 
within the heart of every employe to 
reciprocate abundantly. 

In .numerous country towns the 
station agent is the sole representa- 
tive of the railroad company and to 



the company who has entrusted its 
business to his keeping he owes his 
very best service. Through the chan- 
nels of freight, passenger and bag- 
gage, opportunities for soliciting busi- 
ness, frequently present themselves, 
and "To Have and to Hold" those op- 
portunities should be the agent's 
motto, thereby increasing the earn- 
ings of the company. 

The claim subject, which affords a 
topic within itself and which at pres- 
ent is creating such agitation, is large- 
ly in the hands of agents to control, 
hence the necessity for careful study 
and discreet action that claims may 
be discouraged and the company's in- 
terest protected. 

Realizing the railroad companies of 
today are experiencing a very critical 
period certainly emphasizes the im- 
portance of the agent, and all other 
employes, familiarizing themselves 
with existing conditions and exerting 
the most diligent efforts to eliminate 
the unnecessary expense and to ap- 



ILLINOIS CENTRAL MAGAZINE 



99 



ply every legitimate method to pro- 
mote "the interest of the company they 
are endeavoring to serve. With the 
privilege of participating in the ad- 
vancement of the company we repre- 
sent, our attitude to that company 
ought to be one of appreciation, co- 
operation and loyalty. 

A friendly attitude between fellow 
employes combined with the spirit of 
co-operation exemplifies "Unity is 
Strength," and demonstrates pleasant 
and profitable results that can only be 
successfully accomplished through a 
co-operative channel. Efficient, ac- 
tive co-workers harmonizing their 
ideas and utilizing their faculties to 
promote the interest of the company 
they represent produces a mutual ben- 
efit to all and enables each to become 
more thoroughly convinced of the ne- 
cessity of a sympathetic attitude 
towards each other. 

Last the agent's attitude toward the 
public. The duties of the country 
agent naturally place him in personal 
touch with the public. 

Unfortunately a number of people 
harbor an unfair prejudice toward the 
railroad company, seemingly having 
forgotten the vast resources open to 
them through this channel. This sad 
reality is not mentioned to censure, 
but such conditions should be instru- 
mental in stimulating within the heart 
of every employe the necessity of 



campaign work to eliminate this un- 
warranted feeling. Then to accom- 
plish our aim depends largely upon 
our attitude. Through the service of 
courteous, efficient and reliable em- 
ployes we can demonstrate to the pub- 
lic our willingness to co-operate. To 
participate in civic affairs we learn the 
desires of the people we serve and 
have an opportunity to exhibit a mu- 
tual interest and share alike a prof- 
itable and pleasant business. 

When we, as representatives of a 
railroad company, display an attitude 
toward the public that will manifest 
such concern in the welfare of the 
company's patrons that they can con- 
ceive the company's rules are not of- 
fensive, we will have achieved ad- 
vancement that will convert a feeling, 
once unappreciative, into a feeling of 
good will and genuine friendship. 

This article is not written in a dic- 
tatorial mood, but just as a gentle 
reminder, "Lest we forget" our loy- 
alty to our company, our duty to our 
co-workers and our obligations to the 
public. While every desire cannot 
be achieved at once, with combined 
forces striving for a goal, ambitions 
become realities that develop the in- 
dividual and mark the company they 
serve pre-eminent. That we may ef- 
fect an improvement let us "Act, act 
in the living present." 




'eurs 



Minnesota Division 

Division Passenger Agent Gray and 
Commercial Agent Kunz moved into 
their new office, situated in the old rail- 
way postpffice room in the passenger 
station at Dubuque, on August first. 
They have very attractive quarters and 
are justly proud of them. 

Thomas Callaghan, Chief Clerk of the 
Dubuque Freight Office, and August 
Becker, Clerk to the general foreman at 
Dubuque, are proud fathers. Tom's 
chest swelled up so he had to get a 
larger shirt and August can't get his old 
hats on. 

The Minnesota Division conceived 
the idea of a coal committee composed 
of the men actually using or directly 
interested in the efficiency of fuel. 
Train Master Brown, Traveling Engi- 
neer Ickes, Engineer Sweeney and Fire- 
man O'Neil, have been meeting regu- 
larly and are doing some very interest- 



ing and commendable work along these 
lines. 

Engineers Scroggy, Calkins, Hackett, 
Edwards and Wight on the passenger 
runs between Waterloo and Albert Lea, 
have earned the appreciation of the 
management by making the round trip 
of two hundred and thirty-two miles 
on one tank of coal, thereby doing away 
with the necessity of taking coal at Al- 
bert Lea and reducing the consumption 
of fuel on this run. 

We have it. in for the St. Louis Di- 
vision, they have stolen our Special 
Agent,, Mr. M. B. Burke, who, through 
his unassuming way, has won a place in 
the hearts of all who know him and we 
wish him all kinds of success in his new 
territory. His successor, Mr. Hutton, 
comes to us from the Wabash. 

In the Conductor's Repair Car League, 
H. A. Clancy and his brakemen, Lam- 
bert, Gober and Hoeksma, batted the 




I. C. SAFETY FIRST BASEBALL CLUB WHO BEAT DANFORTH 

JUNE 20, 1915. 
100 



''WHITE SOX" 3 TO 1, 



ILLINOIS CENTRAL MAGAZINE 



101 



highest in June with 232 cards. Con- 
ductor T. E. Kelly and his brakemen, 
Pederson and Rust, gave them a merry 
chase with 217 cards. Kelly's crew 
have the highest number of cards of any 
on the system, in fact the Minnesota Di- 
vision turns in more than all the rest of 
the divisions put together. 

Among the engineers on this division 
there is a very interesting race on. Ev- 
ery one of them is trying to keep a 
clean slate on the stock killed reports. 
When cattle are observed near the right 
of way, they are slowing down and are 
stopping when absolutely necessary. 
Engineer Banton on Train No. 62 of 
July 16th came around a curve east of 
Delaware just in time to see a steer com- 
ing onto the track. When observed 
it was only twenty-five car lengths ahead 
and Banton did his best to stop in time 
to avoid hitting the "critter." He was 
most upon it when it started down the 
track ahead of the train and Banton de- 
clares he believes it intended to go to 
Earlville to take siding but was shooed 
off at a cross road. That. was all that 
saved him from a dot on the graphical 
report. Engineer Burhyte on Train No. 
414 one day in July made up his mind 
that a herd of Iowa cattle has a flock of 
Missouri mules beat for being contrary. 
On this day in question he noticed a 
herd grazing near the right of way and 
slowed down. Although they were 
headed away from the track, as he 
approached they turned around and 
swarmed across ahead of his train and 
the only thing that saved him from hit- 
ting them was that he had slowed down 
on observing them. 

This company is to construct two 
overhead road crossings and one under- 
grade crossing at Center Grove, Julien 
and Epworth, respectively, in connection 
with the improvement of the new auto 
road, the Hawkeye Highway, being 
made by Government and State engi- 
neers. 

Louis Weiler, File Clerk in the Super- 
intendent's office, wants to be the strong 
man in Barnum & Bailey's circus and 
has gone in training on his uncle's farm, 
wrestling the heavy work about the 



place and driving the geese to water. His 
nose looks as though he had hit the high 
places though the sun may have had 
something to do with it. 

Mr. J. H. Ward, formerly Division 
Accountant at Dubuque, has been on the 
old beat for some time with the Govern- 
ment Valuation Engineers and it seems 
good to have him around again. 

Assistant Engineer Coates was called 
to his home in Western Tennessee on 
the eighteenth of July on account of the 
death of his father, and on the same day 
his rodman was summoned to Morris- 
town, Tenn., on account of the serious 
illness of his sister, who has since died. 

Pete Richardson of Memphis is track 
apprentice this season and Mr. P. R. 
Henderson comes to us from the Vicks- 
burg Division as Masonry Inspector. 

Engineer White is a big, powerful 
man, but his knees shook and his hair 
stood on end one night not long back as 
he approached the Rock Island crossing 
at Independence. In the glare of his 
headlight he spotted the form of a man 
peacefully slumbering at the crossing, 
his head pillowed on one of the rails of 
the main line and as he stopped his 
train about ten feet from the sleeping 
form, it arose and stretched itself, then 
ambled away into the darkness. 

Vicksburg Division 

Mr. F. B. Wilkinson, who has occu- 
pied the position of freight agent at 
Greenville for the past three years, has 
just been given a well deserved promo- 
tion, having recently been appointed 
freight agent for the Illinois Central at 
Jackson, Tenn. 

We of course regret very much to 
lose Mr. Wilkinson from the Y. & M. 
V. ranks, but owing to the fact that 
Jackson is the home of both Mr. Wil- 
kinson's parents and his wife's parents, 
he will be much better pleased with his 
new position, as he can now get fat on 
the regular meals "like mother used to 
make them." 

We are glad to note that Superin- 
tendent Dubbs has brought his wife 
and children to Greenville to spend the 
summer. We know that they will en- 
joy their stay in Greenville. 



102 



ILLINOIS CENTRAL MAGAZINE 



Dispatcher Claude Campbell has just 
returned from a two weeks' visit to 
friends and relatives in Bardwell, Ky., 
and Chicago, 111. 

Extra Dispatcher Mr. B. M. Childress 
is at present working in the dispatch- 
er's office at Greenville during the ex- 
tra work while the regular dispatchers 
are taking their annual vacations. 

Effective July 1, Mr. L. W. Olin was 
promoted to fill the position of tonnage 
and mileage clerk in superintendent's 
office, which position was authorized ef- 
fective that date. Mrs. D. H. Smith, 
who has been working as student in 
chief dispatcher's office for the past sev- 
eral months, was promoted to fill the va- 
cancy in supervisor's office by Mr. Olin's 
promotion. 

Mr. S. J. Phillips, the efficient and 
popular clerk to Train Master Mays 
tendered his resignation, or rather re- 
quested permission to accept position in 
the superintendent's office at Memphis, 
as assistant accountant. 

Mr. R. A. Hallette, appointed clerk 
to train master, effective July 4. 

On account of barbecue, baseball 
game and political speaking at Rose- 
dale, special trains were operated from 
Cleveland and Greenville and large 
crowds handled on both trains. 

Baggage Master Howard Shields of 
the passenger department at Greenville 
has been away for a few days, spending 
the time with friends and relatives in 
Baton Rouge. 

Engineer W. P. Stewart, who was 
recently reinstated made his first trip in 
through freight service on June 22. 

Conductor O. C. Kelly has taken the 
position of flagman on train 38 and 45, 
relieving Junior Flagman McEvine. 

We are glad to see Conductor E. C. 
Clay back on 92 and 93 after being off 
for a few days account of illness. 

Conductor A. C. Henry is pleasing 
the public with his usual smiles on 
trains 111 and 114 after an absence 
of about thirty days. 

Third Track Dispatcher R. H. Mays, 
after some delay and figuring, decided 
that he could afford a Ford and ac- 
cordingly made a purchase, but there 



is something else to be told and of a 
great deal more importance about this 
same gentleman. Shortly after the 
purchase of the Ford, he became the 
proud father of a son. 

After going through about thirty- 
five years of single bliss, Engineer 
Fredie L. Clark, decided to try out the 
old fable of "two can live as cheap as 
one" and in a very few days, wedding 
bells will be ringing in a certain Missis- 
sippi town, at which time Fredie will 
take onto himself a better half. 

We are sorry our Superintendent's 
Chief Clerk does not seem to have the 
power to have and to hold, as Mrs. 
Simmons has left him for a short visit 
to relative in Brownsville, Tenn. 

Mrs. S. F. Witherspoon and Mrs. 
W. W. Ellis, wives of popular Conduc- 
tors on this division left a few days ago 
for a trip to San Francisco, and several 
other places of interest in the west. 

Agent E. C. Davis of Helena, Ark., 
has been appointed agent at Green- 
ville to relieve Mr. Wilkinson, trans- 
ferred. 

On July loth the Third Quarterly 
Vicksburg Division Safety and Staff 
meetings were held at Greenville, with 
a large attendance and good live meet- 
ing reported by all who attended. 

Mrs. G. W. Robertson, agent at 
Avon, Miss., has been enjoying her 
annual vacation. 

Mr. L. M. Seago, agent at Long- 
wood, Miss., is at present away on his 
vacation. 

Supervisors Harrington, Bishop and 
Mayner are very busy men at this 
writing, as they have made up their 
minds to eliminate the live stock on 
the way-lands on this division if they 
have to work night and day to accom- 
plish this. From all indications their 
efforts are meeting with fine results. 
HEN Mr. F. B. Wilkinson, for a 
number of years agent at Green- 
ville, Miss., was promoted to the agency 
at Jackson, Tenn., the following very 
complimentary resolutions were adopted 
by the Greenville Chamber of Com- 
merce : 

"Whereas, We have learned with deep 



W 



ILLINOIS CENTRAL MAGAZINE 



103 



regret that our mutual friend and co- 
worker, Mr. F. B. Wilkinson, is leaving 
Greenville, to be located elsewhere, but 
this regret is mingled with pleasure, in 
as much as his moving is in the nature 
of a promotion, a merited recognition 
of his loyalty and sterling qualities as 
a business man: 

Be It Resolved, That we are deeply 
appreciative of his untiring work and 
loyal support during the time he has 
been with us, and that our sincerest 
good wishes go with him in his new 
location." 

Be It Further Resolved, That this 
resolution be spread upon the records of 
the Greenville Chamber of Commerce, 
and a copy mailed to Mr. Wilkinson, di- 
rect. 

I certify that the above resolution was 
this day unanimously adopted at a spe- 
cial meeting of the Board of Directors 
of the Greenville Chamber of Com- 
merce. 

R. L. PRITCHARD, 

Secretary. 

Greenville, Miss., July 9, 1915. 



Free to Oar Readers 

Write Murine Eye Remedy Co., Chicago, for 
48-page illustrated Eye Book Free. Write all 
about Your Eye Trouble and they will advise 
as to the Proper Application of the Murine 
Eye Remedies in Your Special Case. Your 
Druggist will tell you that Murine Relieves 
Sore Eyes, Strengthens Weak Eyes. Doesn't 
Smart, Soothes Eye Pain, and sells for 50c. 
Try It in Your Eyes and in Baby's Eyes for 
Scaly Eyelids and Granulation 



Illinois Division 
Death of Albert Hilmer 

A LBERT HILMER, 15828 Lathrop 
** Avenue, died very suddenly last 
Sunday while with his family for an 
auto ride. 

During the ride Mr. Hilmer had com- 
plained of not feeling well and they had 
concluded to return home on that ac- 
count. Death from heart failure came 
within a few minutes. 

Funeral services were held from the 
house Tuesday and were in charge of 
the Odd Fellow's. Interment was at 
Hazelwood. 

Deceased was born May 25, 1883, and 
was therefore aged 32 years, 2 months. 

Besides his wife, he leaves to mourn 



his father, mother and four brothers 
in Riverdale. 

Mr. Hilmer was held in high esteem 
by all who knew him. He was of a 
bright and cheerful disposition and will 
be greatly missed by a large circle of 
friends. 

Chicago Local Freight Office 

On June 27th, Mr. O. H. Clark, Chief 
Clerk of the Out Freight Department, 
gave an outing to his entire department 
at his home, Homewood, 111., which in- 
cluding various games : Baseball, rac- 
ing, horse shoe contest, and sack race, 
after which a table was laid for fifty- 
four, and an elaborate luncheon was 
served by Mrs. Clark, that occupied one 
hour. The races consisted of : 

First Race 100-yard race for rate 
clerks. Won by Abe Silverman. 

Second Race 100-yard race for way- 
bill clerks. Won by Harry Fleming. 

Third Race 25-yard sack race. Won 
by Earl Balinger. 

Fourth Race 100-yard foot race for 
ladies. Won by Laura Sorenson. 

Horse Shoe Contest. Won by D. D. 
Lee and Otto Remmert. 

The grand prize was given in guessing 
contest of a jar of beans. Won by Chas. 
Schouten. 

Among the feature events was a ball 
game made up of way-bill clerks vs. 
rate clerks. This was exceptionally well 
played, score 1 to in favor of the 
bill clerks. This uncovered a clever 
pitcher in Thomas Gordon O'Connor 
for the bill clerks, pitching the entire 
game and only allowing but three hits 
and winning his own game by a home 
run, and the able umpiring of Mr. 
Soper. 

Other players deserving of mention 
were Phil Roth, Ed Witt, Abe Silver- 
man, Grover Cleveland Wray, Orville 
Pickens and Joe White. 

The Committee had badges for all 
with inscription as follows : 
O H C 



Outing Homewood Clarks 



Out-Freight Happy Clerks. 

June 27, 1915 
In concluding this article, the commit- 



104 



ILLINOIS CENTRAL MAGAZINE 



tee wishes to say in behalf of the entire 
department, they think Mr. and Mrs. O. 
H. Gark are a most charming host and 
hostess. 

Committee of Arrangement, 

W. S. REEVES, 
V. G. SOPER. 
Springfield Division 
Mrs. A. B. Comer, wife of fireman, 
and two daughters will visit in Au- 
burn, Ky. 

Mr. A. Woodward, fireman, and wife ; 



Mr. Hubert Bush, tinner apprentice, 
will visit in Winchester, Ky. 

Mrs. C. Henson, wife of Assistant 
roundhouse foreman, will visit in Des 
Moines, N. M. Mr. Henson will ac- 
company her to Kansas City, Mo. 

Mr. Frank Shirley, car inspector, 
wife and daughter Delia, will visit in 
Scottsburg, Ind. 

Mr. Ran Nicholson, carpenter, and 
son, Forrest, will visit in Springfield, 
Ky. 




>UT FREIGHT DEPT. CHICAGO LOCAL FREIGHT OFFICE. 



also Mr. W. Woodward, fire kindler, 
and wife, were called to Evansville, Ind,. 
due to the serious illness of their 
brother. 

Mr. E. H. Hayes, car repairer, and 
wife will visit relatives in Auburn, Ky. 

Mr. T. A. Grason, engineer, wife and 
daughter, Florence, will visit in Omaha, 
Nebraska. They intend to remain there 
till some time the latter part of August. 

Mr. Charles Kaiser, machinist, at 
Clinton shops, is in the hospital at Chi- 
cago. 

Mr. Amos Harrold, car inspector, and 
wife will visit in Valentine, Nebraska. 

Mr. Samuel Snowberg, machinist 
handyman, will visit relatives in New 
York City. 

Mr. T. B. Scott, engineer, and wife 
will visit in Stroh, Indiana. 



Mr. B. E. Spink, car inspector, wife 
and two daughters, will visit in Sioux 
City, Iowa. 

Mrs. L. J. Sieveking, son and daugh- 
ter, wife and children of L. J. Sieve- 
king, engineer, will visit in Mason, 111. 

Mr. E. Thompson, fireman, will visit 
in Wichita, Kans. 

Mr. G. W. Bayles, engineer, will visit 
in Lewistown, Mont. 

Mr. Roy Jackson, stationary fireman 
at Clinton shops, will visit in Pine 
Bluff, Ark. 

Mr. F. C. Wright, engineer, and wife 
will visit hi'Lemmon, S. D. 

Mr. Steve Turk, machinist at Clinton 
shops, has returned to work after visit- 
ing in Billings, Mont. 

Mr. John Romine, flue borer, at Clin- 
ton shops, will visit in Bloomfield, Ky. 



ILLINOIS CENTRAL MAGAZINE 



105 



Mr. August Yirovec, machinist at 
Clinton shops, will visit in Pine Bluff, 
Ark. 

Mr. Wm. Hewitt, caller, will visit in 
Cheyenne, Wyo. 

Switchmen R. W. demons and Elmer 
demons, together with their families, 
have gone to Chadwick, Mo., for a sev- 
eral weeks' visit with their parents. 

Passenger Flagman R. M. Heaton 
has been granted a 10-day lay-off and 
has gone to Lake Geneva, Wis., with a 
party of friends on a fishing trip. Mrs. 
Heaton and son Forrest accompanied 
him. 

Brakeman F. F. McMahon is visiting 
with friends and relatives in Fon du 
Lac, Wis., and other points in that state. 

Switchman Louis L. Lynn has re- 
turned to the service after a thirty-day 
lay off. He spent most of the time in 
Gretna, Neb. 

W. V. Bates, O. Wall, G. B. Mays 
and Rea Lawrence, who have been in 
the service as brakemen on the Havana 
District for the past three or four years, 
were promoted to position of conductors 
at Clinton, Sunday, June 27th. 

Brakeman H. E. Hilbrant of the Ha- 
vana District, was granted a ten-day 
leave of absence, and left the first of 
July for Havana, 111., with a party of 
friends, where they will spend the time 
fishing. 

Mrs. W. C. McConnell, wife of Con- 
ductor McConnell, is visiting with rela- 
tives in Kansas City, Mo., for a week 
or 10 days. 

Chief Dispatchers Office 

Station Agent C. E. Baugh resumed 
duty at Toronto June 28th after 20 days' 
vacation. 

Mr. E. R. Deland is back on the job 
at White Heath. 

Lee Vallow has been placed as agent 
at Assumption while Frank Allison is 
motoring to the World's Fair. 

Miss Julia E. Radford, agent at Rad- 
ford, took 30 days' vacation July 1st. 
and will be relieved by Ray Beckett. 

R. F. Deveney, joint agent, Pawnee 
Junction with C. & I. M., expects to 
take 30 days off, commencing July 1st. 
L. F. Giffin will check in there. 



A. P. Yoder, at Litchfield, has lined 
up for a couple weeks' vacation, and will 
be relieved by Operator C. O. Gray, and 
the latter by J. L. Moore. 

Road Department 

Mr. Jeff Smith, Section Foreman at 
Assumption, is on a vacation in Florida. 
He will be gone from ten to twelve 
days and will visit several places of in- 
terest while down there. Mr. Smith has 
been Section Foreman at Assumption 
for a considerable time and this is the 
first time he has laid off for any length 
of time. He will undoubtedly enjoy 
himself during his stay. 

The Bridge and Building Depart- 
ment will have plenty of work to do in 
the near future to keep them busy. They 
have received authority for several large 
jobs that must be completed in the next 
several months. 

Another large piece of work to be 
done by the Bridge and Building De- 
partment will be the installation of an 
eighty-five foot turntable at the round 




Have 

Healthy, 
Strong 
Beautiful 
Eyes. 

Oculists and Physicians used 
Murine Eye Remedy many years 
before it was offered as a Domestic 
Eye Medicine. Murine is Still Com- 
pounded by Our Physicians and 
Guaranteed by them as a Reliable 
Relief for Eyes that Need Care. Try 
it in your Eyes and in Baby's Eyes 
No Smarting Just Eye Comfort. 

Twenty years of honorable success have 
firmly established Murine "In the World's 
Eye" as the "Standard of Eye Remedy Qual- 
ity." Autoists Golfers Tour- 
ists Mechanics All should 
have Murine handy by as First 
Aid in Emergencies. 

Ask your Dealer for Murine 
accept no Substitute, and if 
interested write for Book of 
the Eye Free. 

Murine Eye Remedy Co. 
Chicago 11 




106 



ILLINOIS CENTRAL MAGAZINE 



house in Clinton. This turntable will 
be driven by an electric tractor and will 
compare favorably with any of the up- 
to-date turntables used to turn the large 
engines of today. The installation of 
this large table will require considerable 
preparation in the way of masonry be- 
fore it can be put in place. 

Authority has also been given to re- 
place several bridges now consisting of 
wooden piling, with concrete pile and 
slabs. This work will be the first of its 
kind to be done on this Division. 

Owing to the high waters in the last 
few years and the damage that was 
barely escaped by the present structure 
across the Kaskaskia River, it has been 
decided that the grade approaching the 
present bridge will be raised for a half 
mile each way and a plate girder put in. 
When this work is completed there will 
be ample opening for the water even in 
the time of a flood and there should 
never be any more danger from a jam 
of drift wood above the bridge. This 
raise of grade will require in the neigh- 
borhood of twenty thousand yards of 
additional embankment to be done by 
contract. The dirt will be gotten from 
a borrow pit only a short distance from 
the bridge. 

Memphis Division 
Mr. Boatner Transferred 

On the first of July Mr. V. V. Boat- 
ner, who for some time has been Train- 
master at Memphis, was transferred to 
Mattoon, 111. At a meeting of the em- 
ployes held on July 21st complimentary 
resolutions to Mr. Boatner were passed. 
It is gratifying to know that a division 
official is held in such high esteem by 
his subordinates. 



Fixing the Blame 

He found his own front porch with 
wonderful accuracy, navigated the steps 
with precision, and discovered the key- 
whole by instinct. Once in the dimly 
lighted hall, there was an ominous si- 
lence followed by a tremendous crash. 

"Why, what has happened, Henry?" 
came a voice from above. 

"It's all right, Mary, but I'll I'll 
learn those goldfish to snap at me!" 
Everybody >s. 



WM. LYDON 

Mausoleums, Monuments 
Granite and Marble 

1610 Trimble St. 

Near Entrance to Oak.Grove'Cemetery 

Paducah, Ky. 



C. H. Rieke & Sons 

Incorporated 

Wholesale 



Dry Goods, Notions 

and 

Furnishing Goods 



Paducah, Ky. 



The Varnish 

That Lasts Longest 

Made by 

Murphy Varnish Company 



Please mention this magazine when writing to advertisers. 



ILLINOIS 
CENTRAL 
MAGAZINE 



hes 
ondale 111. 




SEPTEMBER 1915 




STIFEL'S 
INDIGO 

is the "fabric in- 
destructible." Will 
not fade easy to wash 
and iron. Look for this 

rial, on the in- REGISTERED side 
of garment. That's your guar- 
antee of the genuine. 

Cloth Manufactured by 

J. L. Stifel & Sons 

Indigo Dyers and Printers - Wheeling, W. Va. 

SALES OFFICES 



New York 360-262 Church St. 

Philadelphia 324 Market St. 

Boston 3J Bedford St. 

Chicago. .223 West Jackson Blvd. 

San Francisco, 

.Postal Telegraph Bldg. 



Baltimore 114 \V. Fayette St. 

St. Louis 425 Victoria Bids. 

St. Paul 238 Endicott Bldg. 

Toronto 14 Manchester Bldg. 

Winnipeg 400 Hammond Bldg. 



St. Joseph, Mo Montreal 

Saxton Bank Bldg. Room 500, 489 St. Paul St. 




Win. Smith, Jr. Frontispiece. 

The Story of the Illinois Central Lines During the Civil Con- 
flict, 1861-5 <) 

Public Opinion 18 

Carbondale, 111 24 

Hospital Department 32 

How Employes Sh.ould Proceed to Purchase Illinois Central 

Stock 36 

Baggage and Mail Traffic Department 3s 

Shipping U. S. Treasury Funds by Mail at the Expense of the 

Railroads 39 

Good Roads Day, Fulton, Ky., and Vicinity 42 

Always Safety First 45 

Industrial, Immigration and Development Department 53 

Engineering Department 59 

Mechanical Department 64 

Passenger Traffic Department 69 

Roll of Honor 74 

Law Department 76 

Transportation Department 80 

Staff Meeting, Vicksburg Division 82 

Claims Department 92 

Contributions from Employes: 

How the I. C. Saved the Day 100 

The Land of Beginning Again 101 

Meritorious Service 10:? 

Division News . . 106 



nthly 6y the 7/faois Central % % G)., 
in the interest of the Company and its 4^(W Tijnployes 

^Advertising rates on application^ 



Chicago 

1$ <fpr. copy $ 1.JO pr. year 




WILLIAM SMITH, JR., 
Assistant General Freight Agent. 

TIIT'AS appointed Commercial Agent and opened first office at Nashville, 
V * Tenn., Sept. 16, 1896. Was appointed Assistant General Freight Agent 
at Evansville in 1903; transferred to Nashville when eastern division of 
Tennessee Central R. R. was leased, 1905 ; transferred to Louisville in 1907 ; 
when Traffic Department was reorganized in 1911 was brought to Chicago 
in charge of solicitation. 



ILLINOIS CENTRAL 

Magazine 



Vol. 4 



SEPTEMBER 1915 



No. 3 




Trie Story 
Illinois Central Linos 

during th 

Civil Conflict 1861-5 



''"THEY went West to grow up with 
the country." That was the plan 
of Daniel Brayman and his bride Mary 
English Brayman, on Monday, October 
9, 1809, when they left their home in 
the pretty little town of Exter, Otsego 
county, New York. They travelled far 
towards the setting sun, as they thought, 
till Sunday, March 18, 1810, when they 
located at the little trading village of 
Buffalo on Lake Erie, in Erie county, 
New York. 

Before they had been settled long in 
their cottage on Niagara Street, some- 
where near the Albany Street of today, 
the war of 1812 with England, broke 
out. They turned their house over to 
the American soldiers for barracks, and 
moved "out into the country," near Cold 
Spring, on the main road to New York 
City, about where Ferry Street is now. 
Then that was considered in the quiet 
solitudes, far enough away from the 
lake to be safe from the cannon of the 
threatening English. 

There, on Sunday, May 23, 1813, was 
born their son Mason ; the third of 
eight children. When he was only sev- 



en months old the family fled from the 
allied Indians and English who burned 
Buffalo, and part of Washington City, 
destroying many public records. But 
when peace was restored they located 
at Hamburg, N. Y., where Mason's boy- 
hood was spent, and where he obtained 
his farming and other youthful educa- 
tion and experience. 

From childhood he had taken advan- 
tage of every opportunity to read and 
study. He quit work for school when 
he could, and quit school for work when 
he must. 

When about 18 years old he went to 
Buffalo to find his fortune. He was 
apprenticed in the printing office of 
Day, Follett and Haskins and was soon 
made foreman of their shop. In due 
time he became a reporter ; then the ed- 
itor of the Buffalo Bulletin in 1834 and 
1835. He developed great proficiency 
with the pen, and displayed an unusual 
power of grasping public questions, and 
making them plain to the readers of his 
paper in a way that made friends in- 
stead of enemies. He did his part in 
preventing the secession of the lake and 



10 



ILLINOIS CENTRAL MAGAZINE 



Mississippi valley states long before 
South Carolina raised her independent 
flag; and he helped expose and defeat 
the Aaron Burr conspiracy. 

His life at Buffalo was full of active 
interest. While running the Buffalo 
Bulletin he was diligently studying law 
under the instruction of a good law- 
yer, Benoni Thompson, and he was 
duly admitted to practice at the Bar of 
New York in 1836. The Mormon con- 
troversy was raging in western New 
York. As editor of the Bulletin he 
had kept informed of its progress, and 
he appreciated the importance of the 
question in that stage of our civic evo- 
lution ; an experience that was to count 
for much in after years when he had 
become a citizen of Illinois. He was now 
ready to take up the more serious work 
of life, and to take the fair partner who 
was waiting for him. So on "Happy 
Tuesday," the sixth day of September, 
1836, not long after he was admitted to 
the Bar. he married Miss Mary Wil- 
liams of Fredonia, New York. Ambi- 
tious to go farther west, the young cou- 
ple left Buffalo, and located at Monroe. 
Michigan, where he diligently practiced 
his new profession, and was elected to 
the office of city attorney, in 1838. In 
1839 he went to Worcester, Ohio, and 
edited the Daily Advertiser. He ac- 
cepted the editorial chair of the Louis- 
ville Advertiser in 1841. But in 1842 he 
went to Sprinefield. Illinois, and again 
devoted himself to law as a partner of 
Jesse B. Thomas, but part of the time 
as partner of Abraham Lincoln, He 
made rapid progress both at the bar and 
in political preferment. He wrote edi- 
torials for the State Register. He act- 
ed as Secretary of State for a time. The 
Mormons entered Illinois in the winter 
of 1838. Nauvoo was chartered in 1841 
with many privileges, including the right 
to govern ; and to raise and maintain 
the Nauvoo Military Legion. 

In 1842 he was appointed special 
commissioner under the government to 
adjust the Mormon troubles, particular- 
ly at Nauvoo, Hancock county, Illinois ; 
and he was also appointed counsel to 
prosecute Mormon offenders, of whom 



there were many. In 1844 Governor 
Ford placed Nauvoo under martial law, 
and dreadful scenes were enacted, 
"largely by hoodlums from over the 
river." The Mormon problem was very 
complicated in Illinois. Those devoted 
followers of their "Prophet" Joseph 
Smith were a thrifty, industrious peo- 
ple; and they had made a garden spot 
of the former wilderness around Nau- 
voo, which was a fine steamboat land- 
ing; and they had largely increased in 
number and in wealth. They published 
their own paper, "Nauvoo Times and 
Seasons," later "The Pearl of Great 
Price." But religious and political and 
perhaps commercial troubles arose, and 
strong prejudice and bitter feelings 
were aroused among them and against 
them, which finally culminated in blood- 
shed ; at first secretly, then openly and 
notoriously. The prophet and his broth- 
er Hyrum, the Patriarch, were among 
the victims. Governor Ford ordered 
General Clark to drive the Mormons 
out of the state as a necessity for peace. 
The commissioners gave the Mormons 
to understand that they had to abandon 
Nauvoo, and leave the state of Illinois ; 
peaceably, if they would, or they would 
be driven out by force if the whole mili- 
tia of Illinois had to be called upon to 
drive them out. But Commissioner 
Brayman got them out without further 
bloodshed. One test of a man's ability 
is his powers to handle other men, and 
Brayman proved his superiority in that 
crisis with the Mormons. Leaving their 
agents to dispose of Mormon property, 
the Mormons went on their long journev 
that was, after many stops and tribula- 
tions, to end at Salt Lake. Before they 
passed through Colorado the famous 
"Mormon Battalion" was raised among 
them at the request of the government 
to help the United States army against 
the Mexicans. It marched clear across 
the continent to California. A few of 
them remained there after disbandin?, 
at the request of Brigham Young: and, 
strange to sav. dug the famous mill-race 
at Sutter's Mill in which gold was dis- 
covered in 1840. This gave new im- 
petus to ideas of transportation to the 



ILLINOIS CENTRAL MAGAZINE 



11 



Pacific coast by way of the Isthmus of 
Panama ; or better still, as some thought, 
by way of Tehuantepec. 

For a very large section of country 
the natural route was by river to New 
Orleans. 

Then were developed the ideas of the 
Illinois Central Railroad to Cairo ; and 
Judah P. Benjamin's dream of a great 
railroad north from New Orleans, con- 
necting with a New Orleans line of 
steamers on the Gulf to Tehuantepec, 
over which another railroad would with- 
in a day connect with another line of 
steamers on the Pacific ocean side of 
that Isthmus. 

Many people fail to realize that rail- 
roads kept off secession of the West; 
prevented the secession of the South 
from succeeding, and even now are the 
strongest bonds that hold our North, 
South, East and West together. But 
for the railroads we would now have or 
soon would have at least two, and pos- 
sibly three or four small nations in the 
land over which the Star and Stripes 
now float as one great nation. 

From its location, its early completion 
and its wonderful enterprise, the Illi- 
nois Central Railroad is entitled to such 
credit, perhaps beyond any other rail- 
road. 

Well might Mason Brayman have said 
concerning the birth and early history 
of that company : "All of which I saw ; 
part of which I was." In this he was 
associated with Lincoln, Douglas, Mc- 
Clernand, Joy and other great lawyers 
and statesmen. 

On November 14, 1890, a few years 
before his death, he wrote to an officer 
of that company: 

"My relations to the projectors of the 
Illinois Central Railroad began in the 
autumn of 1850. My retainer as their 
professional adviser dates November 
10, 1850. The history of the company 
so far as it relates to Illinois, and es- 
pecially to Chicago, during the conten- 
tion for entrance on Lake Front was al- 
most dramatic in its incidents." 

He was located at Springfield, Illinois, 
and was a law partner of Colonel Wil- 
liam H. Bissell, when he became the 



first attorney for the Illinois Central 
Railroad Co., that has since employed 
thousands of attorneys. 

Later he promoted various railroad 
enterprises in Missouri, Arkansas and 
other parts of the Southwest. He was 
president of one of those railroads when 
the Civil War began. 

In 1861, soon after the Civil war be- 
gan, he enlisted in the Union Army, and 
was made major of the 29th Illinois 
Volunteer Infantry. He took a very 
active part in drilling and in the practi- 
cal preparation of his regiment for the 
good service it performed. 

He was appointed one of the staff of- 
ficers of General John A. McClernand, 
commanding the 13th army corps. For 
efficient service he was soon made chief 
of McClernand's staff. He and McCler- 
nand had been intimately associated in 
business at Springfield, while the latter 
was in the state legislature and after- 
wards in Congress. 

Because Brayman was on General 
McClernand's staff, his individual ex- 
ploits were seldom noted in public re- 
ports. His regiment, the 29th Illinois 
Infantry Volunteers belonged to the 
Third Brigade, under Brigadier Gener- 
al Raith, in the 1st Division, under 
Major General McClernand in the 
Army of the Tennessee. So Major 
Brayman was closely connected with 
General McClernand in whatever was 
done by the 1st Division of that very 
busy army. Brayman took prominent 
part in the capture of Fort Donnelson 
of Belmont, and was of material aid to 
General McClernand in all his other mil- 
itary exploits about that time. 

General Fremont had ordered Grant 
and McClernand to co-operate along the 
line of the Mississippi River in the fall 
of 1861. They went down from Cairo 
in transports, accompanied by Commo- 
dore Worden with his gunboats, and 
menaced Columbus by attacking Bel- 
mont. General Smith from Paducah 
was to menace Columbus in the rear. 
The Union troops landed about three 
miles above Belmont, Missouri, Novem- 
ber 7, 1861. 

The Confederate Generals Polks and 



12 



ILLINOIS CENTRAL MAGAZINE 



Pillow hastily crossed the river and fell 
upon General Grant's army compelling 
it to fight its way back to the cover of 
the gunboats, with a loss of about 500 
men. But Belmont was captured. He 
helped take Fort Henry, February 6, 
1862. 

At the Battle of Fort Donnelson, Feb. 
14, 15, and 16, 1862, when the Confed- 
erates made that gallant attempt to cut 
their way out and escape, McClermand's 
men were in the thick of the fight. He 
twice sent for help, and for ammuni- 
tion. He was forced back for a time, 
but finally regained the lost ground and 
forced the enemy back into their works. 
General Brayman was complimented for 
his part in that action, and it was under- 
stood that the capture of Fort Donnel- 
son was due in a large measure to Mc- 
Clernand's men. 

Colonel Reardon was commanding 
the 29th Illinois in these engagements 
and till after the Battle of Shiloh. 

On April 6, 1861, at the opening en- 
gagement in that historic battle which 
lasted two days, the 29th Regiment, Illi- 
nois Infantry Volunteers, was camped 
on the Hamburg and Purdy road with 
Brigadier Julius Raith's Third Brigade 
of McClernand's 1st Division, Army of 
the Tennessee. That Sunday morning, 
about 6 o'clock, the Third Brigade fell 
into line and marched to support Gen- 
eral Sherman who was having a hard 
time trying to hold back the advancing 
enemy coming from the direction of 
Shiloh Meetinghouse, but was compelled 
to fall back towards Pittsburg Landing, 
and rested near the siege guns Sunday 
night. In that day's fight he had per- 
sonally assisted General McClernand in 
rallying and turning back into the fight 
an Ohio regiment that was fast becom- 
ing demoralized. This was only a part 
of the gallant service rendered that 
disastrous day, for which Major Bray- 
man was promoted. The 29th Regiment 
was held in reserve on Monday, the 
second day of that battle; but Major 
Brayman was kept busy as one of Gen- 
eral McClernand's staff officers. He 
had good reason to personally appre- 
ciate something said by Lieutenant 



Lemmon of the 49th Illinois : "Well, I 
don't know just how it was, only the 
Rebs wouldn't let us stay anywhere 
Sunday, and we did the same thing to 
them next day." 

General Brayman considered the Bat- 
tle of Shiloh or Pittsburg Landing, of 
great importance because it was the first 
engagement of the Civil War where so 
large a number of troops were hurled 
against the enemy by either side; and 
because it demonstrated a grim deter- 
mination in comparatively raw volun- 
teers to fight to a finish, driving one an- 
other back and forth over the. same 
ground many times in one day, in a way 
that won the admiration of army men 
at home and abroad. It proved the 
American citizen to be an instinctive 
soldier on whatever side he fights for 
what he considers right. 

The Confederates had once a line of 
fortified places from Columbus on the 
Mississippi River across Kentucky to 
Bowling Green, all under General Al- 
bert Sidney Johnston, perhaps the ablest 
commander in the Confederate Army 
at that time. But so many of his forti- 
fied strategic points had been captured, 
he had been compelled to establish his 
line farther south, concentrating at Shi- 
loh. In that great battle he had lost his 
life on the first day after driving the 
Union Army back almost to the river. 
With his death, followed by General 
Wallace arriving in time to save Grant 
on Monday, the tide changed, and Shi- 
loh ended in a calamity to the Confed- 
eracy from .which it never entirely re- 
covered in some respects, whatever mag- 
nificent victories were afterwards 
gained. 

The possession of Shiloh, or rather 
of Corinth, determined the control of 
the junction of the Mobile and Ohio 
Railroad with the Memphis and Charles- 
ton Railroad, and its loss to the Confed- 
eracy was irreparable. 

On April 15, soon after Shiloh was 
won, Major Brayman was promoted 
and became Colonel of the 29th Illinois. 
He was in command of the Union troops 
who defeated General Van Dorn at the 
battle of Bolivar, and then he was made 



ILLINOIS CENTRAL MAGAZINE 



13 




GEN. MASON BRAYMAN 



Brigadier General, having already dem- 
onstrated his ability to successfully han- 
dle a brigade. General Van Dorn had 
attacked him at Bolivar, Tennessee, and 
had been disastrously repulsed. 

He was recalled from active service 
at the front, to confer with President 
Lincoln in Washington, and sent to 
Camp Denison, in Ohio, on a special 
mission of great importance at that stage 
of the war game. It was to reorganize 
about seventy returned Ohio regiments, 
a long, difficult undertaking, which he 



finished with efficient results. He was 
placed in command at Natchez, Miss., 
July, 1864, and remained there till 
March, 1865. President Lincoln had 
commissioned him brigadier general 
September 24, 1862. 

Then he was sent to New Orleans as 
presiding officer of the commission to 
examine southern cotton claims against 
the government. He was mustered out 
with the rank of major general of vol- 
unteers. 

After the war he revived his railroad 



14 



ILLINOIS CENTRAL MAGAZINE 



interests in the South. He had a spe- 
cial aptitude for railroad promotion, 
construction and management. In 1851, 
while attorney for those who repre- 
sented the Illinois Central Railroad, 
he and his law partner, Colonel William 
H. Bissell, aided Lincoln, McClernand 
and Douglas in getting a charter from 
the state. It was in connection with 
the Illinois Central Railroad Company's 
interest, perhaps, that he formed the 
friendship with McClernand that was 
later to keep him so closely sympa- 
thetic during the war and afterwards. 

McClernand was the associate of 
Douglas in the United States Congress 
in 1843 and 1851. He prepared the 
bill for the Land Grant under which the 
Illinois Central Railroad was built, and 
introduced it in the house, Mr. Doug- 
las having a copy which he offered in 
the Senate. With some amendments it 
was passed the same session, Mr. Bray- 
man, as attorney for the company, co- 
operating with them. 

Mr. Brayman, as attorney for the 
company, co-operated also with Asahel 
Gridley, senator from McLean county, 
who on January 14, 1851, introduced 
in the Illinois Senate a bill for an "act 
to incorporate the Illinois Central Rail- 
road Company." Senator Don Morri- 
son of St. Clair county introduced a 
substitute February 5, which, with some 
amendments, was passed February 6, 
1851, by a vote of 23 to 2 in the Sen- 
ate ; and it was passed by the House 
four days later; and on February 10, 
1851, the present Illinois Central Rail- 
road Company was started on its event- 
ful career of usefulness, which has 
proved such an efficient agent for devel- 
oping the resources, and supplying a 
large amount of cash revenue for car- 
rying on the affairs of the state of Il- 
linois. 

As most of General Brayman's mili- 
tary operations during the Civil War 
were southward from Chicago and Cairo 
in the way of transporting troops, mu- 
nitions of war and supplies, not to men- 
tion trainloads of dead from battlefield 
and hospital, the Illinois Central Rail- 
road was a necessarv and efficient arm 



of the government during that long- 
struggle for its own existence and per- 
petuity. 

Till 1872 he busied himself with his 
professional and railroad interests. 

In 1872 political conditions assumed 
a new phase when Horace Greeley be- 
came a candidate for President, and 
Brayman went back into newspaper 
work as editor of the Illinois State 
Journal, at Springfield. 

Editorially General Brayman dis- 
played the courage of his initiative, both 
in his prejudices and in his well-found- 
ed convictions. The audacity of his 
limitations was also in evidence when 
his well-known party principles clashed 
with local interests important to the state 
of Illinois. Even eight years after the 
war ended on the battlefields of the sur- 
rendered South, though his gun was si- 
lent and his sword sheathed, his pen was 
"flashing" often "gory" and the bat- 
teries of his oratory were still booming 
with furious patriotism. During most of 
those two editorial years the Illinois 
State Journal contained much of what 
Horace Greeley called "Mighty Interest- 
ing Reading," and much that made the 
old man unhappy. 

An old settler of Illinois, from Eng- 
land, by the way, gave to Brayman his 
unique idea of "Civic Fraternity" in 
those uncertain times. He said : 

"You view the world as your country, 
and every man as your brother. In that 
you will find the best security and guar- 
antee of virtue and good morals, and 
the main spring of civil and religious 
liberty." 

General Brayman again quit journal- 
ism before the year 1873 had expired 
and went to Ripon, Wisconsin, where he 
practiced law. 

His health had become impaired, and 
he spent a great deal of his time devel- 
oping a large tract of land at Green 
Lake, which he had taken up some years 
before to prevent *he timber thieves from 
cutting down its splendid forest. But 
the lure of the pen was too strong, and 
he became editor of the Ripon Common- 
wealth. Hardly had he become com- 
fortablv established there before his old 



ILLINOIS CENTRAL MAGAZINE 



friend and commander in the army, 
President Grant, appointed him gover- 
nor of the territory of Idaho, with head- 
quarters at Boise City. Then came a 
most strenuous four years with the fierce 
Nez Perces Indians, and other tribes 
311 the warpath. Though 63 years old, 
General Brayman was able to put down 
the Indians and what was even more 
difficult, save the government from the 
raids of political robbers in Idaho. 
They were doing all they could to dis- 
grace the administration of President 
Grant who had appointed them to of- 
fice. The political history of the terri- 
tories, including the District of Alaska, 
was for many years a disgrace to civil- 
ization, as General Brayman said. 

In 1880 General Brayman was doubt- 
less glad enough that his term in Idaho 
expired. Returning to his home at Ri- 
pon, he again resumed his law practice 
with great vigor, though 67 years old. 
While there his daughter Mary was 
married to Mr.' Theodore Gowdy of 
Kansas City. It was there also that he 
lost his wife, the brave life partner who 
had shared with him joys and troubles 
and dangers alike. She died at Ripon 
on Tuesday, February 19, 1886, just a 
few months before they were to have 
celebrated the fiftieth anniversary of 
their wedding. 

Again he went back to Ripon, and took 
up the lawyer's burden, but soon trans- 
ferred the scene of his labors to Kan- 
sas City, Missouri, where he died. 

The following excerpts from news- 
papers at Ripon, Wisconsin, show that 
Ripon was considered his home : 

"General Mason Brayman, age 81 
years, ex-governor of Idaho, the oldest 
Mason in the United States and former 
associate in legal practice with Abraham 
Lincoln, died at Kansas City Wednes- 
day, February 27, 1895, at the home of 
his son-in-law, Theodore Gowdy. 

"General Brayman was born in 1813, 
in Buffalo, New York. In 1836 he was 
admitted to the bar. He then went to 
Louisville, where he edited a paper and 
practiced law. He alternated between 
the two professions, obtaining eminence 
in both. In 1842, he removed to Spring- 



field, Illinois, and began the practice of 
law. While in Springfield he was a 
neighbor of Lincoln, and was associated 
with him in many cases. The intimacy 
began then, continued until Lincoln's 
death. In 1861 General Brayman en- 
listed as a major in the twenty-ninth 
Illinois Infantry, commanding forces un- 
der General Grant. He served with hon- 
or and received promotion rapidly. He 
was mustered out at the close of the 
war as. brevet major general. At the 
close of the war he returned to Spring- 
field. In 1893 he came to this city 
where he gained fresh legal honors. In 
1876 President Grant appointed him gov- 
ernor of Idaho. In 1880 he returned to 
Ripon, and began anew the practice of 
law, but failing health caused his re- 
tirement, and in 1895 he went to Kansas 
City, where he has since made his home 
with his daughter. General Brayman 
was the oldest editor and the oldest 
Mason in the United States. He leaves 
two children, Mrs. Theodore Gowdy of 
Kansas City and Mrs. W. H. Bailhache 
of California." 

It may be added that another daugh- 
ter, Nellie, now deceased, became Mrs. 
Sharpe of Green Lake, Wisconsin ; Gen- 
eral Brayman also had one son, Mason, 
who died in childhood. 

"General Brayman at Rest. Funeral 
Took Place From the Baptist Church 
"The funeral of the late General Bray- 
man occurred Saturday afternoon at 2 
o'clock from the Baptist Church. The 
remains accompanied by Mr. and Mrs. 
Theodore Gowdy, arrived in the city 
Friday evening and were taken to the 
Baptist church where they were guard- 
ed during the night by members of the 
G. A. R. All the morning the church 
was thronged with visitors, some of 
whom came from a distance to take a 
last view of the general. The funeral 
services were conducted by Dr. E. H. 
Merrill, assisted by the Rev. E. R. Clev- 
enger, pastor of the church and Colonel 
George W. Carter of the G. A. R. Post. 
Interment was at the city cemetery with 
the military burial services. 

"General Brayman's connection with 
Green Lake began in the spring of 1873, 



16 



ILLINOIS CENTRAL MAGAZINE 



when ill health, caused by hard service 
during the war, forced him to relinquish 
his labors as editor-in-chief of the Illi- 
nois State Journal at Springfield. Pre- 
vious to his removal to this place he vis- 
ited Green Lake and was much incensed 
to see men cutting down this beautiful 
forest for firewood. He immediately 
went to the owner and purchased the 
land in order to save the forest from 
destruction.". 

He was a worker of many interests, 
and left more varied, definite impres- 
sions of useful abilities on more people 
than falls to the lot of most men. So 
far as the record shows he was connect- 
ed with the Baptist Church from youth 
to old age, having been baptized at 
Wooster, Ohio, in 1840, by the Rev. 
Charles Morton, a minister of the Bap- 
tist Church. 

He was particularly interested in ed- 
ucational enterprises. He was one of 
the incorporators of the University of 
Chicago, and attended the first meeting, 
held May 21, 1857, at which he was elect- 
ed trustee, and then became the regent. 
Stephen A. Douglas had offered ten 
acres of land for such a purpose, on cer- 
tain conditions, to Rev. A. D. Eddy, who 
passed the offer on to the Presbyterians, 
who also refused ; leaving it still open 
to be accepted by the Baptists, through 
their representative, Dr. J. C. Bur- 
roughs, of the First Baptist Church of 
Chicago ; thus aiding to found an in- 
stitution beyond praise. One of his fa- 
vorite institutions was the Chicago His- 
torical Society, of which he was a 
founder and an ardent member and pro- 
moter. 

Mr. Brayman also took a personal in- 
terest in the promotion of the Illinois 
Industrial University, located near the 
Illinois Central Station at Urbana, 
Champaign county. To this university 
the Illinois Central Railroad donated 
fifty thousand dollars, payable in trans- 
portation of material and supplies. 

But aside from the promoting directly 
the interests of educational institutions. 
General Brayman made his editorial 
work educational both before and after 
the war. He was president of the Amer- 



can Baptist Publishing Society and presi- 
dent general of the Baptist General As- 
sociation of Illinois. 

His educational work was sane, safe 
and conservative, and much of it will 
live, perhaps, long after his name shall 
have been forgotten. 

Truly it may be said of Mason Bray- 
man : "He had the long-distance edi- 
torial eye." 

A personal friend of General Bray- 
man describes him as follows: 

"He was tall, straight, slender of build, 
with fresh ruddy complexion and bright 
gray eyes, quick in action, and every 
movement betokened the alert, deter- 
mined, restless spirit within."' 

Another friend of the family took 
part with General Brayman in the bat- 
tle of Belmont, and also Pittsburg Land- 
ing, and was an eye-witness of the fol- 
lowing incident described in a letter to a 
daughter of General Brayman a few 
days after it occurred on that tragic 
Sunday morning, April 6, 1862 : 

"Early on Sunday morning our regi- 
ment (the 18th Illinois) was engaged, 
and soon after going to work, all the act- 
ing field and staff officers were so 
wounded as to be entirely disabled, my- 
self among the number. I was struck 
by a glancing ball on the spine, and aft- 
er going around with the regiment for 
half an hour or more, half crazy with 
pain I finally lost use of my tongue, the 
effect of a species of paralysis, and was 
forced to give in. Although that left 
our regiment, together with the 8th, 
which was in the same fix, like a body 
without a head, still side by side and 
wherever they could find an opening, 
in they went, helter-skelter, pell-mell, 
and always at the enemy. 

"They had become discouraged, and 
like a poor boy out in the cold, with 
the door slammed in his face and ice 
water thrown over him, were just 
staying around, hoping something 
would turn up to help them through, 
when the order was given to attack a 
large force in front of them. They 
commenced shooting as if they had a 
mind not to, when your father (Major 
Brayman), God bless him, seeing 
something must be done, seized a flag, 



ILLINOIS CENTRAL MAGAZINE 



17 



and with it waving aloft, and his long 
white hair streaming in the air, dashed 
old Charlie (his horse) right down 
between the two lines waving! his 
flag and shouting till the very welkin 
rang ! Of course nobody was astonish- 
ed at your father. He does that sort 
of thing just as coolly as he would 
write his name to a letter. 

While at Natchez, Mississippi, he 
was deeply interested in a school for 



colored people which he founded. He 
was also connected with the manage- 
ment of the Wayland Institute at 
Beaver Dam ; and he greatly aided 
Little Rock in developing her schools. 
Though half a century has passed 
since those heroic war days, there are 
many people still living who keep his 
memory green, something history will 
do as long as records of our great Civil 
War shall last. 



Stretch of track, Mile Post 104 
Section Foreman Hesse 




PUBLIC OPINION 




World thinks 



ON THE JOB 

other day the editor received a let- 
ter from an old and esteemed friend 
with whom he associated more than a 
quarter of a century ago, and who has 
since risen to prominence in organiza- 
tion life, requesting several copies of 
the EMPLOYEE, containing an edi- 
torial captioned, "Are you on the Job?" 

Upon receipt of advise that all copies 
of this number had long since been ex- 
hausted, he comes back with the request 
that "we republish the article in ques- 
tion." 

"I remember reading it a number of 
years ago, he continued, "and kept the 
copy until recently, when it was acci- 
dentally destroyed. It is too good logic 
to be lost sight of or forgotten, and if 
you can see your way clear to republish 
it, I want a number of copies to forward 
to persons I have in mind, who don't 
seem to view the matters from your 
viewpoint or incidentally from my 
own." 

The editorial which appeared in the 
December, 1908, number, follows: 

Every corporation dealing with the 
public is to no small extent dependent 
upon public opinion. In fact, THE 
MORE THE FAVOR IN WHICH IT 
IS REGARDED THE GREATER 
WILL BE ITS BUSINESS, ITS IN- 
COME AND ITS ABILITY TO FIT- 
TINGLY REMUNERATE THOSE 
WHO GO TO MAKE UP THE 
RANK AND FILE OF ITS SERV- 
ICE. 

To the end of favorably influencing 
public opinion toward the big public 
service corporations of America there 
is spent an enormous sum in the aggre- 

18 



41 



gate for effectively worded newspaper 
and other advertising matter, all of 
which is principally intended to make 
the public look and feel pleasant, rather 
than antagonistic. 

And then, the public having been thus 
impressed goes up against one of the 
company's representatives, possibly an 
agent or possibly a conductor, who, hav- 
ing a grouch against himself or having 
had that day a row with some one, pro- 
ceeds to "take it out" of the man at the 
window or on the train. Perhaps the 
other fellow is not feeling cheerful that 
day, has had a row with his wife, or is 
naturally redheaded and aggressive, in 
which event there is a pretty "how-de- 
do" and another drop is added to the 
bucket of adverse sentiment against this 
corporation in particular and all similar 
corporations in general. 

A man who owns his own business 
can be as nasty as he pleases to his own 
customers or prospective customers, for 
it is his own pocket only that suffers. 
In fact he can be just as disagreeable 
as he can afford to be. 

A MAN WHO WORKS FOR A 
CORPORATION IS PAID ONLY 
INDIRECTLY BY THE CORPORA- 
TION ITSELF. HIS REAL WAGES 
-IF BY THE WEEK OR SAL- 1 
ARY IF BY THE MONTH- 
COMES FROM THE PUBLIC 
WHICH HE SERVES. Thus, for in- 
stance, a ticket agent is entrusted with 
a certain amount of transportation in 
which is included a portion of his salary. 
HE SHOULD THEREFORE TREAT 
THE PURCHASER WITH ALL THE 
RESPECT AND COURTESY DUE 
TO AN EMPLOYER. 



ILLINOIS CENTRAL MAGAZINE 



19 



An employe of a corporation waiting 
upon the public is hired chiefly to keep 
those with whom he comes in contact 
in good humor. Incidentally, he may 
have other duties, as for instance the 
passenger conductor, if he is on "his 
job," IS TO APPEAR PLEASANT 
AND GENIAL HIMSELF AND 
TO KEEP OTHERS PLEAS- 
ANT AND CONGENIAL. He must 
collect tickets and attend to train orders, 
in all of which the trainmen will render 
efficient aid. The station or ticket 
agent will speak pleasantly to those 
who make inquiries, answer politely to 
those who want to know "whatell's" the 
matter with the road, pay due attention 
to the desires of shippers and perform 
such other duties as to exchange tickets 
or freight receipts for coin of the 
realm. 

Of all methods of making another 
person angry and disagreeable is to tell 
him that he will "HAVE TO" do some- 
thing and how often do we hear "You 
will have to go to the other window," 
"you will have to go into the other car," 
"you will have to wait an hour," "you 
will have to write the general passen- 
ger agent or superintendent," and the 
like. PRIMARILY WE ARE ALL 
FREE AGENTS AND DON'T "HAVE 
TO" DO A DARNED THING. WE 
MAY FIND IT EXPEDIENT OR 
NECESSARY TO A CERTAIN 
END, BUT WE DON'T "HAVE TO" 
EAT IF WE DON'T WANT TO. 

How easy to put the direction in an- 
other manner, such as, "the other win- 
dow, please," "or will you kindly take 
the car ahead." or "the rules require ;" 
a short, very short, explanation of why 
a certain thing is necessary, will always 
work wonders in avoiding trouble. 

Another prolific source of irritation 
is the tone of voice employed. Every 
child recognizes this in a parent, and 
every parent recognizes it in a child, 
then why not speak pleasantly to the 
public for be assured the public will ap- 
preciate it. 

One very good reason for being 
pleasant is that it is conducive to lon- 
gevity ; another reason is that it helps 



the job and often directly results in ad- 
vancement. 

No little of the recent adverse rail- 
road legislation has been due to hostile 
public opinion, and no little of this hos- 
tility has resulted from INCIVIL 
TREATMENT HANDED OUT BY 
THOSE WHO OUGHT TO HAVE 
BEEN EVER COURTEOUS. AD- 
VANCEMENT GOES TO THE MAN 
WHO IS "ON HIS JOB" AND CI- 
VILITY IS THE ONE ESSENTIAL 
TO "DELIVERING THE GOODS." 

Let us again take as an example the 
station agent. Every one in town knows 
him and every one meets him frequent- 
ly face to face why not then cultivate 
a cheerful countenance for people to 
look at and a cheerful tone for people 
to hear; why not make a few friends 
that will speak a good word When a good 
word means something? Why cultivate 
a grouch that will hold you indefinitely 
to the present dull routine for life? 
ONE SELDOM KNOWS WHO THE 
FELLOW IS ON THE OTHER SIDE 
OF THE WINDOW, BUT THE 
OTHER FELLOW KNOWS WHO 
YOU ARE EVERY TIME. 

In conclusion and lest the reader may 
infer that the foregoing is the vaporiz- 
ing of a distraught mind or its mere 
theorizing of one who has never met the 
public, it may be mentioned in passing 
that the conclusions drawn are those of 
one who for several years has soothed 
the turbulent minds of the excessively 
turbulent and dispensed cheerful solace 
to the casual caller THAT'S HIS 
JOB. The Railroad Employee. 



NEW ERA DAWNS FOR EM- 
PLOYES OF RAILROADS 



Hospitals Are Being Erected and 

Great Care is Taken to Prevent 

Disease 



By Henry M. Hyde 

A big stone and tapestry brick build- 
ing, nearing completion at Fifty-eighth 
street and Stony Island avenue, is the 
central feature of a great campaign of 
efficiency and conservation which the 



20 



ILLINOIS CENTRAL MAGAZINE 



Illinois Central railroad has been car- 
rying on among its 60,000 employes 
for more than a year. 

The new building is the central hos- 
pital of the railroad system. Standing 
on a 500 foot stretch of greensward 
and facing Jackson park, pains have 
been taken to make it architecturally 
harmonious with its surroundings. It 
is three stories and basement in height 
and a great solarium covers the entire 
roof. 

The company has about 10,000 em- 
ployes in the district adjacent to Chi- 
cago and the hospital is primarily for 
the treatment of such of them as may 
be injured on duty or who may be- 
rome ill from any cause. Men injured 
in the course of their work are treated 
free of charge and the cost of hospital 
care and medical attention during ill- 
ness is taken from the so-called hospi- 
tal fund, to which each employe con- 
tributes 50 cents a month. 

Equipment of the Best 

The central portion of the hospital, 
now under construction, will provide 
for 110 beds, but the plans include a 
wing on each side which will increase 
the accommodations to a total of 300 
beds. 

Passengers injured in the Chicago 
district also will be taken care of in 
the new hospital and first aid will be 
given to trespassers who may be hurt 
on the railroad's right of way. 

The equipment will be extraordinar- 
ily complete. There will be special 
apparatus, automatically operated, for 
exercising injured limbs, and trained 
masseurs always wjll be in attendance. 

But the hospital is only the biggest 
and most striking feature of a far 
reaching campaign, based on the com- 
pany's intelligently selfish policy of 
keeping every man in its employ in the 
best possible condition physically and 
mentally. 

First of all, the company makes a 
thorough physical examination of ev- 
ery employe before he is put to work. 
This' includes not only trainmen but 
even clerks and section hands. In this 
way the possible introduction of con- 
tagious disease is avoided. 



Employ Traveling Physician 
Every person on the pay roll is in- 
vited and encouraged to consult the 
company physician if he feels in the 
least indisposed. Both medical atten- 
tion and medicines are furnished with- 
out further cost than the regular 
monthly payment of 50 cents to the 
hospital fund. 

On the newer and preventive side, 
much work has been done in the last 
year. A skilled physician and sani- 
tarian has been employed who spends 
his time traveling over the lines and 
looking after sanitary conditions in 
stations, shops, and offices along the 
road. This official is vested with the 
necessary authority to order somewhat 
sweeping changes in the arrangement, 
equipment, and handling of the com- 
pany's property. 

Special attention has been and is be- 
ing given to an attempt to eliminate 
malaria, widely prevalent in parts of 
the south through which the Illinois 
Central runs. Many pools of standing 
water along the right of way have been 
drained and hundreds of barrels of oil 
have been used to cover the surface of 
other ponds in order to prevent the 
hatching of mosquitoes, through the 
bite of which alone malaria is com- 
municated to human beings. 

New Discoveries Made 
By such object lessons and by means 
also of an occasional lecture, several 
southern communities have been con- 
verted to the belief that mosquitoes 
can be wiped out and that with their 
disappearance malaria also will vanish. 
The sanitary inspector sees to the 
proper screening of all windows. 

For the last year all members of sec- 
tion and construction gangs working 
in the malaria infested districts have 
been given twelve grains of quinine 
twice a week, and as a result the num- 
ber of cases has been cut down more 
than 25 per cent. 

One of the company's physicians, 
living in the malaria country, has been 
doing a lot of research work. He has 
dissected and examined more than 



ILLINOIS CENTRAL MAGAZINE 



21 



1,000 mosquitoes that act as malaria 
carriers and finds that early in the sea- 
son, shortly after the first insects have 
been hatched, they do not contain the 
germs of disease. 

New Mosquito Harmless 
It has been accepted as true by sci- 
entific men that the malaria germ re- 
mained during the winter in the bodies 
of the few mosquitoes that protect 
themselves from the cold by hibernat- 
ing in cracks in logs and other hiding 
places. The newly discovered evidence 
seems to indicate that the germ is 
rather carried over the winter in the 
blood of men who may have the dis- 
ease only in a mild form, and that the 
newly hatched mosquito is harmless 
until after it has sucked the blood of 
a malaria patient. 

There are fourteen railroad compa- 
nies in the country that now provide, 
through hospital funds or otherwise, 
for the care of their employes who 
may become injured or ill. But the 
idea of railroad companies that have 
already done much work in teaching 
progressive agricultural methods to 
the farmers along their lines acting 
also as missionaries of sanitation and 
preventive medicine to the communi- 
ties they serve, is a new one. It seems 
to contain great possibilities for good. 
The Chicago Daily Tribune, July 
7th, 1915. 



RAILWAY TRESPASSING 

'"PHE National Association of Railway 
Claim Agents at its convention held 
in Baltimore in May, 1913, appointed a 
committee of fifteen to collect statistics 
on accidents caused by trespassing on 
railway property. There has been a 
popular belief that the trespassers who 
are killed and injured on railways are 
mostly tramps. The fallacy of that be- 
lief developed by the report of the com- 
mittee, which was made at the conven- 
tion held in Galveston in May, 1915. 

The Interstate Commerce Commission 
collects statistics on the number of fatal 
and non-fatal injuries received by tres- 
passers on railway property, but never 



before have any figures been prepared 
showing the extent of the non-fatal in- 
juries, nor the character of the tres- 
passers who were hurt, nor has the in- 
formation ever been worked up as to 
states. 

There were 192 accidents to trespass- 
ers in the state of Mississippi during 
the calendar year of 1914. These 192 
cases have been analyzed by the commit- 
tee of the Claim Agents' Association as 
follows : 

Extent of injury Killed. 66; loss of 
one limb, 22 ; loss of two limbs, 4 ; oth- 
er injury, 100. 

Place of accident In country district, 
56 ; in city, 48 ; in town or village, 88. 

Residence Near plaje of accident, 
94; far from place of accident, 61; un- 
known, 37. 

Sex Male, 183 ; female, 9. 

Domestic status Married, 35 ; single, 
95 ; unknown, 62. 

Occupation None, 44; unskilled la- 
borer, 46 ; skilled laborer, 28 ; profes- 
sion, 8; clerical, 2; housewife, 1; un- 
known, 63. 

Regularly employed at time of acci- 
dent, 32 ; not employed, '78 ; unknown, 
82. 

Nature of accident Walking on 
track, 69 ; riding on train, 94 ; other ac- 
cidents, 16 ; unknown, 13. 

Tramps, 26; others, 95; unknown, 1. 

Age of those injured 5 years or un- 
der, 4 ; 10 years or under, 6 ; 15 years 
or under, 15; 21 years or under, 46; 30 
years or under, 69 ; 50 years or under, 
42; 60 years or under, 4; 65 years or 
under, 1 ; over 65 years, 5. 

Number injured while intoxicated, 17. 

Nationality American, 185 ; foreign, 
3 ; unknown, 4. 

The foregoing figures refer only to 
the state of Mississippi. In the United 
States the total number of trespassers 
killed and injured during the calendar 
year was 10,785. Of this number 4,712 
persons, or 44 per cent, were hurt while 
walking on the railway track; 3,840 or 
36 per cent, were hurt while improperly 
riding on trains. 

It has been suggested that the only 
effective means of regulating the matter 



22 



ILLINOIS CENTRAL MAGAZINE 



of trespassing on railways in this coun- 
try would be the enactment of a feder- 
al law. 

A few self-serving damage suit law- 
yers might oppose the enactment of suit- 
able legislation on this subject, because 
of the fear that it might, in an occasion- 
al case, interfere with recovery of dam- 
ages, but among humanitarians there is 
a very healthy sentiment in favor of leg- 
islation to protect people who seem un- 
able or unwilling to protect themselves. 

The responsibility in this matter does 
not rest upon the railroads. They can- 
not pass laws preventing trespassing on 
their property. They cannot enforce 
these laws even in the states where they 
now exist. The responsibility for the 
thousands of fatal injuries and the suf- 
fering which has been endured by the 
widows and orphans, and the unfortu- 
nates who are maimed for life, is 
upon the public and not upon the rail- 
roads. 

We have to have the railroads. \Ye 
cannot get along without them. They 
are necessary to our prosperity, if not 
our very existence, and as long as we 
have them, there will be the annual toll 
of the thousands who are killed and 
maimed through trespassing until ade- 
quate laws on this subject are put upon 
the statute books and fearlessly en- 
forced. All this will be done some day. 
The legislation is only being deferred 
because of the fear that it might possi- 
bly be helpful to the railroads, and 
while we are waiting, more than 10,000 
people in the United States every year 
will have to pay the penalty of our neg- 
lect. 

In this state we have statutes mak- 
ing it a violation of law and providing 
punishment for those who trespass upon 
trains, but these laws are almost a dead 
letter because they are not enforced. 
\Ye have no general statute upon the 
subject of trespassing upon railway 
premises, and if we had, it probably 
would not be enforced. The crying 
need is for a federal law. People seem 
to have a more wholesome respect for 
federal laws than they do for state laws, 
and besides federal officers do not seem 



to be swayed so much by local senti- 
ment and questions of policy, as is un- 
fortunately true with state officers. It 
is believed that a federal law regulat- 
ing trespassing on railway trains and 
premises would save the killing and 
maiming of thousands of human be- 
"ings every year. If those among our 
people interested in the conservation of 
humanity would take the pains to write 
their members of congress on this im- 
portant subject, their efforts would un- 
doubtedly bear fruit, because it does not 
seem that there could be any opposition 
to the proposed law, and all that is need- 
ed would be the manifestation of inter- 
est on the part of the people in favor of 
such a law. Jackson Daily News, Mon- 
day, August 2, 1915. 



EDITORIAL 

The general management of the Illi- 
nois Central Railroad is inaugurating 
a campaign for the purpose of getting 
people to buy their tickets before they 
get on the train. They are not going 
at it in the arbitrary manner which was 
tried out and found impractical by the 
roads several years ago. That plan 
might work in the countries of conti- 
nental Europe where the people are 
accustomed to arbitrary systems of 
governing, but will not work in a coun- 
try where the people are not accus- 
tomed to being ordered around. The 
railroad management proposes to inau- 
gurate a system of education to bring 
this about. There are now two classes 
of people who get on the train without 
tickets. One of these is represented by 
the fellow who sits around the depot for 
half an hour and never thinks to buy a 
ticket till the train whistles. It will 
not be a very easy task to educate that 
fellow. He is too thoughtless. Then 
added to these are those who make no 
effort to get to the train in time to get 
a ticket. Education will help these 
cases. There have also been many 
who have gotten on the trains without 
tickets because they could not buy 
them. It is a mighty busy place in 
the average ticket office just before 
trains arrive and many times the agents 



ILLINOIS CENTRAL MAGAZINE 



23 



have more than they can do, especially 
when they have to stop and check bag- 
gage, and if the ticket window is shut 
down as soon as the train pulls in, 
many times people will not be able to 
get tickets. Under the Iowa law these 
now could not be required to pay the 
ten cents extra, but under the rules of 
the railroad companies the conductors 
are compelled to charge the ten cents 
extra unless there is no agent sched- 
uled to be on duty at that station for 
that particular train. Thus it will be 
seen that there are two sides to the 
question of paying on the train, and 
as we understand it, the management 
of the Illinois Central will attempt to 
remedy the fault as far as the agents of 
the company are concerned, as well as 
to educate the public. We believe that 
they are making a good move and that 
every person should try to comply with 
this reasonable request of the railroad. 
It is the duty of the traveler to try to 
assist the railroad in any reasonable 
effort to improve the service quite as 
much as it is the duty of the rokd to 
make things pleasant for the travelers. 
Both working together can make 
things better all around. St. Ansgar 
Enterprise, July 7, 1915. 



ALL RAILROADS WANT FROM 
PUBLIC IS A SQUARE DEAL 

"Whenever you come in touch with 
any man of public affairs or with any 
citizen with whom the discussion falls 
on railroads, do your share to con- 
vince him that all the railroads and 
their employes want is a square deal 
from the public," said J. B. Monahan 
at the July 16th meeting of the San 
Jose branch of the Railway Employes' 
Welfare Association, held at Hale's 
Hall, San Jose. "By such individual 



talks public opinion will gradually 
change until it reaches the point where 
the railroads will be treated as square- 
ly and fairly as all legitimate business 
enterprises should be." S. P. Bulletin, 
Aug. 1, 1915. 



DISCOURAGE PRACTICE OF 

THROWING BOTTLES FROM 

CAR WINDOWS 

Employes should do everything pos- 
sible to discourage the practice of pas- 
sengers carelessly throwing bottles 
from car windows. This will help re- 
duce the hazard of employes and oth- 
ers on the right-of-way being struck 
and injured. The matter came up at 
a recent meeting of the Stockton divi- 
sion safety meeting, and Supt. C. H. 
Ketcham started the ball rolling by 
writing Manager Mobley of the Van- 
Noy Brown News Co., who, as soon 
as possible, will have labels with the 
words "Do Not Throw From Car 
Windows" pasted on the soda bottles. 
S. P. Bulletin, Aug. 1, 1915. 



COMPLIMENTARY TO THE ILLI- 
NOIS CENTRAL MAGAZINE 

Copies of the July issue of the Illi- 
nois Central Magazine have been re- 
ceived here and the people of this com- 
munity have reason to feel proud of 
the splendid advertisement given the 
town by the Railroad Company's offi- 
cial organ. The cover of the magazine 
is adorned with a picture of Magno- 
lia's handsome high school building, 
and accompanying the historical sketch 
and write-up there are some forty or 
fifty illustrations of local scenes. Un- 
questionably it is the finest publicity 
ever accorded this community. Mag- 
nolia (Miss.) Gazette, July 21, 1915. 






aiilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllHIIIIIIIIIIIIIIIIU: 




inois 



ailMIIHIIIIIIIIIIIIIIIIIMIHIIIIIIHIIIIIIIIHHIIIIUIIIIIIIIIIIHIIIIIHIIIIIIIIIMIIIIIlllHHH'S 

Carbondale and Vicinity, "The Athens of Egypt' 

By John T. Galbraith, Editor Carbondale Free Press 



TT IS known to but few, probably, that 
in Carbondale, 111., rests the remains 
of the father of the Illinois Central 
railroad system. 

In a secluded and neglected spot in 
the "Old Cemetery" on East Main 
street, Carbondale, beneath a growth of 
briars and grass, is the dust of Lieu- 
tenant Governor Alexander M. Jenkins. 
He was a distinguished citizen of Jack- 
son county, Illinois, and of Illinois. He 
served the people, who delighted to do 
him honor, with energy and ability. A 
pioneer, a soldier, a statesman and a 
patriot, it is well that he now have cred- 
it for proposing the act that has made 
the great railway system of the Illinois 
Central possible. 

Much has been written about the ori- 
gin of this great railroad enterprise, but 
after all available data has been sifted 
out and verified as well as possible, it 
seems that Governor Jenkins was prob- 
ably the first to propose action by the 
state in building this road which has 
added so much to our state's wealth and 
enterprise. Prof. George W. Smith in 
his "Students' History of Illinois," says, 
"It is stated that Senator Alexander M. 
Jenkins of Jackson county (111.), pro- 
posed a survey of a route for a central 
railroad from Cairo to Peru, in the state 



senate in 1832." Many other authori- 
ties corroborate Professor Smith, and 
would seem to justify the statement 
that this was the beginning of the Illi- 
nois Central railroad. Governor Jen- 
kins was an own uncle to General John 
A. Logan, who at the breaking out of 
the Civil war, was a resident of Carbon- 
dale. 

Carbondale, 111., is located 308 miles 
south of Chicago, on the Illinois Cen- 
tral Railroad; 90 miles from St. Louis, 
95 miles from Paducah, Ky., and .">7 
miles from Cairo, 111. Carbondale de- 
rives its name from the coal fields in 
this vicinity, and was named by Colonel 
D. H. Brush, one of the early settlers. 
His nephew, Captain Sam T. Brush, 
was the first coal operator in this dis- 
trict, of which Carbondale is the center, 
and which is now the greatest soft coal 
mining district in the country. The town 
was laid out about the time the Illinois 
Central was built, 1852, the first part of 
this great system being that part from 
Cairo through Carbondale to Centralia. 
When the first passenger train reached 
Carbondale in 1854, a great barbecue 
and picnic celebrated the day. This, we 
believe, was on the Fourth of July. A 
year previous, or to be exact, January 
4, 1853, the first public sale of lots in 



24 



i 





ILLINOIS CENTRAL MAGAZINE 



Carbondale was held. It is said that the 
lot now owned and occupied by the Car- 
bondale National Bank brought at this 
sale $17, the highest price paid for a lot 
at that sale. 

Carbondale has a number of indus- 
tries which contribute to its prosperity. 
Chief among these, of course, is the Il- 
linois Central railroad. In Carbondale 
are the headquarters of the St. Louis 
division of this road. About 5,000 em- 
ployes are on this division of the Illi- 
nois Central alone. In Carbondale are 
the round house, machine shops and the 
terminals for six diverging lines of this 
road, with a combined trackage on the 
St. Louis division of approximately 1,- 
100 miles. Through Carbondale run 
the Chicago-New Orleans double tracks, 
and the St. Louis-New Orleans track, 
and this station has 36 passenger trains 
daily, all making stops, and an average 
of 40 freight trains a day. The month- 
ly pay roll for the Illinois Central at 
Carbondale alone approximates $85,- 
000. 

In connection with the railroad facil- 
ities it is well to mention the great 
amount of business of the railway mail 
service at and through Carbondale. In 
this city is the headquarters of District 
No. 6 of the railway mail service of the 
United States. From the office of the 
chief clerk in Carbondale, who has su- 
pervision of the mail service over this 
district, the postal cars running over 
more than 1,700 miles of railroads, and 
the business of over 300 postoffices are 
directed. In and out of Carbondale 88 
railway postal clerks have their runs be- 
tween Carbondale and Chicago, and 
there are 15 between Carbondale and 
Birmingham, Ala., while 35 run between 
Carbondale and St. Louis. Several oth- 
er railway postal clerks are employed 
on cross lines running through Car- 
bondale. 

Other purely local industries which 
contribute to the prosperity of Carbon- 
dale are fl) the Ayer & Lord tie pre- 
serving plant, employing an average of 
110 men and having a monthly pay roll 
of $8,000 ; (2) the Central Illinois Pub- 
lic Service Co., operating the electric 



light and power plant, the city water 
plant and ice plant, employing a large 
number of men and having a good-sized 
pay roll; (3) the Carbondale Mill & 
Elevator Co., with a 65,000 bushel ca- 
pacity in Carbondale and an elevator at 
McClure, 111., with a 25,000-bushel ca- 
pacity, the Carbondale mill manufactur- 
ing the celebrated "Belle of Carbondale" 
flour; (4) Carbondale Steam Bakery of 
10,000 loaves capacity every 24 hours ; 
three smaller bakeries; a creamery with 
1,000 pounds butter capacity; an ice 
cream factory of large capacity, and nu- 
merous smaller industries scattered over 
the city ; and three live newspapers, two 
weeklies and a daily. 

Carbondale, 111., has been making 
rapid progress, especially in public im- 
provements, in the past five years. The 
ten years before that, 1900 to 1910, saw 
a growth in population of over 62 per 
cent and that without any boom, or un- 
usual cause. This city claims to have 
more paved streets than any city of 
equal population in Illinois. With 
beautiful churches, fine residences, ex- 
cellent railroad facilities, pure artesian 
water from wells more than 600 feet 
deep, with no saloons and attendant 
evils and with exceptionally high intel- 
lectual and moral atmosphere, Carbon- 
dale commends herself as an ideal place 
to live; and attests the wisdom of the 
early founders of the Southern Illinois 
State Normal University in making this 
place the location for this large and in- 
fluential educational institution. 

The Carbondale Retail Merchants' 
Association has probably done more to 
advance the interests of the city the past 
five years than any other one factor in 
the city's history. Its membership has 
more than fifty of the city's brightest 
and best business men, each one form- 
ing a part of a great "booster club," 
whose object is to advance the social 
and commercial interests of Carbondale. 
Among the many improvements this as- 
sociation has secured for their city is 
that of the building of 14 miles of hard 
roads which has been completed under 
the direction of the Illinois Highway 
Commission. This, taken with about 



ILLINOIS CENTRAL MAGAZINE 



29 



ten ^iles of brick and macadam-tarvia 
paving constructed within the past few 
years, makes a total of twenty-five miles 
of continuous hard roads and streets 
within Carbondale township. Through 
the efforts of the merchants' association, 
Carbondale was among the first to 
adopt the commission form of govern- 
ment, under the Illinois law, and the 
city is now upon its second term of four 
years under this form of government. 

Carbondale has a hospital, recently 
constructed at a cost of $50,000, and it 
is the finest equipped hospital south of 
Chicago on the Illinois Central. It has 
every convenience and appliance need- 
ed in modern surgery. It contains 70 
rooms, including two operating rooms, 
and has accommodations for over 40 
patients at one time. This splendid hos- 
pital was built by Dr. J. S. Lewis, a 
wealthy man of Carbondale, as a me- 
morial to his mother, Mrs. Amy Lewis, 
and is in no sense intended as an invest- 
ment. 

Two very handsome buildings, erect- 
ed the past year, in addition to the two 
new public school buildings, are the 
Elks' Home and the City Hall and 
Armory. The Elks' Home is a beauti- 
ful and commodious building with par- 
lors, club rooms, and delightful lodge 
hall. costing with lot and fur- 
nishings $30,000. The new city hall 
building houses the city departments 
and offices, and one floor is occupied by 
Company E. 4th Infantry, Illinois Na- 
tional Guard, with headquarters in Car- 
bondale. The third story is owned and 
occupied by the Masons, who there have 
one of the most spacious and beautiful 
lodge rooms, ante-rooms and banquet 
rooms to be found in any Masonic lodge 
within the state. The cost of this build- 
ing was $30,000. 

Carbondale has the best hotel accom- 
modations of any place in southern Illi- 
nois. It has three first-class hotels, but 
it has one hotel that is known all over 
the country for its unsurpassed accom- 
modations and its cuisine. The Hotel 
Roberts is a newly built hotel, the build- 
ing and furnishings amounting to some- 
thing like $60,000. The building is 



owned by James Pease, a wealthy resi- 
dent of Chicago, and there is probably 
nothing to equal it in the line south of 
Springfield or St. Louis. 

Carbondale is surrounded by a splen- 
did agricultural district, and grains, 
fruits and vegetables are raised in pro- 
fusion. Dairy and live stock interests 
are now getting much attention, and the 
farms adjacent to Carbondale are dot- 
ted with fine herds of dairy cattle and 
much fine stock of beef types. There 
are also some fine apple and peach or- 
chards near Carbondale, and in fact it 
is hard to find any part of the country 
where so great a variety of grains, vege- 
tables and fruits are produced in such 
large quantities and in such excellent 
grades. From old records we find that 
in 1831 less than ten acres in Carbon- 
dale township were under cultivation, 
while now intensive agriculture is the 
rule, and today the greater portion of 
the land within shipping distance of this 
point is valued at from $50 to $100 per 
acre, while land in the immediate vicin- 
ity of Carbondale cannot be bought for 
less than from $100 to $150 per acre. 
Modern machinery is used and in a 
great many cases the farmers' homes 
are fitted with all the conveniences of 
the modern city home. 

As a religious and educational center 
Carbondale has no equal in southern Il- 
linois. The Carbondale public schools 
rank among the best in the state. In ad- 
dition to the five commodious and well 
equipped buildings of the Southern Il- 
linois State Normal University, of 
which we have spoken more particular- 
ly in another place, Carbondale up t o 
this year had three other school build- 
ings used for public school purposes ; to 
these this year have been added two 
splendid, modern school buildings, the 
Brush building costing $27,500 and the 
Attucks building costing $22,500. 
Strong and well organized church de- 
nominations are a great help to the 
moral uplift of Carbondale, and, while 
all the congregations are comfortably 
housed, three of the demominations, 
the Baptist, Christian and Presbyterian, 
have church buildings of most modern 



Gen'I Office E>ld' 

Si. Louis Division 




ILLINOIS CENTRAL MAGAZINE 



architecture, stone and brick edifices, 
commodious and substantial, which 
would grace a city many times the size 
of Carbondale. Carbondale has not had 
a saloon for about ten years, and it is 
entirely safe to say that the city will 
never have saloons again. 

One of the most important institutions 
in Carbondale is the Southern Illinois 
State Normal University. This school 
is supported by the state of Illinois and 
has passed its forty-first year. Since 
it opened its doors in 1874 nearly 15,000 
students have registered and have at- 
tended for one or more terms. It has 
within this time graduated over 800. 
The school is now housed in five spa- 
cious buildings, the total investment in 
buildings and equipment approximating 
$600,000. To this will be added this 
year a great auditorium, for which the 
recent legislature appropriated $135,000. 
The faculty of this school number 50. 
The degrees A. B., Ph. B. and Ed. B. 
are conferred by this state institution. 
This school has an experimental farm 



of sixty acres, and a practical agricul- 
tural department. It has manual train- 
ing and household science departments, 
a commercial department, a musical de- 
partment, and other departments of 
practical nature, in addition to the re- 
quired courses for diplomas for teach- 
ers. This school is growing rapidly and 
has had much to do with the education- 
al uplift of southern Illinois. Its grad- 
uates are scattered all over the United 
States, and some are at work in distant 
parts of the world. It has furnished 
five district superintendents for the 
Philippine islands. 

Carbondale is a clean, moral, healthy 
and beautiful city. Attractive shade trees 
and pretty lawns flank its paved 
streets. Its homes are homes in- 
deed and the people are hospitable, 
refined and the kind of folks you like to 
meet, and among whom you like to live. 
The latch string always hangs outside 
the door in Carbondale, and the visitor 
will always have a cordial welcome. 



EFFICIENT SERVICE 
ALWAYS 





Hew to 





It is not trie Science or curing Disease so much as trie prevention or it 
tnat produces tne^reatest ^pod to Humanity. One of tne most important 
duties of a Healtn Department should be tne educational service 
A A A A A teaching people now to live A A A A A 

Typhoid Fever Its Prevention 



'~PYPHOID fever exists with the con- 
sent of the public, and should be 
characterized as a national disgrace. 
An average of 300,000 people annually 
are afflicted with the disease in this 
United States, of whom 38,000 die each 
year. This is about 45 per 100,000 of 
population, a ratio several times as high 
as any other civilized nation. 

To contract typhoid fever the germs 
must be swallowed. From the stomach 
they get into the intestines and so into 
the blood and spleen. We then have a 
condition of profound bacteraemia or 
blood disease. While in the blood the 
germs develop a toxin or poison, this 
poison causing the signs and symptoms 
of the disease and become manifest in 
about two weeks after a sufficient quan- 
tity of the germs are swallowed. When 
any germs are taken into the system an- 
ti-toxin is elaborated in the blood of the 
patient as its chief measure of defense 
in an effort to destroy the germs and to 
neutralize the poisons. When the germs 
are too virulent and numerous to be 
overcome, by means of this physiological 
reaction of the body tissues and fluids, 
the symptoms of the disease become 
manifest. Whether the patient suc- 
cumbs or recovers, depends upon his 
physical stamina, his recuperative pow- 
ers and the ability of his body cells and 
fluids to further react against the inva- 
sion and multiplication of the hostile 
army of germs and the elaboration of 
this poison. 

Not all types of the disease are severe 



some are so mild as not to be easily 
recognized. The patient sometimes con- 
tinues his duties and complains a little, 
but is not really sick. These cases 
are dangerous both to the patient as well 
as to the persons about him. He is not 
sick enough to go to bed and conserve 
his strength, consequently has not the 
reserve to safely pass the final stages of 
the disease. Then too, the patient be- 
comes in fact a walking reservoir or 
walking distributor of typhoid germs. 
These cases are dangerous because no 
precautionary measures are taken to 
prevent the further spread of these 
germs from the sick persons to others. 
It will be seen how important it is to rec- 
ognize the disease in its early stages. 
Symptoms such as languor, lassitude and 
a prolonged bilious attack, indisposition 
with chills and fever for several days, 
nose bleed, muscular weakness, or aches 
all over, severe frontal headache, and 
eye ache, loss of appetite with foul 
breath and nausea taken with the other 
symptoms should cause grave suspicion. 
A few drops of blood taken from the 
finger or ear within a week of the first 
symptoms for laboratory examination 
is usually sufficient to establish the test. 

How to Prevent Typhoid Fever. 

Scientists have devoted their lives 
and energies to the conquest of this 
dread disease, which is known to be dis- 
seminated as stated throughout the en- 
tire civilized world. The discovery of 
typhoid vaccine was a marvelous and 
monumental achievement. Prevention 



32 



34 ILLINOIS CENTRAL MAGAZINE 

of typhoid is thus an established fact. livelihood, by a procedure causing less 

It now devolves upon the public to inconvenience than vaccination." The 

eradicate this scourge by means of this results obtained in the United States 

preventive vaccination and by the ob- army and other armies where typhoid 

servance of the laws of hygiene and san- fever has now almost disappeared, are 

itation. extremely impressive. .It is no longer 

Among the soldiers of the United a menace as formerly it was, as might be 

States army of 90,000 enlisted men, dur- inferred among men at the most suscep- 

ing the year 1913 but a single case of tible age. Susceptibility rapidly lessens 

typhoid fever developed after vaccina- after the forty-fifth year. With the in- 

tion, whereas formerly the ravages of troduction of vaccine the Navy Depart- 

this disease caused an immense loss of ment likewise has obliterated typhoid 

life and profoundest concern. The one fever. 

case cited as developing typhoid fever We urge all employes to take advan- 
following the prophylactic inoculation tage of this protective inoculation 
occurred at Tientsin, China, the only against typhoid fever, as the hospital 
one among over 30,000 serving abroad, department stands ready to administer 
The Journal of the American Medical it free through the local surgeon. We 
Association says : "Is there no value in strongly advise all to take advantage of 
this procedure to railroads and other in- it. It will cause practically no incon- 
dustrial concerns that employ armies of venience and will be an absolute pro- 
skilled labor as well as to the individual tective for at least five or more years, 
on farms and in factories, whose family An ounce of prevention is worth a pound 
is dependent upon his manual labor for of cure. 

Letters of Appreciation of Treatment Received at 
the Hands of the Hospital Department 

Dr. G. G. Dowdall, Mattoon, 111., July 24, 1915. 

Chief Surgeon, 

Chicago, 111. 
Dear Sir : 

I wish to express my appreciation of the fine treatment I received by the 
Hospital Department in the past three months. For a year previous to your 
treatment, I had been going to other doctors just when I needed medicine to 
build me up from a nervous break down. My condition grew worse and I saw 
the need of immediate and continued treatment. I came to Chicago, explained 
my case, and under the care of the Hospital Department I am today greatly im- 
proved. 

Up to this time I had not used my privilege as a Hospital Department con- 
tributor to any extent, but I have now received many times my money's worth. 
I think every Illinois Central employe should be a member of our Hospital De- 
partment. 

Thanking you again, I am Yours very truly, 

(Signed) Clarence R. Plummer, 

Asst. Accountant. 



Dr. G. G. Dowdall, Sallis, Miss., August 9, 1915. 

Chief Surgeon, 

Chicago, 111. 
Dear Doctor: 

Just a few lines to express my appreciation for service and attention 
shown me while a a patient at New Orleans Hospital. 



ILLINOIS CENTRAL MAGAZINE 



35 



I cannot find words to express my gratitude for the good treatment and at- 
tention given me by the staff of the New Orleans Hospital Department. I must 
not overlook mentioning the excellent and efficient nurses and attendants at the 
hospital. 

In conclusion I migh add that the benefit which I have received from the 
I. C. Hospital Department can only be repaid by praise and good wishes, and 
the amount I contribute toward its support each month is one of the greatest 
investments I ever made. 

Again thanking you and your staff, I am 

Yours very truly, 

(Signed) R. A. Kyle, 

Section Foreman. 




G^r 

Awaking the Arrnfrl of Resorte at roang 5ummerin Pke5 




It's all Verg fine to go awfcy for rest and recreation 

But \\f> mighty unpleasant t? return home witb typhoid 

fever & regrefe. db-sg%>pg: afooo Id, 



LEARA /10W TO AVOID UrtPLEteArtT RE5UU& 



Or C it t*i-- >r-a.tt' 



Through the courtesy of the Department 
of Health , City of Chicago. *****-** * 



36 ILLINOIS CENTRAL MAGAZINE 









t\P Employes may become stock- 




holders in the Illinois Central R.R. 






on the installment plan. 






Ibr the information of employes 






desiring to acquire stocic in the Illinois 






Cbntral R.R.,we quote below from the 






Circular issued by the President A\ay95* 






1896, addressed to officers and employes: 






(ohe pnce to 6e quoted for which applications will be ac- 






cepted for purchase ofcZC.cffocA. is based upon the mar- 
ket pnce on the day the application is received in Comptrol- 






lers office... <^1n employe is offered the privilege ofsuSscrif)- 

r j / *' ^ " Li L' ' * ii' s 
ma tor one share at a time, pay able by installments in sums 






of $5 or any multiple of$5~, on the completion of 






luhich the Company mil deliver to him a certificate of 






me share registered in his name on the booRS of the G)m- 
pany. oJie can then, if he wishes, beam the. purchase of 
another share on the installment plan. c &Ae certificate 
of stock is transferable on tfie Company's books, and 






entitles tne owner to such, dividends as may be de 






dared by the &oard ofjUirectors, and to a vote in, 
/ t y y 






their election. 






Csfnv officer or employe majanq payments on this 
i j- n jj ' j i ' ? -J / y / \ 
plan will be entitled to receive interest on his deposits, 






at tne rate of -four per cent per annum, dunna the time ne 
is payma for his share of stock, provided Ae does not al- 
low twelve consecutive months to elapse without maKina 
any payment, at the expiration of which period interest 






will cease to accrue, and the sum at his credit will be 






returned to him onhis application therefor. 






c_sinv officer or employe maKina payments on tne mre- 
J1" jy '? _,-/"./ . i- . J 
ooma plan, andror any reason desinna to discontinue 

them, can nave Ais money returned to Aim with accrued 







ILLINOIS CENTRAL MAGAZINE 37 









interest, by mahmq application to the nead of the de- 




partment in which he is employed. 

Of>z employe, who nas made application for a share 
r f ' / ' // / * > / 
or stock, on the installment plan , is expected -to make 

the first payment from the first waqes which may he due 
/ / cr? / *j Y r ,/ J -y / jf 
him. J~orms are provided, for the purpose., on which the 






subscribing employe authorizes the <sLocal~ Gj'easurer in 






Chicago, or the oUocal^oreasurer in ^fyew (Drleans, or 






the Paymaster or the (^Assistant Paymaster to retain 
from his waqes me amount of installment to be credited 
monthly to the employe for the purchase of a share of stock. 






7 J r , 7 y, fj . y / /- ^> j 
c/n case an employe leaves the service or the (Company 






from any cause, Ae must then either pay in full for the 






share for which he has subscribed and receive a certifi- 






cate therefor, or take his money with the interest which, 
/ J > y 






has accrued. 






^^ohe ioreaoina does not preclude me purchase of 






shares of stock for cask, c^in employe who has not al- 






ready an outstanding application for a share of stock on 

the installment plan, wmck is not fully paid for, can in any 

^/ v /' /' /s 'f J r * / y 7 / 
oiven month make application for a share ofstockfor cash 






at the price ouoted to employes for that month , ana he can. 

in the same month, if he so desires, make application for an- 
/ / / / // / TT / 

other share on the installmQnt plan. 
(Employes who Want to purchase more than one share 
at a time for cash, should address the Comptroller in Chi- 
cago, who will obtain for them, the price at which the stock 
can jbe purchased. 
C^/zy employe desinna to purchase stock (except in 

special purchase of more than one snare for cask) should 
l ' / * ) * ' /y s f / 
apply to his immediate superior omcer, or to one or the 






tJfocal^^oreasurers pyfillma in tke follow ing coupon : 






Mr OF Nan Date,.. 






Local Treasurer, 






Chicago 111. 






\)?ill ^ou please send me an application blank. 






for the purchase ofl.C. StocE, on tA.e installment plan. 






Signed... 




Employed as 












What the Railroads Ask of Congress in Connection 
With Mail Transportation Pay 

By H. L. Fairfielcl, Manager Baggage and Mail Traffic 



Feeling as the railroads do that every 
day's delay in rectifying existing con- 
ditions is an accumulative injustice, the 
railroad managers of the country have 
submitted to Congress a formal recom- 
mendation as to a definite system which 
should be followed in compensating the 
railroads for carrying the mails. 

The plan embodies four main prin- 
ciples, as follows: 

1. That the mails should be weighed 
annually, instead of quadrennially, as- 
at present. 

2. That mail apartments, in railroad 
cars, fitted up as traveling post offices, 
should be paid for. 

3. That side and terminal messenger 
servtice, between railroad stations and 
post offices, and other special s-ervices 
should be paid for. 

4. That all rates of pay and condi- 
tions of service should be definite and 
not subject to the discretion of employes 
of the Post Office Department. 

Remarks 

1. The gross injustice of readjusting 
mail transportation pay only once in 
four years is manifest. As an illustra- 
tion: The quarennial weighing of the 
mails just completed shows an increase 
in mail handled at the Illinois Central 
Station in Chicago of 60 per cent over 
the weighing four years ago. The rail- 
road has carried this tremendous in- 
crease in weight without increase in 
pay. This injustice can be partially 
remedied by weighing the mails and re- 
adjusting the pay annually and even 



then the railroads will lose the increase 
during the year. 

2. Railroads receive a very small ad- 
ditional allowance when the postal serv- 
ice demands the exclusive use of a full 
car for distributing purposes, the rates 
being as follows : 

For a 60 ft. car $.055 per car mile. 

For a 50 ft. car .045 per car mile. 

For a 40 ft. car .035 per care mile. 

It will be noted that the railroads re- 
ceive for the carrying of a full 60 ft. 
postal car less than six cents per car 
mile, or less than the fare of three pas- 
sengers at two cents a mile, although 
frequently these cars carry five to ten 
postal clerks for which the railroads 
receive no pay. 

The railroads furnish a very large 
number of cars called "mail apartment 
cars," in which the space assigned to 
the government for distributing pur- 
poses is less than a full car. 

Postmaster General Hitchcock, in a 
report to Congress dated August 12, 
.1911, makes the following comment rel- 
ative to this matter: 

"No additional compensation is al- 
lowed for space for distribution pur- 
poses occupying less than 40 feet of the 
car length. This distinction is a purely 
arbitrary one and without any logical 
reason for its existence. It affords a 
striking example of the unscientific and 
unbusiness-like methods now fol- 
lowed in adjusting railway mail pay." 

The railroads ask for pay for space 
furnished in such cars at the following 
rates : 



38 



ILLINOIS CENTRAL MAGAZINE 



39 



30 ft. apartment $.027 per car mile. 

25 ft. apartment .022 per car mile. 

20 ft. apartment .017 per car mile. 

15 ft. apartment .013 per car mile. 
Certainly this is a reasonable request. 

3. Railroads are not only underpaid 
for transporting the mails, but they are 
required to carry the mails between sta- 
tion and postoffice at nearly all terminal 
stations and all side stations where the 
post office is within one-quarter of a 
mile from station. No pay whatever 



is allowed for any of this service, and in 
addition the railroads are required to 
furnish considerable space in stations 
for use of government clerks without 
additional pay. Scarcely anyone will 
deny that this service should be paid 
for. 

4. Only the government demands con- 
tracts where the compensation and con- 
ditions are left indefinite and subject to 
the arbitrary interpretation of one of 
the parties to the contract. 



Shipping U. S. Treasury Funds by Mail at the Ex- 
pense of the Railroads 

By Committee on Railway Mail Pay 



' 1^ HE Treasury Department, acting 
in concert with the Post Office 
Department, has issued an order which 
became effective August 16th, direct- 
ing that all public moneys and securi- 
ties transported between the Treasury, 
the Sub-Treasuries and the banks shall 
hereafter be carried by registered mail, 
instead of by express. This order in- 
volves results to the railroads concern- 
ing which the public should be fully 
informed. 

The express companies have hitherto 
earned about a half-million dollars 
yearly by the performance of this serv- 
ice. Approximately 50 percent, of this 
sum, or $250,000 annually, was paid 
by them to the railroad companies for 
the facilities of transportation. 

Both the railroads and express com- 
panies will be deprived of these rev- 
enues, but the railroads, unlike the ex- 
press companies, will by no means be 
relieved of the service, since it is ob- 
vious that whether the public moneys 
and securities are sent by express or 
by mail, the facilities of the railroads 
must be used in either case. 

For carrying the public moneys and 
securities as mail the railroads will re- 
ceive no compensation whatever until 
the Government again weighs the mails 
to ascertain the tonnage being carried. 
This is done only once in four years. 
Even then, the rates the railroads will 
receive for transporting the funds will 



be so utterly inadequate, by compari- 
son with the unusual value of such 
shipments and the fair worth of the 
service to the Government, as to 
amount practically to nothing. 

The rates paid the railroads for 
carrying the mails are based upon the 
service of transporting such things as 
letters, printed matter and small mer- 
chandise. These make up the great 
bulk of the mails, and with few ex- 
ceptions are of relatively small in- 
trinsic value. 

Rates commensurate with service of 
this character cannot, by any recogniz- 
ed economic principles, be held com- 
mensurate with the service of carrying 
enormous sums in money and negotia- 
ble securities, the shipments of which 
by the Government probably exceed 
two billions of dollars annually. 
A Claim of Saving Analyzed 

The new arrangement has enabled 
the Treasury Department to claim that 
a saving will be made equivalent to the 
entire amount hitherto paid to the ex- 
presss companies, because the Trea- 
sury is to receive from the Post Office 
Department the privileges of free post- 
age and free registration upon all ship- 
ments of currency and securities. 

It would be a great error, however, 
to suppose that the revenue loss to the 
carrier companies will be a real saving 
to the Government. The Treasury ex- 
pense, it is true may be somewhat de- 



40 



ILLINOIS CENTRAL MAQAZINE 



creased, but Post Office expenses will 
necessarily be materially increased. 

This will inevitably result from the 
fact that there is to be imposed upon 
the Post Office Department the per- 
formance of important new duties 
hitherto regarded as lying wholly out- 
side the proper scope of the postal 
service. 

Moreover, the cost of insuring public 
moneys and securities in transit has 
hitherto been borne by the express 
companies and included by them in 
their charges. This expense must now 
be assumed by the Treasury Depart- 
ment and will be an offset to the gain 
exhibited by avoidance of the express 
charges. The Treasury Department 
will naturally be obliged to make ar- 
rangements for insurance through 
other agencies, presumably the corpo- 
rations which are engaged in general 
commercial insurance. 

The net results of the change, there- 
fore, seem to be : 

1. To oblige the railroads to 'render 
for practically nothing the actual trans- 
portation service required in effecting 
transfers of the public funds. 

2. To separate the risk of insurance 
in transit from the general transporta- 
tion duty and turn this business over 
to new interests, at rates not as yet 
disclosed. 

3. To transfer from the express com- 
panies to the Post Office Department 
the duties involved in the actual han- 
dling, collection, delivery and custody 
of thousands of extremely valuable 
packages not hitherto carried in the 
mails. 

IN THIS ANALYSIS IT WOULD 
APPEAR THAT THE ONLY REAL 
AND TANGIBLE SAVING OF EX- 
PENSE TO THE GOVERNMENT 
LIES IN THE SUBSTANTIAL 
ELIMINATION OF PAYMENT TO 
THE RAILROADS FOR THE 
TRANSPORTATION SERVICE. 

In other respects nothing but a change 
in agencies is effected, which is as likely 
to increase as to decrease costs. 

This must be held true unless the 
Post Office Department is to be credit- 
ed with the ability to operate more 
efficiently, and at lower labor costs, 



than the express companies, or unless 
the Treasury Department is enabled 
to obtain abnormally low 'premium 
rates from the insurance companies, by 
reducing the risk in transit at the ex- 
pense of the railroads. 

Safeguarding in Transit 

For instance, insurance premiums 
are naturally based upon the opinions 
entertained as to the risk, and the risk 
assumed, in the case of money ship- 
ments, certainly depends largely upon 
the degree of physical protection afford- 
ed. It is in every way probable that 
the new interests which are to be 
awarded the business of insuring the 
Government funds in transit will insist 
upon unusual forms of protection, as 
part of the bargain, especially in the 
case of the very large individual sums 
that are quite commonly transported 
in the financial operations of the 
Government. 

It may well be anticipated, there- 
fore that the railroads will be called 
upon, from time to time, to carry not 
only the government's money, but also 
to carry, free, armed guards, as 
"agents in charge of the mails," or 
even to furnish special cars without 
additional compensation. 

For precedent upon these points, it 
may be recalled that when the Treas- 
ury Department, last summer, shipped 
$100,000,000 in gold from Philadelphia 
to New York, as "parcel post," the 
Post Office Department required four 
special cars, for which no additional 
payment was made, and also the trans- 
portation for the round trip of 100 
guards without payment of fare. 
Cost Will Fall on Railroads 

If by exacting such forms of special 
service, and insisting upon the free 
transportation of armed guards, as 
postal agents, the Treasury Depart- 
ment is enabled to obtain abnormally 
low rates of insurance, the saving will 
quite evidently be effected at the ex- 
pense of the railroads. 

Under the practice heretofore o<f ship- 
ping the governmental funds by express, 
the express companies furnished the 
guards, supplied the safes in which the 
moneys were carried and paid the rail- 



ILLINOIS CENTRAL MAGAZINE 



41 



roads for the use of their facilities and 
for the transportation of the money, 
the safes and the guards. 

Proper Scope of the Mails 

The laws of this country limit the 
Post Office Department to the pay- 
ment of an indemnity "not to exceed 
$100 for any registered piece." The 
indemnity on the parcel post, upon 
payment of an extra insurance charge, 
is limited to $50 per package. In the 
International Postal Union mails the 
indemnity limit is 50 francs per piece, 
or about $9.35. 

Does it not seem apparent, from the 
small amount of indemnity permitted 
by law, that Congress has never in- 
tended that the mails should go be- 
yond a service of ordinary conven- 
ience to the general public? 

If the Treasury Department can use 
the Post Office Department, and conse- 
quently the railroads, in the manner 
contemplated by the order respecting 
the shipment of public moneys, what is 
to prevent the War and Navy Depart- 
ments from shipping their supplies by 
mail, with United States troops and 
marines as armed guards, to be carried 
free by the railroads as "agents in 

charge of the mails"? 
* * * 

ACTION BY CONGRESS PEND- 
ING 

The entire subject of readjusting the 
compensation to the railroads for carry- 
ing the mails is still in the hands of Con- 
gress. Until some adequate steps are 
taken by the legislative branch of the 
government to insure that hereafter the 
payments shall be upon a fair basis for 
service rendered, it would appear that 
both propriety and justice require the 
executive departments of the govern- 
ment to refrain from imposing addition- 
al burdens upon the railroads. 

The occasion would seem to be ap- 
propriate for recalling the confidence 
expressed by President Wilson in his 
letter to Secretary McAdoo, on the 
opening of the Federal Reserve Banks 
last fall, when he said : 

"No doubt, in the light of the new 
day, with its new understandings, the 
problems of the railroads will be met 



and dealt with in a spirit of candor and 
justice." 

* * * 

"WE OUGHT TO DO THE FAIR 
THING BY THE RAILROADS" 

"The postmaster general is responsi- 
ble for the deficit, if there be a deficit. 
He is naturally very anxious not to have 
a deficit. He is very anxious to make 
a good showing. 

"But we ought to do the fair thing by 
the railroads. It is easy enough to make 
a statement showing the profitable oper- 
ation of the parcel post if you do not 
pay anything for the carriage and do not 
charge overhead expenses." Ex-Presi- 
dent William H. Taft, at Twenty-first 
Annual Convention, Pennsylvania Bank- 
ers' Association, Cape May, N. J., June 
17, 1915. 

THE GOVERNMENT SHOULD 

SET THE EXAMPLE IN 

FAIR DEALING 

When the United States government 
engages the second industry of the land 
in a pitiless war over the proper pay for 
a railroad hauling a pound of mail, 
some sort of surprise is not out of or- 
der. It is reserved for Americans alone 
to see howitzers taken up to settle a 
question of accounting. 

The railroads claim that the govern- 
ment is not paying them sufficiently for 
carrying the mails, and the government 
is just as loud in its, denials and counter 
assertions that the railroads are over- 
paid. Incidentally no railway mail pay 
legislation was enacted at the last ses- 
sion of Congress as a result, and now 
both sides are preparing for a display at 
the December session of Congress. 

Chairman Moon of the Congression- 
al Committee seems to be imbued with 
the spirit of driving a good bargain and 
"saving millions for the Government." 
But the public, who must support the 
railroads, through the passenger, freight, 
express and mail tolls, certainly expects 
the government to bear its fair share. A 
million clipped off the mail pay will 
mean a million added somewhere else. 

One congressional committee has al- 
ready submitted a report favoring more 
liberal compensation, and Congress 



42 



ILLINOIS CENTRAL MAGAZINE 



should either accept its finding or be in 
a position to prove its falsity. The rail- 
roads have suggested that the matter be 
left to the Interstate Commerce Com- 
mission. 

But more important than all other con- 
siderations is the question of ethics. 

The government has the power to 
compel the railroads to carry the mails 
at a loss, possibly, but its power should 
not be so misused. A government that 
demands frank and honest dealing be- 
tween the business men of the nation 



should take every opportunity to set an 
example. From the Chicago Tribune, 
July 19, 1915. 

* * * 

The Post Office Department should 
deal, as should all departments of the 
government, fairly with all citizens and 
the Post Office Department in using the 
trains and locomotives of a railroad is 
really using the property of the citizens 
who own the stock of the railroad. 
Providence, R. L, News-Democrat, July 
7, 1915. 



Good Roads Day, Fulton, Ky., and Vicinity 



July 29th was Good-Roads Day in 
the territory above referred to. The 
day was declared a Holiday by the 
various municipalities. The idea be- 
hind the move was to complete on 
that date a public highway known as 
the Paducah-Fulton-Memphis High- 
way connecting the three points men- 
tioned. The following named Illinois 
Central employes volunteered their 
services and that they worked to ad- 
vantage is evidenced by the letter of 
appreciation from the Merchants and 
Business Men's Association which fol- 
lows: 

S. Holt, S. Alverson, 

J. W. Shepherd, B. F. Evans, 
H. B. Dezonia, H. C. Choate, 

E. Bodamer, W. P. McAdams, 

W. H. Purcell, C. B. Carlton, 
W. H. Cox, R. E. Pickering, 

R. E. Hubbard, J. M. Hoar, 
T. J. Travis, W. A. Boyd, 

W. A. Love, Paul Croft. 

H. S. Moulder, E. C. Miller, 

W. W. Johnson, T. M. Pittman, 
H. T. Snow, F. S. Irby, 

C. A. Stephens, W. W. Claypool, 
G. B. Butterworth J. I. Williams, 
Nat Morris, Vodie Hardin, 

A. T. Nelson, D. C. Ligon, 

P. P. Pickering, W. H. Norman, 
G. L. Freeman, F. Carpenter, 

W. C. Valentine, Utus Hardin, 
V. D. McAlister, R. Stilley, 
Mose Profit, colored, 
Will Hopkins, colored, 
Dyal Lewis, colored, 



Geo. Roberts, colored, 
Elmus Haris, colored, 
Wes Clayton, colored, 

Merchants and Business Men's Asso- 
ciation 

Fulton, Ky., July 31, 1915. 
Mr. J. J. Pelley, Supt., I. C. Railroad 

Company, Fulton, Ky. 
Dear Sir: 

Your appeal to your officials and the 
men working under them to co-oper- 
ate with us in working the Paducah- 
Memphis highway brought wonderful 
results. The full force, as promised in 
your letter to our committeemen, re- 
ported for duty early Thursday morn- 
ing, armed with the necessary tools, 
and every man shouldered his part of 
the responsibility in the work. They 
all worked like 1 Trojans from early 
morning until late in the afternoon 
and we ask that you please convey our 
thanks and appreciation to every man 
who worked on that day. They very 
materially assisted us in convincing the 
rural people that business men are real 
workers. 

By order of the Board of Directors 
of the Merchants and Business Men's 
Association at a special meeting July 
31, 1915. 

(Signed) Joe Browder, 
Supt. for West Section. 

W. R. Butts, 
Supt. for East Section. 

J. D. Davis, 
Sec'y of the Ass'n. 




flFETY FIRST 




COURTESY 

AND 

EFFICIENT 
S E,RVI OE, 
LWAY S 




Safety Meeting, Vicksburg Division 

PRESENT 

Mr. T. L. Dubbs, Superintendent. 
Mr. F. R. Mays, Trainmaster. 
Mr. J. W. Welling, Roadmaster. 

Mr. J. M. Chandler, Chief Dispatcher. 
Mr. C. Linstrom, Master Mechanic. 
Mr. H. Fletcher, Traveling Engineer. 
Mr. A. S. Hurt, Division Agent. 

Mr. J. M. Simmons, Division Claim Clerk. 
Mr. E. D. Meissonnier, Division Storekeeper. 
Mr. Z. T. Jolly, Claim Agent. 

Mr. G. L. Darden, Claim Agent. 
Mr. C. R. Myer, Assistant Engineer. 
Mr. W. Shropshire, Supervisor B. & B. 
Mr. H. Maynor, Supervisor. 
Mr. F. R. Bishop, Supervisor. 

Mr. C. J. Harrington, Supervisor. 

Mr. W. H. Rode, General Foremen, Cleveland. 
Mr. J. McClendon, General Foreman, Greenville. 
Mr. L. M. Elliott, Agent, Rolling Fork. 
Mr. E. C. Davis, Agent, Greenville. 
Mr. S. Simmons, Chief Clerk. 

ABSENT 

Mr. George McCowan, Special Agent. 
Mr. R. P. Walt, Agent, Cleveland. 
Mr. G. B. McCaul, Agent, Leland. 
Mr. B. B. Kinard, Agent, Rosedale. 

Mr. G. A. Hopkins, Ticket Agent, Greenville. 
Mr. R. L. Dillehay, Foreman Water Works. 
Mr. W. L. Carter, Claim Agent. 

'"pHE Third Quarterly Division Safety Meeting held at 
Greenville on Thursday, July 15th, Superintendent pre- 
siding. 

Introductory The minutes of the last meeting were read by the Secretary 

and the various subjects which had been discussed, were gone 
45 



46 



ILLINOIS CENTRAL MAGAZINE 



New 
Subjects 



Location of 
Structures 



Use of 

Blue 

Flags 



over in a general way for the benefit of those who failed to 
attend the last meeting, as well as for the purpose of keeping 
the subjects live in the minds of all present and also to ascer- 
tain what had been accomplished along these lines during the 
past ninety days. 

The Superintendent gave quite a nice talk on the subject 
of "Safety First," its meaning and what can be accomplished 
by the close observance to all of the details connected with 
the move. 

Attention was called to the fact that the Vicksburg Division 
was making considerable progress along these lines and with 
the continued efforts on the part of all concerned, the result 
desired would surely be obtained. 

All present were then called upon to prepare for the discus- 
sion of the new subjects to be brought up and also to present 
such subjects as they thought would be of interest or for the 
benefit of the Railroad and the public at large. 

Location of structures. 

Use of blue flags. 

Personal injuries. 

Use of racks in coaches. 

No-disability releases. 

Stock on way-lands. 

Motor cars. 

Signs on cotton platforms, etcetera. 

Inauguration of trespass law. 

Safety first cards. 

Attention was called by one of the members to the fact that 
it seems to be a general practice on the part of people build- 
ing seed houses or other structures, to place them too close 
to the track, which causes quite a hazard from a personal 
injury standpoint as well as damage to property. 

All division officers were instructed to make a vigorous 
campaign of conditions existing at all points on the division 
and where it was found that structures did not afford proper 
clearance that they immediately handle with the owners per- 
sonally and if unable to succeed in interesting them to such 
an extent that the building or other structure be moved back 
sufficient distance, that the matter then be called to the atten- 
tion of the Superintendent who would personally visit such 
property owners with a view to secure their co-operation in 
our campaign to improve conditions, eliminate hazards, and 
prevent injuries to persons and damage to property. 

It is felt that by following up each individual case in this 
manner, that we would soon interest all concerned and 
secure the results desired. 

A communication was read which originated in the office of 
one of our general officers, which had reference to a recent 
case where this company had been required to pay out a con- 
siderable sum to a car repairer who was seriously injured 
while working under a cut of cars due to the fact that switch- 
ing crew disregarded blue flag which had been properly 



ILLINOIS CENTRAL MAGAZINE 



47 



Personal 
Inquiries 



Use of 
Racks in 
Coaches 



placed by the car repairer before going under the car to do the 
necessary work. 

The matter was canvassed with a view of ascertaining if 
the blue flag signals were being properly observed at all 
points on this division so as to prevent an accident of this 
nature. It was stated that no failures to observe blue flags 
had been found, but in order to prevent any trouble of this 
character the matter would be thoroughly handled with all 
mechanical men, who would be impressed with the impor- 
tance of using blue flag in all instances; and train and en- 
ginemen who would be impressed with the importance .of 
strictly observing the presence of a blue flag whenever and 
wherever found. 

Notwithstanding the fact that this subject has been dis- 
cussed at practically every safety meeting held on this divi- 
sion for the past three or four years, it was felt that its im- 
portance was so vital that it warranted handling at every 
meeting, as the only way to improve the situation to any 
great extent was by keeping the subject before all employes 
constantly. 

It was noted that with the exception of a few old cases, 
which have been pending for several months, and in some in- 
stances for a year or more, which were just settled and 
charged to division expenses within the past month or two, 
that we were keeping the number of personal injuries down 
to a minimum, insofar as avoidable cases were concerned, 
and that the showing as a whole is very favorable. 

The claim agents present stated that they had noticed a 
marked decrease in the number of personal injuries sustained 
as well as in the nature of the injuries, and they agreed with 
all others present that by continually impressing each and 
every employe with the importance of exercising the greatest 
possible care to prevent personal injuries, and then going into 
each case thoroughly, showing the parties at fault how to 
prevent injuries of this kind in the future, that we could ac- 
complish a great deal. 

In line with the "SAFETY FIRST" movement, attention 
was called to the hazard of permitting passengers to, place 
large grips or other packages in the racks in our passenger 
coaches, a case being mentioned where a passenger was seri- 
ously injured recently on account of being struck on the head 
by a large package falling from a rack, which accident oc- 
curred on another division, and resulted in the payment of a 
large amount in settlement of the claim. 

It was suggested that we watch this feature closely and 
issue instructions to all trainmen to handle with passengers 
and prohibit the placing of large packages of any nature in 
these racks, explaining to these passengers the danger which 
accompanies such a practice. 

In this connection the matter of leaving large suit cases, 
grips, etc., in the aisles of coaches was mentioned, it being 
stated that this practice constitutes quite a hazard and is one 
which should be discontinued. 



ILLINOIS CENTRAL MAGAZINE 



49 



No Disability 
Release 



Live 

Stock on 
Way Lands 



After some discussion it was decided that the best method 
of handling such cases would be to have all trainmen call the 
attention of passengers who have several grips or other pack- 
ages to this matter and explain to them the hazard caused by 
placing these articles in the aisles of coaches, and show them 
that the best way to have such packages handled would be to 
take them to the baggage room and have them checked, it 
being thought that in this way we could greatly improve the 
condition now existing. 

In addition, it was suggested that trainmen watch this very 
closely when going through trains, and whenever grips, suit 
cases or other large packages are found in the aisles, that 
they assist passengers in placing such baggage between the 
seats or in the seats with them in such a way that they will 
not interfere with their comfort, and at the same time elim- 
inate the possibility of some other passenger being injured on 
account of falling over such obstructions. 

The matter of having no disability releases executed by em- 
ployes who receive slight injuries, and as a result of such 
injuries lose no time, was brought up and discussed, it being 
agreed that a very good plan would be to have each foreman 
or other employe in charge of a number\of men provided with 
a supply of these releases, with instructions to have a release 
executed immediately after an employe receives a slight injury, 
and send this release to the head of the department with the 
477 report, and in this way the one report will open and close 
the case without the necessity of writing several letters. 

The good to result from this practice was very evident 
and arrangements will be made at once to supply all con- 
cerned with some of these releases so that the plan recom- 
mended can be put into effect immediately. 

Attention was called to the fact that the present practice 
of having one dollar releases executed by employes who are 
slightly injured, and as a result of such injuries lose no time 
is causing the company to pay out large amounts each month, 
which unnecessary expense can be eliminated by the placing 
of the above-mentioned plan into effect. 

During the past two weeks we have been conducting a 
vigorous campaign with all concerned, with a view of reduc- 
ing the number of head of live stock, both large and small, 
which is struck on our waylands, to the lowest possible mini- 
mum, and with this end in view division officers have been 
making motor car trips over the territory of the various 
claim agents. The superintendent, roadmaster, supervisors 
and claim agents have been making these trips, taking pic- 
tures of the stock found on the waylands, and then calling 
on the owners of the stock and explaining the danger of this 
practice, as well as the exceedingly large amounts that we are 
required to pay out monthly in settlement of stock claims, 
and tried to secure their co-operation with a view of keeping 
all live stock off of our waylands at all times. 

Quite a number of pictures were presented at this meeting 
showing the stock found at various points during recent trips. 



50 



ILLINOIS CENTRAL MAGAZINE 



Motor 
Cars 



Signs on 

Cotton 

Platforms 



Inauguration of 
the Trespass 
Law 



Each picture was discussed thoroughly with a view of ascer- 
taining just what action was taken to see if there was any- 
thing further that could be done for the good of the service. 

It was found that in practically every case where these 
matters were called to the attention of the owners they ex- 
pressed their willingness to assist us in correcting these un- 
desirable conditions, and at this time some improvement is 
already apparent, and it is expected that a decided improve- 
ment will be noted before our next meeting. 

Although this is a subject to which we have devoted a great 
deal of time, it is felt that we cannot devote too much time 
to the education of all employes to the careful handling of 
motor cars, restricting the speed, displaying proper precau- 
tion under unfavorable weather or other conditions, using 
proper and efficient lights when it is found necessary to oper- 
ate cars after dark, and also to become thoroughly familiar 
with the various working parts of the machinery so that 
accidents due to defective machinery can be eliminated. 

The greatest trouble experienced with motor cars oper- 
ated on this division during the past few months is careless 
handling by men in charge, this being a matter entirely 
within our control to correct. All supervisors will handle 
personally with foremen or employes who have anything to 
do with the operation of motor cars and see that they under- 
stand that they will be held entirely responsible for any acci- 
dent which may occur, and that in cases where men display 
a disposition to disregard the instructions governing the care- 
ful handling of these cars, that they will be removed from the 
service. 

Attention was called to the fact that in some localities a 
great deal of trouble is experienced on account of small chil- 
dren playing around and upon our cotton platforms, and the 
possibility of such children being injured by falling from plat- 
form or by trains switching at or near such platforms. 

In order to correct this, it was suggested that a sign be 
placed on all such structures prohibiting persons from playing 
on or around such structures, and in addition that all em- 
ployes at stations call attention to these signs and insist upon 
the instructions being complied with. 

Another feature attached to this practice is the fire risk due 
to persons when playing around such structures dropping 
lighted matches which may result in serious damage to prop- 
erty. 

It was suggested by a member that as much pressure as 
possible be brought to bear upon the various state legisla- 
tures with a view of having laws passed which would hold 
the railroad company harmless in case of injury or death in 
a trespasser, it being stated that in some states this law is 
now in force, and the result is very satisfactory. 

At the present time we are paying out large sums of 
money each year in settlement of claims for injury or death 
of trespassers, which is felt unjust, and in order to eliminate 
this expense and bring about a much better condition gen- 



ILLINOIS CENTRAL MAGAZINE 



51 



Safety 

First 

Cards 



Adjournment 



erally it was thought that we should do everything possible 
to have such laws passed, as it would bring about the con- 
dition such as mentioned above. 

The subject of all employes filling out and forwarding 
safety first cards to cover each hazard noted was discussed 
and attention called to the apparent neglect upon the part of 
all concerned to handle these cards in accordance with in- 
structions. 

During the past quarter only ten cards had been received, 
notwithstanding the fact that quite a number of the members 
present admitted that they had noticed conditions from time 
to time which should have been reported, but for one reason 
or another the card was not sent in. 

After discussing this matter thoroughly with all present 
it is felt that a decided improvement will be found at the 
next meeting. 

After a general discussion of all subjects brought up, there 
being no more new subjects suggested, or no new points in 
connection with the subjects already discussed, the meeting 
adjourned. 




Industrial, 





Illmois^Central^Demonstration Farm Meetings 

By J. C. Clair, Industrial and Immigration Commissioner 

Since the location of the twelve Demonstration Farms in 1911 by this Company 
along its lines in Mississippi and Louisiana and the addition of nineteen farms since 
that time, great strides have been made in diversified agriculture in the above named 
states and particularly in the localities where these farms have been operated under 
the direction and supervision of our agriculturists. 

In the early stages of this demonstration work, it would have been almost impos- 
sible to have induced the farmers and planters to attend agricultural meetings, such 
as have been held this year on the Illinois Central Demonstration Farms, where the 
farmers turned out en masse, eager to learn more about practical, as well as scien- 
tific farming. The spirit of co-operation was manifest on every side, as well as a 
determination on the part of the communities to bring about the highest agricultural 
development possible. The key-note at all these gatherings was "diversification," and 
as a fertile soil means a rich and prosperous people, and as no community can 
advance much beyond the fertility of its soil, the most important lesson to be taught 
the farmer is the rebuilding of the soil, not by the application of commercial ferti- 
lizer alone, but by growing legumes and applying limestone and rock phosphates 
as well as natural fertilizer from the barn yard, which necessitates the growing of 
live stock. 

This last thought was very forcibly demonstrated at the first meeting held at 
McComb on July 20th in a new dairy barn just constructed on our Demonstration 
Farm at that point, and owned by Mr. Freeman Hales. 




DAIRY BARN AT McCOMB, MISS. 
53 



54 



ILLINOIS CENTRAL MAGAZINE 



The meeting being held in this up-to-date barn was in itself an education to many 
farmers, for some of those present had never been inside of a really modern and 
well-kept dairy barn. About two hundred farmers and dairymen with their families 
attended this meeting. 




DEMONSTRATION FARM AT FLORA, MISS. 

The meeting on our Demonstration Farm at Flora July 21st was pronounced by 
many as being the best farmers' meeting that was ever held in Madison County and 
the following clipping descriptive of same is taken from the local press: 

Flora, Miss., July 24. (Special) The farmers' picnic at Anderson's, though pre- 
dicted to be an assured success, surpassed all expectations. More than a thousand 
people attended and there was a most excellent and elaborate dinner served in the 
beautiful shady and spacious grove near the home of Mr. John Anderson. There 
were barbecued lambs, roasts and chickens with everything else that goes to make a 
grand picnic dinner or please the most exacting epicurean appetite. The weather 
vas ideal mild, salubrious and balmy, and the bright, beaming rays of "Old Sol" 
were mitigated to the extent of being even soft and gentle, while the cool, leafy 
shade of the lovely grove contributed much to the comfort and joy of the happy 
"picnicers." Many men of prominence were present, among them being Messrs. 
Harper, Brumfield, Rigby, Cothern and Webb of the Illinois Central Railroad and 
Messrs. Parker, Moore and Jordan of the U. S. Department of Agriculture, who enter- 
tained the company with excellent speeches on scientific farming. An agricultural 
demonstration was also given which afforded much pleasure and instruction to those 
present. This was strictly a farmers' picnic and no time was allowed to political 
speakers. 

Much credit is due Mr. Anderson for the splendid success of the picnic and for 
the delightful hospitality shown by him and his estimable wife. 

The O'Reilly, Miss., Demonstration Farm meeting on July 23rd, was the first of 
its kind to be held in that vicinity arid its success is clearly shown by the accom- 
panying write-up from one of the Greenville papers. 



ILLINOIS CENTRAL MAGAZINE 



55 




DEMONSTRATION FARM AT O'REILLY, MISS. 



Mr. Louis Waldauer's plantation at O'Reilly was the scene yesterday of one of 
the grandest celebrations ever pulled off in the Delta: Over 2,000 visitors were 
present, including many prominent men of the state and a number of high railroad 
officials. 

At 10:00 o'clock in the morning was held a farmers' meeting and instructive 
addresses were made along the lines of diversification and intensified farming. Prof. 
J. W. Carpenter of A. & M. college made an excellent talk on "Live Stock." Mr. 
H. J. Schwietert, traveling immigration agent of the Illinois Central Railroad, spoke 
at length on "The Needs of the Delta."- Mr. J. M. Rigby made a splendid talk on 
"Agricultural Efficiency." Hon. T. S. Owen of Cleveland ably discussed the "Good 
Roads" question. Among the other speakers were J. C. Clair of Chicago, industrial 
commissioner of the Illinois Central Railroad, and his assistant, Grantly B. Harper, 
of Memphis; Bradner J. Moore, agent of the U. S. Department of Agriculture; C. N. 
Brumfield, of the Y. & M. V., and R. C. Mclnnes, agricultural commissioner of Boli- 
var county, were present and joined in the discussion of matter of importance to the 
farmers of the Delta. 

At 1:00 o'clock the barbecued dinner was announced, and the visitors gathered 
around the table and were served by Mine Host Waldauer with the finest barbecued 
beef, mutton and pork with all the appetizing side dishes necessary to make the menu 
complete. 

Taking it all in all, it was a big day for O'Reilly, and the success of the event 
is in the greatest measure due to the energy and progressive spirit of Mr. Louis 
Waldauer. 

While the attendance at our meeting at Corinth, August 10th was not so large 
as at some of our other Farms, at the same time every one present was a practical 
farmer seeking scientific knowledge and improved methods of agriculture. Chas. N. 
Brumfield, Agriculturist of the Illinois Central Railroad, delivered an address on 
general farm topics, followed by J. W. Willis, of the U. S. Department of Agricul- 
ture, who made a talk on "Demonstration Forces." Mr. G. W. Strickland, owner of 
the Demonstration Farm, described the manner in which the crop was raised. The 



56 



ILLINOIS CENTRAL MAGAZINE 




DEMONSTRATION FARM AT CORINTH, MISS. 



"Weekly Corinthian" gives the following brief history of this Demonstration Farm, 
together with the results obtained by following the scientific methods advocated by 
the Illinois Central Railroad's Agriculturists. 

In the fall of 1912, the Illinois Central Railroad Company, through its Industrial 
and Immigration Commissioner, J. C. Clair, located one of its Demonstration Farms 
on the plantation of G. W. Strickland, about one and one-half miles southeast of 
Corinth. Keenly realizing that a permanent and progressive agriculture depends upon 
a fertile soil, the first and foremost problem was the resuscitation of the land, the 
fertility of which had been depleted by constantly cropping it in cotton. To increase 
and maintain the fertility of the land legume crops, such as peas and clovers were 
grown, and as a result larger yields and better grades of all crops have been harvested 
the past two years than was grown the first year under the new methods. In 1913, 
this farm produced on an average of 24 bushels of corn per acre as compared to 40 
bushels per acre in 1914, or an increase of 16 bushels per acre, and the indications 
are that it will sustain its reputation of last year, in spite of the prolonged drouth 
prevailing a few weeks ago. Plenty of humus, deep plowing, and shallow cultivation 
are the three essential factors in conserving moisture, all of which were employed 
on the Illinois Central Demonstration Farm. The land for the corn was plowed 
seven inches deep in the spring of the year, then thoroughly harrowed and pulverized 
before planting the seed, and the corn was cultivated five times very shallow. 

This farm is operated for the benefit of the farmers in the vicinity of Corinth 
and The Corinthian urges all farmers to avail themselves of an opportunity to visit 
this farm and put into practice on their own farms the methods employed by Mr. 
Strickland. Let the bankers and business men and farmers unite in this progressive 
movement for a richer agriculture, because the prosperity of our city depends upon 
the prosperity of the farmer. 




ENG-IN BERING 




DEPARTMENT 



Grade Reduction Kentucky Division 

By F. G. Walter, Jr., Assistant Engineer 



DURING the year just passed the Illi- 
nois Central Railroad Company has 
completed important improvements on the 
Kentucky Division between Princeton and 
Paducah. The heavy grades on this line 
have been reduced and the alignment has 
been improved. The line from Princeton to 
Eddyville, a distance of eleven miles, has 
been converted into double track, and the 
freight yard at Princeton has been extend- 
ed. To accommodate the longer trains 
which will be handled on account of the 
reduction of grades, the passing tracks at 
Princeton, Gravel Switch, Calvert and 
Clarks have been lengthened. 

Grades affecting south bound traffic were 
reduced at the following points: Miles 181, 
182 and a part of mile 183, just south of 
Princeton, two miles at Dulaney, three 
miles between Kuttawa and Iron Hill, and 
at Grand ' Rivers. Grades affecting north 
bound traffic were reduced at Grand Rivers; 
between Cumberland and Iron Hill and 
between Eddyville and Dulaney. Originally 
all of these grades were 66 feet per mile, 
except south of Princeton, where the grade 
was 53 feet per mile. The revised grades 
are 39 feet per" mile against north bound 
traffic and 26 feet against south bound, and 
are compensated for curvature. As a result 
of the grade revisions Mikado engines, 
which formerly handled trains of only 1,350 
tons north bound and 1,450 tons south 
bound, will now handle 2,250 tons north 
bound and 3,000 tons south bound. 

Surveys and plans for the work were 
completed in June, 1914, and construction 
was begun in the same month. All of the 
work had been completed in August, 1915. 
The work of clearing, grubbing and grad- 
ing, installing culvert pipe and concrete 
construction was let out by contract. All 
of the track work and timber bridge con- 
struction was done by the Kentucky Divi- 
sion road department forces. 

On the work south of Princeton the 
grades were reduced without change of 
alignment, and the new second track was 
built on the east side of the original cen- 



ter line. The freight yard and passing 
track extensions were made on west side 
on mile 182. At the two summits of the 
old grade line depressions of 10 feet and 12 
feet were made, the latter being in a rock 
cut, and the maximum raise above the old 
grade line was 8 feet. Provision had to 
be made for doing the work with the least 
interference with traffic. The grading was 
completed as far as possible on each side of 
the old track, and the new tracks, laid on 
completed portions of the grade, carried 
the traffic while the grading under the lo- 
cation of the old track was being com- 
pleted. The material excavated from the 
cuts was used in raising main line fills and 
widening for second track and for grading 
the yard extenison. The laying and ballast- 
ing of the main and yard tracks followed 
closely on the completed grades and the 
new freight yard was put in service April 1, 
1915. The tracks on this and other por- 
tions of the Kentucky Division construction 
work were ballasted on gravel from the pit 
at Gravel Switch, and gravel was also used 
for raising tracks under traffic at points 
where this was necessary on account of 
the revised grades. The grading contractor 
on this part of the work was H. C. Hodges, 
Birmingham, Ala. The equipment used 
was one standard gauge steam shovel out- 
fit and one wheeled scraper outfit. The ma- 
terial excavated by the steam shovel was 
loaded in 12-yard air-dump cars and the 
fills made by dumping and spreading. 
Grading work was begun in July, 1914, and 
completed in February, 1915. 

On miles 184 and 185 the new second 
track is built adjacent to the old track on 
the west side without change of grade. 
From mile 184]^, a distance of two miles 
south, a new track has been built on the 
west side of the old track, 40 feet distant 
near the north end and 14 feet at the south 
end. This forms the south bound track of 
the double track arrangement, the grade 
being 26 feet per mile, as compared with 
66 feet per mile on the old single track, 
which under the new arrangement becomes 



59 



60 



ILLINOIS CENTRAL MAGAZINE 



the north bound track, with the heavy 
grade descending in the direction of traffic. 
Similarly, between a point one mile south 
of Dulaney and a point one mile north of 
Eddyville, the old single track becomes the 
south bound track, the heavy grade being 
in favor of south bound traffic, and a new 
track on the east side, 1,900 feet distant at 
the farthest point, with a grade of 39 feet per 
mile has been built for north bound traffic. 
The grade of the new track ascends uni- 
formly with compensation for curvature 
from mile post 191 to the summit near mile 
post 186, and is above the grade of the old 
track, on miles 191, 190 and 189. North of 
mile post 188 the new grade becomes lower 
than the grade of the south bound track, 
the greatest difference being 26 feet at the 
summit of the south bound track, 2,000 feet 
south of mile post 186, north of which point 
the grades converge and reach the same 
elevation at the summit in the north bound 
track near mile post 186. The summit cut 
is 6,500 feet long, and its greatest depth is 
40 feet. On mile 187, although the two 
tracks are at different grades, they are in 
the same cut, the south bound track with 
the higher grade, being built on a bench 
along the side of the deeper cut for the 
north bound track. This method of con- 
struction saves the expense of the addition- 
al excavation which would be necessary if 
separate cuts were constructed. On miles 
188 to 192, inclusive, the alignment of the 
new track follows the general direction of 
Dry Fork Creek a few hundred feet east of 
it and strikes the points of the projecting 
higher ground, so as to balance the cut and 
fill quantities. The heaviest fills are on 
miles 191 and 192, and these were made by 
hauling material from the summit cut near 
Dulaney. On this work the equipment used 
for grading the smaller cuts was one stand- 
ard gauge steam shovel outfit and three 
grader and wheeled scraper outfits, also 
three small steam shovels loading into dump 
wagons. This equipment used in the sum- 
mit cut included two 70-ton shovels, eight- 
een 12-yard and twenty-two 16-yard stand- 
ard gauge air-dump cars. 

The amount of excavation on the line 
between Dulaney and Eddyville was ap- 
proximately 610,000 cubic yards. A great 
number of culverts had to be provided for 
the drainage into Dry Fork Creek. Three 
eight foot concrete arches were built and 
in all 1,822 lineal feet of concrete and cast 
iron pipe were placed, the size varying from 
18 inches to 60 inches in diameter. Two 
public roads cross the line, one of which is 
carried under the track bv means of a con- 
crete subway, and the other crosses on an 
overhead timber frame bridge. 

The south end of the new double track 
is one-fourth of a mile north of Eddyville 
depot. South of the depot a new passing 
track 4,000 feet in length has been provided. 



In order to eliminate from the main track 
the sharp reverse curves in the small rock 
cut south of Eddyville a new main track 
was built between the rock cut and the 
depot and the old main track was convert- 
ed into a passing track. 

All of the grading and culvert work be- 
tween a point near the south end of Prince- 
ton Yard and the south end of the new 
passing track at Eddyville was done by 
Winston Brothers Company, of Minneap- 
olis, Minn., and their sub-contractors. The 
work was started in July, 1914, and com- 
pleted in July, 1915. The new second track 
between Princeton and Dulaney was put in 
service in May, 1915, and between Dulaney 
and Eddyville, in August, 1915. 

The old line between Kuttawa and Cum- 
berland was perhaps the most difficult of 
operation of any of the line between Prince- 
ton and Paducah, on account of the heavy 
grades approaching Iron Hill in either di- 
rection and the great number of curves. 
The country between Kuttawa and Cum- 
berland, lying on the inside of a great curve 
in the Cumberland River is comparatively 
rough, being interspersed with high ridges 
and deep drainage ways, the main ridge 
rising to a height of more than 200 feet 
above the river. The old line, which was 
constructed in 1872, was located so as to 
follow very closely the natural drainage of 
the country, in order to lessen the cost of 
construction, and consequently was built on 
grades and curves which are not suitable 
for economical operation with the equip- 
ment now in use and amount of traffic now 
handled. The new Iron Hill line is so lo- 
cated that the cost of grading was not ex- 
cessive, in view of the difficult country 
traversed, and the saving in rise and fall of 
grade, in curvature and distance, as com- 
pared with the old line is considerable, and 
as compared with other proposed locations 
introducing more curvature the saving is 
ample to justify the additional cost of the 
line as it has been built. As compared with 
the old line the summit is lowered 21 feet, 
the amount of curvature decreased by more 
than 300 degrees and the distance shortened 
2,230 feet. In addition the rates of grade 
are less, and the maximum curvature is 
two degrees, as compared with five degrees 
on the old line. 

The amount of material excavated on the 
Iron Hill line was approximately 600,000 
cubic yards, the distance being 5.18 miles. 
The summit cut through Iron Hill con- 
tained 407,000 cubic yards, its length being 
4 200 feet and the greatest depth 76 feet. 
This cut was taken out with one steam 
shovel working two shifts, which began 
digging Tune 28, 1914, and cut out on De- 
cember 21. 1914. The excavated material 
was hauled in both directions, and with the 
material from the other smaller cuts was 
used to make the fills for two miles in each 



New Line crossing over old line on Iron Hill 
diversion just south of'Kuttawa 



New line throuoh Iron Hill cut, between 
Cumberland River and Kuttawa 



Grand Rivers Ky., showing 
completed work. 

The street at overhead bridfjp. formerly 
crossed tracks at faa.de 




62 



ILLINOIS CENTRAL MAGAZINE 



direction from the summit. Twelve-yard 
standard gauge air-dump cars were used, 
and the material was placed in fills by 
dumping from temporary wooden frame 
trestles. The fill at Poplar Creek, north of 
Iron Hill, contains 23,000 cubic yards, its 
length being 1,700 feet and the greatest 
height 65 feet. 

The new line crosses the old line five 
times, twice near the lake south of Kuttawa, 
where the new grade is five feet above the 
old; at a point one mile south of Kuttawa 
four feet above the old grade; at construc- 
tion station 206 thirty feet above, and at 
station 65 two miles north of Cumberland 
20 feet above the old grade. At the two 
latter points the new track was carried over 
the old by means of temporary wood pile 
trestles. The old roadway has now been 
abandoned, and the track taken up and the 
temporary trestles will be filled. The cross- 
ing at station 239 was made by means of 
temporary grades and switches, and at the 
lake the crossings were eliminated by means 
of a temporary alignment of the new track, 
which was used until the old track was 
abandoned and could be removed. The 
alignment was considerably improved near 
the lake south of Kuttawa by building the 
new fill much nearer to the river bank than 
the old fill, and if it is found necessary 
protection against the current of the river 
will be provided by the use of riprap. In 
addition to a number of concrete and cast 
iron pipe culverts placed on the Iron Hill 
line, three waterways of reinforced concrete 
construction were built at the principal 
drainage ways. At Poplar Creek on mile 
196 a double 14-foot concrete arch was built. 
South of Kuttawa a double 4 foot by 6 foot 
box culvert and spillway were built to carry 
the overflow from the lake under the new 
track. At construction station 56 north of 
Cumberland there was constructed a rein- 
forced concrete combination subway and 
waterway. The structure consists of one 
opening 4 T /2 feet by 16 feet in width for 
carrying the drainage and directly above 
this an opening 12 feet in height by 16 feet 
wide for the driveway. The waterway por- 
tion of the structure extends beyond the 
base of the fill on each side and at an angle 
with that portion directly under the fill, so 
that the drainage does not interfere with 
the driveway at the ends of the structure. 
To provide a crossing for a public road 
located on the ridge at the Iron Hill sum- 
mit a wood frame, overhead bridge was built 
near construction station 120. All of the 
grading, pipe, culvert and concrete work 
between Kuttawa and Cumberland was done 
by Walsh Construction Company, of Daven- 
port, la. The portion of the line from 
Cumberland to a point one mile south of 
Kuttawa was put in service January 26, 
1915, and the remaining portion April 9, 
1915. 



South of Cumberland the railroad crosses 
the Cumberland River and passes over the 
dividing ridge between the Cumberland and 
Tennessee Rivers to Gravel Switch, near 
the east bank of the Tennessee, the two 
rivers at this point being only two miles 
apart. 

Grand Rivers, a town of several hundred 
inhabitants, is situated at the top of the 
dividing ridge, and lies on either side of 
the railroad. The original grades approach- 
ing the summit at Grand Rivers, from either 
direction, were 66 feet per mile and these 
have been reduced to momentum grades, 
equivalent to 26 feet per mile, by depressing 
the track 16 feet at the summit near the 
depot, where the main public road crosses. 
The depot was moved to a point 800 feet 
south of its former location and the old 
grade crossing of the public thoroughfare 
was replaced with an overhead bridge. On 
this work a temporary traffic track was 
built outside the slopes of the new cut and 
the excavation was handled with a steam 
shovel without interference with the regular 
traffic. The grading contractors were Win- 
ston Brothers Company, of Minneapolis, 
Minn., who also had the Dulaney contract. 
The work was finished in December, and 
traffic was put over the depressed track 
December 2, 1914. 

The saving in operating expense between 
Princeton and Paducah on account of these 
improvements is considerable. In addition 
to the saving by reason of the increased ton- 
nage per train there is considerable saving, 
especially in overtime expense, on account 
of less switching at Princeton and Gravel 
Switch, and fewer train movements, both 
on the portion of the line which has been 
double tracked and on the single track por- 
tion, where the grades have been reduced. 
Under the old arrangement all south bound 
freight trains handled 1,450 tons, Princeton 
to Gravel Swith, and filled out at Gravel 
Switch to 3,000 tons. Numerous turn- 
around runs were necessary between Prince- 
ton and Gravel Switch, to handle this addi- 
tional tonnage to Gravel Switch. Under the 
new arrangement a Mikado engine handles 
a through train of 3,000 tons from Princeton 
to Paducah, and 2,250 tons from Paducah to 
Princeton. 

The plans were prepared and the work 
executed under the direction of Mr. A. S. 
Baldwin, Chief Engineer, and Mr. F. L. 
Thompson, Assistant Chief Engineer. The 
location surveys were made by Mr. A. B. B. 
Harris, locating Engineer. The Assistant 
Engineers in the field in direct charge of 
construction were Mr. L. O. Sloggett, June 
1. 1914, to November 1, 1914, and Mr. F. G. 
Walter, Jr., November 1, 1914, to com- 
pletion. The Resident Engineers were Mr. 
H. W. Clowe, Princeton to Eddyville, and 
Mr. G. C. Wellman, Eddyville to Gravel 
Switch. 



Princeton K\/., showing tracks after 
being lowered between Princeton and Uie 
north end of Princeton yard.. 






Showing change in main line at Lake Clouqh just south 
of Kuttawa. ' __ ^ _ 

New main line not yet 
thrown to permanent 
position 





Keeping a Line on Daily Expense 

By A. J. Gibney, Chief Clerk, Burnside Shops 



ADVERSE legislation, increase in cost 
of rolling stock and materials, as well 
as increase in wages naturally, has de- 
creased the earnings of every railroad in 
the United States and the railroad of to- 
day must make the pennies count, in order 
to overcome excessive drains on its treasury. 
It, therefore, behooves every employe to 
assist in overcoming the losses brought 
about as mentioned above. The supervis- 
ing employe can do more towards effecting 
a saving than others, as he is the one that 
lays out the work, the one that should 
know cost of various operations, and the 
one that can save a few dollars here and 
there which amounts to thousands of dol- 
lars when all summed up. If, however, he 
is not in position to know just what his 
expenses are he is without any actual basis 
upon which to work and as a result can- 
not overcome extravagance. Therefore, the 
necessity of a daily check of all moneys 
spent, both labor and material. 

No doubt, the allotment system (origi- 
nating on this railroad in the mechanical 
department) is responsible for the daily 
check of expenses now being carried on. 
The importance of working on an allot- 
ment and the success derived from the al- 
lotment system has been such that other 
departments have taken it up. The system 
of allotment can easily be explained as 
follows: 

A man receives $100 per month, and if 
he is wise will bank, we will say, $10 of 
this amount, leaving him $90 for all ex- 
penses. Figuring on a 30-day month, this 
means that his daily allotment will be $3 
per day. If he fails to keep a daily check 
of his expenses, he is in no position to 
know until the end of the month his cost 
of operation, and as a rule, it will be too 
late for him to recuperate. Had he known 
the exact day on which he had overrun 
his allotment he could have made arrange- 
ments on the succeeding day to overcome 
his extravagance. 

The allotment plan in the mechanical de- 
partment and which has been handled at 



Burnside for a number of years is worked 
out literally, the same as above. The 
general superintendent of motive power 
grants each master mechanic a certain 
amount of money to cover one month's ex- 
penditures. This money is received in the 
early part of the month and the master 
mechanic in turn grants each of his fore- 
men a certain proportion of the amount 
as given, and it is up to his foremen or 
in other words, the supervising employe, as 
mentioned before to distribute this money 
to the various gangs and see that expenses, 
both labor and material, do not exceed the 
amount as given. If we did not keep a 
daily check on the money expended we 
would be in exactly the same fix as the 
man that was allowed $3 per day and who 
overran. It is an absolute necessity to 
know one day what you spent the preced- 
ing day in order to get results. 

It is the intent of this article to sub- 
mit the system in effect at Burnside (which 
covers two departments, namely that of the 
shop superintendent and master mechanic) 
and it is hoped that some benefit be de- 
rived by the readers, if not, this attempt 
will have been in vain. 

The first necessity is, of course, a proper 
distribution of the moneys spent, to see 
that the department that actually used ma- 
terial or labor is charged with same, and 
too much cannot be said in 'line with this, 
as the whole basis of expenditures rests on 
this important feature. The second neces- 
sity is receiving reports of expenditures 
without delay, so that on one day com- 
plete knowledge is had of the amount of 
money expended the previous day. At 
Burnside, by telephone we are advised each 
morning by 10:30 o'clock the labor ex- 
penditures and by 1:30 o'clock of the same 
day we are able to have our material ex- 
penditures summed up; therefore, by 2:00 
o'clock we know just how much money was 
expended, both labor and material, the 
previous day. 

A certain master mechanic on this rail- 
road once made the remark that he wanted 



64 



ILLINOIS CENTRAL MAGAZINE 



65 



n^-tr](or*oo<no 



< 

oep 

u 
u 

ed 6 - 

9? 

LZ 

9, 



or 

o 



O^ 



i 











I s 



? 



Oi o <\j 



M f\J (VJ nj C4 



I 




U 



c 

0> 

a 



u 



~O 

0) 

+-> 



ui 



o 

02 



(*. 





66 



ILLINOIS CENTRAL MAGAZINE 



to be able to tell at a glance at a state- 
ment, just what the statement reflected, as 
it saved him time and annoyance in figur- 
ing out the details. With this in mind, an 
expense chart has been perfected in this 
office which by the use of datum or zigzag 
lines, the master mechanic or shop super- 
intendent can follow up the trend of ex- 
penses, that is, whether they are going up 
or coming down. ' Having been compli- 
mented on the manner in which this chart 
is handled and the results derived there- 
from, I am giving below, a cut of the chart, 
thinking that this might be of assistance to 
others. This chart, you will note covers 
the month of February and to avoid any 
confusion to the reader the actual moneys 
have been omitted from the chart. 

Explanation of chart: 

Indicator "A" is a fixed line. When 
datum lines run towards the upper part 
of the chart this represents an overrun. 
When below line "A", it represents an un- 
derrun. 

Indicator "B" represents datum lines. A 
solid line being mechanical expense and 
dotted line payroll expense. 

Indicator "C" is date column and on a 
horizontal line with the various dates are 
entered under each column the expense for 
that date, etc. 

Indicator "D" is used solely in connec- 
tion with the datum lines. 

Indicator "E" represents a fixed amount 
in money, and is also used in connection 
with datum lines. 

Note: To explain the foregoing we will 
call attention to the mechanical expense 
datum line on this chart. Place a rule 
horizontally across the page at the highest 
apex of the datum line and you will find 
that this apex is directly under line 4500. 
Now place you rule perpendicular with the 
sheet, and it will be found that this highest 
apex was reached on a line with figure 18, 
indicator "D." This means that on the 
18th of the month the mechanical expense 
was over the allowance nearly $4,500. By 
following out the same program, it will be 
found that the mechanical expense as 
shown on the chart dropped to nearly 
$6,500 under on the 26th. 

Insertions can be made on the bottom 
of this form in the places as indicated as 
a matter of information at the close of the 
month, and for permanent record. 

The chart given, it will be noted, is for 
the shop superintendent. The columns 
work Order A, B, etc., to the right of the 
chart, I do not believe will be used by 
other master mechanics, but this is valu- 
able information to the shoo superintendent 
and it is for this reason that it shows on 
his chart. On the master mechanic's chart, 
in place of these items we show the bad 
order car situation; sufficient columns be- 
ing placed on the chart to show bad or- 



der situation at each point each day. In- 
stead of running indicator "D" across the 
master mechanic's chart similar to that of 
the shop superintendent we use the same 
space for dates 1 to 31 directly over the 
expense portion of the chart and make an- 
other line of dates 1 to 31 over the bad 
order portion of the chart, and datum lines 
are worked on each portion of the chart. 
To take care of this bad order feature, we 
use instead of money as shown under in- 
dicator "E" at right of shop superin- 
tendent's chart, figures representing total 
number of cars. On the lower line of the 
chart, we place what in our opinion is the 
minimum number of cars on the division, 
and on the upper line, the maximum number 
and we are able to tell by looking at the 
datum line just what the fluctuation in bad 
order cars may be. 

The fact is, a chart of this kind can be 
applied to a great many cases and I have 
named two which we find of great interest. 

These charts are kept in a glass frame in 
the private office of the shop superintendent 
and master mechanic. Each day the clerk 
handling expense removes the chart from 
the frame, inserts figures for the previous 
day and rules his datum line one day 
further. The chart is permanently filed at 
close of the month and makes an excellent 
record. 

Understand, that this chart is merely of 
a supplementary nature, and that we main- 
tain detailed book records of all daily ex- 
pense. It is useless for me to elaborate on 
this as I know similar records are being 
maintained in other mechanical department 
offices. One suggestion, however, that 
mifrht be of interest and which enables 
us to keep a permanent indestructible ex- 
pense record, is the use of loose-leaf sheets 
form 1237 and the binder which goes with 
this sheet. We find this a very convenient 
method of handling. 

By creating- good-natured rivalry between 
the men that handle distribution at the 
various shops, we have been able to re- 
ceive estimates during the month that come 
surprisingly close to actual figures. Each 
. month the man that comes the closest is 
placed on top of a list and the man who 
is farther off than any of the others, ap- 
pears at the bottom of the list. You can 
rest assured that the man who is on the 
tail end this month, is going to make a 
special effort to get rid of that unenviable 
location for the following month. 

It is hoped that this article will prove 
of some benefit and that the explanations 
are of sufficient intelligence so that they 
will be understood by the readers. If they 
are not, and any of our fellow employes are 
interested, we will be more than glad to 
answer inquiries to correspondents or to 
personally explain to a visitor our system 
and benefits derived therefrom. 



ILLINOIS CENTRAL MAGAZ1M: 



07 



Illinois Central Railroad Company 

The Yazoo & Mississippi Valley Railroad Company 



JANUARY 1st. 1915 



LOCOMOTIVE FUEL ECONOMY 

TO ROUND HOUSE FOREMEN, ENGINEERS, 
FIREMEN AND HOSTLERS. 



THE ATTENTION OF ALL EMPLOYEES who are required by their duties to handle or 
to direct the handling of LOCOMOTIVE FUEL is called to the necessity for care and 
economy in its use. 

THE COST OF FUEL is the Chief Operating Expense of this Company and exceeds 
5.J MILLION DOLLARS a year. This expense can be reduced many thousands of dollars 
annually by the effo'rt of employees to economize and avoid waste. Round House Foremen 
and hostlers are particularly cautioned to avoid overloading engine tanks at terminal coal 
docks, in order that none may be lost, and engineers and- firemen should take similar 
precautions at intermediate coal docks. Engines should be promptly housed on arrival at 
terminals in order to avoid the unnecessary use of fuel, and should not be heavily fired while 
waiting for their turn at cinder pits. Round House Foremen and hostlers should see that 
engines are not fired up too far in advance of the time at which they are to be used, as by 
doing so, coal is unnecessarily consumed. 

The Management looks to the locomotive engineers and firemen for the greatest saving 
of fuel, and other employees, by their co-operation, can largely assist. 

ENGINEERS should use judgment in starting trains, forcing them into speed, and in 
moving them between stops to do so with as small consumption of fuel as is consistent with 
necessary speed and time requirements. 

STEAM SHOULD BE USED EXPANSIVELY with the shortest practicable cut-offs, 
while running at ordinary speeds; and when necessary, with a full throttle, to enable the 
engines to do satisfactory work at such cut-offs. To control speed when the shortest 
practicable cut-off is in use steam should be THROTTLED down to sufficiently low pressure. 
The advantages of the highly expansive use of steam are: Less water, steam and fuel used 
in doing the same work; less back pressure; and a lighter draft through the fire. 

BOILER FEEDING is as important for fuel economy as is the right use of steam. Engineers 
should maintain nearly STEADY STEAM PRESSURE, but permit liberal VARIATIONS OF 
THE WATER-LEVEL, within safe limits, to save fuel. They should begin all trips and starts 
from stops with nearly full steam pressure, and the boiler as full of water as it properly may 
be without danger of "priming." 

HARMONIOUS CO-OPERATION between engineers and firemen is necessary to avoid 
waste of fuel. Engineers should supervise the work of their firemen and instruct them when 
necessary. Firemen should anticipate the coming conditions of work and should prepare the 
fire in advance to meet them properly. At starts they should supply the fresh fuel needed 
on the fire BtFORE the engine starts, and avoid heavy firing and a wide open door while an 
engine is working the hardest. They should allow for the injector being shut off during the 
start, and should not force 'its too early starting by making too hot a fire. They should 
spread the coal well over the full fire surface, placing most in the corners and along the sides, 
firing lightly, and as frequently as is necessary. 

In burning coal TWO CHEMICAL actions take place. They are chemical UNIONS 
between the gases and substance of the coal, and the OXYGEN in the air. OXYGEN is but 
a one-fifth part of the air; yet it is the only part that aids burning. About two box-cars 
full of air must be drawn through the fire to bring in the needed OXYGEN to PERFECTLY 
burn each shovelful of coal. If sufficient air is not supplied, then ALTOGETHER 
DIFFERENT chemical action takes place, which generates but ONE-THIRD as much 
HEAT as if PERFECT burning were secured by enough air. Hence the necessity 
for a CLEAN fire, FREE grates, OPEN dampers, a CLEAN ash pan, and LIGHT FIRING. 
Clogged air passages or too large charges of coal cause IMPERFECT COMBUSTION, and 
the TOTAL LOSS of TWO-THIRDS OF THE HEAT that should be gotten from much 
of the coal being burned. 

"POPPING" wastes usually about a shovelful of coal per minute, or a lump of coal as 
large as a lemon every second, avoid "popping," and utilize surplus steam to inject more 
water into the boiler, when practicable. 

It is hoped that employees will actively co-operate in carrying out these suggestions. 



Approved 

T. J. FOLEY, 

General Manager 



R. W. BELL, 

General Superintendent Motive Power 



Clinton, 111., and Its Facilities 

By Thomas J. Burk 



'"PHERE has been quite an improve- 
ment in the facilities for handling 
engines and work in general in the Clin- 
ton shops. 

Especially so is the washout plant for 
washing locomotive boilers, recently 
installed, a great saving in time over 
the old system of washing boilers as it 
consumes about half as much time as the 
old way. 

We also have an eighty-five foot elec- 
tric turn table, and are at the present 
time building two- wash rooms for en- 
gine and shop men ; and are talking of 
building a larger tin shop as the present 
one is too small to handle the increased 
work caused by the larger engines which 
are mostly of the Mikado type, being 
of the fifteen, sixteen and seventeen 
hundred class. There is twice as much 
work for the tin shop force on the Mi- 
kado type engines as on those used here- 
tofore. We are babbitting all cross head 
gibbs the size required without plaining 
with an adjustment form that is quite 
a saving of time in running repairs. 

Too, we have a pipe bender which 
was built here with air cylinder that we 
are successfully using, and can bend 
pipe without heating, making the work 
less hazardous for the pipe fitter as he 
does not have to work over a forge. 

We found it necessary to inaugurate 
a clean up system, handling it the same 
as any other work, in order to keep the 
shops in a good, clean condition for there 



is danger of giving all the attention to 
engine work and slighting sanitation. 
W T e get better results by assigning cer- 
tain men whose duties are to keep the 
shops and surroundings clean than hav- 
ing gangs of men clean up periodically. 

When a casting or part of an engine 
that is taken off is scrap it is so marked 
by the foreman in charge and taken to 
scrap bins which gives the shops and 
round house a better appearance and 
avoids the danger of falling over the 
scraps on the floor and being injured. 

We have successfully cleaned waste, 
that has been used to clean engines, at a 
very small cost by washing machine 
which was built here, similar to those 
used in steam laundries. 

Clinton is quite a railroad center, hav- 
ing five districts, namely Chicago, Wis- 
consin, Springfield, Clinton and Havana, 
all entering one of the best depots on 
the Illinois Central lines. The depot is 
surrounded by four parks, artistically ar- 
ranged with various flowers and shrub- 
bery, owned and kept up by the com- 
pany which gives the depot a grand ap- 
pearance and is a credit to the city. 
The depot is a three-story building ac- 
commodating our division superintend- 
ent and his staff with offices. Clinton 
is a city of six thousand population and 
is the county seat with fourteen miles 
of paved streets and many stores that 
compare favorably with cities three 
times the size of Clinton. It is sur- 
rounded with a rich farming district. 



68 



Passenger Traffic 
Department 



Little Talks with the 

Service Notes 
of interest 





A Good Time Lost 



"PT VERYTHING helps, you know," said 
* ' the Rambler one noon as we were 
lunching together, "and I have a notion 
that I will be helped in health by taking 
a vacation." "Been working pretty hard?" 
I said to him, "or are you just imagining 
you have as an excuse?" "O, everyone 
knows that all I have to do is ride around 
the country, dictate a letter occasionally, 
give and receive advice, and see that others 
keep their noses to the grindstone," was 
the laughing reply. "According to one's 
point of view, that is work or it is not. 
You ought to know. The most laborious 
thing I recall seeing you do of late is to 
ask questions of me. However, the fact 
is that I have recently been reading an 
article on efficiency and have come to the 
conclusion that if I would increase or 
maintain mine I must take a vacation. As 
you clearly would not be harmed by oiling 
up your own efficiency cogs, why not come 
along with me?" After a bit more of 
banter we became serious and discussed 
the feasibility of a little outing together, 
with the result that while it was found 
that we could not go at the same time 
I agreed to meet him before his vacation 
was over so that we would be in each 
other's company for a week. The more 
we discussed the "where" to go, the nearer 
agreed we became that we wanted to ex- 
perience a radical change from our usual 
environment, and the Rambler was par- 
ticularly insistent that while he did not 
want to isolate himself he did, as he was 
dealing with people all the time, desire 
to avoid coming in contact with any more 
than was necessary for a quiet sociability. 
In other words, while he by no means de- 



sired to eritirely exclude the human ele- 
ment, he wanted it reduced to a minimum. 
"Just enough," he said, "to keep young and 
in good spirits." 

During the days that followed, the more 
we talked on the matter as a whole, and 
the latter phase in particular, the more 
thoughtful he seemed to be over it as 
from time to time, on meeting him, he 
asked if I had determined where we should 
go. It was not for nearly two weeks after 
first agreeing broadly on the subject at 
our noon lunch that he seemed to come 
to a determination as to what he wanted 
to do in the matter, which was rather un- 
usual for him, as he was generally a man 
of quick thought and action. One day, 
however, he came into my office with his 
face wreathed in smiles and exclaimed: "I 
have it! We'll go play with the kid, or, to 
be more specific, with some good, live- 
wire, up-to-date boy, with a few grown- 
ups for a balance, and I know such a boy. 
In fact, he belongs to a relative who has 
chided me often for neglecting him and 
his family. This will be the chance for 
not only making amends along social lines, 
but if the boy is anything like the father, 
and I think he is, he will at least keep me 
just interested enough to drive away all 
thoughts of business cares." The propo- 
sition seemed rather ambiguous as he 
thus put it, but on a little questioning I 
found that it was only the Rambler's way 
of getting indirectly at his subject when 
he was in a merry mood, and on further 
questioning the plan appealed to me to 
go to his relative's summer home on the 
New England coast. This home, he ex- 
plained, was a beautiful, large estate, 



69 



70 



ILLINOIS CENTRAL MAGAZINE 



reached only by nine miles of steamboat- 
ing from the nearest railway station, the 
village itself consisting of four houses and 
a colony of summer resorters of three fam- 
ilies and their visiting friends, in which 
colony the combined number of adults, 
young people and children made things, 
he was sure, far from dull and yet free 
and untrammeled from the ordinary con- 
ventions. "That is," he said, "I found that 
to be the case when I visited there some 
eight years ago, and I have no doubt but 
that the same conditions still prevail. While 
isolated in a way, all of the three estates 
of the colony have comfortable bungalows 
and every facility in the way of motor and 
sail boats for the aquatic diversions and 
automobiles for use on land." I gladly 
agreed to his selection, and was much 
amused in the intervening time between 
then and his departure to note that while 
he spoke enthusiastically about the people 
and the place that we were going to see, 
his mind seemed to dwell particularly on 
the boy, who, when he had last seen him 
was but seven, but who even then, in his 
estimation, bid well to be just the kind 
of a youngster that he wanted to play 
with at his present age of fifteen. I was 
not surprised, therefore, to see from time 
to time significant looking packages on 
his desk which he incidentally told me 
he was going to carry to the bungalow. 
Hence, I was quite prepared one day to 
see there a long, flat package on which was 
the label of a box kite. 

In due time the Rambler departed on 
his vacation in high spirits, I to follow a 
week later; but I was a little mystified 
four days after his leaving to receive a 
terse telegram from him tHat read sim- 
ply, "A good time lost." I failed to worry 
particularly over the ambiguity of this 
message, rightly surmising that it was one 
of his little jokes, the explanation of which 
would be learned in time. But as a happy 
comeback on him and as a record of a 
rather singular coincidence, I mailed him 
a short article that I had read only the 
day before in one of the railway publica- 
tions that come regularly to my desk, and 
which, coincidently, bore practically the 
same heading as the wording of his tele- 
gram, i. e., "Good Time Lost." The ar- 
ticle, the publication in which I saw it, 
by the way, giving no information as to 
its origin beyond a formal "clipped" at 
the end, I thought rather a good one, in- 
dependent of the use I made of it. So I 
was of the opinion that the Rambler would 
enjoy seeing it, although I questioned his 
thanking me for thus introducing any sug- 
gestion of business at that particular time. 
As I have said, the article bore the cap- 
tion "Good Time Lost" and was as fol- 
lows: 

"A circular letter requiring a reply was 



recently mailed by one of the departments 
in the general offices to all station agents. 
It was intended that the agents would fill 
in replies to certain queries, affix their 
signatures and the names of their stations 
and return the blank to the general of- 
fice. The results from this circular were 
as follows: 

Number of blanks sent out 345 

Blanks returned properly filled out~168 
Blanks returned improperly filled 

out 65 

Blanks returned with station name 

lacking 71 

Stations failing to reply 41 

"Possibly the 71 agents who overlooked 
affixing their names, as well as the 65 who 
did not give the circular sufficient atten- 
tion to reply correctly, may find sufficient 
excuse to satisfy their superior office, and 
that excuse may be 'overwork.' It would 
be easy to understand how an agent might 
be overworked if he were compelled to 
duplicate items of his daily routine, as 
he most certainly will have to do in the 
case of a report improperly made out, 
or one which cannot be identified. The 
above instance is not an exceptional one. 
It has been the experience of the writer 
that ten to twenty per cent of replies 
to such circulars sent to station agents fail 
to show the name of the station, and in 
many cases the agent's name is also 
omitted. A similar percentage of ineffi- 
ciency in the train service, the track main- 
tenance work or in the motive power and 
car department, would certainly spell dis- 
aster for the company. Why should the 
station service be lacking in the essential 
element of correctness?" Clipped. 

I joined the Rambler in due course and 
found the place, the few people with whom 
we came in contact, the air, the scenery 
and the diversions much to my liking. The 
Rambler seemed a great favorite with the 
young people, although he was also liked 
and enjoyed by the fathers and mothers. 
He seemed as young as any in entering 
into their sports, in the suggesting and 
carrying out of excursions, and in helping 
them in many ways: such as rendering a 
hand to the boys in building their hut 
in the woods, gathering driftwood for their 
beach bonfire, helping make and sail their 
toy boats or entering into the spirit of 
their evening charade parties, joining them 
in their little dances to the music of the 
phonograph, and in many other ways. But 
he was particularly chummy with his host's 
son, of whom I have spoken. It is true 
that the boy more often than otherwise 
left the Rambler to his own resources as 
far as he, the boy, was concerned. This 
the Rambler took good-naturedly, as the 
boy was always ready to follow his sug- 
gestions and to accept his help. In short, 
the Rambler was being a boy himself again 



ILLINOIS CENTRAL' MAGAZINE 



71 



to a marked degree, much to the amuse- 
ment of the entire colony who voted him 
the most popular man there after about 
two days of his sojourn. So busy was 
he, and so occupied did he keep me, that 
I forgot the incident of the telegram for 
several days, but on remembering it I 
asked the Rambler what it meant. "What 
did I say?" he queried, with a smile lurking 
in the corners of his mouth. " 'A good 
time lost?" "Oh, yes, I remember. Well, 
I surely was having a good time with 
that boy flying his box kite. You ought 
to feel the exhilaration of a thing like 
that, the kite, almost out of sight, away up 
in the air, the string tugging at your hands. 
Oh, you needn't laugh. If you keep up-to- 
date you will find that many mature, and 
particularly scientific men, take great pleas- 
ure in flying box kites, and have reduced 
the art to a fine point both in their man- 
ufacture and in flying them." "Yes," I 
replied, "that accounts for the 'good time,' 
but how did you lose it?" "Lost the 
kite," was the quick response, as he gave 
a little chuckle. "You see," he went on 
to explain, "kite flying had not been a 
great success down here I was told, and 
when that box kite I brought was set 
up there were exclamations of joy from 
both young and old, for it promised a 
new sensation if successful. Well, it went 
up beautifully; the wind was strong and 
it soared higher and higher, and we, the 
boy and I, had got to the end of the 
string. With the resourcefulness of a 
youngster he ran off and brought back 
the string from one of his kites that had 
been a failure. This was added and up, 
up the kite went, still further, until the 
second string was exhausted. Oliver Twist- 
like, however, we cried for more, and the 
boy started off for the one store of the 
community to see what could be done in 
the way of still more string. Well, you 
know," he continued with rather a sheep- 
ish grin, "it's some years now since I 
was a boy, and possibly I forgot some of 
the tricks about kit flying that I might 
have once known, for exhilarating as the 
sport was, in feeling the pull of the string 
of the kite, then almost out of sight, I 
got a bit weary of it before the boy re- 
turned, particularly as the wind was rather 
strong and the string, with its constant 
jerks, was beginning to cut my fingers. 
So, forgetting that the pulline of my hands 
more or less by the string was an easing 
of the strain which made the string safe. 
T thought to still enjoy the beauty of that 
thing up in the ethereal blue and at the 
same time relieve myself of some little 
exertion by tying the string to the one 
tree that stood sentinel-like on the bar- 
ren hill from which the flying was being 
done. Sad thought!" said the Rambler, in 
a droll tone of mock sadness and with 



a slow shake of his head. It hadn't been 
tied to that tree more than three minutes 
before some vicious upper current gave 
the kite a jerk and snapped the string off 
only about ten feet from the tree. Neither 
the boy nor myself have seen that kite 
since it ceased to be a speck in the clouds. 
I certainly was enjoying myself with it, 
and if its unceremonious departure did 
not make for me 'a good time Ipst,' " 
he laughed, "I'd like to know what would. 
However, you came back with that clip- 
ping of yours reading the same as my 
telegram in rather good fashion. In a 
way, it fitted the case exactlv. It told of 
the agent's shortcomings in little, appar- 
ently unimportant matters in the formality 
of answering inquiries; so I, in not con- 
tinuing to hold that kite string, forgot 
an essential that made all the difference be- 
tween efficiency on my part and ineffi- 
ciency." 

We were sitting on the boat landing 
steps as we talked, the Rambler being 
busy, as he chatted, with a jack knife and 
a piece of soft pine wood, as though he 
got the Yankee trait of" whittling as an 
aid to thought. I was not surprised, there- 
fore, to hear him continue in a strain evi- 
dently suggested by what he had said in 
regard to the kite episode. "That reminds 
me," said he, "of a rather clever article 
I recently read in the advertising section 
of the 'Outlook' on the subject of trans- 
portation efficiency. I do not recall it ex- 
cept in an interestingly broad way, but 
remember that it touched on the social 
value of modern transportation facilities, 
on the fact that the railroad business had 
created of itself a great industry while at 
the same time rendering the public a serv- 
ice that carried with it many social, eco- 
nomic and physical benefits. Also I re- 
member that it expatiated on what the pas- 
senger transportation end of the business 
meant to the public in recreation and 
health building, and on the magnificent de- 
velopment and systematizing of endless 
comforts, enjoyments and luxuries that 
have been given the public in passenger 
travel, not omitting a reference to the great 
stretches of suburban districts that have 
been opened throughout the country by 
the railroads on account of which the busi- 
ness man in the town or city is given the 
opportunity of experiencing the delights of 
rural life in the locating of his home. 
Other matters were covered in the article, 
such as .relating why and how the alleged 
'remarkable efficiency' of the railroads has 
been obtained, the argument being sup- 
ported by many lists and statistics. But 
the thought that it all suggests to my mind 
finds a practical illustration in what I am 
doing with my jack knife here. You re- 
member in that article you sent that 
among other things, some of the blanks 



72 



ILLINOIS CENTRAL MAGAZINE 



that were returned failed to bear the sta- 
tion name and many of them were lacking 
the signature of the agent sending it in. 
While the word 'careless' may possibly be 
used in such connection, to my mind it 
hardly seems to fully cover the case. Un- 
doubtedly many of the delinquents men- 
tioned were ordinarily painstaking, thought- 
ful and careful men. Hence their oversight 
might have been due to preoccupation and 
concentration of mind on the main sub- 
ject of filling up the blank, resulting in 
failure to grasp the task as a whole and 
include the finishing or incidental parts. 
As if," he suggested as an aside, "one 
should be so relieved at having finished 
a social letter that the importance of ad- 
dressing an envelope for it is overlooked. 
For which reason," he laughed, "in my per- 
sonal correspondence I always address my 
envelope first. But whatever the reason," 
he concluded, "in those particular instances 
there was illustrated a lack of efficiency of 
the mind in not grasping the entire detail 
of what should have been done to properly 
cover the situation." 

He stopped and began to give minute at- 
tention to the shaping of the piece of wood 
he was whittling, which was a sign to me 
that he was not only being efficient in 
the particular task he had set for himself 
with that wood, but that he was thinking 
how to express his next thought. The lat- 
ter, rather to my relief, proved to be, in 
a way, of lighter vein, and started off ap- 
parently at a different angle. "A healthy 
boy's mind is mighty active, you know," 
he began, "and but for lack of acquired 
knowledge and experience would have, I 
am sure, an efficiency rating of one hun- 
dred per cent. That little chum of mine 
here is a shining example of that type. He 
lost but little time mourning over the loss 
of his kite, but took up the rehabilitation 
of a small sail boat, of crude home manu- 
facture, that he had traded for the day 
before with another lad of the colony. I 
enjoyed puttering around with him on that 
job, showing him how to attach a tiller 
to the post of a rudder that he had skill- 
fully fashioned and placed, I making a new 
bowsprit while he worked on the tiller, 
and particularly busy was I in the placing 
of lead on the keel to give the boat the 
desired stability; for, notwithstanding its 
rough manufacture, it was in the boy's 
mind that the little craft should be a racer 
and beat a similar one concerning which 
his chum Billy had made boasts. In due 
course we came down here to the boat land- 
inf to test the craft and found it lacking 
in buoyancy. So back to the barn we had 
to go and fashion and place new and 
larger pieces of wood between the keel and 



the deck; for the boat had been primitively 
made on the T principle. A second trip to 
the landing followed, and with a strong 
wind blowing the little boat was again put 
into the water. To our mutual joy it sailed 
off in brave fashion over the somewhat 
rough waters of the bay, rapidly taking up 
the entire length of a ball of string that 
the boy held loosely in his hand, the end of 
which was attached to the boat. The boy's 
intent was to set the craft afloat and let 
it take its course, we to follow in a row 
boat. At my suggestion, however, to save 
time and trouble in case it was not yet in 
trim for a practical trial, the string was 
reluctantly attached. On the latter being 
all run out the tiny sail of the boat was 
visible in the distance only as it arose 
above the waves and the sunlight struck 
it at the proper angle. The boy, naturally, 
was adverse to pulling the boat back by 
the string, so we followed it in a row boat 
and overtook it in due time. It was then 
insisted that the boat be given a further 
trial, running free of the string, to see 
where it needed tuning up. So the boy 
broke the string and we watched the ac- 
tion of the little craft as it .sailed unin- 
fluenced by aught but the wind, wave and 
its construction and rig. The point I have 
in mind in this connection," said the 
Rambler thoughtfully, as he paid for the 
moment particularly close attention to his 
whittling, "is that the boy unconsciously 
was working out a problem of efficiency. 
He does not-know, perhaps, that the weight 
of the string in the water acted as does 
the tail to a kite, and steadied his boat 
to a degree that aided materially in its 
successful sailing. But he would never be 
satisfied with sailing that craft at the end 
of a string, especially as his chief motive 
in getting it in shape is for the race I 
have mentioned. After all final adjustments 
are made on it that may occur to his 
mind, you may be sure it will be sailed with- 
out a string. Hence, I am whittling out a 
little dingy to be towed by the sail boat. 
It will not only appeal to his boyish fancy, 
but will help to steady it in the sailing, all 
of which will be explained to him, and 
which I am sure will appeal to his active 
mind. In other words, you see," said the 
Rambler, as he closed his knife and putting 
it in his pocket we arose to go, "the little 
boat that is to be towed astern is an effi- 
ciency matter, both in the boy's training 
and in the sailing of the boat, akin to the 
signature of a letter. As everything helps, 
I am sure if the little chap ever becomes a 
station agent, this small practical illustra- 
tion of efficiency will help him in remem- 
bering to sign his name to his letters." 



Service Notes of Interest 



Tariff circular No. 185, I. C., and No. 
95, Y. & M. V., just issued, in regard to all- 
year-round rail and water tours, show that 
effective October 1, 1915, such tours will 
be available via Southern Pacific Steam- 
ships, between New York and New Orleans; 
via United Fruit Co., between New York 
and New Orleans via Havana, Cuba; via 
Southern Pacific Steamships between New 
Orleans and Havana in connection with 
New York and Cuba Mail SS. Co., (Ward 
Line) between Havana and New York; via 
Ocean Steamship Co. of Savannah, between 
Savannah and New York. It will be noted 
that the list includes an unusual variety of 
water and rail routes for either the winter 
or summer tourist, and that among them 
there is a new one to which the agent's at- 
tention is particularly called, i. e., the rail 
and water tour via the Oceaii Steamship 
Co. of Savannah between Savannah and 
New York. 

This is not only a new, but will undoubt- 
edly prove to many a particlarly attractive 
route, both on account of its being the 
lesser fare tour of them all from points in 
the north, and because the country covered 
by the rail portion includes the privilege of 
a stop-over at Birmingham, Ala, a city 
more than well worth seeing, and at the 
intensely interesting southern city of Savan- 
nah. This last is a city not visited nearly 
as much as its attractions deserve, and its 
new and modern hotel accommodations 
complete the inducements for a visit there 
en route. In addition, the Ocean Steamship 
Company's service, which is of the highest 
grade and character, gives a voyage just 
long enough to satisfy a certain class of 
tourists, occupying as it does but two and 
one-half days from Savannah to New York. 

As combined rail and water tours are be- 
coming more popular every year, it is ex- 
pected that this new one via Savannah will 
prove of much interest to the traveling 
public. Hence, it is suggested that agents 
and representatives make all due effort to 
have the Savannah tour known by pros- 
pective passengers. 



The Western Maryland Railway has add- 
ed to its tital the slogan "Mason and Dixon 
Line." it in future to be officially known as 
the "Western Maryland Railway Company 
The Mason and Dixon Line." It thus 
links its name with, and perpetuates the 
popular appelation of an important his- 
torical event, which, more than 150 years 
ago, resulted in permanently fixing the 
boundary between Maryland and Pennsyl- 
vania; the line thus established being popu- 



larly known for years after as Mason and 
Dixon's line. 

Nearly 100 years before the Western 
Maryland was ever thought of as a railroad 
the two surveyors, Mason and Dixon, 
known all over England on account of their 
engineering ability, came to this country 
for the purpose of running an east and west 
line through the wilds of the eastern por- 
tion of the country. They were brought 
here by Lord Baltimore and Thomas and 
Richard Penn of London. They began their 
labors in 1763. 

The railroad had two reasons for adopt- 
ing the new name. In the first place, it 
operates, for the most part, in Maryland 
and Pennsylvania, the two states through 
which the line extends, and, in the second 
place, the road crosses and recrosses the 
line surveyed at several points in both 
spates. It crosses it near Blue Ridge Sum- 
mit, again near Cumberland, at Lineboro, at 
Highfield and in the neighborhood of Pen- 
Mar. 



The North Western Monthly bulletin has 
the following on how to increase parlor 
car revenue, which, while addressed to 
agents of that line, is equally applicable 
to those of all railroads: 

"Where parlor cars are run to accommo- 
date patrons, it is desirable to have them 
filled to as near seating capacity as possible, 
in order to furnish sufficient revenue to 
justify the extra character of the service. 

"At stations where parlor car tickets are 
on sale, if Ticket Agents when selling pas- 
sage tickets for trains carrying parlor cars, 
would make the inquirv in a winning tone, 
'Parlor Car Ticket, Sir (or Madam),' it 
would doubtless lead in many cases to sale 
of parlor car seat ticket also that might 
not otherwise be purchased. If at other 
stations on parlor car runs, when Ticket 
Agents sell passage tickets for trains carry- 
ing parlor cars, the suggestion 'Parlor car 
on the train. Sir. in which porter can ar- 
range for seat.' may similarly lead to pas- 
senerers using parlor cars in many instances 
and increase the revenue from that source." 



A manufacturing company of prominence 
has issued an attractive card on which the 
fo 1 1owinf tribute to railroads is given: 

"A railroad is not the unfeeling and re- 
lentless devourer of automobiles at grade 
crossings, described by imoassioned advo- 
rptps in crowded court rooms. The whistle 
of rlantrer is an engineer's use of a niece of 
machi"p. b"t it is ?>1co the echo of a man's 
thoueht for his own babies left at home. 



73 



74 



ILLINOIS CENTRAL MAGAZINE 



"A railroad has been likened to an octopus 
by those who do not know the flesh and 
blood and personality of railroads. The 
soul of a railroad is Fidelity, and if a rail- 
road is an octopus, it is an octopus with a 
soul. 

"A railroad is a disciplined power, owning 
rails and cars and locomotives; engaging 
the highest quality of mechanical skill and 
expert knowledge; but the glory of a rail- 
road is the adjustment of its living nerves 
to patience, courtesy, speed and safety." 



The "Information Circular" of the Erie 
Railroad has been publishing various inter- 
esting items concerning the history of that 
road, and in its August number, in men- 
tioning the opposition that arose toward 
the construction of the line in the early 
days of railroading, the following occurs: 

"Buffalo had the Erie Canal, and a num- 
ber of stage routes, and was perfectly satis- 
fied; in fact, some of its enterprising cit- 
izens were alarmed for fear that the rail- 



road would put these other 'great enter- 
prises out of business.' Anyway, it was 
argued, it would take more than a century 
to build the line. A friend of the canal liv- 
ing in Buffalo, and opposed to the building 
of the road, argued that a locomotive was 
noisy, dirty and a menace to vehicular 
travel. 'WTiy,' said he, 'the other day a 
locomotive frightened a team of canal mules 
so that they jumped into the canal and 
drowned!' " 



By changes of time on Southern Lines 
(Tennessee, Mississippi and Louisiana Divi- 
sions) effective Sunday, August 22nd, Fast 
Mail train No. 5 now arrives at New Or- 
leans at 8:10 A. M.. instead of 9:10 A. M., 
leaving Fulton at 3:30 P. M.; connecting 
train No. 105 for Memphis leaving Fulton 
at 3:30 instead of at 3:35 P. M., and arriving 
at Memphis as at present. Train No. 134, 
between Memphis and Fulton, was also 
changed to leave Memphis at 5:00 P. M., in- 
stead of at 4:35 P. M., arriving at Fulton 
at 9:35 P. M. 




Name 
Weldon Harris 

(colored) 
George Thomas 

(colored) 
Lathrop P. Farn- 

ham 

Lawrence O'Brien 
Patrick King 
Charles E. Adams 
John N. Abbott 
Byron K. Kilborne 
Carl F. Johnson 
Thos. E. Shadron 
Sidney De Berry 

(colored) 



Occupation 
Section laborer 



Where 
Employed 



Oxford 



Section laborer Arlington 



Ticket agent 
Engineman 
Section foreman 
Train baggageman 
Conductor 
Agent 

Section foreman 
Switchman 
Y. & M. V. Cross- 
ing flagman 



Harvey 
Clinton 
Jackson 
Centralia 
New Orleans 
Fort Dodge 
Archer 
Murphysboro 

Memphis 



NUMA GRAVELLE 



Service 
15 years 
34 years 

21 years 
44 years 
18 years 

38 years 
26 years 

34 years 

35 years 
29 years 

39 years 



Date of 
Retirement 

3-31-15 
8-31-15 

8-31-15 
5-31-15 
8-31-15 
5-31-15 
5-31-15 
8-31-15 
9-30-15 
2-28-15 



J7 NTERED the services of the Illi- 
*-^ nois Central Railroad in 1872, and 
served consecutively as Flagman, Fire- 
man, Switchman and Engine Pilot, up 
to June 21st, 1914, when through an 
accident he lost his right foot. Mr. 



Gravelle was recently pensioned. His 
services were satisfactory and honor- 
able to a degree, and the hope of this 
publication is that he will live for 
many years to enjoy the recognition 
which this company has given him. 



JLLINOIS CENTRAL MAGAZINE 



75 



Los Angeles, Calif., July 8, 1915. 
Mr. N. P. Mills, Train Master, 
Illinois Central R. R., 
Fort Dodge, Iowa. 
Dear Sir: 

It is with no small feeling of mingled regret and gratitude that I received 
your letter of July 2 informing me of my retirement from service on a pension, 
as per my request, my retirement being due to failing health. 

The regret is due to the realization that my life work is at an end, although 
I am by no means old enough to be retired arbitrarily because of having reached 
the age limit. 

For thirty years I was an employe of the Illinois Central, and have nothing 
but a feeling of gratitude to my officials who so appreciated my efforts that they 
perhaps in many ways closed their official eyes to mistakes that I made, believ- 
ing undoubtedly that I was doing my best. Retiring, my record is as clear as 
it was when turned over to me at the beginning of my services. I further appre- 
ciate assistance rendered me in securing the pension, and they certainly have my 
best wishes for future success. 

Through my remaining years my time will be to do whatever I can to assist all 
connected with the Illinois Central. 

Very truly yours, 
(Signed) A. R. Wylie, 

3106 Brighton Ave. 




NUMA GRAVELLE. 



A. R. WYLJE. 



the 




Biographical Sketch No. 16 




EDWARD MAYES 

76 



ILLINOIS CENTRAL MAGAZINE 



77 



P DWARD MAYES, youngest child 
*~* of Hon. Daniel Mayes, was born 
near Jackson, Mississippi, on Dec. 15, 
1846. He attended Bethany College, in 
Brooke county Virginia (now West Vir- 
ginia), during the winter of 1860--61, 
which was then under the presidency of 
the Rev. Alexander Campbell. In the 
years 1863 and first half of 1863, he 
managed a clothing store in Jackson for 
Thomas Lemly ; the owner, and his sons 
being in the Confederate service. Jack- 
son was captured by the Federal army 
in May, 1863, and Mr. Lemly's store, 
with others, was plundered. Edward 
Mayes then went to Carrollton, Missis- 
sippi, and spent the latter part of 1863 
in studying under a Mr. Ray and in as- 
sisting him to teach school. 

In April, 1864, he enlisted as a pri- 
vate in Company H, Fourth Regiment, 
of Mississippi Cavalry (Wilbourn, colo- 
nel), in which he served until the end of 
the war. Was in the battle at Harris- 
burg (Tupelo) in July, 1864, and minor 
engagements. 

In October, 1865, he entered the fresh- 
man class of the State University. He 
graduated in June, 1868, having com- 
pleted the four-year course in three 
years. He then read law at his home 
in Carrollton (to which place his wid- 
owed mother had removed in 1865). 

On the llth day of May, 1869, he was 
married to Frances Eliza, daughter of 
L. Q. C. Lamar, at Oxford, Mississip- 
pi, and in Tune 1869, received the de- 
gree of B. L. from the State University 
which entitled him to practice law. 

In 1871, after serving a year as tutor 
of English at the University, he removed 
to Coffeeville, Mississippi, and there en- 
tered the active practice of law. In May, 
1872, he removed to Oxford; and in 
1877 was elected professor of law in the 
University, which position he filled until 
December, 1891. About 1886 the degree 
of LL. D. was conferred on him by Mis- 
sissippi College. In 1887 he was elect- 
ed chairman of the faculty of the Uni- 
versity, performing the usual duties of 
a chancellor, and in 1889, the chancellor- 
ship having been re-establis-hed, was 
elected to the office. While chairman, he 
successfully defended, in a newspaper 



controversy with Senator J. Z. George, 
the endowment act of 1880, by which 
the state had recognized its indebtedness 
to the University, and provided for an ap- 
propriation of the annual interest on the 
debt. Under Dr. Mayes' chancellorship 
the course of study at the University 
was remodeled, the close curriculum be- 
ing abandoned, and the present system 
of parallel courses and independent 
schools being established. He also 
erected the present library building, hav- 
ing the bricks burned on the grounds, 
and all of the work done by day labor, 
paying for the same out of the ordinary 
revenues of the institution. As a mem- 
ber of the Mississippi Constitutional 
Convention of 1890, he served as chair- 
man of the committee on bill of rights 
and general provisions ; and many of the 
constitutional provisions originated by 
him, among them being the provision by 
which the officers for the state at large 
are elected by the electoral vote of coun- 
ties. In December, 1891, Chancellor 
Mayes voluntarily resigned his office and 
professorship, in order to move to Jack- 
son and enter upon the practice of law. 
Since then he has been employed as dis- 
trict attorney for Mississippi by the Illi- 
nois Central and the Yazoo & Mississip- 
pi Valley Railroad Companies, and has 
taken a leading part in several of the 
most important cases in the legal history 
of the state. 

On the establishment of the law school 
in Millsaps College in 1895, he was elect- 
ed a professor of law and dean of the 
law faculty, which latter position he still 
holds. In 1900 he was chosen a presi- 
dential elector on the Democratic ticket. 
In 1891, and again, in 1901, he was ap- 
pointed delegate to the Ecumenical Con- 
ferences of the Methodist Church, 
South, of which he has been a member 
since his college days. He was a charter 
member, and the first president of the 
Mississippi Historical Society, and is re- 
garded as one of the ablest lawyers and 
ripest scholars in the South. Dr. Mayes 
has made the following contributions to 
Mississippi literature : "A Glance at the 
Fountains of Our Land Titles" (Mis- 
sissippi Bar Association Minutes. 1887) ; 
"The Administration of Estates in Mis- 



78 



ILLINOIS CENTRAL MAGAZINE 



sisippi" (Ibid., 1891) ; "Origin of the 
Pacific Railroads, and especially of the 
Southern Pacific" (Publications of the 
Mississippi Historical Society, 1902) ; 
"Life, Times and Speeches of L. Q. C. 
Lamar" (Large 8vo. 1896) ; "History of 
Education in Mississippi" (8vo., pub- 
lished as a public document by the 
United States government, 1899) ; "Ribs 
of the Law," an elementary work on 
Mississippi jurisprudence. 

Edward Mayes has also written and 
published in various periodicals a num- 
ber of other articles on legal and his- 



torical subjects. He was offered in 
1905, by Governor Vardaman, first, a 
seat on the Supreme bench of the 
state, and secondly, the chancellor- 
ship of the University, both of which 
he declined, preferring to remain in the 
active practice of law ; and the chancel- 
lorship was again offered him by Gov- 
ernor Brewer, in 1914. In 1902 he was 
appointed a member of the Board of Ar- 
chives and History, on the establish- 
ment of that board; and in 1912 was 
made president of it. 



Recent Commerce Decisions 



VALUATIONS of live stock Cummins 
Amendment. In Iowa- State Board of 
Railroad Commissioners vs. A. T. & S. F. 
R. R. Co., 36 I. C. C. 79, the Interstate Com- 
merce Commission, in its opinion rendered 
July 30, 1915, states that on March 4, 1915, 
Congress passed the Cummins Amendment 
to Section 20 of the Act to Regulate Com- 
merce; that this amendment was construed 
by the Commission in 33 I. C. C. 682, 697, 
where it was said that, "Where rates are 
lawfully based upon declared values the 
difference in rates should be no more than 
fair and reasonably represents the added in- 
surance;" that this amendment has in effect 
abolished in interstate commerce the whole 
system of released rates based on agreed 
valuations as distinguished from actual 
value; and the Commission's opinion pro- 
ceeds: "The carrier only 'insures' the prop- 
erty which it receives for transportation. 
It is, strictly speaking, not an insurer at all, 
but a bailee for hire which, in that capacity, 
has statutory as well as common-law obli- 
gations for the safety of property com- 
mitted to its charge. Cases may arise 
where elements other than the amount of 
damages which might be recovered, as, for 
example, the degree of care required and 
the value of the service to the shipper, 
would have a substantial bearing upon the 
reasonableness of rates graded according 
to value, as well as of other rates. As was 
said by the Supreme Court in N. P. Ry. vs. 
North Dakota, 236 U. S.. 585, at 599: 
'There are many factors to be considered 
differences in the articles transported, the 
care required,, the risk assumed, the value 
of the service, and it is obviously im- 
portant that there should be reasonable 
adjustments and classifications.' " 

Applving the principles enunciated in the 
Cummins Amendment Case 33. I. C. C. 682, 
the Commission holds that, taking each class 



of animals by itself and making due al- 
lowance for the minimum, maximum and 
average values of each, the scheduled values 
carried in the present live stock contracts 
are unjustly and unreasonably low and not 
representative of the average actual value 
of the animals shipped thereunder; that the 
present rates may be applied to the follow- 
ing values (which are below indicated as 
fixed by the Commission) and that reason- 
able rates for the transportation of any 
animal of actual value exceeding the amount 
specified in this table as fixed by the Com- 
mission may exceed said present rates by 
not more than two per cent of said present 
rates for each 50 per cent or fraction there- 
of of actual value over and above that 
named in this table: 

Fixed by Superseded 
Commission. Values. 
Each horse, or pony 
(gelding, mare, or 
stallion), mule, jack, 

or jenny $150 $100 

Each colt, under one 

year 75 50 

Each ox, bull, or steer 75 50 

Each cow 50 30 

Each calf 20 10 

Each hog 15 10 

Each sheep 5 3 

Sample baggage rule. In Jewelers' Pro- 
tective Union vs. P. R. Co., 36 I. C. C. 71, 
opinion by Mr. Commissioner Hall, it was 
held that the carriers' regulation defining 
sample baggage as that "carried by com- 
mercial travelers . . . and not for sale 
or free distribution" is unreasonable and 
that a reasonable regulation defining sample 
baggage would be as follows: 

"Sample baggage consists of baggage for 
the commercial, as distinguished from the 



ILLINOIS CENTRAL MAGAZINE 



79 



personal, use of the passenger, and is re- 
stricted to catalogues, models and samples 
of goods, wares or merchandise in trunks 
or other suitable containers tendered by the 
passenger for checking as baggage to be 
transported on a passenger train, for use 
by him in making sales or other disposi- 
tion of the goods, wares or merchandise 
represented thereby." 

On the question of the public interest in 
proceedings before the Commission, the 
opinion proceeds: 

"The interests of the public cannot go 
by default in any proceeding before the 
Commission. They must be considered as 
fully as those of the parties. Unlike the 
decision of a court, which ordinarily is 
conclusive only of the rights of the inter- 
ested parties, a report and order of the 
Commission prescribing rates, regulations, 
or practices for the future must effect many 
who are not directly represented before it, 
and public interest requires that the pas- 
senger service of this country be maintained 
in a state of high efficiency." 

Commerce with adjacent foreign coun- 
tries. In Seymour vs. M. L. & T. R. & S. 
Co., 35 I. C. C. 492, opinion by Mr. Commis- 
sioner Hall, over a million pounds of sugar 
were shipped from Germany for final de- 
livery to Mexico; upon arrival at New 
Orleans the complainants tendered the ship- 
ments to the rail lines for delivery in 
Mexico, but on account of alleged condi- 
tion of disorder in Mexico the rail lines 
were unwilling to undertake to effect de- 
livery thereby the Mexico roads connecting 
at the border points; bills of lading were 
issued by the carriers and accepted by 
complainant showing Eagle Pass and El 
Paso as destinations; the shipments were 
transported to those points and there de- 
livered to complainant's representative, and, 
as shown by certificates of the United 
States Customs officials, were actually ex- 
ported to Mexico, some of the bills bear- 
ing the notation, "Ultimate destination, 
Mexico." Defendants were advised of the 
ultimate destination of the sugar and the 
shipments were made in bond. Citing the 
Supreme Court cases, the Commission 
says: 

"The Supreme Court in numerous de- 
cisions has declared that the nature of any 
commerce is determined by its essential 
character and not by its mere incidence. 
The sugar was transported from a non-ad- 



jacent foreign country through the United 
States, to destinations in an adjacent for- 
eign country. We entertain no doubt that 
the regulatory power of commerce extends 
to the transportation within this country, 
but apparently the jurisdiction of this Com- 
mission does not." 

Damage for failure to furnish cars. In 
A. T. & S. F. R. Co. vs. Vosburg, 238 U. S. 
56, the Supreme Court held that the Kansas 
statute regarding the prompt furnishing of 
cars by carriers and the loading of same 
by shippers, and prescribing damages and 
penalties for failure on the part of either, 
is properly within the police power of the 
state; that in this respect the statute dif- 
fers from that which simply imposes penal- 
ties on the carrier for faiure to pay a 
specified class of debts; the case of G. C. & 
S. F. R. Co. vs. Ellis, 165 U. S., 150, is 
distinguished: and the court holds that this 
statute, which imposes reciprocal burdens 
on both carrier and shipper, but which pro- 
vides that in the case of the deliquency on 
the part of the carrier the shipper may re- 
cover an attorney's fee, but in the case of 
the deliquency on the part of the shipper 
does not provide that the carrier may re- 
cover an attorney's fee, does in fact deny 
the carrier the equal protection of law 
guaranteed by the Fourteenth Amendment; 
that such a classification is not a reasonable 
one, and that there is no ground on which 
a special burden should be imposed on one 
class of litigants and not on another class 
identically situated. 

Advances in co? 1 rates. In Western Ad- 
vance Rate Case, I. & S. 555, 35 I. C. C. 
497, in so far as that case relates to rates 
on bituminous coal, the advances proposed 
of approximately 10 cents per ton from 
mines in Illinois, Indiana, Kentucky, Ala- 
bama, Iowa, Missouri, Oklahoma, Arkansas 
and Co'orado were sustained to all inter- 
state destinations in Western Trunk Line 
and Southwestern Tariff Committee terri- 
tories, except to South Dakota. The Com- 
mission also sustained in Coal & Coke 
Rates in the Southeast, 35 I. C. C. 187, ad- 
vances of approximately 15 cents per ton in 
the rates on coal from mines in Illinois. 
Kentucky and Alabama to the Mississippi 
Valley territory, with certain exceptions. 

Advances in import rates. The Com- 
mission also sustained the advances pro- 
posed on irrvports from the Gulf of Mexico 
parts, in the Western Advance Rate Case, 
35 I. C. C., 497. * 




TRANSPORTATION 
DEPARTMENT 




After Three Years 

By H. -Battisfore 



A T Chicago, on October 7th and 8th, 
** 1912, was held the first annual 
meeting- of the operating officers of the 
Illinois Central and the Yazoo & Mis- 
sissippi Valley Railroad Companies. 
Although almost three years have 
elapsed since that memorable occasion, 
the impressions implanted by the dis- 
cussion of various subjects are still 
vivid in the minds of most of us. 

It has been with the interest of an- 
ticipation during those three years 
that we have watched closely to ob- 
serve in what manner those discussions 
have proved beneficial or otherwise to 
these properties or their employes who 
were so fortunate as to have been per- 
mitted to attend the meeting, or peruse 
the minutes of same, or even made 
cognizant of what transpired through 
the verbal reports of those officers who 
were in attendance. 

My mind retains with ever increas- 
ing vividness these words spoken so 
earnestly by our vice-president, Mr. W. 
L. Park, in Jiis opening address, and 
the impression born with them will not 
be banished. He said, "We do not 
hear so much about human efficiency. 
What are we doing, especially on our 
railroads, to increase efficiency by the 
conservation of men? * * * I firmly be- 
lieve that human efficiency will be the 
strong factor from now on in conduct- 
ing the modern railroad, to meet the 
requirements of those who naturally 
seek the best and most dependable 
means of transportation. Are we mak- 
ing railroad men. or do they, like 
Topsy, just grow?" 



To those who listened to and could 
appreciate these words and could dis- 
cern what they portended, insofar as 
their influence on the future conduct 
and policies of these properties was 
concerned, success in their particular 
sphere of activity has come in a degree 
measured only by their understanding. 

Who, at the time these words were 
uttered, could see beyond the drawn 
curtain of the future with vision so 
clear as to prophesy that after the lapse 
of only three short years practically ev- 
ery employe of this railroad, from track 
laborer to officer, would be in some de- 
gree familiar with its finances, its earn- 
ings and expenses, that trainmen and 
enginemen, yardmen and stationmen, 
in fact, all employes, would be able to 
discuss and intelligently not only 
the conditions directly affecting their 
particular department, but the condi- 
tion, operation and functions of other 
departments? Who could foresee the 
birth and development of the spirit of 
co-operation in magnitude second to 
none in this country that has come 
to prevail on the Illinois Central? That 
this spirit which had its inspiration in 
the first annual meeting still continues 
to grow and flourish cannot be doubted 
by those who are observant, but we 
know that the master hand which 
launched this co-operative influence 
. upon its journey of regeneration such 
a short time ago still has a firm and 
friendlv grip upon the rudder and will 
pilot the ship safely to its appointed 
haven. 

What are the rank and file, the "non 



80 



ILLINOIS CENTRAL MAGAZINE 



corns," and the staff officers doing to 
support the hand that guides the ship, 
to promote the well-being and increase 
the prosperity of the company for 
which we work, the source of our bread 
and butter? If a reply is necessary, we 
need only look about us and observe 
conditions as they now are and recall 
to memory our previous experiences 
and conditions as they at one time ex- 
isted. To dwell on the changed condi- 
tions would add nothing to the knowl- 
edge we already possess. Suffice it to 
say, a continuation of the progress so 
auspiciously inaugurated three years 
ago, and which has grown steadily un- 
til this day, is assured, and the benefits 
to both stockholders and employes 
within the succeeding three years will 
more than parallel those received dur- 
ing the three years just passed, pro- 
vided we adopt eternal vigilance as our 
motto and make co-operation our pass 
word. Vigilance to see that no atom 
of disloyalty nor dissatisfaction nor dis- 
content is permitted to permeate our 
organization. Co-operation stands for 
itself. It has been thoroughly demon- 
strated in the pasj. three years that Illi- 
nois Central officers and employes fully 
understand its meaning and applica- 
tion. 

Apropos of dissatisfied and discon- 
tented employes. We read much in 
various publications that come to hand 
of efficiency, merit, ability, etc., in re- 
lation to promotion, one article in par- 
ticular being fresh in my mind, wherein 
it is argued that the foregoing qualifica- 
tions are not always considered when 
a question of promotion arises, but that 
the immediate superior of certain em- 
ployes is sometimes an obstacle to just 
promotion, recommendations or re- 
ports being influenced by his own in- 
terests. According to my experience, 
this generally is not true, and particu- 
larly cannot be true on the Illinois 
Central, as it is very evident that the 
executive officers are not dependent 
upon reports and recommendations of 
the immediate superior of the employe 
under consideration for promotion, 
from the simple fact that we have en- 



deavored to educate employes in what- 
ever capacity they may be engaged, 
that they each and all are superintend- 
ents in their particular line, and when 
they see something that needs to be 
done, to do it, even if it lies without 
the limits of their particular depart- 
ment. Proper credit will be given 
where credit is due and I am confident 
in saying that there is not an officer on 
the railroad today who by any act or 
word would hold a subordinate back 
from deserved promotion and let us not 
delude ourselves into believing that we 
are fit and ready for promotion, when 
the results we achieve do not warrant 
such belief, and by so doing permit 
ourselves to become disloyal to those 
for whom we are working; if we do 
then our usefulness to the man or corp- 
oration in whose service we are enlist- 
ed' ceases. Loyalty to those who are 
paying us for the use of our time and 
talents is the beginning, the zenith and 
the end of all things so far as our suc- 
cess or failure is concerned. With loy- 
alty a great many shortcomings in 
other directions can be and are over- 
looked, but where loyalty is lacking all 
the talents of which a man may be 
possessed are as naught as Fra El- 
bert Hubbard so aptly said, "If you 
work for a man, in Heaven's name 
work for him. If he pays you wages 
that supply you your bread and butter, 
work for him speak well of him, think 
well of him, stand by him, and stand 
by the institution he represents." 
These words can be studied profitably 
by railroad men of whatever grade and 
be assured if the sentiments expressed 
are practiced daily we won't have time 
to worry about promotion. 

Further in the article quoted from 
above, the writer says it frequently hap- 
pens that a man has outgrown his 
job and is having his "light hidden 
under a bushel." Mark, he does not say 
"is hiding his light under a bushel," 
but "is having it hidden." This, dear 
reader, is not within the realms of 
possibilities. No man's "light" can 
be hidden under a bushel or any- 
thing else, unless he hides it, him- 



82 ILLINOIS CENTRAL MAGAZINE 

self. Of course, some of us may provement is possible. It is of course 

sometimes delude ourselves into be- a laudable ambition to seek promotion 

lieving that we are being held back, but or advancement, but do not neglect the 

if the use of a modern idiom is per- job you have to do it; otherwise the 

missible, "believe me, if a man has a realization of your ambition will be 

light of greater candlepower than a long delayed. 

firefly," it cannot be hidden. In conclusion I wish to invite my 
Of course, we cannot all be man- readers to again peruse the words of 
agers only one being needed generally our vice-president, spoken three years 
for each railroad but we can all man- ago, as quoted above, commit them to 
age the particular job which we have memory, and let us resolve in all earn- 
undertaken for a consideration to estness to make ourselves more pro- 
handle, or we can just hold it. The ficient in our chosen work, exercise 
more managers of jobs we have, the bet- patience in matters we do not under- 
ter the railroad, and it is my ambition stand, and trust to the fairness, broad- 
to see the day when every employe on mindedness and mature judgment of 
the Illinois Central will be both man- our management, founded on long ex- 
ager and master of his job. When that perience gained by stepping on every- 
day arrives, the railroad will have rung of the ladder of success, and 
reached the point where no further irri- loyally follow it to greater success. 

Staff Meeting, Vicksburg Division 

Greenville, Miss., July 15th, 1915. 
PRESENT. 

MR. T. L. DUBBS, Superintendent. 
MR. F. R. MAYS, Train Master. 

MR. J. M. CHANDLER, Chief Dispatcher. 
MR. J. W. WELLING, Road Master. 

MR. C. LINDSTROM, Master Mechanic. 

MR. H. FLETCHER, Traveling Engineer. 
MR. A. S. HURT, Division Agent. 

MR. J. M. SIMMONS, Division Claim Clerk. 

MR. E. D. MEISSONNIER, Division Store Keeper. 
MR. Z. T. JOLLY, Claim Agent. 

MR. G. L. DARDEN, Claim Agent. 
MR. C. R. MYER, Assistant Engineer. 

MR. W. SHROPSHIRE, Supervisor Bridges and Buildings. 
MR. F. R. BISHOP, Supervisor. 
MR. H. MAYNOR, Supervisor. 

MR. C. J. HARRINGTON, Supervisor. 

MR. W. H. RODE, General Foreman, Cleveland. 

MR. J. McCLENDON, General Foreman, Greenville. 
MR. L. M. ELLIOTT, Agent, Rolling Fork. 
MR. E. C. DAVIS, Agent, Greenville. 
MR. S. SIMMONS, Chief Clerk. 

ABSENT. 
MR. GEORGE McCOWAN, Special Agent. 

MR. R. L. DILLEHAY, Foreman Water Works. 
MR. W. L. CARTER, Claim Agent. 

MR. R. P. WALT, Agent, Cleveland. 
MR. G. B. McCAUL, Agent, Leland. 

MR. B. B. KINARD, Agent, Rosedale. 

MR. G. A. HOPKINS, Ticket Agent, Greenville. 
The meeting was called to order by the Superintendent, who, after 
giving a brief talk, had the minutes of the last meeting read for the 
benefit of all present. The subjects which were discussed at the last 
Introductory: meeting were gone over in a general way, with a view of keeping 
them fresh in the minds of all concerned and also to ascertain what 
progress had been made in correcting the various matters discussed. 



ILLINOIS CENTRAL MAGAZINE 



83 



The staff was complimented on the manner in which all concerned 
were working together with a view of obtaining the best results and 
protecting the company's interest. The continued co-operation of the 
various members of the staff was requested so that we would con- 
tinue to make as good a showing in the future as had been made 
during the past quarter, or if possible, bring about a further im- 
provement. 

The first subject offered for discussion was economical use of 
fuel, figures being submitted showing the amount of fuel consumed 
in the various classes of service, as well as the cost of handling, etc., 
Fuel during the past three months as compared with the three 

Economy: previous months, also as compared with the same three months last 

year, which figures indicate a handsome saving both in the number 
of tons of coal used and in the expense of handling at various coal- 
ing plants on the division. 

The conditions at each individual coaling plant were discussed in 
detail with a view of ascertaining if anything further could be done 
in the way of improving the method of handling, several sugges- 
tions being made, which will be investigated and if found practical 
will be adopted. 

Figures indicate that with the mechanical coaling plant at Rolling 
Fork we were able to discontinue three established coaling paints. 
We are handling coal at the mechanical plant for approximately five 
cents per ton as compared with fifteen cents at former plant. 

Several tests have been made in both passenger and freight serv- 
ice with a view of ascertaining just what amount of coal is abso- 
lutely necessary in order to handle tonnage trains between certain 
points, the results of these tests being used as a basis by which all 
engineers are governed. The figures representing result of these 
tests are placed in the hands of all engineers for their information 
and guidance. 

It has been found that this plan has been working out very satis- 
factorily and all of the men are co-operating so that it is natural to 
expect that we will make a very favorable showing during the next 
quarter. 

A member offered for discussion the subject of Railroad property 
occupied by outside parties for various purposes, which property is 
covered by usual form of lease. It was stated that as a general 
Leases: proposition, seed houses, platforms, warehouses and other structures 

along the line covered by leases are in much poorer condition than 
our own buildings, platforms, etc., which greatly impairs the ap- 
pearance of our way-lands, in addition to constituting a hazard from 
a fire risk standpoint and a personal injury standpoint. 

A committee composed of all division officers was appointed to 
make a thorough inspection of all such buildings, platforms, etc., and 
in each case where the property is not in proper condition the matter 
be taken up with the owner personally, his attention being called 
to the condition and he be requested to make necessary repairs at 
once, explaining that it is our desire to have our way-lands present 
a uniform condition with regard to buildings both belonging to 
this company and to outside parties. 

The committee will make a report at the next meeting showing 
in detail result of campaign which is now being conducted, which 
report we feel sure will be very gratifying. 

Owing to the fact that a special campaign has been conducted with 

regard to live stock on our way-lands during the past thirty days, 

some very interesting and instructive talks were given by the various 

Live members of the staff, and the results of the various motor car trips 

Stock on made over the division by the Superintendent, Road Master, Claim 

Waylands: Agents and Supervisors were discussed in detail. 

During these motor car trips kodak pictures were taken of each 
head of live stock found on the way-lands and after having the pic- 
tures developed they were taken to the owner of such stock by 
committee composed of Claim Agents and Supervisors who explained 
to such owners the desire of the Management to reduce the number 
of head of live stock struck, injured or killed to the lowest possible 



84 



ILLINOIS CENTRAL MAGAZINE 



Office 
Organization: 



minimum and they were requested to assist us in this work of handling 
in such a way as would prevent their stock from being permitted to 
get on our way-lands in the future. 

Although this campaign has been going on for only about thirty 
days, the good results are very evident and there. is no question but 
that by following up closely each individual case, we will soon have 
the matter so well under control that we will be able to practically 
eliminate the expense account of damage to stock on the right-of-way. 

Owing to the fact that the result of the inauguration of the unit 
system of office organization has been so satisfactory since it was 
started on July 1st, 1914, the subject was called to the attention of 
all concerned so that it could be incorporated in the minutes of this 
meeting to enable other divisions to favorably consider adopting the 
same plan. 

Under the old arrangement separate organizations were main- 
tained in Superintendent's office, Road Master's office, Train Mas- 
ter's office, Supervisor's office, and Chief Dispatcher's office, or five 
separate organizations, necessitating a great many letters being 
written between the various offices in order to secure the informa- 
tion required. 



CHIEF CLERK 



Chief Accountant \ \ Division Claim Clerft \ Stenographer \ \ pile Clerk 



\Ass't.Acc't\ | TimeKeeperl 



\Road Master ClerK\ 



[Train Masters Perk 



Sup'r Clerk 



{Stenographer 



I Chief Disp'rClerk\ 



Showing Office Organization 
Old Plan 



Under the present arrangements only one organization is main- 
tained which has resulted in reducing the work of all departments 
at least twenty-five percent and has increased the efficiency approxi- 
mately the same percent. 

At present all mail and other matters are placed on the Chief 
Clerk's desk who distributes to the various clerks who handle such 
matters without the necessity of writing any letters. After the in- 
formation desired has been obtained, letters are written dierct to the 
parties requesting the information and the entire file placed on Chief 
Clerk's desk for approval and signature. 



CHIEF CLERK 



1 




i 


\ChkfAccountant \ \Division Claim CM\ \ Stenographer \ 


\Ass't. Chief Clerk\ 


\ 






| 


\Ass J t.Acc't \ 


\Time Keeper \ 


\File Clerk \ 


| Stenographer 






| 


\TonnageQertf( 

Showing Office Or^ani; 
Present Plan. 


\ Sup's -Clerk \ 


'atlOn | Train Masters Clerk 






\:hlefDif,prOeri\ 



ILLINOIS CENTRAL MAGAZINE 



85 



Only one set of files are necessary under the present plan, which 
greatly assists in keeping all data together, also places all files where 
they are more readily available and as a whole the result is very 
satisfactory. 

Blue prints are attached hereto showing the old and the new plan. 

During the last cotton seed season we constructed a number of 
doors similar to grain doors, which were used in cars when load- 
ing cotton seed, which prevented the weight of the seed from get- 
ting against the door, causing it to bulge out and resulting in the 
Use of Grain loss of a great deal of seed in this manner. These doors were dis- 
Doors with tributed to all cotton seed loading points and the result far ex- 

Cotton Seed ceeded our expectations. The use of the doors resulted in claims 

Shipments: for loss and damage to cotton seed shipments being reduced approxi- 

mately fifty percent. The plan met with the hearty co-operation of 
the shippers, a number of whom have stated that by using this de- 
vice they were able to handle their entire output without a single 
claim of any character and as a result, we are receiving requests at 
this time to furnish these doors in time to be used in handling this 
season's output. 

An appropriation of $500.00 has been requested, it being felt that 
by purchasing a cheap grade of lumber and having these doors con- 
structed by division forces we can take care of our requirements for 
this sum. 

In addition to greatly facilitating the movement of cotton seed, 
these devices also materially facilitated the handling of cotton seed 
products, being removed from the cars after cotton seed was un- 
loaded and used in cars when loading the cotton seed hulls, meal, 
etc. 

By using these devices we not only prevented the loss of seed and 
seed products but also enabled shippers to load cars to their capac- 
ity so that we can secure the benefit of the revenue of the full car 
capacity. 

Another feature of advantage to be considered is the fact that by 
using these doors, which prevent the loss of cotton seed from cars, 
we also eliminate the hazard of live stock coming up on our way- 
lands to feed on the seed wasted from the cars which, of course, is 
a very important matter. 

Attention was called to the fact that the present company coal 
waybill is not of sufficient size to enable all information required 
being shown thereon, and is also made of inferior material. 

Company A new form as per sample next attached was suggested, it being 

Coal felt that by printing this waybill on a form similar to the present 

Waybill: home route card, size 6 inches wide and 9 inches long and made on 

cardboard instead of the paper as at present, that it would be more 

satisfactory. 

The company coal waybill is a very important document and 
should be so gotten up that all possible information can be shown 
thereon and should be made of material that will withstand a great 
deal of handling. 

On the present form sufficient space is not provided to show the 
mine weight as well as two or three track scale weights as is required 
in a great many instances and as a result it is necessary to mutilate 
the face of the waybill in showing this information thereon. 

On the form recommended, it will be noted that space is provided 
on the front of the waybill for showing all necessary information 
and on the back of the waybill full instructions are given as to the 
proper manner of showing the information as well as the handling 
of the waybill. Space is also provided so that office stamps can be 
shown showing the various stations where the cars are handled. 

(FRONT OF WAY-BILL) 
This car must be weighed before unloading. 

ILINOTS CENTRAL RAILROAD. 
YAZOO & MISSISSIPPI VALLEY RAILROAD. 
Company Coal Waybill No. 52. 
Car number 105,462: initial I. C. 
Kind of Coal, mixed. Date July 5th, 1915. 
From Southern Coal Company. Isley, Ky., mine. 
Consigned to Y. & M. V. R. R. 



86 



ILLINOIS CENTRAL MAGAZINE 



Destination, New Orleans Division. 

Waybill from Memphis to Nonconnah Yards. 

Mine Weight Gross, 144,500; tare, 39,500; net, 105,000. Advance charges. 

Track Scale Weights 'Southern W. & I. Bureau: Weighed at Nonconnah Gross, 1,434; 

tare, 395. Southern W. & I. Bureau: Weighed at Cleveland Gross, 1,467; tare, 410. 
Unloaded at Cleveland, Miss. Date July 1st, 1915. For use of engines. Received, R. P. Walt, 

Title, Agent. 
Use the reverse side of this card for junction and other stamps. 

"SAMPLE OF PROPOSED COMPANY COAL, WAYBILL." 

DIMENSION. 9 IN. x 4 IN. 

(BACK OF WAYBILL) 

(1) Each Agent at point of origin, our line and at pur junction stations with foreign lines, 
will be furnished a list showing the mines in which he is interested, from which we pur- 
chase coal on the basis of our track scale weights. Reference to this list is essential to 
proper waybilling. 

(2) Agents should use this form in billing or rebilling company coal purchased on the basis 
of our track scale weights. 

(3) Agents at receiving stations should keep all company coal waybills in their possession 
until the coal is diverted or unloaded, and should check the yards frequently (and in- 
variably on the last day of each month) to se that such coal is on hand. 

(4) When diverted, the heading of the waybill should be changed to the new destination. 
When unloaded for company use, Agent should immediately secure receipt on the com- 
pany coal waybill of officer or employe to whom coal is turned over, and when deliv- 
ered for commercial use obtain receipt of the company or individual to whom proper 
instructions have been received to deliver the coal. 



STATION 

OFFICE 

STAMP. 

STATION 

OFFICE 

STAMP. 

STATION 

OFFICE 

STAMP. 



Warehouse 
Gates: 



Continuous 
Home Route 
Cards: 



STATION 

OFFICE 

STAMP. 

STATION 

OFFICE 

STAMP. 

STATION 

OFFICE 

STAMP. 



STATION 

OFFICE 

STAMP. 

STATION 

OFFICE 

STAMP. 

STATION 

OFFICE 

STAMP. 



STATION 

OFFICE 

STAMP. 

STATION 

OFFICE 

STAMP. 

STATION 

OFFICE 

STAMP. 



Several months ago upon the suggestion of a member of the Vicks- 
burg division staff we experimented upon the type of a gate to be 
used in our freight ware-rooms so as to provide protection during 
working hours without the necessity of keeping warehouse doors 
closed, which was found impracticable on account of shutting out 
light, ventilation, etc. 

These gates were installed at one of our important stations, after 
being used for a period of sixty days; the result was so satisfactory 
and the expense of providing same so small, that we arranged to 
equip a number of other stations by furnishing gates at two or three 
stations each month. At present all of our important stations are 
provided with these gates. 

The gate is constructed of a top and bottom cross piece with pick- 
ets of Y$ inch by 3 inches by 6 feet, being equipped with strap hinge 
and clasp so that they can be kept closed and locked when not actu- 
ally in the act of receiving or delivering freight. In this way unau- 
thorized parties are prevented from entering warehouse without 
the knowledge of employe in charge and this feature has played an 
important part in the reduction we have made in loss and damage 
to freight on this division during the past twelve months. 

Blue prints are attached showing the construction of the gate as 
well as the manner in which it is to be applied and operated and it 
is recommended that this device be adopted as standard on the 
system. 

A member of the staff brought up for discussion the proposition 
of revising the present continuous home route card form R-l, which 
it is felt could be greatly improved upon by printing same on a bet- 
ter grade of cardboard, it being suggested that the same material as 
is used for home route card waybill, form 314, would answer the 
purpose. 

It was also suggested that when revising this form ,an additional 
column be provided to show the mileage, which information would 
be of considerable assistance to agents and others in handling cars, 
especially at our smaller stations where we are not equipped with 
necessary data for figuring mileage via the various routes. This 
would no doubt result in greatly improving the service and avoiding 
delay in some cases where it is necessary for agents to take up with 
different offices to secure the information required. 



ILLINOIS CENTRAL MAGAZINE 87 

A communication from the General Superintendent with regard to 
the practice on some lines to provide a case with a glass door in 
waiting- rooms for the purpose of posting circulars, was read and 
suggestions and recommendations requested. 

After the matter was discussed in detail it was unanimously de- 
Cases with cided that it would be a very good plan to adopt this practice on 
Glass Doors for this system as in this way all circulars could be posted in a uniform 
Posting manner, would be protected so that they could not be defaced and 
Circulars: at the same time the expense of providing a case of this kind would 
be nominal. 

It was suggested that these cases be provided only at the larger 
stations. 

For the benefit of those present who were not familiar with the 
plan in effect on this division of conducting quarterly station checks, 
this subject was brought up and thoroughly discussed. 

Effective January 1st, 3915, a committee composed of Train Mas- 
Station ter, Chief Dispatcher, Division Agent and Division Claim Clerk, was 
Check: appointed to make motor car trips at intervals of every two or three 
months over the entire division, making a complete check of all 
matters at each individual station. After these checks are made each 
period a report is compiled by the committee, showing the condi- 
tions found at each station, the Agent being allowed credit on the 
percentage basis according to conditions developed. 

A sheet (a copy of which is attached hereto) is used for making 
report at each station. A complete set of these reports is sent to 
each agent on the division as well as to all of our general officers, 
so as to enable them to keep in close touch with conditions at each 
station. 

Station 

Agent .'.'.'.'.'.'.'.'.'.....'..'.'....'.'.' 

1. Check of Warehouse % 

2. Receipt for freight at actual time of delivery % 

3. Over. Short, Bad Order, Refused and Unclaimed Reports % 

4. Checking- of freight from trains and to Consignee % 

5. Proper filing, checking and general condition of tariffs % 

6. General condition of Tickets, Ticket Cases and Records % 

7. Daily check of Yard, and posting of Demurrage records % 

8. Proper assessing and collection of Demurrage and Storage % 

9. Proper compiling and forwarding of 22 and 2214 reports % 

10. Receiving, reporting and filing Blind Siding reports % 

11. Train order signals, nagging equipment, Telephone and Telegraph equip- 
ment % 

12. Proper dating, posting and general condition of Bulletin Board % 

13. General condition of waiting room, and proper posting of circulars % 

14. Proper care of seals and keeping complete seal records % 

15. Condition of Fire Extinguishers, proper number of extra charges, etc % 

16. Condition of Warehouse and Cotton Trucks % 

17. Stationery, surplus, shortage, and condition % 

18. Prompt handling of correspondence, railroad mail, etc % 

19. Proper handling of reports and statements % 

20. General condition of Station Grounds, Parks, etc % 

Total Station average % 

Since the inauguration of this system we have found a decided im- 
provement upon each trip of inspection, the agents taking a personal 
interest in the proposition, there being considerable rivalry among 
them, each trying to rank first by having his station up to the 100 
per cent efficiency. 

In order to prevent agents from preparing for these checks, the 
trips are made at irregular intervals, and in this way we are able to 
get a report of the actual conditions at the station. Where irregu- 
larities develop necessary action is taken to prevent a repetition. 

During the past five months all concerned have been devoting a 
great deal of time and energy to the subject of reducing claims on 
account of loss and damage to freight. 

Each and every individual agent, conductor and other employes 

Loss and who has anything to do with the handling of freight has been fur- 

Damaged nished with a full set of written instructions as to the proper method 

Freight: of handling such matters and in addition each employe has been 

interviewed personally and their co-operation solicited. 

It is pleasing to note that the result of this campaign is an enor- 
mous reduction in the number of claims filed as compared with the 
same month last year, this reduction amounting to approximately 



88 ILLINOIS CENTRAL MAGAZINE 

75 per cent which, of course, results in a saving of several thousand 
dollars in claims paid. 

By the combined efforts of all concerned the Vicksburg Division 
for the month of June, 1915, as well as for July, 1915, has occupied 
first position on statement showing number of claims paid for lost 
packages or shipments, with a total of thirteen claims paid in June 
and ten in July, as compared with forty-one claims in June, 1914, 
and forty-five claims in July, 1914. 

During the month of April, ]914, there were 148 claims filed on 
this division as compared with only 63 filed in April, 1915. During 
May, 1914, there were 160 claims filed as compared with only 67 in 
May, 1915. During June, 1914, there were 176 claims filed as com- 
pared with only 43 in June, 1915. 

We have been able to bring about this reduction only by all con- 
cejned closely following up each individual case and securing the 
hearty co-operation of all employes as well as all shippers and con- 
signees. 

We find that we are able to do considerable good along these lines 
by having warehouse foremen in company with division claim clerk 
make trips over the division, accompanying merchandise cars loaded 
at their stations so that they will be in position to see just how 
their freight checks out and be in position to note the various irreg- 
ularities personally, thereby placing them in better position to take 
corrective steps to prevent a repetition. 

On the next page you will find a facsimile of report used by con- 
ductors in reporting freight over, short or bad order in their trains. 
This report gives all information needed in order to enable superin- 
tendent's office to investigate thoroughly. In case of shortage re- 
port shows where car was first opened, where worked and where set 
out. In case of overage it enables us to immediately locate billing 
so that delivery can be effected without delay. 

This report is filled out by the conductors and left at station where 
irregularities occur or in case the irregularity occurs at a non-agency 
station or a non-telegraph station, report is carried to the first tele- 
graph station, where it is left to be wired and then the original re- 
port sent by mail as a confirmation. 

Bv furnishing these cards to conductors it greatly simplifies the 
work of reporting the irregularities and at the same time gives all 
information necessary. 

This form has been in use on this division for several months and 
it is recommended that it be established as standard on the system. 

Conductors telegraphic and mail report of irregularities noted in freight shipments handled 
by them. 

191... 

Superintendent 



picked up at 

Car No. and Initials under seals East West car opened at 

and checked the following shipment 

Over, short or bad order. 

covered by to 

Billing station. Destination. 

W/B No date consigned to 

Consignee, 
at 

car worked at 

All stations where car worked, 
and set out at 



Conductor. 

At present this form is made up on mimeograph using regular letter head but it is pro- 
posed to have the form printed on post card size S 1 /^ by 6V inches addressed to Superintendent 
similar to the post card now used for safety first suggestions. 

The question of discontinuing the use of car cleats was brought up 
for discussion and it was the general opinion that it would be to the 
interest of the company to discontinue the use of cleats, which plan, 
_. if adopted, would effect a saving of approximately $30,000.00 per 

P? r _ annum on the system representing the cost of the cleats, to say 

nothing of the saving that would be effected in the way of eliminat- 
ing damage to our equipment, which is now being caused by the 



ILLINOIS CENTRAL MAGAZINE 



89 



Tariffs: 



Stationery: 



application of cleats. While we are not in position to give an esti- 
mate in dollars and cents of the damage done to our equipment 
each year by the application of cleats, it is fair to assume that this 
damage amounts to several thousand dollars. 

There is nothing to be gained by applying cleats to cars, as a cleat 
never has prevented a robbery. If an attempt is made to rob a car 
the presence of a cleat will not prevent, as it can very easily be 
removed with a hatchet or a bar of any kind. 

On the other hand, when applying these cleats, it is necessary to 
use large nails to hold them in place and when the car reaches des- 
tination and the cleat has to be removed, a great deal of damage is 
caused pulling out these nails from the woodwork of the car. 

In addition to the above facts, there is another feature to be con- 
sidered, that is, the hazard of personal injury, due to these cleats 
with nails protruding being dropped along the side of cars when 
opened, resulting in trainmen, yard men and others being injured on 
account of coming in contact with these nails. 

Cleats cannot be applied to our new type of box cars except on 
the inside and therefore no protection is afforded. 

A member called attention to the trouble that is being experienced 
especially at our smaller stations, with regard to agents familiarizing 
themselves with the proper method of handling, filing, etc., of the 
various tariffs, as well as to acquaint with the requirements of such 
tariffs. 

It was suggested and we recommended that if possible the agents 
at smaller stations be required to have on file only such tariffs, 
classifications and circulars as are actually needed to carry on busi- 
ness at such stations. 

A recent check of the tariff files on the division developed the fact 
that none of the stations had a complete set of tariffs in accordance 
with circular 97-J, and agents in each instance ordered the missing 
tariffs but were furnished only a small number of those ordered, 
being advised by the general freight agent that the balance could not 
be furnished account of the supply being exhausted. This still leaves 
the files incomplete and does not comply with the law. 

If permission can be obtained by our Traffic Department from the 
Interstate Commerce Commission to revise circular 97-J, so as to 
require us to carry only such tariffs as are needed at the smaller sta- 
tions, we will not only greatly reduce the expense of printing and 
distributing the tariffs, but at the same time will enable our agents 
to keep their tariffs in proper condition and to become more thor- 
oughly familiar with tariff requirements affecting their particular 
stations, thereby enabling us to obtain a greater degree of efficiency 
among our agents. 

The subject of stationery and the adoption of a plan which would 
enable us to improve upon the present system of handling stationery 
was discussed. 

It was found that considerable trouble is being experienced at the 
present time with regard to keeping agents supplied with sufficient 
stationery and at the same time to prevent a waste, due to the fact 
that under the present arrangement an agent is required to anticipate 
his wants from sixty to ninety days in advance of his actual require- 
ments, which makes it a matter of almost impossibility for agents to 
order just what is needed, owing to the fact that local conditions 
which govern may change to such an extent that an over supply of 
certain stationery will be ordered and an insufficient supply of other 
forms. 

It was suggested that either a supply of stationery be kept on each 
division and distributed from the superintendent's office every thirty 
days or that a store room be established at Memphis and one at New 
Orleans in addition to the one now maintained at Chicago so that 
agents in all sections will be in close touch with the supply depart- 
ment so that they can secure stationery needed on short notice, 
which will eliminate the necessity of ordering an unnecessary amount 
of certain forms in anticipation of their requirements. 

It is thought that the best plan would be to have a supply of sta- 
tionery kept on each division as the man on the ground is in better 



no 



ILLINOIS CENTRAL MAGAZINE 



position to know the actual requirements of agents and at the same 
time agents would know that they could secure stationery within 
a few hours when found necessary and therefore would not order 
a lot of unnecessary supplies resulting in considerable waste. 

By adopting this plan it is our belief that stationery can be han- 
dled at practically the same expense as it is being handled at present 
and in a much more satisfactory manner. 

Re-weighing The question of reweighing LCL freight was brought up for dis- 

LCL Shipments: cussion with a view of ascertaining if everything possible is being 
done to insure our receiving all revenue due in the way of assessing 
charges on the actual weight of all shipments and it was the con- 
census of opinion that this proposition was being followed up as 
closely as possible on this division and that from all indications 
the same conditions exist on all other divisions. 

We have made a number of tests on both in and out bound ship- 
ments at various stations and we have found that in practically 
every instance shipments were being billed at actual weight and as 
a result we were not able to secure any increase in revenue ac- 
count of increasing the weight of shipment weighed. 

It was found, however, that at one station standard packages such 
as cases of soap, canned goods, sacks of oats, corn, etc., were being 
under-billed. After making several tests we arrived at the actual 
weights of such packages and arranged to bill them at proper weights 
thereafter. 

We have handled this matter with shippers and consignees and 
they are co-operating with us so that we feel sure we will have no 
further trouble of this character. 

Several communications on the subject of getting the maximum effi- 
ciency out of our equipment was read and the subject was discussed at 
length. As a general proposition it is felt that we are having all of 
our cars loaded to their capacity or 10 per cent in excess thereof, and 
Loading by continually following up with shippers and by watching the matter 

Cars to closely ourselves we are sure to overcome the few exceptions where 

Capacity: we find cars being lightly loaded. 

All concerned appreciate the importance of this matter and we feel 
confident that the desired results will be obtained. 



STATEMENT SHOWING RESULT OF CLOSE SUPERVISION. 

Vicksburg Division. 
Freight and Passenger train operation for the Month of June, 1915, as compared with 

June, 1914: 
Freight Train Operation: 1915 

Train miles 34,910 

Ton miles 30,557,539 

Total expense $16,809.65 



1914 
35,658 
29,304,206 
$19,273.15 
54.05 
0.66 



Per cent. 

2.1 

4.3 
17.9 
10.9 
16.6 



Cost per 100 train miles 48.16 

Cost per 1,000 ton miles 0.55 

Less freight charges on coal both years: 

Cost per 100 train miles 37.87 43.09 12.1 

Cost per 1,000 ton miles 0.43 0.53 19.0 

Passenger Train Operation: 

Train miles 45,910 47,643 3.6 

Total expense $10,706.21 $13,659.15 20.1 

Cost per 100 train miles 23.32 ^ 28.67 19.0 

Less freight charges on coal: 

Cost per 100 train miles 20.48 24.55 16.5 



Dec. 
Inc. 
Dec. 
Dec 
Dec. 

Dec. 
Dec. 

Dec. 
Dec 
Dec 

Dec. 



Cast Iron Heel The proposition of equipping our switches with cast iron heel blocks 

Block for was suggested and discussed, after which it was decided to recommend 

Switches: the adoption of this heel block. 

A great many points in connection with this proposition were men- 
tioned and all present favored the adoption of the block as standard. 
Blue print is attached showing the general plan, from which it will 
be noted that the block will act as a foot guard and in addition will 
strengthen the joint, which is the weakest joint in the switch, and 
will hold it perfectly rigid so as to insure the switch points always 
being faced at the heel of point. 

It is also shown by using these cast iron heel blocks they will also 
act as a safeguard against injuries being sustained. 

In addition to the general plan shown on blue print it will be noted 
that we have shown the heel block, the section at heel and the heel 
joint with the necessary explanation shown with each drawing. 



ILLINOIS CENTRAL MAGAZINE 



91 



Passengers During the past three or four months we have been conducting 

Purchasing a vigorous campaign with a view of interesting all employes and 

Tickets patrons in the subject of having all passengers provided with tickets 

Before before boarding the trains. 

Boarding Our investigation develops the fact that local conditions at a num- 

Trains: ber of stations had considerable effect on this proposition, and we 

have worked at such points very diligently, putting into effect an 

arrangement which would work to the best interests of all concerned. 

The general public seem to be interested in this move, and this, 

together with the interest which is being displayed by our agents and 

trainmen, will undoubtedly bring about a condition which will be very 

pleasing. 

For the months of April, May and June we have been able to bring 
about a reduction in the number of cash fares collected on trains on 
this division of approximately 50 per cent, and during the next three 
months we expect to make a further reduction of at least 50 per cent 
in the number of cash fares now being collected. 

In this connection we are also closely following up the proposition 
of having all children between the ages of five and twelve provided 
with half-rate tickets, and we are meeting with very good results. 

Standard The subject of interesting all gin owners in the proposition of adopt- 

Gin Boxes: ing a standard gin box size, 27 by 54 inches, so as to enable all ginners 

to turn out bales of cotton of standard size, was discussed, and the 
opinion prevailed that within a short time all gins in this section 
would be equipped with the standard gin boxes, owing to the fact 
that all gin owners are replacing their gin boxes, as fast as the old 
ones wear out, with new ones of the standard size mentioned above, 
and all new gins constructed are so equipped. 

In handling this matter with gin owners it was explained to them 
that their interests in this proposition were identical with ours, which 
fact seemed to be realized, and they assured us that they were heartily 
in accord with the move and would do everything within their power 
to assist us in bringing about the condition desired. 

At the same time the question of properly packing and marking- 
cotton, as well as using bagging of good quality, was discussed with 
the ginners, and from the manner in which they have taken hold of 
the proposition we feel assured that a great improvement will be noted 
during the coming season. 

Conclusion After a general discussion of all subjects and new subjects being 

solicited and none offered, the meeting adjourned. 




GLEANINGS 

from me 

QAMS DEPARTMENT 

fragments of a Stoiy 
Seldom &ver Told 



Echoes of the Coleman Case 



HPHE suit of Charles M. Coleman, 
brakeman, for alleged personal in- 
juries, at Alworth, 111., June 2, 1914, 
when he claimed to have fallen from 
the side of a box car, due to handhold 
pulling out, occupied the center of the 
stage at St. Paul last April. The case 
was widely commented upon by the 
press following the trial. 

Coleman, it will be remembered, 
swore that he was completely paralyzed 
from the waist line down, for which he 
asked the court and the jury to allow 
him the Comfortable sum of $50,000.00. 
He was carried into the court room on 
a stretcher, and his claims of absolute 
helplessness were backed up by the tes- 
timony of several licensed doctors, and, 
too, he was represented by one of the 
shiftiest among the Minnesota solicit- 
ing lawyers, Mr. Samuel A. Anderson, 
so that the trap was all set and it looked 
as though the Illinois Central stood a 
good chance of being caught, but some 
very unusual things happened. 



After two doctors had testified that 
Coleman was completely and perma- 
nently paralyzed and that he could 
never walk again, and after Coleman 
himself had sworn that he had no con- 
trol whatever over his lower extrem- 
ities, Attorney Anderson made the 
startling announcement to the court 
that Coleman was not paralyzed at all, 
but was suffering from some nervous 
disorder. That was exactly what the 
representatives of the Railroad Com- 
pany, in charge of the case, had been 
contending all along, and they were 
most curious to learn what caused An- 
derson's sudden change of front. We 
now give the story for the first time. 

For some time prior to the trial, Cole- 
man had been at Mounds Park Sani- 
tarium at St. Paul under the care of 
Dr. C. R. Ball, who was expected to 
act as the chief medical witness to es- 
tablish his claims. The night before 
the day he was to go on the witness 
stand, Dr. Ball became suspicious and 



ILLINOIS CENTRAL MAGAZINE 




94 



ILLINOIS CENTRAL MAGAZINE 




CHARLES M. COLEMAN. 

Who Sued for $50,000, Alleging Permanent Paralysis of Lower Extremities, as He Appeared a 

Short Time After He Lost His Case. 



set out to satisfy himself about Cole- 
man's condition. He gave Coleman 20 
grains of trianol and instructed the 
nurse to watch him till he was sound 
asleep. When the nurse called the doc- 
tor and informed him that the patient 
was asleep, Dr. Ball went into the room 
and was surprised to find Coleman ly- 
ing on his left side, he having testified 
that he could not move himself. The 
doctor threw the bed clothes up from 
the feet, exposing Coleman's legs. He 
found they were drawn up about half 
way, which was another surprise, as 
Coleman had sworn he could not bend 
his legs at all. Dr. Ball then, in the 
presence of the nurse, tickled the bot- 
toms of Coleman's feet and found that 
his limbs were lithe and supple. Of 
course. Dr. Ball immediately notified 
Anderson, the lawyer, and the sensa- 
tional announcement to the court fol- 
lowed. 

The trial was proceeded with on the 
theory that Coleman, if not paralyzed, 
must have some other injury which the 
Illinois Central ought to pay him for, 
but, finally the court dismissed the suit 



on the ground that the plaintiff had 
failed to make out a case under the 
complaint. The defeat was a most bit- 
ter and humiliating one for Anderson, 
the widely advertised personal injury 
lawyer. 

When comparing the extravagant 
claims those who are in the pay of An- 
derson make about his brilliancy and 
success as a personal injury lawyer, 
with what actually happened in the 
Coleman case, one is reminded of the 
following story : A woodpecker, sun- 
ning himself on a limb, thus solilo- 
quized : "I am a pretty bird. Indeed, 
there are few, if any, birds prettier than 
I. Then, too, I am a smart bird; and 
there are those who think that I am the 
smartest bird that flies." Just then the 
shadow of a real fighting bird from an- 
other state caused the woodpecker to 
seek his hole in the trunk of a near-by 
tree, but the call was so close that he 
entered the hole minus a quantity of 
feathers plucked by the fighting bird. 
Later, when the danger was over, the 
woodpecker, resuming his soliloquy, 
said : "I may be a. pretty bird, and even 



ILLINOIS CENTRAL MAGAZINE 



9. r > 



a fairly smart bird, but blamed if I 
didn't come near being picked clean 
that time." 

That Dr. Ball made no mistake in 
his diagnosis it is only necessary to say 
that, since the trial Coleman has been 
living- at Springfield, 111., and has been 
walking around in a perfectly normal 
manner, sometimes accompanied by a 
cane, but frequently without it. He 
admits himself that he is now prac- 
tically well. The cut of Coleman ap- 
pearing with this article was made 
from a kodak picture taken shortly after 
the trial at the home of his mother-in- 
law in Springfield, and the cartoon by 
Afr. Copp illustrates, with a good deal of 
accuracy, some of the things that oc- 
curred during and since the trial. 

Coleman lay in bed for nearly eleven 
months, or from the date of his injury 
until his case was tried, and during all 
that time was waited upon and treated 
as though he were perfectly helpless 
and unable, without assistance, to even 
attend to the laws of nature. A remark- 
ably short time after he was beaten in 
the law suit and left St. Paul, he was 
walking about the streets of Spring- 
field, the termination of the law suit 
having, apparently, resulted in a com- 
plete cure. 

The costs to the railroads of investi- 
gating and defending personal injury 
suits on the order of the Coleman case 
are enormous. That these conditions 
exist may seem incredible to some, but 
the railroads are painfully cognizant of 
the fact. 



SHRINKAGE OF A DAMAGE SUIT 
VERDICT 

If the subsequent history of the oc- 
casional large damage suit verdict was 
known it would be found that there is 
as much or more difference between the 
verdict and what the plaintiff actually 
receives in the end as there is between 
the attractive salaries which vaudeville 
stars are said to be paid and the amount 
they really receive. A recent damage 



suit disposed of in this county is in 
point. 

W. B. McEwen, who was employed 
as a car repairer for the Illinois Central 
R. R. Co., in its shops at McComb, was 
killed on June 3, 1914. Suit was brought 
in the Circuit Cou-rt of Lincoln county 
at the 1914 term, and a trial had at that 
term. The jury returned a verdict for 
$22,000.00. The defendant upon hear- 
ing of a motion for a new trial, con- 
tended that this amount was excessive 
and made such a showing in support of 
the contention as induced the court to 
reduce the amount to $12,500.00 for 
which sum judgment was entered and 
the defendant appealed. We are ad- 
vised that the case was recently set- 
tled for $6,650.00, out of which the heirs 
received $4,575.00, the attorneys re- 
taining a much smaller portion for 
their fee than is customary in such 
cases. Even so, the amount secured by 
the heirs is but 20 per cent of the jury 
verdict. No doubt the amount paid is 
fair and equitable taking into consider- 
ation the liability and other features of 
the case, else it would not have been 
accepted, particularly as a judgment 
was pending for $12,500.00. 

The lesson to be learned from this 
by those who have claims for personal 
damage or wrongful death of next of 
kin, is that they should not be encour- 
aged to hold out for large sums because 
of large verdicts they have heard of, 
read of in like cases. Such verdicts 
usually cash in for but a small per cent 
of their face value. Then, too, as a 
usual thing only the large verdicts are 
given publicity. The cases in which 
recoveries are small, or cases in which 
verdicts are large, but greatly reduced 
or entirely wiped out on appeal, or 
those in which verdicts are rendered for 
the defendant are seldom mentioned 
and hence the actual result of such 
cases does not come to the attention of 
the prospective litigant. All of which 
goes to prove the truth of the old adage 
that "a poor compromise is better than 
a good law suit." Twice-a-Week Jour- 
nal. McComb, Miss., Aug. 25, 1915. 



96 



ILLINOIS CENTRAL MAGAZINE 



SPRINGFIELD DIVISION OFFI- 
CERS ON A MOTOR CAR 
TRIP 

Claim Agent J. D. MaGee, of Spring- 
field, writes entertainingly, under date 
of 9th nit., concerning trip he made 
with Division Officers on motor car 
over the entire 540 miles comprising the 
division, as follows: 

Late Saturday afternoon I finished a 
motor trip over the Springfield Divi- 
sion, having traveled over 540 miles 
from early Tuesday morning until Sat- 
urday. Superintendent Patterson was 
with me part of the time ; Train Master 
Hanly part of the time, and Road Mas- 
ter Backus accompanied me on most of 
the trip. The different Road Super- 
visors accompanied us over their re- 
spective districts. The main object of 
the trip was to check stock reports and 
claims with the different Section Fore- 
men for the first six months of the year 
1915. I might state at this time that 
our records seemed to correspond and 
that a report of same will he found at- 
tached to this letter. In addition to 
stock reports, we checked personal in- 
jury reports and fire claims, discussed 
various personal injuries and accidents 
with a view to preventing same in the 
future; called the attention of the dif- 
ferent officials and foremen to danger- 
ous crossings, bad gates, defective 
fences, station platforms, board side- 
walks and everything which might be 
the cause of an accident or injury from 
which a claim might result, and dis- 
cussed the methods and advisability of 
remedying such evils. The foremen 
were examined on certain flagging rules 
and all curves were gauged and main 
and switch tracks, switches and switch 
points inspected. Altogether, it was 
a very pleasant trip and should prove 
to be a very profitable one. 

We met a very capable and loyal lot 
of Section Foremen, some of whom 
have long, faithful and splendid records 
of service ; others, who have served a 
few years and who seem determined to 
and probably will equal the good rec- 
ords set before them ; and still others 
who have recently become foremen who 



are ambitious, energetic, strong, and 
who seem to possess the proper qual- 
ities to make them successful builders 
and caretakers of the road. 

When a man sits in his office and 
reads reports and considers claims as 
I have done for almost two years, he 
is apt to become narrow in his views 
and inclined to believe that there isn't 
a careful and capable foreman on the 
system ; but when he talks to such men 
as Section Foreman Fry, of Alhambra, 
who claims to have reported only one 
personal injury in 24 years, Foreman 
Brennan, of Mt. Olive, who has had 
to report only one injury in 12 years ; 
Foreman Carmichael, of Clinton, who 
was the only man on his section to be 
injured in 10 years; Foreman Badget, 
of New Holland, who has had no ac- 
cidents in about 12 years; Martin 
Hughes, of Lincoln, who has had none 
of his men hurt for almost 20 years ; 
Foreman Lynch, of Lanes, who has re- 
ported no personal injuries in 15 years; 
Foreman Woods, of Lodge, who has 
had only one cow killed on his section 
in 15 years ; Foreman Lindeman, of 
Seymour, who has reported no per- 
sonal injuries in 15 years; Foreman 
Harrington, of Argenta, who has had 
only one injury in 13 years ; Foreman 
Snyder. of Monticello, who has report- 
ed no personal injury and no stock 
claims in 8 years; Foreman Pyatt, of 
Oconee, who has reported no personal 
injuries in 20 years, and other such 
records, and learns from them that the 
reason they are able to make such re- 
ports is because they have always ex- 
erted themselves to prevent personal in- 
juries and the killing of stock, it is a 
pleasure for him to admit that he has 
had a wrong impression of things. It 
is also a satisfaction to have such men 
testify that claims growing out of in- 
juries to men and the killing of stock 
can be prevented by proper supervision 
and care. 

Generally speaking, we found the 
fences on the Division to be in fair con- 
dition only. There are many places 
where there are no fences at all. How- 
ever, usually where we saw stock in 



ILLINOIS CENTRAL MAGAZINE 



97 



the adjoining fields the fences were in 
good condition. At one or two places 
we saw a bad gate or a bad section of 
fence along a field in which there was 
live stock. We called the attention of 
the foremen to same and they agreed 
to make the necessary repairs without 
delay. It is my opinion that the gen- 
eral condition of the railroad fences is 
better than on other parts of adjoining 
farms. We observed a number of 
places where the company should fur- 
nish good gates and the foremen were 
instructed to make requisition for 
them. We also observed that as a gen- 
eral proposition the gates with "KEEP 
CLOSED" signs on them were closed 
while the others were not. There was 
one place near New Holland where 
there was a sign at a crossing, but no 
guards or gates. The foreman told us 
that he had recently seen a farmer go 
upon the track at that place and ride 
horse-back two miles north to Burton 
View. The Supervisor was instructed 
to find out if it was a public or private 
crossing and put in gates or guards. 
There is a peculiar condition existing 
near Vera. There has been some dis- 
pute in the vicinity as to whether a 
crossing was public or private, and 
people have been traveling on the right 
of way to a certain point instead of 
crossing over the tracks. The foreman 
was instructed to prevent this by plac- 
ing posts across the right of way. I 
observed one bad feature about the 
leasing of right of way. Usually the 
lessee leaves the gate in the wing fence 
or a section of the wing fence, open or 
down, making it very easy for stock to 
enter upon the right of way from the 
public highway. I feel sure the fore- 
men will be instructed to remedy this 
evil. In many instances our right of 
way fences or the fences leading to 
them are hedge and the hedge has 
grown so high that it makes the cross- 
ings dangerous. The foremen were 
directed to trim such hedge fences. 

Near New Holland and Burton View 
on the Havana District, there are two 
crossings known as the Bartman Cross- 
ing and the Burton View Road. They 



have been considered dangerous cross- 
ings for several years, but recently the 
members of the Road Department have 
repaired them and changed them, les- 
sening to a great extent the elements 
of danger. The farmers living near 
them are well pleased with their pres- 
ent condition. The Mayor of New 
Holland was so well pleased with one 
of them that he wrote a very compli- 
mentary letter to the foreman. 

It is pleasing to relate that at only 
two places did we see live stock pas- 
turing upon the right of way. One in- 
stance Avas at Glenarm, and Superin- 
tendent Patterson instructed our Agent 
to have the horse taken away. The 
other was just south of Weldon, where 
a cow was tied upon the right of way. 
The foreman, Mr. Lynch, took, the 
cow off the right of way and tied 
her along the road, but the owner 
took her back. Our former agent 
at Weldon has given the owner, John 
Simpson, written notice that he must 
not leave the cow on the right of way, 
but he insists upon doing so. I think, 
however, the matter can be success- 
fully handled. 

It was gratifying to note that there 
is not much danger of damage by fire 
this year. In a great many places the 
foremen stated that the farmers were 
willing and had agreed to plow fire 
guards inside their fields should the 
necessity arise. This was especially 
true on the Havana District. A num- 
ber of fields are already protected by 
sufficient guards, and farmers have 
promised to plow in others. In some 
places, however, the owners will not 
plow guards unless they are paid by 
the company for doing so. This con- 
dition exists to some extent along the 
Decatur District and on the Clinton 
district. Wherever this was found the 
foremen were requested to exercise all 
the care they could to prevent fires and 
keep them from spreading. The fore- 
men are planning to mow their sec- 
tions some time this month and some 
of them have already done so. We no- 
ticed that some of the right of way 
tenants had mowed the land, but had 



98 



failed to cut the grass and weeds along 
the fence line. The foremen were told 
to have them do that. We did not see 
any buildings close enough to the 
tracks to be considered fire traps. 

At Mason City we observed some 
defective crossing planks near the de- 
pot and a bad sidewalk leading to the 
station grounds. The foreman was in- 
structed to repair them at once. At 
Monticello the Supervisor was request- 
ed to make changes in nearly all of the 
crossings. The depot platform at Sho- 
bonier is in very bad shape. There are 
two holes in it. The curbing is worn 
off where passengers alight from 
trains and the approach from the side- 
walk is not very good. Repairs should 
be made there. 

The trespassing evil is notable at 
Glen Carbon, Divernon, Pana and San- 
doval. At each of these places there 
are coal mines. The miners use the 
right of way for going to and from 
their work and there are always a num- 
ber of children picking up coal along 
the tracks. At Pana we noticed two 
coal carts against a signal post in the 
yards near the mine, and at Sandoval 
three tiny children were picking up 
coal between two tracks on which there 
were trains and our motor car on an- 
other track. Their mother seemed to 
be near them. We put them off the 
right of way. 

Superintendent Patterson earned an 
honor mark for discovering a broken 
brake-beam or rod on a car in the yards 
at one of the stations on the Springfield 



District. The car was marked and the 
agent's attention called to it. 

We found no danger of accidents due 
to stock pen gates being open. This 
is because the officials have made a. 
thorough campaign in the matter of 
keeping them closed. We found them 
open at only two places and the fore- 
men were instructed to close them im- 
mediately. 

It was wholly a business trip, but 
there was one amusing incident which 
might-be recorded. The motor car re- 
fused to run after we got in the Lin- 
coln yards one day. Our chauffeur, 
Frank, a "master mechanic," had 
worked with it for almost two hours. 
It was a very warm morning. He was 
somewhat aggravated because he could 
not detect the trouble. Finally he 
mopped his forehead and exclaimed, 
"If anybody can tell me what's the mat- 
ter with that motherless thing just let 
'em come forward." The motor must 
have resented that remark, because al- 
most immediately afterwards F'rank 
cranked her up and she started to run 
and gave us no more trouble during 
the remainder of the trip. 

Everybody manifested a desire to 
prevent injuries to life and limb and 
the reporting of the killing of stock and 
losses by fire. The officials did not 
hesitate to issue instructions with 
those objects in view, and the men 
seemed anxious to do all in their pow- 
er to please their superiors, lessen the 
danger to themselves and lighten their 
burdens. I feel confident that the trip 
will bring: forth excellent results. 



What Would You Do if You Owned 
the Railroad?" 



' I ^ HE officers of the Kentucky Division 
-*- are making a determined effort to re- 
duce the number of head of stock killed. 
Every officer, every section foreman, ev- 
ery engineer, every conductor and, in fact, 
every employe of the Division, are wag- 
ing an unrelenting war against the killing 
of stock, and they are fighting a winning 
battle. Superintendent Downs called a 
meeting, which was held at Princeton on 



the night of August 18th, for the purpose 
of discussing this one topic of killing stock 
on the waylands. The text of the meeting 
was: "What would you do if you owned 
the railroad?" and it was not departed from 
a moment during the entire evening. 

Traveling Engineer Ryan struck the key- 
note when he said that the feeling of the 
men on the Louisville District towards the 
elimination of the killing of stock was in- 



ILLINOIS CENTRAL MAGAZINE 



99 



tense, and that men in the dead freight 
service considered it almost a crime to 
kill an animal. 

Master Mechanic Walker read a message 
from the engineer of train No. 102, stating 
that he stopped three miles south of Daw- 
son Springs to prevent killing two animals. 
Mr. Walker said he believed if we could 
stop No. 102 to prevent killing stock, that 
the engineers of dead freight trains cer- 
tainly could offer no excuses for not doing 
likewise. 

Train Master Thomas said that every- 
body on the Division seemed to feel that 
they were doing all they could to prevent 
the killing of stock, but that he did not 
agree with that view. He said: "Al- 
though we have done a great deal, and 
have realized results, still, I believe every 
man here can do a little more than he is 
doing." 

Claim Agent Johnson said: "It was once 
said by an ancient philosopher that if you 
would give him lever enough he could 
lift the world. I am fully convinced that 
we can accomplish most anything we care 
to if we go about it in a concerted man- 
ner and as a unit, and through individual 
effort we can do it." 

Claim Agent Payne suggested that if 
engineers would slow up at places where 
they know from experience that they were 
likely to encounter stock, that it would help 
a great deal toward reduction of number 
of head killed. He said an "ounce of 
prevention was worth a pound of cure." 
He called attention to the fact that on 
his territory, during the last four months, 
only one large animal had been killed, for 
which he had failed to receive an engi- 
neer's report, which was unusual. 

Local Attorney Gates was present at 
the meeting and made a little talk, during 
the course of which, among other things, 
he said: "This is a most unique occasion 
to me, and to me, men, it bespeaks the 
solution, not only of the difficulties aris- 
ing from the killing of stock, but of many 
of the other difficulties that are being en- 
countered by railroad managers of today. 
It is not so much a question of the con- 
dition of fences, nor the matter of stock 
laws, in the beginning, as it is a cordial 
and universal and concerted action of the 
primal community of interest that must 
exist between railroad employes, from the 
man who drives spikes on the section, to 
the president of the company. The dif- 
ference between these two is merely a dif- 
ference in degree. Both and all are equal 
employes of the railroad company, and my 
observations justify me in stating, I think, 
that so far as the Illinois Central is con- 
cerned, every man connected with it recog- 
nizes himself as an employe of the Illinois 
Central and as a conservator of that 
company's interest. Your presence at this 



meeting tonight bespeaks that attitude on 
your part, and the presence of the super- 
intendent bespeaks that attitude on the 
part of the company's officials. So, it 
seems to me that the solution of the trou- 
ble arising out of the killing of stock is in- 
evitable, if it be pursued. Not more than 
anyone else we should cordially recognize 
the fact that every dollar we save for our 
employer, to that extent, advances our own 
position in his employment; that we owe 
pur employer just as much in serving his 
interest in the matter of keeping to a mini- 
mum his expenditure in loss resulting from 
our participation in his employment, as we 
owe him the duty of giving him honest 
service for the salary he pays us. In other 
words, the engineer, or the conductor, or 
the section foreman who by any oversight 
partially contributes to the loss of his em- 
ployer of the price of a pig, is dishonest to 
that extent, just as he would be if he re- 
fused to render twelve hours service for 
twelve hours pay. I am presumptive that 
the employes of the Illinois Central have 
come to a full realization of that fact. 
Gentlemen, in its larger aspect every trans- 
portation problem that today is disturbing 
public opinion in America can be solved by 
this primal community of interest between 
men engaged in this grand enterprise, to 
be cordially and universally recognized. It 
is just as important for the simplest track- 
man to do his work well as it is for the 
president of the railroad to do his work 
well. It is frequently more important, and 
the trackman has not performed his duty 
fully until he has seen that to the limit of 
his ability he prevents the company's re- 
sources from being dissipated by paying 
losses arising from the killing of stock. 
The trackman who goes home in the even- 
ing knowing that there is a head of stock 
on the right of way that he could drive to 
a zone of safety, and neglects to do it. is 
to that extent, co-operative in the dissipa- 
tion of his employer's resources, and to 
that extent, renders impotent the power of 
his employer to compensate him fully for 
the labor he performs. Now, gentlemen, 
it seems to me that you are to be very 
much congratulated upon the campaign 
that you are making. It has been some 
years since I retired from the Claim De- 
partment, and I could scarcely believe my 
ears when you talked about killing only 
two head of large stock last month and 
seven this month on one district. I re- 
member very well when I was Claim Agent 
that between Evansville and Princeton I 
frequently paid out $2,000.00 per month 
for. the killing of stock. Whenever my 
monthly report got below $1,000.00 I con- 
gratulated myself, and the idea of assemb- 
ling a crowd of men like this to discuss 
the killing of stock was beyond my fond- 
est dreams. I counted myself lucky in 



100 



ILLINOIS CENTRAL MAGAZINE 



those days if I could get the attention of 
one man at a time, and frequently it took 
quires of paper to do that. Certainly, I 
never dreamed that a company of men like 
this would assemble at Princeton, under 
the direction of the superintendent, to con- 
sider the matter of how the killing of stock 
might be curtailed. I believe that any 
train, I do not care how important it is, 
should stop, if possible, to prevent the 
slaughter of stock. There are two rea- 
sons for this: first, the population of the 
world has grown to such an extent, that 
the life of stock should be preserved for 
necessity, and second, the drain upon the 
treasury of the company occasioned by the 
killing of stock. The efforts of every em- 
ploye should be utilized to prevent the 
killing of stock, and it should be impressed 
upon the minds of our locomotive engi- 
neers that they must not kill stock, if they 
can prevent it by stopping their trains. I 
was glad to hear tonight that a train as 
important as No. 102 was stopped to pre- 
vent killing stock. I consider it next to 
impossible to get stock owners who live 
along our right of way to make any serious 
effort to reduce this outlay. They gen- 
erally get a pretty good price for their 
stock, and are not going to co-operate 
with you very cordially. I do not care 
what the conditions are, the railroad com- 
pany is going to pay more, as a rule, than 



what the stock is worth. From a legal 
standpoint the railroad is practically with- 
out defense in stock claims. It is prac- 
tically impossible to take a case from the 
jury, and the juries are made up of people 
who have had stock killed, and there is a 
pretty well understood custom that when 
a case conies up, they will take care of 
the plaintiff's interest. So, therefore, gen- 
tlemen, it is up to you to solve this prob- 
lem and I am quite sure, from what I have 
seen and heard here tonight, that you are 
going to do it." 

"What would you do if you owned the 
railroad?" was the pertinent question fre- 
quently put to those present by Superin- 
tendent Downs. "If you went out on the 
road and saw stock on the right of way, 
and knew if that stock were killed that you 
would have to sign the check and pay the 
money out of your own pocket, what would 
you do? You would not kill the stock, 
would you? I want to enjoin upon every 
man here this evening, and upon every 
employe of this division, that his interest 
lies in doing just as he would do if he 
owned the road and had to pay out of his 
own pocket for the stock that is killed on 
the waylands. I believe every man here 
can do something toward the prevention of 
killing stock. I expect every one of you 
to do your part, and I am sure that I shall 
not be disappointed." 




How the I. C. Saved the Day 

By J. O. Craig, Fuel Inspector 



JUST a few words on an efficient rail- 
road and how an efficient railroad 
met a sudden emergency. On the night 
of Aug. 19, the tail end of the great 
West Indian hurricane struck southern 
Illinois ; the rain and wind continued un- 
broken for nearly 30 hours. Naturally 
all small streams and rivers were on a 
rampage, and it would be indeed a well 
ballasted and efficiently keot railroad 
that could stand the onslaught of such 
a terrific storm as that which came, and 



I am proud to say there was one which 
stood the test. After the other roads 
running through the great American 
bottoms had failed account of washouts 
the Illinois Central was running their 
trains through and also on time, with 
little or no inconvenience. 

Came an order from the chief dis- 
patcher at Clinton. 111., to the night op- 
erator at Litchfield to be ready to handle 
any number of foreign passenger trains 
over our line to St. Louis. The oper- 



ILLINOIS CENTRAL MAGAZINE 



101 



ators were on hand and ready all along 
the route four hours before the first 
train came, a big Pennsylvania mail and 
passenger, and then came the others, 
Vandalia, B. & O., Frisco, C, B. & Q., C. 
& A., Big Four, C. & E. I. and Wabash, 
and coming mostly in bunches, part of 
these trains detoured over the I. C. atMt. 
Olive, some at Springfield and some at 
Litchfield, all on their way to St. Louis. 
The emergency was met, and efficiently, 
and only such- time was lost as it took 



to transfer them over the connection, 
and all the while kept their own traf- 
fic going, north and south. All this 
work was done over a single track rail- 
road, but a railroad that is a railroad. 
And to think for at least a day it was the 
only railroad between St. Louis and Chi- 
cago direct. Three cheers for such a 
railroad. 

For if it hadn't been for the old I. C. 
Where the devil would them trains now 
be? 



THE LAND OF BEGINNING 

AGAIN 

By E. W. Gibbens, Dist. Mgr., Green- 
ville, Miss. 
1 wish that there were some wonderful 

place 

Called the Land of Beginning Again, 
Where all our mistakes and all our 

heart-aches 

And all of our poor, selfish grief 
Could be dropped, like a shabby old 
coat, at the door, 

And never put on again. 

r 

I wish we could come on it all unaware, 
Like the hunter who finds a lost 

trail ; 
And I wish that the one whom our 

blindness had done 
The greatest injustice of all 
Could be at the gates, like an old friend 

that waits 
For the " comrade he's gladdest to 

hail. 

We would find all the things we in- 
tended to do 

But forgot, and remembered too late, 
Little praises unspoken, little promises 

broken, 

And all of the thousand and one 
Little duties neglected that might have 

perfected 
The dav for one less fortunate. 



It wouldn't be possible not to be kind 

In the Land of Beginning Again ; 
And the ones we misjudged and the 

ones whom we grudged 
Their moments of victory here 
Would find in the grasp of our loving 

hand-clasp 

More than penitent lips could ex- 
plain. 

For what had been hardest we'd know 

had been best, 
And what had seemed lost would be 

gain; 
For there isn't a string that will not 

take wing 
When we've faced it and laughed it 

away; 
And I think that the laughter is most 

what we're after 
In the Land of Beginning Again. 

So I wish that there were some won- 
derful place 

Called the Land of Beginning Again, 
Where all our mistakes and all our 

heart-aches 

And all of our poor, selfish grief 
Could be dropped, like a shabby old 

coat, at the door, 
And never put on again. 



102 ILLINOIS CENTRAL MAGAZINE 



ILLINOIS CENTRAL 



AND 



The Yazoo and Mississippi Valley Railroad Companies 

Publicity Bulletin No. 13 



An especial effort is being made by these companies to, insofar as 
practicable, protect the health of the traveling public and employes. 

A competent Health Officer or Sanitarian, who is a graduate 
physician, at frequent intervals inspects all waiting-rooms, 
ticket and general offices to see that they are properly 
ventilated and kept clean. His slogans are "Nail the window 
open" and "Clean up and keep clean." 

All food served in either dining cars, restaurants or lunch 
rooms, is regularly inspected in order that only the best in 
quality and such as is pure and clean will be placed before 
our patrons. Cream, milk and butter are tested to see that 
they come up to standard, and food of every description 
is properly covered to protect from flies and dirt. 

All water and ice used on passenger trains and in stations 
is regularly examined, and water coolers are sterilized with 
live steam once a week. 

All dining cars are inspected regularly to insure their clean 
and sanitary condition. 

For the protection of the traveling public, as well as them- 
selves, employes on dining cars who come in contact with 
passengers,are required to submit to frequent examinations 

by competent physicians, to see that they are absolutely 
free from any communicable disease. 

All employesare instructed that standing water is a breed- 
ing place of mosquitoes and garbage the breeding place of 
flies, also that the rat is a medium through which disease 
is spread. 

Monthly articles treating upon health measures are printed 
in the Company Magazine. 

A competent Medical and Hospital organization!* at all times 
available to employes and advice as to the best method to 

pursue to avoid sickness of all kinds is freely and cheerfully 
given. 



Hernonous o 



OriOUS OGIV1CG 



LjVYVORABLE mention is -made of 
the following conductors for their 
special efforts in lifting and preventing 
the use of irregular transportation in 
connection with which reports (Form 
972) were rendered to the auditor of 
passenger receipts, who, in cases of 
this kind, advises the other depart- 
ments concerned, so that proper action 
may be taken, all pass irregularities be- 
ing brought to the attention of the 
vice-president. 

Illinois Division 

Suburban Flagman C. G. Scuffham, 
on train Xo. 228, July 26th, declined 
to honor returning portion of ticket, 
account having expired and collected 
cash fare. 

Conductor H. B. Jacks, on train No. 
26, July 7th, declined to honor card 
ticket account having expired and col- 
lected cash fare. Passenger was re- 
ferred to the Passenger Department 
for refund on ticket. 

Conductor D. S. Weigel, on train 
No. 24, July 18th, and train 26, July 
28th, declined to honor card tickets 
account having expired and collected 
cash fares. Passengers were referred 
to the Passenger Department for re- 
fund on tickets. 

On train Xo. 5, July 25th, he lifted 
annual pass account being in improper 
hands and collected cash fare. 

On train No. 26, July 28th, he lifted 
employe's term pass account being in 
improper hands and collected cash fare. 
St. Louis Division 

Conductor J. W. Hallagan, on train 
No. 606, July 3rd, declined to honor 
card ticket account having expired and 
collected cash fare. Passenger was re- 
ferred to the Passenger Department 
for refund on ticket. 

Conductor W. L. Wilder, on train 
Xo. 224. July 10 lifted card ticket ac- 
count date of sale having been altered 
and collected cash fare. 

Conductor A. E. Reader lifted several 
expired card tickets during the month 
on which passengers admitted having 



previously secured transportation and 
collected cash fares. 

On train No. 23, July 25th, he de- 
clined to honor card ticket account 
having expired and collected cash fare. 
Passenger w'as referred to the Passen- 
ger Department for refund on ticket. 

Conductor G. Carter, on train No. 
302, July 25th, lifted trip pass account 
not being countersigned and collected 
cash fare. 

Springfield Division 

Conductor J. B. Stewart, on train 
No. 124, July 12th, and train No. 120, 
July 31st, declined to honor card tick- 
ets account having expired and collect- 
ed cash fares. Passengers were re- 
ferred to the Passenger Department 
for refund on tickets. 

Wisconsin Division 

Conductor B. Lichtenberger, on train 
No. 124, July llth, lifted employe's 
trip pass account returning portion 
being missing and collected cash fare. 

Conductor W. H. Sharkev, on train 
No. 101, July 23rd, lifted trip pass ac- 
count returning portion being missing 
and collected cash fare ; also declined 
to honor card ticket account having ex- 
pired and collected cash fare. Pas- 
senger was referred to Passenger De- 
partment for refund on ticket. 

Conductor P. J. Crosson, on train 
No. 123, July 25th, lifted identification 
slip Form 1572 account passenger not 
being provided with pass. Passengers 
purchased tickets to cover trip. 
Iowa Division 

Conductor D. B. Johnson, on train 
No. 716, July 12th, lifted card ticket 
account date of sale having been al- 
tered and collected cash fare. 

On train No. 715, July 14th, he lifted 
expired card ticket from passenger 
who admitted having previously se- 
cured transportation thereon and col- 
lected cash fare. 

Kentucky Division 

Conductor W. Y. Hansbrough, on 
train No. 103, July 16th, lifted 48 trip 
coupon pass book account being in 



103 



104 



ILLINOIS CENTRAL MAGAZINE 



improper hands and collected cash 
fare. 

On train No. 104, July 21st, and 
train 103, July 28th, he declined to 
honor mileage tickets account having 
expired and collected cash fares. 

Conductor F. P. Coburn, on train 
No. 131, July 21st, declined to honor 
returning portion of Sunday excursion 
ticket account having expired and col- 
lected cash fare. 

Tennessee Division 

Conductor J. W. Robertson, on train 
No. 106, July 5th, declined to honor 
Sunday excursion ticket account hav- 
ing expired and collected cash fare. 
Passenger was referred to Passenger 
Department for refund on ticket. 

On train No. 133, July 7th, he de- 
clined to honor mileage ticket account 
having expired and collected cash fare. 

On train No. 134, July 24th, he lifted 
54 ride commutation ticket account 
having expired and collected cash fare. 

Conductor F. S. Ball, on train No. 
37-38, July 21st, lifted 30 trip family 
commutation ticket account having ex- 
pired and collected cash fare. 

Conductor S. E. Matthews, on train 
No. 6, July 21st, lifted employe's trip 
pass account having previously been 
used for passage. Passenger refused 
to pay fare and was required to leave 
the train. 

Mississippi Division 

Conductor N. S. McLean, on train 
No. 124, July 12th, declined to honor 
card ticket account having expired 
and collected cash fare. Passenger was 
referred to Passenger Department for 
refund on ticket. 

Conductor C. M. Anderson, on train 
No. 1, July 17th, lifted employe's trip 
pass account returning portion being 
missing. Passenger refused to pay 
fare and was required to leave the 
train. 

On train No. 1, July 21st, he lifted 
mileage ticket account being in im- 
prooer hands and collected cash fare. 

Conductor F. J. Hines, on train No. 
5, July 18th, lifted employe's trip pass 
account having expired. Passenger 
presented other transportation to cover 
trip. 



Conductor J. Sitton, on train No. 123, 
July 27th, lifted mileage ticket account 
being in improper hands and collected 
cash fare. 

Conductor M. H. Ranson, on train 
No. 24, July 31st, lifted expired card 
ticket from passenger who admitted 
having previously secured transporta- 
tion thereon and collected cash fare. 
Louisiana Division 

Conductor M. Kennedy, on train 
No. 304, July 5th, declined to honor 
mileage ticket account having expired ; 
also lifted mileage ticket account being 
in improper hands, and collected cash 
fares. 

Conductor R. D. Robbins, on train 
No. 34, July 6th, lifted 54 ride individ- 
ual ticket account having expired and 
collected cash fare. 

Conductor E. S. Sharp, on train No. 
34, July 8th, lifted card ticket account 
date of sale having been altered and 
collected cash fare. 

Conductor R. E. Mclnturff, on train 
No. 331, July 10th, lifted expired card 
ticket from passenger who admitted 
having previously secured transporta- 
tion thereon and collected cash fare. 

On train No. 304-504, July 31st, he 
lifted mileage ticket account being in 
improper hands and collected cash fare. 

Conductor A. E. Broas, on train No. 
34, July llth, lifted non-transferable 
Sunday excursion ticket account being 
in improper hands and collected cash 
fare. 

Conductor Wm. Trafton, on train 
No. 33, July 13th, lifted employe's term 
pass account holder attempting to pass 
parties not entitled to transportation 
on same. Holder of pass refused to 
pay fare and was required to leave the 
train. 

Conductor L. E. Barnes, on train 
No. 6, July 13th, declined to honor 
mileage ticket account having expired 
and collected cash fare. 

On train No. 6, July 13th, he lifted 
expired card ticket from passenger who 
had previously secured transportation 
thereon and collected cash fare. 

Conductor W. E. McMaster, on 
train No. 4, July 28th, lifted employe's 
term pass account being in improper 
hands and collected cash fare. 



ILLINOIS CENTRAL MAGAZINE 



105 



Memphis Division 

Conductor R. H. Kerr, on train No. 
522, July 5th, declined to honor Sunday 
excursion ticket account having ex- 
pired and collected cash fare. 

Conductor P. D. Richards on train 
No. 331, July 9th, lifted identification 
slip form 1572 account passenger not 
being provided with pass and collected 
cash fare. 

Conductor J. S. Lee, on train No. 
503, July 25th, declined to honor card 
ticket account having expired and col- 
lected cash fare. Passenger was re- 
ferred to Passenger Department for 
refund on ticket. 

On train No. 304, July 26th, he de- 
clined to honor Sunday excursion 
ticket account having expired and col- 
lected cash fare. 

New Orleans Division 

Conductor S. K. White, on train No. 
12, July 4th, lifted mileage ticket ac- 
count being in improper hands and 
collected cash fare. 

On train No. 15, July 16th, he lifted 
employe's trip pass account returning 
portion being missing. Passenger re- 
fused to pay fare and was required to 
leave the train. 

Conductor A. L. Williams, on train 
No. 34, July 5th, declined to honor 
Sunday excursion tickets account hav- 
ing expired and collected cash fares. 

Conductor R. E. Cook, on train No. 
12, July 18th, lifted trip pass account 
being in improper hands and collected 
cash fare. 

Conductor Tony Lang, on train No. 
22, July 18th, lifted non-transferable 
Sunday excursion ticket account being 
in improper hands and collected cash 
fare. 

Conductor C. R. Day, on train No. 
Ex. 2001, July 25th, lifted non-trans- 
ferable Sunday excursion ticket ac- 
count being in improper hands and 
collected cash fare. 

Illinois Division 

Agent V. E. Mclntire, Hayes. 111., 
has been commended for discovering 
and reporting I. C. 90989 improperly 
stenciled. Arrangements were made to 
have car restenciled. 

Conductor Shugrue, train No. 71, 
Aug. 25, has been commended for dis- 



covering and reporting W. of A. car 
1120, with no light weight stenciled on 
same. Arrangements were made to 
have car stenciled. 

Conductor J. J. Monahan, train No. 
71, Aug. 13, has been commended for 
discovering and reporting four cars in 
train with no light weight stenciled on 
same. Arrangements were made to 
have cars stenciled. 

Conductor S. E. Nelson, Extra 1511 
south, Aug. 8, has been commended 
for discovering and reporting I. C. 
90724 improperly stenciled. Arrange- 
ments were made to have correction 
made. 

Indiana Division 

Brakeman L. Alsop has been com- 
mended for discovering and helping to 
extinguish fire burning on P. & P. U. 
Illinois River bridge on the morning 
of Aug. 19. 

Brakeman Frank French has been 
commended for discovering and report- 
ing broken rail in siding at Greenup, 
Aug. 6. 

Switchman P. Stuckover has been 
commended for discovering and report- 
ing broken truck under I. C. 45017, 
July 25. 

Minnesota Division 

Mr. Frank Andricks, crossing flag- 
man, Cascade Crossing, has been com- 
mended for discovering and reporting 
brake beam dragging in extra 1582 east, 
Aug. 5, thereby removing possible 
cause of an accident. 

Agent C. W. Parkins, Council Hill r 
111., has been commended for discov- 
enng and reporting truck off center 
when extra 1588 east passed his sta- 
tion, Aug. 8. Car was set out at. Scales 
Mound before accident occurred. 

Memphis Division 

Flagman J. W. Stone has been com- 
mended for finding 12 inches of broken 
flange behind extra 763, at Sidon, Aug. 
12. Train was inspected and 18 inches 
of flange was found missing on wheel 
under I. C. 104826. 

Agent O. D. Hinshaw, Banks, Miss., 
has been commended for discovering 
and reporting brake beam dragging un- 
der car in Extra 777 north, thereby pre- 
venting possible accident. 



ILLINOIS DIVISION. 
South Water Street 

Ben Bristovv looks lonesome these 
days. All of his assistants are on their 
vacations. 

The Misses Margaret Hoss and Bes- 
sie Novak spent a delightful two weeks 
in the east. Ask M. & B. how they 
liked their spring chicken dinner. 

Walter Reeves has succeeded Harley 
Tucker as Mr. P. N. Bulley's assistant 
on the mail desk. 

The "Corsican Brothers," Max and 
Louie Enders, are racing to see who 
will be the tallest and handsomest at 
the Railroad Clerks' picnic. 

Geo. Bailey, who has recently sev- 
ered connections with the Drovers' Na- 
tional Bank, is now file clerk in our ac- 
counting department. 

Miss Marie Burke, of the In-Freight 
Department, enjoyed every minute of 
her visit to New York and Connecticut. 

Matt Murphy and Thos. Cassidy are 
showing the latest in hair-cuts called 
"The Barber's Revenge." 

If you should hear Chas. Kavanaugh 
and Curley Langan talking in some 
corner, you would look for w r edding 
bells soon, for their conversation is al- 
ways of the "Love Game" that raised 
the "Deuce" and all in the "Court." 

After a few more weeks in the big 
league Atwood will be a 66 player. 

Tom Raible has been promoted to L. 
C. L. accountant. Well, Tom, we wish 
you luck with your balances every 
month. 

Mr. Armstrong, of Chicago Bureau, 
is spending two weeks in Cincinnati, O. 

Al Clauss, our invincible machine ab- 
stractor, has taken unto himself a wife. 
Al wa~ married July 17th. The happy 
couple spent their honeymoon at Buf- 
falo, X. Y., and Niaeara Falls. We 



wish them all the success in the world. 

Ask Clara Wegstrin, of accounting 
department, and Harriet Kerr, how 
they enjoyed their trip to St. Joe Sun- 
dav, July 18th. Also Frankie Fitzger- 
ald^. 

A report has been circulated that 
Harry Baechle. of the Claim Depart- 
ment, has discovered a new plant. ''The 
Resurrection Plant." Heinie and 
Frank Squair fall for all canvassers, 
booksellers, fakers, etc. Kindly refer 
all of these pests to Heinie or Frank. 

Miss Edith Anderson and Rose Cla- 
der are spending their vacation at the 
"Falls." 

Gardner's Park is becoming quite 
popular as a pleasure and picnic grove, 
due to the unexcelled efforts of Jos. 
Isadore Loadell. 

Miss Anna Quinliven will return to 
work Sept. 1st. Anna has had a leave 
of absence. We missed her very much, 
so did Frank Fitzgerald. 

Joe McMahon spent two weeks in 
North Dakota and reports a splendid 
time. Received a post-card signed 
"Harvey, Irving and John." The boys 
are evidently practicing economy. 

Mr. Arthur Devitt and Jas. Gal- 
lagher, of Chicago Bureau, will spend 
their two weeks on a ranch in Colorado. 
(So gossip has it.) 

Miss D. Dolan spent her vacation in 
Pittsburgh. 

Mr. W. "V. . Milliken paid Chicago 
Bureau a visit Aug. 2nd. 

The famous Mr. Cashun left Sunday, 
Aug. 1st, for New York, to spend his 
vacation, a good place to "spend." 

Fred De Long, of Accounting De- 
partment, is earning the reputation of 
being the equal of the fellow with the 
two oranges. This fellow ate one and 



106 



ILLINOIS CENTRAL MAGAZINE 



107 



kept the other. (Taken from Mother 
Goose Stories.) 

Con O'Neill is getting to look more 
like John D. every day. 

Miss Gladys Yarwood, of Claim De- 
partment, will spend a pleasant two 
weeks with her friend, Mrs. Tuthspinfs, 
of Green Bay, Wis. 

Mrs. M. Williamson, of In-Freight, 
spent a happy vacation in Nora, 111. 

Indiana Division 
R. I. TAYLOR 

By Wm. Ward, Agent, Indianapolis 
Robt. I. Taylor, better known as Scott, 

Now walks the streets 
When the days are hot. 

He wears brass buttons, 
And uniform of blue, 

To watch the Public 
Faithful and true. 

If he's as faithful to the City 
As he was to the I. C., 

They couldn't make a better choice, 
His friends they all agree. 

If you're ever in the City, 
And get into a mix. 

Ask for Robt. Taylor, 
Number five five six. 

Best wishes to you Scottie 

And do as the law demands, 
But drop around the old I. C., 
So we can all shake hands. 
W. H. Rinehart and wife, account- 
ant at Indianapolis, spent a few days 
visiting relatives of his wife in Wing- 
ham, Canada. 



Free to Our Readers 

Write Murine Eye Remedy Co., Chicago, for 
48-page illustrated Eye Book Free. Write all 
about Your Eye Trouble and they will advise 
as to the Proper Application of the Murine 
Eye Remedies in Your Special Case. Your 
Druggist will tell you that Murine Relieves 
Sore Eyes, Strengthens Weak Eyes. Doesn't 
Smart, Soothes Eye Pain, and sells for 50c. 
Try It in Your Eyes and in Baby's Eyes for 
Scaly Eyelids and Granulation 



Minnesota Division 

For the month of July this division 
was assessed with ten lost packages, 
tieing with the Vicksburg Division for 
first place, but of these ten only one 
was an intra-division shipment, the 



other nine originating on other divis- 
ions. This is one of the best records 
we have made. The crews of the 
locals are watching the exceptions 
charged to shipments they handle very 
closely and there is keen rivalry be- 
tween them for the top place. Watch 
the bulletin boards for the scores. 

Miss Jane Munson put in an appear- 
ance at the home of Claim Agent Mun- 
son on August fifth and "Dad" Mun- 
son is sure wearing some smile these 
days. 

Instrumentman G. D. Hill has been 
transferred to the Valuation Corps 
with headquarters at Paducah. While 
on the Minnesota Division, Mr. Hill 
developed into quite an inventor. One 
nice, sunny afternoon he pulled the 
curtain of the engineers' drafting room 
down with an extra yank and it parted 
company with its roller, putting the 
force to considerable inconvenience un- 
til repaired. Thereupon, "G. D." in- 
vented a shade roller which prevents 
such accidents. This idea has been pat- 
ented and will soon be on the market. 

Mr. A. R. Montague came to the 
Minnesota Division from the Bridges 
and Buildings office in Chicago, where 
he was Masonry Inspector, to succeed 
Mr. Hill. 

Mr. R. E. Downing, Storekeeper at 
Waterloo, swapped placed with Mr. 
E. S. Shaplin, at Mattoon. 

C. C. Harper and Ray McLaren, of 
the Master Mechanic's office at Water- 
loo, have been attending War Col- 
lege at Iowa City and are said to have 
mastered the strategy of many of the 
leading European generals during the 
"short course." 

The building of a passing track at 
Orchard and a business track at St. 
Ansgar has been authorized and work 
will proceed immediately, to get them 
in shape for the potato and onion crop 
this fall, which promises to be a large 
one. St. Ansgar has the reputation of 
shipping more onions than any other 
point in the West and these improve- 
ments will be greatly appreciated by 
the shippers in that vicinity. 

Those who have had typhoid wish 



108 



ILLINOIS CENTRAL MAGAZINE 



it had been possible to have had the 
advantages afforded our employes 
through the Hospital Department to- 
day. A large number are taking the 
opportunity to be inoculated against 
this dreaded disease and it is safe to 
say within a very short time at least 
seventy-five percent of the Minnesota 
Division employes will have taken this 
treatment. It is an advantage which is 
offered by very few corporations in 
this country and is one of the far- 
sighted policies that has placed the 
Illinois Central in the front rank as a 
railroad today. 

Pete Richardson, track apprentice, 
believes it never rains, but it pours. 
On top of being scalded while out on 
the line with Instrumentman Hill, he 
has been charged with a reprimand for 
failure to make out an accident report. 
He is able to be about, but don't know 
which hurt worse. 

Springfield Division 

Dispatcher A. N. Schafer is taking 
his vacation. 

Operator E. N. Williamson, third 
trick operator at company office at 
Clinton, is taking three weeks' leave 
of absence and relieved by H. Tobin. 

G. W. Rollins, agent Moweaqua, is 
on a month's leave of absence. 

Dave Tobin, operator and assistant 
ticket agent, Springfield Passenger 
Station, is taking two weeks' vacation, 
being relieved by A. L. Vallow. 

Conductor W. C. McConnell and 
wife have returned from a several 
weeks' visit with relatives in Chicago. 

Conductor Wm. Ashcraft has 'been 
granted a leave of absence for three 
weeks and he and his family are camp- 
ing at Chautauqua Beach, Havana, 
111. Also attending the Chautauqua 
while it is in session. 

Conductor D. C. Mulligan, in charge 
of the "switcher" between Clinton and 
Lincoln, has moved his family from 
Champaign to Clinton. 

Brakeman H. E. Hilbrant has re- 
ported for duty after a ten-day lay-off, 
which time he spent camping with a 
party of friends at Havana, 111. 



Conductor T. W. Mclntyre has re- 
turned to work after several weeks' 
lay-off. He and Mrs. Mclntyre have 
been spending the time visiting with 
friends and relatives in Springfield and 
Belleflower. 

Brakeman J. P. Sears and wife are 
spending several weeks at Hot Springs, 
Ark., for the benefit of Mrs. Sears' 
health. 

Laurence Andrews, a brakeman on 
the Clinton District for the past two 
years, has resigned and will work in 
the Paint Department at the I. C. 
Shops. 

Passenger Conductor Chas. Ott ex- 
pects to leave within a few weeks for 
California to attend the Exposition. 

Conductor C. L. St. John, a con- 
ductor on the Springfield District, and 
who was granted six months' leave of 
absence, writes to friends in Clinton 
that he was married recently and is at 
present time residing in Rochester, 
Minn. 

Mr. Chas. Williams, car repairer, 
wife and two sons, will visit in Inde- 
pendence, Iowa. 

Mr. Albert Manning, machinist 
handyman, will visit in Helena, Mont. 

Mr. Albert Coleman, boilermaker 
handyman, and wife, will visit in Ft. 
Wayne, Indiana. 

Mr. J. L. Danison, car inspector, 
wife and son, will visit in Ft. Dodge, 
Iowa ; also Swaledale, Iowa. 

Mr. F. M. Moffitt, engineer, wife 
and two sons, will visit in Mortimer, 
Ohio. 

Mrs. J. C. Fish, stenographer in the 
master mechanic's office, is spending 
her vacation in Salt Lake City, Utah, 
and other places in the west. 

Mrs. E. Thompson, wife of fireman, 
will visit in Duluth, Minn. 

Mr. Theodore Nicholson, labor gang 
foreman and daughter, will visit in 
Lebanon, Ky. 

Mr. A. B. Comer, fireman, will visit 
in Henderson, Ky. 

Mr. Cody Diveley, carpenter, wife 
and two sons, will visit in Newton, 
Kansas. 

Mr. C. D. Rice, fireman, wife and 



ILLINOIS CENTRAL MAGAZINE 



109 



son Elmer, will visit in Johnstown, 
Pa. 

Mrs. C. L. Day, wife of timekeeper, 
will visit in Jacksonville, 111. 

Mr. James Pate, handyman at Clin- 
ton shop, will visit in Birmingham, 
Ala., and Nashville, Tenn. 

Mr. Wm. F. Stern, clerk in the mas- 
ter mechanic's office, has returned to 
work after spending his vacation in 
the East. 

St. Louis Division 

All Dispatchers have had vacations 
and are back on their regular tricks. 

A new addition to the Division office 
is being built, which will provide four 
roomy light offices to be occupied by 
Superintendent Williams, Dispatchers, 
Special Agent and Traveling Freight 
Agent, and make room for the Tele- 
graph Department, which will be 
moved from old "C. D." office. 

General Foreman D. L. Barthel of 
Mounds was married Tuesday, Aug. 
24th, and is enjoying ("enjoying" is 
good word to use here) the honeymoon 
in Wisconsin. If he is going to live 
with his wife's folks when he returns 
we can get him at the same old tele- 
phone. We know the number. 

Read the special write-up on Car- 
bondale in this issue. 

Trainmaster C. W. Shaw of East St. 
Louis returned from a short vacation 
just in time to fall into a rubber coat 
and gum boots and fight high water at 
Belleville and New Athens. We were 
glad to have him with us. 

Trainmaster H. J. Roth, who accom- 
panied Robinson's Circus over the Di- 
vision, reports it was an exceptionally 
good show to handle and speaks high- 
ly of the organization of transporta- 
tion employes. 

Superintendent W. S. Williams and 
Mrs. Williams have returned from San 
Francisco, where Mr. Williams at- 
tended the annual meeting of Railway 
Superintendents. The pleasure of 
their trip was marred by the sudden 
death of Mr. Williams' mother in De- 
catur shortly after their arrival on the 
coast. 



You can set your watch at 2 :05 any 
day at Carbondale when Nos. 2 and 
202 leave from a scratch and run side 
by side to St. Louis Junction. 

Did It Ever Occur to You 

That Two pretty good green flags 
are the Jew and the Irish? No one 
ever says a bad word for the Irish flag 
and every mother's son of us is fight- 
ing for the other one. 

That An ounce of kindness cures 
more ills than a ton of rawhiding. 

That Worldly wisdom is useful to 
a man, but it steals a woman's charms. 

That You don't have to tell the 
boss how great a man you are. He 
knows all about you if he's any good 
himself. 

That A Percheron stallion and a 
Clydesdale mare never bred a Ham- 
bletonian. 

Vicksburg Division 

Miss Walter McClain, Stenographer 
in Superintendent's office, has returned 




Have 

|| Healthy, 
Strong 
Beautiful 
Eyes. 

Oculists and Physicians used 
Murine Eye Remedy many years 
before it was offered as a Domestic 
Eye Medicine. Murine is Still Com- 
pounded by Our Physicians and 
Guaranteed by them as a Reliable 
Relief for Eyes that Need Care. Try 
it in your Eyes and in Baby's Eyes 
No Smarting Just Eye Comfort 

Twenty years of honorable success have 
firmly established Murine "In the World's 
Eye" as the "Standard of Eye Remedy Qual- 
ity." Autoists Golfers Tour- 
ists Mechanics All should 
have Murine handy by as First 
Aid in Emergencies. 

Ask your Dealer for Murine 
accept no Substitute, and if 
interested write for Book of 
the Eya Free. 

Murine Eye Remedy Co. 
Chicago II 




110 



ILLINOIS CENTRAL MAGAZINE 



from her vacation, which was spent in 
Walter- Valley. Miss., with friends and 
relatives, and in Chicago, sight-seeing. 

Conductor A. W. Eaton has returned 
to work after an absence of twenty 
days. 

Mr. W. W. Overby, Fireman on 
trains 111-114, has returned to work 
after a few days' absence on account of 
using his fist on a negro thief in Mem- 
phis, disarranging one of his fingers. 

We regret to note the serious illness 
of Mr. W. A. Becker, who has served 
this company as road supervisor for a 
number of years. 

Mr. E. Puckett, Agent, Arcola. Miss., 
took unto himself a wife, August 25th. 
Mr. Puckett and wife left for San Fran- 
cisco, Cal., where they will spend their 
honeymoon. 

Mr. I. B. Kelly, Agent, Beulah, Miss., 
became "Papa" August 20th. "It's a 
boy." Congratulations! 

Special Excursion Train, in charge of 
Conductor R. S. Rucker and Engineer 
H. F. Risher, was operated from Vicks- 
burg to Memphis, August 21st. return- 
ing August 22nd. A large crowd of 



people took advantage of the greatly 
reduced rates. 

Engineer Joe Healion has just re- 
turned from a visit to friends in Illinois. 
He reports having a good time. 

Mr. E. B. Butler, Agent, Redwood, 
Miss., has returned to work after a 
thirty-day vacation, which time was 
spent in Louisiana and Texas. 

Mr. W. A. Mitchell, Agent, Gunni- 
son, Miss., is now on his vacation, 
spending this time in Florida. He is 
being relieved by Agent L. L. Davis. 

Mr. T. R. Marsalis, Agent, Hillhouse, 
Miss., has just left for a few days' visit 
to homefolks. 

Miss Zetta Beulah, File Clerk in Su- 
perintendent's office, has returned to 
work after a visit to Chicago and other 
points in Illinois. 

Chief Clerk S. Simmons, Division Ac- 
countant C. Bourgeois, Assistant Ac- 
countant B. F. Simmons, and Time- 
Keeper M. P. Massey, attended ac- 
countant meeting at Memphis. August 
17th. They report much benefit was 
derived from this meeting. 




No matter what your position, or what line of work you are engaged 
in, you are sure to find some book listed in either our Technical or 
Business Book Catalog that will be of use to you. 

Our Business Book Catalog contains a select list of books on 

Accounting, Advertising, Banking, Collections, Commercial Law, 
Corporations, Correspondence, Credits, Efficiency, Finance, 
Industrial Economics and Business Education, Insurance Organi- 
zation and Management, Real Estate, Selling, Transportation, etc. 

Our Technical Book Catalog lists books on nearly every technical subject. 

BOTH ARE FREE 

A postal will bring them. Address 

A. C. McClurg & Co., Dept. A, Chicago, Illinois 



Please mention this magazine when writing to advertisers. 



ILLINOISACENTRAL 



MAGIZINE: 



INDIANAPOLIS IND., 



THE HEART OF TRADE 





DCT 



Soldiers' and Sailors' 

Monument 
Indianapolis, Ind., 




Since before the Telegraph was invented 



STIFEL'S 
Indigo Cloth 

Has been the standard 
cloth for 



Overalls, Uniforms and Jumpers 

Look for the trade mark 
on the back of the 
cloth on the in- 
side of the garments to be 
sure you get the one and 
only Stifel's Indigo. 






It wears 
like leather 
and its color 
is "everlasting." 

Standard for 
over 75 Years. 

Cloth manufactured by 

J. L. Stifel & 

Indigo Printers and Dyers WHEELING, W. VA. 

SALES OFFICES 

Nt-\v York ;t)0-'J6'2 Church St. 

Philadelphia 324 Market St. 

Boston 31 Bedford St. 

Chicago 223 West Jnckton Blvd. 

San Francisco 1'ostal Telegraph Bids. 

St. Joseph, Mo Saitrn Ban it Bldg. 

Baltimore 114 \V. I ayette St. 

St. Louis 425 Victoria Blclg. 

St. Paul 2.3* Endicott Bldg. 

Toronto 14 Manchester Rifle:. 

\Vinnipeg 400 Hammond Bldg. 

Montreal Room 500, 489 S>t. .Paul St. 



Flag One 

of our new big General Cata- 
logues the thousand-page 
book of everything at money- 
saving prices. 

Couple up with a house that 
has a 43-year reputation for 
fair dealing. 

Every railroad man needs this 
book. It'll save you close to 
a quarter for every dollar you 
spend. 

Everything you need for 
home and to wear is in this 
book everything at money- 
saving prices. 

This 1 000-page book now 
ready send postal for free 
copy. Address house nearest 
you. 

Montgomery Ward & Co. 

New York Chicago Kansas City 
Fort Worth Portland 




T. T. Keliher Frontispiece. 

The Story of the Illinois Central Lines During the Civil Con- 
flict, 1861-5 9 

Remarks of President C. H. Markham at 23rd Annual Meeting 
of the Traveling Engineers' Association Held at Chicago, 

Sept. 8-10, 1915 21 

Public Opinion 24 

Indianapolis, Ind 39 

A Iways Safety First 49 

Hospital Department 50 

How Employes Should Proceed to Purchase Illinois Central 

Stock 56 

Claims Department 58 

Engineering Department 69 

Roll of Honor 73 

Loss and Damage Bureau 1 74 

Transportation Department 77 

Passenger Traffic Department 80 

Law Department 89 

Mechanical Department 92 

Baggage and Mail Traffic Department , 94 

Contributions from Employes: 

The Old Timer . 96 

Railroad Waterways and Overflow Damage Suits 96 

Meritorious Service 100 

Division News ... ....103 



tyufitished monthly 6y the ffino/s Central *J?f$. Gb., 
in the interest of the Company and its 4^000 "Employes 

^Advertising rates on application.?? 



'Chicago 

15 <fpr. copy $ I.JO pr. year 





T. T. KELIHER 

TIMOTHY T. KELIHER was born in Williamsport, Pa. At an early age his parents 
moved to North Platte, Nebraska, then a typical Western frontier town, and underwent 
the usual trials and hardships of frontier life. 

Received a high school education, and later graduated from the St. Joseph Commercial 
College, of St. Joseph, Mo. 

His experience has been varied; served npprenticeships as boiler-maker and machinist; 
studied law two years in law office of Hinman and Gaunt, North Platte, Nebr. ; Recording 
and Docket Clerk, Nebraska State Senate, 1893; worked in Abstract Office, and served eight 
years as Sheriff, Lincoln County, Nebraska. 

In 1902 accepted position of Special Agent. Wyoming Division, Union Pacific Railroad Co., 
at which time Vice-President W. L. Park was Superintendent of the Wyoming Division; 
later was Special Agent for both the Wyoming and the Utah Divisions; resigned May 1st, 
1910, to accept his present position as Chief Special Agent, Illinois Central Railroad Company. 

Has always manifested great interest in the subject of lost and damage freight and the 
prevention thereof, and has succeeded in inculcating the same interest in every member of the 
Special Agent Department. As a result, the Department is co-operating and working in 
complete harmony with the Loss and Damage Bureau, as the most satisfactory reduction in 
freight claims filed and paid show. 

At the last Annual Convention, Mr. Keliher was elected President of the International 
Association of Railway Special Agents and Police; also holds the position of Third Vice- 
President of the Federation of American Peace Officers. 




ILLINOIS CENTRAL 

Magazine 

Vol. 4 OCTOBER 1915 No. 4 

Story of tfio 
IllinoisContral Linos 

during tfie 

Civil Conflict i86i-5 

Decatur, 111., May 19, 1902. 
Mr. Wm. T. Rigby, 

Dear Comrade: I was so busy when your letter reached me, that I could not 
attend to it until now. Of course I will be glad to contribute anything that I can 
to the history of the Vicksburg campaign. Unfortunately for myself, I missed the 
first part of it. My regiment was paid off near the last of April, and I was sent home 
to take the money to the families of the men, starting from Young's Point just as 
the troops were embarking to make a feint on Haynes' Bluff while the main army 
crossed below. I got back to Young's Point on the 25th of May, and reached my 
regiment in the rear of Vicksburg, on the 27th. From that time till . the surrender 
each day has its record. These notes were written for my own eyes alone; I had no 
thought of anyone else ever seeing them. They contain camp rumors and guesses 
that time proved to be wrong. They contain statements which I found out were 
untrue before the siege was over, for instance that one as to the number of guns 
inside the enemy's works found under date of May 29th. There are many allusions 
to myself which I never would have written for public inspection. I have called 
the enemy's large earthworks on the main Jackson road "Fort Beauregard," which 
I now think was not its name. In short, I could not write the matter up in much 
better shape, but I suspect that should I do so, what little value it may have for 
your purpose would all be lost. So I send it to you just as it was written at the 
time, without alterations or corrections, hoping that if you have it copied, this ex- 
planation may be copied with it. 

N. M. BAKER, Chaplain 116th Illinois, 

1019 North Union Street, Decatur, 111. 

Extracts from Diary of Chaplain N. M. Baker, 

1 1 6 Illinois 

Courtesy of Captain Wm. T. Rigby 

Sunday, May 24. The first object which committing depredations for some time 

greeted my sight this morning was the past. The wreck of a steamboat which 

charred remains of the once pleasant little they destroyed a short time ago, was lying 

village of Greenville, Miss. This is the at shore, but the blackened chimneys and 

point where the guerrillas as have been the leaves of the trees seared by the recent- 



10 



ILLINOIS CENTRAL MAGAZINE 



fire, bore testimony to the retribution which 
they have received. Some houses are still 
standing, but the most of them have been 
entirely destroyed. At 1 P. M. we came to 
Lake Providence. Here we heard that our 
army was not in Vicksburg, but that the 
fight was still progressing. This increased 
our anxiety. Oh, that the boat would go 
faster. Near three, we again started, and 
just before sundown, landed at Milliken's 
Bend. The first sound that greeted our 
ears was the heavy booming of distant 
cannons, and I was glad to hear it. Some- 
how, it nerves my frame and elevates my 
spirits, and it seems very natural, too, for 
all the ideas of this place and all the im- 
pressions are associated in my mind with 
the roar of cannons and the confusion of 
battle. Again we got under way, and about 
9 in the evening came to the upper landing 
at Young's Point. Walked about one and 
one-half miles to the convalscent camp, 
found a few of the boys, then went back to 
the boat. 

Monday, May 25. Heavy cannonading in 
front in the morning, which slackened in 
the heat of the day, opened heavily near 3 
P. M., but ceased entirely near night. I 
went down to the lower landing and re- 
ported myself to the Provost Marshal. 

Tuesday, May 26. Tried to get a pass to 
the regiment, but could not. Captain Town- 
send, to whom I applied, ordered me to re- 
port for that purpose to the Provost Mar- 
shal. Last night when I applied to the 
Provost Marshal he ordered me to report 
to Captain Townsend, and so it goes. Late 
in the evening I determined to go without a 
pass. So I got aboard the Planet. She 
did not start trll after dark, so I went to 
bed. 

Wednesday, May 27. Waked up this 
morning and found myself up the Yazoo, 
near Johnson's farm. Found a teamster of 
our regiment with a wagon and got aboard. 
We passed over a part of the ground where 
Morgan's division fought last winter. Frag- 
ments of shell were lying on the ground, 
the trees were cut, scarred and splintered bv 
them. Small arms, too, had been brought 
into requisition. I counted the marks of 
25 balls on a single tree. Saw where one 
cannon shot had passed though a cypress 
tree two feet in diameter. We crossed the 
bayou which caused us so much trouble last 
winter, on a potoon bridge, and soon came 
to the wagoners' corral. Here I stopped 
and spent some time examining the bluffs. 
They are very high and their face is lined 
with three rows of rifle oits one above the 
other. It would have been almost impos- 
sible to climb them. After wandering here 
for some time, I started for the rep-iment. 
The way led into the bluff through 
a narrow gulch which had been fortified 
on both sides. Indeed, the whole country 
is the most hilly, broken and jagged which 
I ever saw. The firing which was indistinct 



at first, became louder and louder as I ap- 
proached until a ball passing across the 
road a short distance in front of me, re- 
minded me that I was once more under 
fire. Soon after, I found the regiment 
camped in a deep ravine between two high 
bluffs. I crawled uo the bluff on the west 
and peeoing over a log, obtained a good 
view of the enemy's works, and of our rifle 
pits. The firing (scattering picket shooting) 
still continues. I could see the smoke curl 
up from the enemy's rifles. 

Thursday, May 28. Slept soundly last 
night. Today the firing was constant ar- 
tillery once in awhile, and picket firing all 
the time. Late in the evening Captain 
White and myself went up to our rifle pits 
within 50 yards of the enemy's works. The 
balls came pretty close, and fragments of 
shells passed over us. A piece of a shell 
thrown from one of our mortars in the 
river, struck in the bank not more than 15 
feet from me. At dark we went back to 
camp. Our camp is in a deep ravine well 
sheltered from balls, though if they were 
to throw shells over, they could make it a 
warm place for us. We have our tent 
floored with canes. 

Friday, May 29. Early this morning our 
batteries opened on the enemy with great 
spirit. Cannons planted on the bluff behind 
us, sent the shells screeching over our camp. 
There was also heavy musketry far on our 
left. Captain White and myself again went 
up to the rifle pits. We could watch the 
effect of our shells. Some would strike 
right in the breast works and raise great 
clouds of dust; others would strike the 
trees, tearing off great limbs and making 
the splinters fly in all directions. During 
the night the enemy had thrown up new 
works, making a nice embrasure for a can- 
non. I saw two or three shells explode 
right in this embrasure, tearing it all to 
pieces. But one had something else to do 
than merely to watch the shelling, for their 
sharpshooters kept up a keen fire on our 
pits, and we had to mind not only our eyes, 
but also our heads. We watched them 
closely. They resorted to all sorts of tricks 
in order to draw our fire. They would raise 
their handkerchiefs, white rags, etc., to try 
to get us to lift our heads, and then some 
one in another place would shoot at us, 
but we returned their compliments. I got 
several shots; five times I fired deliberately, 
each time at a head which was incautiously 
exposed, and once I fired at a man's arm 
which he raised to its full length above the 
ditch while loading his gun, which he had 
just fired on me. I was behind a log, his 
ball struck about two feet from me, but 
the log was too thick for it. I was amused 
at Captain White. He had found a good 
place to shoot from, and was popping the 
shots in pretty thick, when they got range 
of his position. Two balls struck in a little 
chunk which was placed before his head 



ILLINOIS CENTRAL MAGAZINE 



11 



for protection. The balls struck with such 
force as to roll the chunk over, and the 
captain slid down the bank backwards in 
double quick time. We were not to be 
put off in that way, however, so we got a 
large chunk, raised it on the point of our 
guns and fixed it up. A shower of balls 
passed over us, but we were not hurt. We 
stayed in the pits for nearly four hours, 
when they quit showing themselves and so 
we returned to camp. Through the heat 
of the day, there was much cannonading. 
The enemy's sharpshooters kept at work, 
however, and two men of our regiment 
were wounded while cooking at the fire in 
camp. About five in the evening, the bat- 
teries opened around the whole line, and 
for an hour and a half the cannonading 
was most terrific. It was constant thunder; 
how they can endure the storm of iron 
hail is difficult for me to imagine, for 
there is not a point in all their lines but 
what our shells can reach. In the battle 
near Raymond and in the retreat from 
there, the enemy lost nearly all their big 
guns, so that in all the lines in rear of 
the city they have but two or three guns, 
and this is most lucky for us. 

Saturday, May 30. Considerable firing 
all day, both from the cannon and rifle pits. 
I went up to our rifle pits in the morning, 
and in the evening I went in company with 
the officers of the day, to all the rifle pits 
of the brigade. It was after dark, but the 
moon shown brightly. The pickets were 
talking and joking with each other, and 
once in a while they would pop away with 
their muskets. 

Sunday, May 31. In the forepart of last 
night, the mortar boats kept up a constant 
fire on the city, and just before daybreak, 
all our batteries opened, and a more terrific 
fire I never heard. The fiery shells went 
screeching through the air, and their ex- 
plosion made horrible discord inside the 
enemy's works. Indeed, the thunder and 
blaze of the artillery, the roaring, scream- 
ing and screeching of the shells and their 
lurid glare and diabolical explosion created 
a scene more like pandemonium than any- 
thing else. It must have been a trying 
ordeal to the enemy. About daybreak the 
heavy firing ceased, then occasional shoot- 
ing was kept up. At 10 o'clock a. m. we had 
a meeting. The cannons roared around us 
and the enemy's musket balls passed over 
our heads, but nevertheless there was a 
good congregation and good attention. The 
theme was "The Glorious Gospel of 
Christ." In the evening I again went up 
to the rifle pits. I know not how it is, but 
there is a strong facination about the place 
of danger, and it is singular to see with 
what an eager interest the pickets watch 
for the enemy; their eyes glisten, and they 
peep above with a stealthy movement like 
a cat. While I was going up to see the 
pits, a ball cut the dirt in the patch not 
more than a yard from me. 



Monday, June 1. Weather very warm. 
Firing kept up all day. In the evening, I 
went to the rifle pits. The moon shown 
gloriously. It seemed to be a time for 
the converse of friends and the communion 
of loving hearts. But alas, how the evil 
passions of men can turn a Paradise into 
a pandemonium, even the loving moon was 
compelled to look down on the earth 
through the smoke of battle, which turned 
its brighest smile into a bloody glare, 
while the peaceful stars were eclipsed by 
fiery shells which went hurtling through 
the sky like fateful meteors. But two or 
three friendly shells passed over mv head 
and soon roused me from my reverie. 

Tuesday, June 2. Considerable firing all 
day. Late in the evening I learned that 
there was to be a bombardment from all 
the batteries, so I went up to a battery 
on our left composed of five guns, 4 20- 
pounder and 1 30-pounder Parrotts. I 
took my station at the port hole to the left 
of the 30-pounder. It was rather an ex- 
posed position, but I was determined to 
see the effect of the bombardment. A lit- 
tle before dark, all the batteries opened, 
nearly 400 guns must have been playing on 
the place at once. The sound was deafen- 
ing, especially that of the 30-pounder near 
which I was standing. It almost lifted me 
from the ground. My position commanded 
a fair view of the enemy's large fort on 
the left. I could see our shells explode in 
the embankment, raising great clouds of 
dirt from 20 to 30 feet high; others passed 
beyond the entrenchments into the tim- 
bers, and splintered trunks and falling 
limbs .attested their tremendous power, 
while white feathery little clouds attested 
where others had burst high up in the air. 
The smoke rose so densely as to be almost 
suffocating, yet I was determined to see it 
through, though several balls, whizzing 
through the port-holes, showed that it 
was not a safe place to be. As it became 
dark, the scene gradually changed. I 
could no longer see the smoke, columns 
of dirt, and featherly clouds, but fire 
seemed to have taken the place of all, fire 
everywhere; a long blaze would pour forth 
from the cannon's mouth, a streak of light 
like the train of a meteor, marked the rapid 
flight of the shells, while a brilliant flash 
followed by a hollow roar, announced the 
fact that it had reached its destination; 
and these brilliant flashes could be seen 
on almost every part of the entrenchments. 
What the enemy suffered we cannot tell. 
Our pickets and skirmishers were too close 
to the enemy's lines that they suffered to 
some extent from our own shells; one of 
the 47th Ohio was killed and some others 
wounded. The mortar boats kept up the 
fire after the batteries ceased. The flight 
of their immense shells was plainly marked 
by their fiery fuses; they would rise rapid- 
ly to a great height, then pass slowly over 
the upper part of the course, and then 



12 



ILLINOIS CENTRAL MAGAZINE 



descend with an almost inconceivable ve- 
locity, like an eagle pouncing upon its 
prey. 

Wednesday, June 3. Cannon firing about 
as usual. There was rather more musketry 
than cannonading, and it seems that the 
enemy fired with more accuracy than they 
did at first; four wounded men were car- 
ried past our headquarters. After dark 
the firing almost entirely ceased, and the 
stillness seemed unnatural. 

Thursday, June 4. Just after daylight, 
a dead man was carried by, shot in the 
head while on p<cket. The enemy has a 
cannon planted in position to take our 
rifle pits and the hill if we should ever at- 
tempt to approach by the way. Capt. 
White and myself started out in the morn- 
ing to see if we could not find some guns 
in some of our batteries to the left, which 
could be brought to bear on the rebel 
gun so as to dismount it. We spent until 
2 p. m. visiting the different forts and ex- 
amining the enemy's lines. We have a 
great amount of artillery, but could not find 
a single piece to do the work which we 
desired. We found one point where a bat- 
tery might be established which would 
command this gun, but the position is very 
dangerous, being within 100 yards of one 
of the main forts of the enemy. Notwith- 
standing the danger, we stayed at this 
point for some time (partially sheltered by 
little peach trees) and discovered by the 
aid of a glass, that the hill in the rear of 
the fort to our right is enclosed by an 
independent line of entrenchments which 
will have to be stormed after the outer 
lines are in our possession. The hills to 
the left of our position are bare, and al- 
though more broken .than any part of 
Illinois, they have yet been planted with 
corn to the very top. With a glass I saw 
all around the enemy's lines to the left to 
where they seem to terminate in a very 
large earthwork which, I think, faces upon 
the river. After satisfying ourselves that 
we had no gun mounted that would bear 
upon the point desired, we returned to our 
headquarters covered with dust and almost 
suffocated with the heat. During this tour 
of inspection, we made several narrow 
escapes; once while in a battery (it was 
shooting 10-pound shells at an old h-ouse 
inside the enemv's lines, and could not hit 
it) a ball struck a bastion, throwing the 
splinters around us prettv close, yet we 
were not hurt; several other balls came 
in rather uncomfortable proximity, but 
they were all either a little too high, or 
too low or too far to one side, so we es- 
caped. Among the minor incidents of this 
trip, I will state that I saw Maj. Gen. Mc- 
Clernand who looked as du^ty as any other 
man. I ate some blackberries, saw a corn 
tassel, and last but by no means least, &ot 
my fingers full of the prickles of a prickly 
pear. After dark, I again went to our rifle 



pits. Just as I was crawling up the steep 
hill to them, I was bewildered for a mo- 
ment by a dazzling glare and a stunning 
report; a defective shell from our own bat- 
tery had bursted directly over my head. 
I was not hurt, however, and was soon 
safely ensconced in the trenches watching 
the flight of our shells. They passed di- 
rectly over our heads at an elevation of 
about 20 feet, though just to listen to the 
sound, they seemed low enough down to 
take our heads off. About 9 at night, I 
returned to camp, and so ended another 
day of danger. 

Friday, June 5. Heavy firing all night 
both from the land batteries and the river. 
I slept well, however, although retaining 
a distinct rememberance of hearing a deep, 
heavy roar almost all the time. Early in 
the morning I again went up to the rifle 
pits. While there, a percussion shell struck 
a tree just in front of us and exploded, 
another struck a large limb which came 
down with a crash, and yet another bursted 
high in the air a little to our left. We 
are in more danger from this battery of 
our own than we are from the rebels, al- 
though they succeeded in shooting one man 
through the head this morning in the pit 
just to the left of ours. 

Saturday, June 6. Last night was very 
warm. There was considerable movement 
of troops, and more firing than usual. I 
was waked up at one time by heavy vol- 
leys from our pickets, and almost came to 
the conclusion that the enemy was about 
to make a sally from his works, but he 
did not come out, so I went to sleep and 
let them shoot away. Several balls have 
already fallen in our camp this morning, 
but nobody is yet hurt that I know of. 

Sunday, June 7. A most beautiful day, 
though hot enough to roast an egg in the 
dust. Early in the morning while it was 
yet comparatively cool, I went out back 
of the tent and commenced to sing. Quite 
a congregation was soon collected, the 
members of it representing the 6th and 8th 
Missouri, the 41st and the 113th Illinois, 
as well as our own regiment. I attempted 
to urge upon them the necessity of a 
change of heart. As upon last Sunday, so 
today, the balls of the enemy passed over 
us or dropped in our midst, and our 
cannons from behind us sent the shells 
over our head, but notwithstanding all 
of this, we had a pleasant and I would 
hope, a profitable hour of worship. 
After service I obtained and distributed a 
few relisrious papers. Near noon a min- 
ister from Chicago preached to the 113th 
regiment. I went to hear him. which was 
a great treat to me. In the evening there 
were many rumors in camp: rumors of a 
rebel raid on Milliken's Bend and on 
Youne's Point, but the principal rumor is 
that Johnston is approaching with a large 
force in our rear. There are some indica- 



ILLINOIS CENTRAL MAGAZINE 



13 



tions which show that something is in the 
wind. The sick are being sent away, three 
days' rations are being brought up, and 
the ordnance officers are required to have 
one hundred rounds of ammunition con- 
stantly on hand. I am partly inclined to 
believe that Johnston will give us trouble. 
He will if he has the force to do it. I 
know not whether the preparations are for 
an attack on the city or for defense in the 
rear. Well, we shall see what we shall 
see, that is all. 

Monday, June 8. No change in the situa- 
tion of things. 

Tuesday, June 9. Bang, bang, bang, the 
constant firing for so long a time becomes 
monotonous, one longs for something new, 
something that will cause excitement and 
shake off the ennui induced by this hot 
weather. Excitement at last woman in 
camp, Mrs. Hoge of the sanitary commis- 
sion. It is amusing, as she passes, to see 
how quickly the boys leave off their rude 
pranks and settle down as demure as kit- 
tens. She stops and talks kindly to almost 
every group and the boys all feel better 
after it. Thev are as polite and proper in 
their conduct towards each other for full 
five minutes after she is gone, as if they 
had suddenly been transferred to civiliza- 
tion and the drawing room. Oh! what a 
refining, a restraining influence even this 
one woman can exert. She is an old lady 
and not very handsome, but then, to use 
the rough expression of the boys. "She 
has a soul as large as a wagon wheel," 
and somehow reminds them all of their 
mothers. 

Wednesday, June 10. Rained today. Oh! 
how tedious a rainy day is in camp. We 
eat breakfast, then lie down, get up. eat 
dinner, and then go to bed, etc., etc. Noth- 
ing to read, nobodv to talk to. nothing to 
do but to dream of home and loved ones. 
During a heavy shower firing ceases, but 
whenever it quits raining, it breaks out 
again along the whole line. 

Thursday. June 11. Last night was aw- 
ful dark, rainv. and muddy. I did not sleep 
much, everything went wrong. We had a 
sick man in our camp who kept us awake 
part of the time: then Capt. White got 
a bug in his ear, he said it clawed like a 
team of mules, so we had to pour water 
in his ear to bring the gentleman out; the 
second application proved ^successful, and 
out crawled a v.erv diminutive spider. We 
had just eot settled down after the spider 
chase, when the enemy opened a most 
wicked fire: the balls sounded frightful as 
thev came whiz/ing along in the darkness. 
Some cut branches from the trees, which 
fell noon our tents, while others struck 
in the ground ' around us with a heavy 
"thud" whi>h made one feel rather "over- 
ish." especially as he did not know where 
the next one was goine to strike. T think 
one man in an adjoining regiment was 



wounded, though I believe we all escaped, 
but we did not sleep much during its con- 
tinuance. Nothing outside of the ordinary 
operations of the siege occurred during 
the rest of the day. 

Friday, June 12. Many rumors today. 
Some say Johnston, reinforced by Bragg, is 
threatening our rear. Others say that we 
have been reinforced by a large part of 
Rosecran's army. I do not know what the 
truth is, but we are doubtless on the point 
of important events. 

Saturday, June 13. Several days ago I 
visited the batteries to our left. Today 
several of us started together to visit our 
advanced work to the right. We went 
first to our own picket post. From there 
we crept through a narrow passage to the 
post of the 6th Missouri, and from there to 
that of the 8th Missouri. In all the posts, 
the pickets were firing with great spirit, 
the object being to keep the enemy down 
so that they could not fire on our working 
parties. From the post of the 8th Mis- 
souri, we crept through a narrow trench 
running obliquely over the rise of the hill 
toward the enemv and at the same time in- 
clining to the right. This passage led into 
an earthwork calculated to mount 8 or 9 
guns. It has been thrown up after night, 
and is situated on the brow of a hill with- 
in 100 yards of the large fort of the enemy 
which is at the northeastern angle of their 
works. This work of ours is not yet com- 
pleted, there are no guns mounted in it 
yet, but there was a large body of infantry 
in it who kept up such an incessant fire at 
such short range that the enemy did not 
dare to show themselves upon their works. 
This is the point over which our own regi- 
ment attempted to charge on the 19th and 
the 22nd of May, and the appearance of 
the logs, shrubs, and trees bear testimony 
to the terrible nature of the contest. They 
are everywhere cut. torn, and splintered 
with balls. One large oak tree standing 
on the crest of the hill, is literally rid- 
dled. There is scarcely a space three 
inches sauare from the ground upward for 
30 feet, but what contains a ball. In this 
earthwork we found Gen. Smith, who in- 
vited us to enter with him into a deep 
trench leading- out from the north end 
of the fort. This trench looked suspicious, 
and we followed it with caution. It wound 
round the base of the hill, and although 
making many ansrles. led directly toward 
the enemv's large fort. At several points 
we passed working parties silently engaged 
in widening and deepening this trench. At 
last we came to the end of it, and saw a 
contrivance which was certainly invented 
bv Yankee brains. Tn the first place an 
open basket like a gabion, onlv lonerer, and 
about a foot and a half in diameter, was 
formed of eranevines. cane to the thickness 
of near 18 inches was laid all around this, 
and outside of the cane another network 



14 



ILLINOIS CENTRAL MAGAZINE 



of grapevines, the whole bound tightly to- 
gether formed a bullet-proof roller, which 
is laid on the ground and rolled forward 
in front of the workmen as the trench is 
dug. It is about 5 feet in diameter, and is 
a complete protection, for to shoot down 
over it, a rebel would have to expose his 
whole body, and that they well know would 
be certain death to any one who should 
attempt it. We passed cautiously between 
the roller and the ground, and there about 
70 feet before us, we beheld the hostile 
fort. It would have been an easy matter 
to toss a clod over into it. After exam- 
ining things as well as we could, we left 
this dangerous locality, and passed to the 
outer works. Here we saw some batteries 
practice firing at the enemy's stockade, 
which they breached in several places. At 
last we returned to camp, having passed 
through what we would have called great 
dangers if we had not seen greater. After 
supper, I went up to the division hospital 
and had several interesting conversations 
with the wounded. 

Sunday, June 14. Had meeting at 10 
a. m. Balls whizzed over us as usual, yet 
the congregation was the largest which I 
have seen since I have been in Dixie. All 
our regimental officers as well as those of 
the 113th Illinois were present. The theme 
was this: "The path of the just is a 
shining light, which grows brighter and 
brighter until the perfect day." Oh! that 
all the men might see the glories of that 
day, and walk in it. In the after part of 
the day there was heavy cannonading on 
pur left. I went up to the rifle pits to see 
if I could ascertain the cause of it. While 
there a large bomb bursted high in the air, 
which must have been thrown from a mor- 
tar which the rebels have lately got in 
position. A while before night an indi- 
vidual was arrested close to our quarters. 
It happened this way: He was a stranger, 
and someone asked what regiment he be- 
longed to. He said the 6th Missouri. Now 
it was one of the 6th that he was talking 
to, who knew that no such man belonged 
to the regiment. He was taken up, 
searched, and a paper written in a strange 
language was found on him. This paper 
was brought to me, but I soon decided that 
it was neither English, Latin or Greek. 
There was one Latin word which occurred 
frequently, but otherwise, I could make 
nothing of it. Dr. Heckleman decided that 
it was not German, so the man and the 
paper were sent to Sherman. They could 
not read it there and he will be sent to 
Grant. A white man shot a negro in the 
head today, who saased him. 

Monday. June 15. Visited our right 
again. Quite a change has been made in 
the last two days. The positions of sev- 
eral guns have been altered, and prepara- 
tions are rapidly making to advance these 
batteries. I found a position which com- 



manded a very .good view of the enemy's 
works, and was taking a good look at them 
when I was suddenly reminded that their 
works commanded a good yiew of me. A 
ball struck a considerable sized limb above 
me with great force, bursted out a consid- 
erable part of the upper side of it, and 
then the weight of the limb broke the rest 
and it came swinging down with a crash. 
Well, I "come away" from that particular 
locality. Spent some time in the rifle pits, 
and then visited the division and regimental 
hospitals. 

Tuesday, June 16. Visited the batteries 
to our left. Many of the guns have been 
moved to advanced positions. Spent some 
time in one battery with was firing. The 
enemy replied with great spirit with small 
arms, and we were all compelled to use 
great caution. After night, went up to the 
trenches and spent until 10 o'clock watch- 
ing the flight of shells, and talking to the 
pickets, who had an animated conversation 
all along the lines. 

Wednesday. June 17. Capt. White, Lieut. 
Melimine, and myself spent ,the fore part 
of the day in the advanced work on our 
right. Firing both of small arms and ar- 
tillery was quite heavy. Our batteries on 
our left were attempting to make a breach 
in the earthworks opposite to them, and 
the way they made the dirt fly was a cau- 
tion. Since my last visit, four pieces of 
cannon had been put in position in our 
advanced earthworks. One of the 4th Vir- 
ginian was wounded at this place just be- 
fore we got there. I saw the pool of blood 
where he fell. We entered the sap which 
we are working up to the enemy's fort, and 
found that it was advanced to within about 
8 feet of the ditch in front of this fort. 
We went up to the end. As I have before 
said, a bank of about 8 feet in thickness 
was all that separated us from the enemy. 
Just to let them know that we were there, 
we tossed over a few clods and chunks, 
and thinking that they might be hungry, we 
tossed over a bone with a very little meat 
on it. They acknowledged the compliment 
by tossing back the sticks with the addi- 
tion of a brickbat which struck one of our 
party in the breast, without hurting him. 
Well, we were in very close quarters and 
were enjoying ourselves in a very good 
natured way, when one of the Rebs. getting 
rather bloody minded, suddenly poked his 
gun over the bank, elevated the breech, and 
fired. The ball passed over our heads, but 
I never heard as sharp a Whistle to any 
ball before: it sounded like it had an edge 
on both sides. Well, we waited a reason- 
able time for him to show himself again, 
but he did not do it, so we returned agrain 
to camp and got there just in time for the 
paymaster. I received $228.70. While I 
was sitting in the Colonel's tent a ball 
struck a cot near me with great force, tear- 



ILLINOIS CENTRAL MAGAZINE 



15 



ing out a considerable piece of hard seasoned 
wood. 

Thursday, June 18. Nothing happened 
today except the usual amount of firing, 
but we have got so used to this that we 
think nothing is happening at all. 

Friday, June 19. One of the 8th Mis- 
souri was killed on picket this morning. 
I saw them carry him by on a blanket. I 
did not visit the fortifications today, but 
went up to the hospital. Spent several 
hours very pleasantly with Lieut. Grayson, 
and the other boys. This was the division 
hospital. From there, started for the regi- 
mental hospital. Bought some pineapple 
on the way, which I enjoyed finely. Found 
the boys as well as could be expected, 
talked with them for some time, then re- 
turned to camp. One of the battery men 
was killed this evening while passing a 
point which I have passed 20 times. 

Saturday, June 20. Late yesterday eve- 
ning a rumor spread through camp that 
some demonstration was to be made on the 
enemy's works today. There was a great 
deal of speculation indulged in as to the 
probabilities of this report, but it was gen- 
erally dismissed as unreliable. In the morn- 
ing, this rumor was brought to our minds 
again, however, for about 4 o'clock the 
cannonading became very heavy along the 
whole line and was kept up with great 
spirit. At daylight the pickets were dou- 
bled, and the command came at 6 o'clock 
to fall in line and stack arms in front 
of the company's quarters so as to 
ready at a moment's notice. The can- 
nonading continued from 4 in the 
morning till 11. I went ^up on the hill, 
but could see but very little on account 
of the smoke of the batteries. The in- 
fantry was not called out on the center. 
It is reported that Steele captured a bat- 
tery on our right. Whether this is true 
or not, we cannot tell. 

Sunday, June 21. Had meeting in the 
morning at 8:30. The congregation and 
attention was very good. The theme was 
"The charity brought to view in the 13th 
Chapter of 1st Corinthians." Some balls 
passed very near by us during the service, 
yet I did not notice any one wince. Spent 
the afterpart of the dav in the hospitals. 

Monday, June 22. Started out early in 
the morning in company with Capt. White, 
to examine our trenches in front and see 
what improvement could be made on them. 
We went first to our own rifle pits. The 
Rebs were firing with great audacity. One 
of Company F had just been struck, the 
ball entering his cheek and passing out 
at the back of the neck. I think he will 
die: he bled profuselv where he fell. We 
took a spade and covered up the blood, 
and stood for some time at the port-hole 
where he was shot, trying to get a shot at 
the enemy who had done the deed, but we 
could not. For some reason the enemy had 



massed more troops in their trenches than 
usual, and they were firing with a reckless- 
ness which I have not before seem them 
exhibit. Balls were passing over and 
around us in almost every direction. Some 
with a hoarse buzz, others with a soft 
melodious whistle, and still others with a 
sharp shrill tone like an angry bee. There 
was a point just in front of us where a 
heavy force seemed concentrated. At this 
point one of our batteries kept firing a 
single gun. The shells would go ploughing 
through their breastworks, knocking the 
sand bags in every direction, but no sooner 
would the shell pass that up would rise a 
host of rebels, pour a volley into the bat- 
tery, and then quickly hunt their holes 
again. This continued for some time, and 
it seemed doubtful whether the battery 
would silence them or they would silence 
the battery; but at last a ruse of our gun- 
ners put an end to the contest. Two guns 
were brought to bear on the same point, 
both were loaded and sighted, then one 
was fired as us.ual. The shot barely touched 
the breastworks, and glanced off high in 
the air. No sooner had it passed, than the 
rebels again rose from their hiding places, 
many of them in their eagerness for a shot, 
exposing half their bodies. At this moment 
a shell from the other guns dropped in their 
very midst. I saw the flame of the explo- 
sion shoot out among them. They disap- 
peared in a cloud of smoke and dust, and 
not another shot was fired from that point 
during the rest of the forenoon. From this 
time the firing gradually diminished along 
the whole line. The Captain and I passed 
through nearly all the trenches of our brig- 
ade. We fired several shots at the enemy; 
we found several points not properly pro- 
tected; these we noted, and a detail of 50 
men will be sent out in a few hours to fix 
them. We discovered a place where the 
enemy pass from their fort to the trench in 
front of it; we directed the attention of 
the artillery men to this and it is likely that 
they will find it a rather dangerous pass- 
way hereafter. About noon we retired 
from the inner to the outer trenches, and- 
here with a glass we had a good view of 
the works to our left. We saw rebel flags 
flying in the citv. b*ut felt that thev must 
soon give place to the Stars and Stripes, 
for we had the satisfaction of seeing our 
own men standing at the base of Fort Hill, 
digging into its perpendicular walls. At 
last we returned to camp, safe and sound 
although we saw the blood of those who 
had fallen, and dirt was thrown on us by 
more than one passinig ball. 

Tuesday, June 23. Last night several of 
our batteries and a large number of our 
men, were drawn off to the rear. We may 
soon have hot work in that direction. I 
spent most of the day in the hospitals, 
writing letters, etc. In the evening, a de- 
fective shell bursted over a rifle-pit, kill- 



16 



ILLINOIS CENTRAL MAGAZINE 



ing one man and wounding others. I saw 
the mangled bodies. 

Wednesday, June 24. Heavy firing on the 
left during the night, and the report now 
is that the enemy attempted to come out, 
that they failed, and that 900 of them were 
taken prisoners, and two pieces of artillery 
captured. It is also reported that Port 
Hudson has been taken, with 9,000 prison- 
ers. I am inclined to believe that it is 
taken, for gunboats are now thundering 
upon Vicksburg from below. The rumor is 
also going that Hooker has taken 60.000 of 
the enemy. This I doubt, indeed I am 
afraid that the capture is on the other side. 
I spent some time in the after part of the 
day in the rifle pits and trenches. No great 
change has taken place since my last visit. 
With the aid of a glass, I saw one place 
where I think the Rebs are planting a bat- 
tery. 

Thursday, June 25. Heavy firing of artil- 
lery in the morning. I spent the fore oart 
of the day in visiting the hospitals, writing 
letters, etc. At 2 o'clock p." m. the order 
came for the men to "fall in" and stack 
arms and be ready for any emergency. 
The rumor was that Fort Hill is to be 
blown up at 3 o'clock. I went up to the 
rifle pits of the 8th Missouri, from where a 
good view could be obtained. Here I 
found Gen. Smith, who had come for the 
same purpose I had. The rebels had a can- 
non about 100 yards from where we were, 
which kept firing and one of our guns re- 
plying. This kept up the interest, but 4 
o'clock passed a'nd still no explosion. Our 
men opposite the fort raised a loud cheer 
now and then, which I suppose was for the 
purpose of drawing as many of the enemy 
into the fort as possible. Near 5 o'clock the 
front part of the fort rose as a dense cloud 
of dust into the air. It was a grand spec- 
tacle, yet no report could be heard where 
I was; this, however, might have been 
owing to the cheers which were raised by 
our own men. Just as the fort rose in the 
air, all the batteries and all the infantry in 
the trenches opened fire. The sound was 
tremendous. Where we were situated the 
shells from two or three batteries went 
hissing over our heads. Amidst the cloud 
of smoke and dust, I saw our men running 
forward to the fort. The dirt had been 
blown forward and filled the trenches, yet 
they pushed forward over it. although in 
doing so they exposed their whole bodies. 
They mounted the slopinsr edge of the fort 
and poured a raking fire into the trenches. 
At this time I saw two rebels jump from 
the western parapet: thev seemed to turn 
a complete somersault in going down. 
Spades were now procured and a party set 
to work with great enerp-y to throw the 
dirt from the trenches, while others kept up 
a rapid fire. A cloud of dust and smoke 
enveloped the fort, yet thronsrh it I saw two 
flags borne forward and planted half-way 



up the sloping side of the fort. The scene 
was now sublime in the highest degree. 
Our shells were tearing up the dirt as near 
to our men as prudence would let them 
fire; while from a point at some distance 
to the rear of Fort Hill, the enemy opened 
with some guns, but these were soon si- 
lenced by our shells. Hand grenades were 
now thrown and their flashes and smoke 
added to the exciting interest of the scene. 
At a quarter to 6, a flag was borne up the 
sloping side of the fort to the very summit, 
and there waved and planted. This was 
greeted with tremendous cheers from our 
whole line. The firing was incessant until 
dark, at which time three of our flags were 
waving over the fort. What the result is, 
I cannot tell. I never experienced a proud- 
er feeling, however, than when I saw the 
flag of our country borne through the 
smoke of battle and planted definantly on 
the enemy's stronghold. The hills and hol- 
lows all around the lines were covered with 
smoke. The enemy fired with great rapid- 
itv. and many balls were constantly whiz- 
zing around us. I was so much absorbed 
in the scene before me that I took but 
little notice of them. I have a distinct re- 
membrance, however, of several striking 
on the logs around me, and of one which 
threw the dirt all over me. After dark I 
again ascended the hills and spent several 
hours watching a scene whirh it is impossi- 
ble to describe on paper. The struggle at 
the fort still continued. Our men held the 
front and northern angle of the fort, which 
was illuminated by the flashes of their 
musketry. The enemy held the remainder 
of the fort, and stronsr works directly in 
its rear. Hand grenadbs were constantly 
hurled from earh side, and so near were the 
contending parties, and so desperate the 
nature of the contest, that even 10 and 12- 
pound shells were ignited and thrown over 
in the same way. castine a lurid glare 
over the who 1 e scene hv their flashes, the 
noise of their explosions sounding: loud 
above the roar of musketry. This fort was 
doubtless the center of conflict for *-ne 
nieht. yet it rap-eH in other directions. The 
boom of the eunhoats came over from the 
river: the deep tones of tne motors re- 
sounded far up and down it. while their 
shells. lifrViti'trr their own wav. rose to an 
immense hei^t. and then descen^rf w'th 
e v n1osions which mu^t nave shaVen tV>e 
whole ritv. for thev shook the ve-v H11s 
tinon wViich T sat. A V>s-t <" inst V-fh'n^ me 
kent firms' 30-nonnd Ho*/>1iVis<: sV>11s. wliVh 
came over mv hear! witVi imeartMv str-'ek, 
snrh as a 1o=t sonf mi^f be simnoserl *n 
utter a<= 't en f <*'- < ; t*>e realms of woe. whMe 
to the left, a Howitzer flA-<rptpff **.% r^^r_ 
tar, was throwing 12-potmd shell which 
went like shooting stars, over into the city. 
Fridav. Tune 26. I went up to the bat- 
teries early in the morniner and found the 
situation of things unchanged. The strug- 



ILLINOIS CENTRAL MAGAZINE " 



17 



gle about the fort still continued; it was 
enveloped in a cioud of smoke, 1 could see 
tue riasli of exploding sneiis which the 
enemy were rolling down from their more 
elevated position, upon our men. I ex- 
amined the whole situation with a glass, 
and could not help but feel that unless 
our men could speedily gain a more shel- 
tered position, they must soon abandon the 
attempt. Late in the evening the firing 
from the fort ceased. I at once hurried to 
the left, and my worst fears were soon con- 
rirmed. Our men had been compelled to 
fall back from tht fort. I halted a short 
distance in the rear of it. The enemy's balls 
were Hying thickly around; one passed very 
near my head, struck a tree, and fell to the 
ground. 1 picked it up and preserved it. 
It was still hot. One of the 8th Illinois 
was shot dead near me. He was borne 
back on a stretcher, and as I returned after 
dark, they were digging a grave for him in 
the hillside. I stood and gazed upon his 
pale face with a peculiar interest. How 
easily it might have been me instead of him ! 
In the uncertain starlight his teatures rested 
in all the calmness of a quiet slumber. Our 
loss in this unfortunate affair will probably 
reach near 300 killed and wounded. The 
enemy must have lost heavily also. 

Saturday, June 27. Capt. White was .out 
in the trenches last night with a fatigue 
party. Early in the morning while shoot- 
ing from a port-hole, a rebel ball cut the 
forward band from his gun. After break- 
fast he again went out, and was soon after- 
wards brought in wounded. He had been 
making a port-hold by running the handle 
of a pick under some sand bags. Just as 
he withdrew the handle of the pick, he 
raised his eye to the aperture, and the same 
moment was struck by a ball which grazed 
the top of his nose and entered just under 
his right eye, the ball lodging somewhere 
in his head. It is a serious wound, and I 
fear will prove fatal. I shall miss the 
Captain much, for we have wandered 
through our trenches together, together we 
have examined the works of the enemy, and 
passed through many dangers. But he has 
fallen, such is the fate of war. During 
the last few days, T too have made many 
narrow escapes. When my time will come 
I cannot tell. God's will be done. 

Sunday, June 28. Very warm today. 
Had meeting at 10:30 a. m. The theme was 
"The Lord Reigneth." Just at the close of 
the service, Gen. Grant rode by and lifted 
his hat in token of reverence. He is a low 
man and presents a very plain, common 
appearance. 

Monday, June 29. The enemy did a great 
deal of shooting last night; their balls 
dropped constantly in camp. I was awake 
several times, and each time "zip" came 
the hostile missiles as though they were 
bent on an errand of mischief. No one 
was hurt, however. In the morning, we 



got a mail, which is always a joyful event 
in the life of a soldier that is, if he is lucky 
enough to obtain a letter, which at this 
time was my peculiar good fortune, for I 
received one from one of my most valued 
correspondents. In the evening, I went up 
to the rifle pits. The trenches of our brig- 
ade are now advanced very near the works 
of the enemy, and large working parties are 
still pushing them forward. The enemy 
are digging a trench from their works to 
meet ours. They are now within about 
40 feet of each other. 

Tuesday, June 30. The enemy cannon- 
aded our advanced works in the morning, 
and for a time, our working parties were 
driven out; they soon returned, however. 
Nothing of uncommon interest during the 
rest of the day, except we were mustered 
for pay, as usual, at the end of every two 
months. 

Wednesday, July 1, 1863. Nothing un- 
usual occurred in the fore part of the day. 
In the evening Fort Hill was again blown 
up. A heavy cannonading ensued, but very 
little infantry firing; no charge was made. 
I think, however, that the fort is now en- 
tirely untenable for the rebels, as it is 
scarcely more than a shapeless mass of 
earth. 

Thursday, July 2. Rather more quiet 
than usual today. I visited the advanced 
trenches in the- morning. So close are they 
to the enemy's trenches, that the Rebs 
threw over several six-pound shells by 
hand; fortunately no one was hurt. 

Friday, July 3. Many rumors today as 
to what is going to take place on the 4th. 
One of Co. I was accidentally shot in camp 
last night. We buried him in the morning. 
Immediately after this I went to the 
trenches. Directly after I got there, a flag 
of truce was brought out and the firing 
ceased. Both parties got up on their breast- 
works, but were not permitted to go be- 
yond. It was indeed a singular sight to see 
men who but a few minutes before had 
been engaged in deadly conflict rise up, as 
it were, out of the very ground within a 
few feet of each other, and exchange the 
civilities of life, and talk as they had been 
old friends; indeed many did recognize old 
acquaintances. Taking advantage of the 
cessation of hostilities, I walked out in 
front of our trenches, and saw many evi- 
dences of the disastrous charges of the 
19th and 22nd of May, broken guns, cart- 
ridge boxes, canteens, and haversacks 
were lying about, while every tree, stump 
and shrub was cut with balls. I found 
some ripe tomatoes and saw some ripe 
watermelons. I suppose that it was about 
one hour from the time the firing ceased 
until two blank shots were fired from one 
of our batteries. This was a signal to get 
into the trenches, and I returned to camp, 
although the firinp- did not commence. I 
know not the object of the truce, but sup- 



18 



ILLINOIS CENTRAL MAGAZINE 



pose it was to bury the dead on the left, 
as I think there was a heavy fight in that 
direction last night. Later near 2 o'clock- 
there was firing for a few minutes, when 
it again ceased. I went over to the battle- 
ground again, and saw some very hard 
sights, among which was a long hand 
reaching out from a grave. It is now late 
in the evening, all is quiet. Some really 
begin to believe that proposals for a sur- 
render are now under discussion. It is un- 
doubtedly true that Gens. Grant, Pember- 
ton and their respective staffs met between 
the two lines and held a long conference. 
But, although some things look as though 
a capitulation might be contemplated, oth- 
ers again look as if nothing of the kind 
was expected, for mining parties are being 
sent out as usual, and timbers are being 
hauled by for the purpose of constructing 
fortifications. During the whole day, al- 
though the flag of truce was up on the rear 
lines, firing still continued from the gun- 
boats and mortars, and from the enemy's 
water batteries; but this has now entirely 
ceased, and for the first time since the 27th 
of May I cannot hear the report of a 
single gun. The quiet seems strange. 
Would to God it might continue; yet I 
cannot believe that it will. 



Saturday, July 4, 1863. I expected to 
be waked up in the morning by the roar 
of artillery, but instead of that, all was 
quiet. The truce still continues, and the 
impression that a capitulation would be 
made became very general; yet there was 
no excitement among the boys. Later, 
10 a. m., the word has come that the 
stronghold of Rebeldom is indeed ours. 
Loud shouts go up from our whole line. It 
is doubtful whether our division gets to go 
into the city or not; but in any case, this 
is a joyful "4th" to us. Henceforth we 
will celebrate the day, not only on account 
of the rise of our country, but also on 
account of the fall of its enemy. Late 
in the evening, I went out and examined 
a good portion of the enemy's works. 
They are formidable in themselves, but far 
more so on account of their position. 
Their stockade was torn into slinters by 
our shells, and many trees were torn down, 
some of them even 2% feet in diameter. 
I had not much time to look, however, for 
the order came to be ready to march at 7 
o'clock. Seven passed, however, and we 
did not march. The boys extemporized 
fireworks, and so passed a very pleasant 
evening, yet we could hardly realize that 
the western Gibraltar was ours. 



The Luck of the War Game Sometimes Makes 

Heroes 

The Orderly That Was of the Fifth Company Washington Artillery Shiloh! 

By A. Gordon Bakewell 



At the battle of Shiloh the Fifth Com- 
pany of Washington Artillery was com- 
posed of four pieces, and went into battle 
without a Captain, who was indisposed in 
the rear. 

The battery was, therefore, under the 
command' of Lieutenants Slocomb and 
Chalaron, on the first day. 

Slocomb was soon wounded and retired. 

The consequence was that but one Lieu- 
tenant alone remained, which necessitated 
the Orderly Sergeant taking command of 
one section of two pieces, and he fought it 
out till the end of the battle, that first 
day. 

On the second day, at dawn, we went 
into battle, still without a Captain, with 
Lieutenant Chalaron in command of one 
section of two pieces, and I, the Orderly, 
in command of the other two pieces. 



There being no Captain to direct us we 
each fought independently, and in the con- 
fusion and smoke of battle soon got sep- 
arated, and lost all knowledge of each 
other. 

It is the section under Lieutenant Chal- 
aron which is referred to in the narrative 
of Captain Jos. Boyce (1226 Pierce build- 
ing, St. Louis), which was read before the 
meeting of the Camp of the Army of Ten- 
nessee, of which Section, after we lost sight 
of each other, I knew nothing. 

For I was in another part of the battle- 
field, and was fighting with my two pieces, 
until they were so disabled by the artillery 
fire of the enemy that they could not be 
moved, but had to fie left on the battlefield 
till the fight was over in the afternoon. 

But, further, to tell how they were lost, 
how they were recovered, and how we final- 



ILLINOIS CENTRAL MAGAZINE 



19 



ly rejoined the other Section under Lieu- 
tenant Chalaron, which after the battle was 
over, this second day, was rejoined by 
the missing Captain, and what happened be- 
fore and thereafter on the battlefield, I will 
now relate, with some necessary repetition. 

But, first, for a better understanding, I 
must go back to the early morning of the 
second day. 

The battery of the Fifth Company, Wash- 
ington Artillery, with replenished ammuni- 
tion, but still short-handed in officers and 
nen, was promptly in the position assigned 
to it, and opposed to Buell's batteries. 

Then commenced a terrible artillery duel. 
In the rush of contending armies, and en- 
veloped in the confusion and smoke of bat- 
tle, as previously related, we became sep- 
arated from the other Section of our Com- 
mand, and were soon left in a forlorn con- 
dition, with but five or six of our men un- 
hurt, some horses killed, and other 
broken loose. Nevertheless, we worked the 
pieces until they were so disabled, so en- 
tangled in the underbrush and trees, and so 
buried in the soft soil, by the recoil, that 
with our reduced strength we could not 
extricate them. 

Looking to the front, to my dismay, I 
saw a line of Federals about to charge, while 
in our rear, on turning around, I beheld 
the New Orleans Crescent regiment com- 
ing up in a counter charge, at double quick 
many on both sides firing as they ad- 
vanced. 

Realizing that it was worse than useless 
to remain between these two lines of com- 
batants, I called to our few men left: "We 
can do nothing more; let's get out of this, 
or we will all be dead men." 

I then ran to my horse, who, fortunately 
was unhurt. Then mounting rapidly we 
all prepared to scamper off. 

But, alas! We could neither advance to 
the front nor retreat to the rear. We had, . 
therefore to run down the lines of our ad- 
vancing troops to gain some place of safety 
behind their right flank. 

We had not gone very far, however, be- 
fore my poor beast dropped down from 
sheer exhaustion. 

It being impossible to get him up again, 
there we had to remain, just behind a little 
knoll. 

It had been a Federal Quartermaster's 
Camp. Oats and hay lay scattered over 
the ground. 

With these we revived my famished 
horse, and after some time got him on his 
legs again. 

Meanwhile the battle had swept far away, 
leaving only disabled and abandoned Fed- 
eral Artillery, loose and riderless horses, 
with other sad marks of mortal combat, 
and where still lay the unburied dead, 
sleeping their last sleep among the heaps 
of the /'debris" of battle. 
Peering cautiously over the knoll I 



espied our cannon, just where we left them, 
with no enemy in sight, and only a few 
stragglers from our army, who in the rush 
of battle had lost their commands. 

With the help of these we were enabled 
to extricate our guns, and from the aban- 
doned Federal Artillery (whose carriages 
were of the same pattern as ours) we re- 
placed our broken wheels and harness. 

Then catching enough stray horses to 
drag our guns and caissons we started, 
ravenously hungry, to find our command, 
and get something to replenish the inner 
man, somewhat, however, apprehensive of 
censure, for so long delay in reporting. 

After plodding along, all faint and weary, 
more than a mile, we saw above the under- 
brush, in that bloody woods, the battle flag 
of our Company. 

Hastening on, we soon came within their 
view. They then sent up a mighty shout, 
to our great astonishment. "What can that 
mean?" I asked, turning to young Denegre, 
who was one of us. "I don't know," he 
replied, unless they thought we were all 
killed or captured with our guns." 

At once I took the hint, and gathering 
the boys about me thus addressed them: 
"Boys, I want you all to swear that you 
will never tell how we recovered these 
guns. If you don't blab our reputation as 
heroes is made forever." 

Now, having unaccountably lost my Bible 
and Prayer Book, "Boys," said I, "you must 
all take the most binding obligation that a 
Confederate can take, not to divulge the 
secret of our heroism." 

Then, we all, with our hands upon our 
empty stomachs, swore never to tell. 

Upon rejoining our command, we were 
greeted with warm and enthusiastic con- 
gratulations, and every mother's son of us 
remained as "dumb as a drum with a hole 
in it." 

We then learned, for the first time, that 
our army was too cut up and incapacitated 
to renew the fight, and that we were to fall 
back to Corinth. 

Our battery, however, was ordered to 
remain to cover the retreat, should the 
enemy pursue. 

Meanwhile, while 1 was standing in line 
at the head of the Company, General Beau- 
regard rode up with his Staff, and after 
some few words with our Captain, came 
over to me and said: . "You have done 
nobly, Sir." Your humble servant said not 
a word, but bowed low in acknowledg- 
ment of the compliment. Of course 
the General did not know that if my 
poor, old, famished beast had not fallen 
down exhausted those guns would have 
been left for the enemy's only triumph 
on that bloody field, and we, accidental 
heroes and distinguished Confederates, 
would have been far, far away in the rear. 

As it was, however, by our fortuitous 



20 



ILLINOIS CENTRAL MAGAZINE 



heroism, we had saved our company from 
the mortification of having lost half their 
battery. 

None but the initiated knew how; and 
we might, at our pleasure, have played the 
Old Soldier upon that accidental fact to 
the end of the war. For this is how we 



gained our reputation for bravery, to this 
day. 

I never divulged how those guns were 
saved till all who had participated in their 
recovery had gone to join the "Grand 
Armies of Heaven" on the other side of 
the dark river of death. 




GKN. STEPHEN D. LEE. 



Remarks of President C. H. Markham at 23d An- 
nual Meeting of the Traveling Engineers' Asso- 
ciation Held at Chicago, Sept. 8-10, 1915 



Mr. Chairman and Gentlemen: 

It affords me pleasure to appear be- 
fore the Traveling Engineers' Associa- 
tion, for the position at the throttle has 
always held a peculiar fascination for 
me and I look upon the calling as one 
requiring intelligence, courage and skill, 
qualities that develop and call for the ex- 
ercise of the finer sensibilities of man. 
My first job on a railroad, some thirty- 
five years ago, was coaling engines by 
hand at Deming, New Mexico, and I well 
remember the kindnesses of many of the 
engineers to the boy whose strength they 
feared was being overtaxed. It requires 
mighty good "stuff" to sit in the cab on 
a stormy night and take a trainload of 
passengers through in safety and on 
schedule ; depending on the trackmen to 
report soft places, the dispatcher to clear 
the way and a keen vision and sense of 
danger to avoid trouble up ahead ; a great 
responsibility calling for watchfulness 
while the world sleeps ; duty if it means 
death. I admire this man-sized job and 
I am "with" the men who fill it. 

The railroad business is the greatest 
business in this country today. Its devel- 
opment has made possible the rapid set- 
tlement of our vast primeval areas, the 
linking of cities and of people, the up- 
building of an empire overnight. 

For the year ending June 30, 1914, 
the railroads transported, in round fig- 
ures, two billion tons of freight or in 
the neighborhood of three hundred bil- 
lion tons one mile. They carried over 
one billion passengers or about thirty- 
six billion one mile. Their net capitali- 
zation for the quarter million miles oper- 
ated was approximately sixteen billion 
dollars or sixty-four thousand dollars per 
mile, just one-half of the per mile capi- 
talization of European roads and physi- 
cal valuation now being conducted by the 



Interstate Commerce Commission is go- 
ing to show that on the whole they are 
not overcapitalized. They employ over 
one and a half million men and a like 
number are engaged in supplying their 
demands one in every seven of our pop- 
ulation being dependent upon them for 
their daily bread. To these dependents 
the annual wage distribution is over two 
and one-half billion dollars. 

Our railroads are managed today by 
practical men who have come up from 
the ranks. They belong to the people, 
either directly through stock and bond 
ownership, or indirectly through savings 
deposits and insurance policies; and un- 
fair attacks made upon them but re-act 
to the detriment of the people them- 
selves. I hold no brief for the past, but 
there is very little reason in remember- 
ing the shortcomings of previous genera- 
tions and attempting a belated punish- 
ment on people wholly innocent. It re- 
quired men of daring and initiative to 
sponsor this development and whatever 
their personal motives they are entitled 
to some measure of credit. 

The thing that ails this country is too 
much regulation, too many laws ; the in- 
evitable accompaniment of a change for 
the better in our business methods. There 
can be no doubt but that the purifying 
process which for the past ten years has 
gripped our commercial life has left an 
undying impression of good. It was the 
drastic way we went about it that hurt; 
and the process has left us too prone to 
complain at little things, too excited to 
analyze anything. Every man feels he 
knows all about every other man's busi- 
ness. 

If we can but minimize this useless 
agitation there is nothing radically 
wrong; but if continued it is bound to 
work infinite harm. Our business men 



21 



22 



ILLINOIS CENTRAL MAGAZINE 



are the premiers of the world; they are 
trained fighters in worldwide business 
strife; they are exponents of the best 
thought in modern business ; they have 
placed the banner of the United States 
where all the world might see; and the 
majority of them should not nor in the 
end do I believe they will be held respon- 
sible for the acts of the few. Calmer 
judgment will, I think, acknowledge the 
tribute due them and that calmer judg- 
ment will divorce business from politics, 
something the people want but which 
some of the politicians cannot yet real- 
ize. It is only in this way that we can 
really progress ; that the resources of this 
country can be adequately appreciated, 
fully taken advantage of. Our wealth is 
almost untouched and there is no end to 
the things we can do. 

That is why I come to you today to 
urge a unity of railway forces in a great 
educational move for our own and the 
country's preservation. The people are 
coming to understand and sympathize 
with us in our troubles. It remains for 
us to appeal to them again and again, 
whenever we are unjustly attacked, re- 
lying on their never-failing fairness to 
secure us equal opportunity and fair play 
But if we expect them to heed our appeal 
we must first be sure we are absolutely 
in the right. The value of good example 
as a means of frustrating the evil designs 
of our detractors cannot be over-stated. 
We must observe the statutes, however 
onerous, until repealed or adjudicated. 
There can be no halfway measures, no 
resentful or lukewarm obedience. 

And if we would succeed our internal 
relations must be amicable and harmoni- 
ous. We should look upon the day of 
the strike as over. Food supplies for the 
people of our large cities are dependent 
on uninterrupted daily transportation and 
if the time should ever come when, be- 
cause of failure of employers and em- 
ployes to agree, the trains should be 
stopped, the people will take charge and 
run them for us. This means that dis- 
putes likely to result in serious incon- 
venience to the public must hereafter be 
submitted to arbitration, and if we can- 
not agree among ourselves we must sub- 



mit to compulsory arbitration or the al- 
ternative of government ownership. If 
it be compulsory arbitration it will prob- 
ably be under conditions which, while 
taking into consideration the interests of 
the shipping and traveling public, will 
recognize the right of the railroads to 
offset increased wages by corresponding 
increases in freights and fares. 

I want to take advantage of the occa- 
sion to urge upon your Association the 
importance of discouraging the activity 
of representatives of many of the organi- 
zations which maintain legislative com- 
mittees whose duty it is to influence leg- 
islation designed to secure concessions 
which cannot be secured through the reg- 
ular channels of negotiation or arbitra- 
tion. The railroads are put to unneces- 
essary expense in their efforts to defeat 
what to them seems unfair and unjust 
regulation of their business. Instead of 
combining forces and working to de- 
feat legislation antagonistic to the in- 
terests of the roads and their employees, 
our forces are divided, and the passage 
of a full crew or train limit bill may be 
followed by the passage of a law reduc- 
ing passenger fares or creating some 
other condition having the effect of either 
reducing income or increasing expenses, 
in which the employees have no direct in- 
terest. 

It is the duty of the railroads to fur- 
nish safe and convenient transportation 
for persons and property and, as under 
the existing order their only source of 
income is from freights and fares paid 
by those who travel and make shipments 
of goods, they must be permitted to 
charge rates sufficient to yield a return 
large enough to provide for improve- 
ments necessary to keep pace with the 
constant increase in business and grow- 
ing cost of operation. But the cry of 
over-capitalization or wrongdoing result- 
ing from high finance is raised and re- 
lief is denied; and yet government is 
ready to spend millions in the construc- 
tion of waterways to compete with and 
perhaps destroy the business of railroads 
privately owned. All the people are 
taxed for the benefit of the few. The 
Panama Canal, while a great political 



ILLINOIS CENTRAL MAGAZINE 



23 



necessity, is commercially favorable to 
the interests of the Atlantic and Pacific 
seaboards and discriminates against the 
business and commerce of the middle 
west. The money for construction of 
new and improvement of existing inte- 
rior waterways ought to be raised by as- 
sessment on the property of or by taxing 
service rendered to the immediate bene- 
ficiaries. I see no reason why a man 
who ships his freight on an interior wat- 
erway built by the government should 
not pay for its use in precisely the same 
manner as does the man who ships his 
freight on a privately-owned railroad. 
The cost of artificial, interior waterways 
ought to be borne by the beneficiaries, 
as is done in the matter of street paving 
and like civic improvements. If built at 
government expense commerce should be 
assessed tolls sufficient to realize a sum 
calculated to pay interest on the cost and 
a fund for maintenance and operation. 
The past few years have witnessed 



great changes in the railroad business. 
There is a better understanding of the 
needs of all concerned- Publicity is the 
order of the day and appeals to the pub- 
lic for relief from attempts to pass un- 
fair laws are of frequent occurrence. The 
wisdom of this policy is proven by re- 
sults and I don't know of a case where 
it has failed. 

Some students of our transportation 
conditions are predicting government 
ownership of railroads, but I am one of 
those who believe that it will be a long 
time before the people of this country 
will be ready to embark on an experiment 
which ^has not proven successful in coun- 
tries where conditions are much more fa- 
vorable than in ours. Whatever might 
be said of government ownership in a 
thickly populated, finished country, like 
some of those in Europe, it won't do for 
us, and I might say, in passing, that Eu- 
rope is not setting us an example that 
we can afford to pattern after. 



Little Things Which Get Business The Telephone 

By F. B. Wilkinson 

1. Answer promptly. Your patrons are busy business men. 

2. Have a smile in your voice. The world hates a grouch. 

3. Be coureous. People judge the railroad by your conduct; not by your superin- 
tendents. 

4. Some people seem unable to master the art of being agreeable over the tele- 
phone. Get on some other job if you are one of them. If you do not, the railroad 
and yourself will lose friends. Their loss is irreparable. 

5. Speak with lips close to transmitter. Nothing is more annoying than to have 
a voice sound faint and unintelligible. 

6. Don't be in top great a hurry. Let your patron know that you understand what 
is wanted and he will not fret while you are securing the desired information. 

7. Don't hang up receiver too quickly. Be sure your customer is satisfied before 
you ring off. 

8. Patrons complain that your phone is often busy? Te'll the boss. He will have 
additional phones installed if they are needed. Remember that people will call your 
competitor and get in habit of giving him all their business if they cannot get you 
quickly. 

9. When request is made for rate, quote it and tell inquirer about your service and 
ask him for the business. Secure his address and have solicitor call on him. People 
appreciate attention shown them. IT GETS BUSINESS. 

10. We are all salesmen. Treat the public as you expect to be treated by your 
grocer. 

11. He sells groceries. YOU sell TRANSPORTATION. 



PUBLIC OPINION 

t the J^k World thinks 




Extract from an Address Entitled, "A Right of 

the States," Delivered by Alfred P. Thorn, 

of Washington, D.C., Before the State Bar 

Association of Tennessee, on June 25, 

1915, at Chattanooga, Tenn. 

* * * Commerce itself in these one hundred and twenty-six years has 
assumed a far greater consequence in the affairs and destinies of men and of 
nations, than it had in those early days. Steam and electricity have come with 
their mighty revolutionizing influence and have brought all the states and all the 
nations into close and intimate commercial relationships. Men no longer 
deal in trade most largely with their immediate neighbors, but find it essen- 
tial to their success to have free and unimpeded and adequate access to the 
markets of the world. 

The interests of the producing states particularly the states of the 
South and West where there are no markets of the first imoortance imper- 
atively require easy and quick transportation to the world's great market 
cities, such as New York, Philadelphia, Boston and Chicago in this country, 
and Liverpool, London, Paris and Berlin abroad. 

It may be safely stated that at least eighty-five per cent of the trade of 
Tennessee, and of the United States generally, moves in interstate and for- 
eign commerce. It traverses vast distances; it must pay low mileage rates 
to reach and to compete in these distant markets ; it cannot, because of the 
value of time and the small margins of profit, permit frequent handlings or 
breakings of bulk. 

To meet these economic conditions to satisfy the essential needs and to 
accommodate the movement of this great traffic it has become necessary to 
create long and continuous lines of railroads in the place of the short and dis- 
connected lines which were once adequate to the requirements of trade. These 
large systems of railroad, which have come in obedience to the economic 
law which demands continuous, rapid, and unbroken transportation, nec- 
essarily extend across, and are, under existing law, in many respects subject 
to the varying policies of many states. 

The problem of greatest magnitude which concerns the country in reard 
to them, is how their continuity of service shall be preserved unimpeded and 
what shall be the duality of adequacy and efficiency which their transpor- 
tation facilities shall possess. 

It must be remembered that the transportation capacity of the carriers 
marks the minimum limit of the trade, and hence of the producing capacity, 

24 



ILLINOIS CENTRAL MAGAZINE 25 

of the people whom they serve. No more will be no more can be pro- 
duced than can be carried to market. Therefore, each state, being depend- 
ent for its prosperity upon the producing capacity of its people, is deeply 
concerned that the transportation capacity of the carriers which serve it 
shall be adequate and shall not be crippled or impaired. 

A broad and wise policy in dealing with the instrumentalities of com- 
merce is, therefore, a matter of supreme interest to all the states. A narrow, 
or niggardly, or selfish policy, if adopted by any one of the states through 
which a railroad passes, may seriously cripple and depress the commerce of 
every other state which the railroad serves. 

No adequate conception of the railroad problem, as it affects the devel- 
opment of the country and the growth of its commerce, can ignore the neces- 
sity that transportation facilities must be all the time growing and improv- 
ing to keep pace with the growth and expansion of commerce otherwise 
there will be no growth or expansion of commerce. 

Such an increase in railroad facilities involves the constant input of new 
capital, for no railroad is ever finished except in a dead country. It is a mere 
platitude to say that new capital can only be attracted by credit. While no 
one state through which a railroad passes can alone establish its credit, a sin- 
gle state can impair or destroy it. 

If a railroad runs through and serves eleven states, ten of them may be 
guided by broad and liberal views and may be controlled by the policy of en- 
couraging the establishment and maintenance of adequate transportation fa- 
cilities. The eleventh may, however, have no adequate commercial outlook 
or may be temporarily under the domination of small and time-serving poli- 
ticians. It may reduce rates on state traffic so as to barely escape the line of 
confiscation. It may be unwilling that its state traffic shall contribute any- 
thing to the liberal program, favored by the other ten, would build for 
the future and insure the present and continuing adequacy of the transpor- 
tation facilities on which all are equally dependent. 

In such a case, what shall be done? Shall the ten states bow to the will 
or caprice of the one and allow it to control? Shall they permit the narrow 
views of the one state to limit the standard or the character or the quality of 
facilities which their people shall enjoy? 

If, on the other hand, the standard of facilities is not brought down to 
this low level and is to be made adequate to the needs of all, then the com- 
merce of the other ten states, or interstate commerce, or both, must bear the 
burden, which the dissenting state has refused to share, of building up ade- 
quate transportation facilities. 

In either case, the dissenting state, in a very effective way, regulates the 
commerce and the business opportunities of all. It either determines the 
standard of the commercial facilities, and therefore the commercial oppor- 
tunities of the other states, or it throws on them an unfair and undue pro- 
portion of the burden of sustaining them at a level of higher efficiency. 

Moreover, in the Shreveport case, recently decided by the Supreme 
Court of the United States, and in another state which I shall not more -par- 
ticularly identify state rates have been greatly reduced for the avowed pur- 
pose of preserving state markets for state trade, and thus excluding and dis- 
criminating against the trade of other states. 

Is it not a right of each of these states, thus oppressed by the narrow 
and selfish policy of one, to have its commerce freed from these state re- 
strictions and regulated by congress, representing all the states, in accord- 
ance with the compact of the Constitution? 

I have referred to the great importance to the welfare of all the states 



26 ILLINOIS CENTRAL MAGAZINE 

of transportation facilities to the complete dependence of the states upon 
their adequacy, their efficiency and their readiness for service. I have called 
attention to the credit of the carriers their capacity to obtain new money 
as bearing an important, and in fact controlling, relationship to the prob- 
lem of transportation. 

In this connection, and as exerting an important influence on the finan- 
cial capacity of the carriers, it is appropriate to consider their capacity to 
issue and to dispose of their securities. 

It is manifest that, if such issue is to be regulated by the individual 
states, every state is at the mercy of the others. A bond, to be available in 
the market, must, as a rule especially now when most bonds are necessarily 
junior liens be secured upon the whole railroad line ; and this crosses many 
states. One of the states, therefore, if it possesses the power to regulate the 
issue of securities of an interstate carrier, may disappoint and defeat a finan- 
cial plan approved by all the other states and necessary to the carrier's trans- 
portation efficiency. 

Even if the state does not press its authority to the extent of absolutely 
declining to sanction the issue, it may selfishly, and as a political expedient, 
attach a condition that a designated portion of the proceeds shall be spent 
within its borders where it may not in fact be needed, when the needs of inter- 
state commerce and the commerce of other states fairly require that the whole 
shall be expended elsewhere. 

The power of the state to consent, or to withhold its consent, is equiva- 
lent to a power to control the character and the location of additional trans- 
portation facilities against the views and the interests of all the other 
states. 

But even if the necessity for the new capital is universally recognized, 
and the approval of the states is not ultimately withheld, the time necessary 
to permit the investigation and to secure the approval of so many would, or 
might, constitute a fatal obstacle in the way of a successful financial opera- 
tion. Promptness ability to avail without unreasonable delay of a favorable 
market is essential to success in placing large financial offerings. 

Conceive the not impossible case suggested by a recent dramatic event in 
the history of the world. 

A railroad company has been maturing for some time past a large financial 
plan with the purpose of taking advantage of a general market such as we 
all know recurs at periods some times widely separated. A great steamer, 
say the Lusitania, sails at a moment of international tension. Those in charge 
of the financial policy of the railroad are justified in believing that something 
may happen to that steamer which will affect international relations and de- 
stroy for many months, and perhaps for years, a market for securities. So 
far as their own business preparation is concerned, they are ready to bring 
out the carefully matured plan and place their securities. It becomes then a 
question of days before the possibility of disaster to that steamer may be 
realized. Meanwhile some state commission, for some such reason as has 
been suggested, is delaying the approval of the issue. It does delay until the 
disaster happens and so defeats the financial plan, with the result that there 
is at least an indefinite postponement of additional railroad facilities essential 
to the best interest of the commerce of the country. 

Of course, the chances for such delay are increased just in proportion 
to the number of states which must be consulted in the matter of regula- 
tion. 

From whatever standpoint, therefore, it be considered, the destructive 
effect of a power in the several states to determine and limit the financial 



ILLINOIS CENTRAL MAGAZINE 27 

capacity of the carriers, through a regulation of the issue of their securities, is 
apparent. It is manifest that the financial capacity of a carrier which serves 
many states is a matter of transcendent importance to them all. No one of 
them should be allowed to control or to injuriously affect it. It is a right 
of each of the states that a matter so important, and in which all of them 
have so vital an interest, shall not be controlled by one which may have a 
selfish interest or an illiberal policy. 

It is a right of the states, .in respect of this matter of common and su- 
preme concern, that an authority, which is the authority of all, whose power 
is delegated by all, which represents all and which acts for all, shall alone be 
the arbiter of what may be conflicting views and interests, and shall alone 
regulate and control. 

And yet sixteen states have enacted statutes, each asserting for itself the 
individual right to control the issue of stocks and bonds of interstate car- 
riers. And the end is not yet, for many other states are considering legisla- 
tion which will give to them a power which they see is already being exercised 
by others. 

Another striking illustration of the exercise by one state of a power to 
discriminate against and to injure the commerce of other states and inter- 
state commerce is found in the state laws which impose heavy penalties for 
failure to furnish cars or other instrumentalities of commerce within a limited 
time. 

One of the states now imposes a fine of five dollars for each day of de- 
lay; an adjoining state fixes the fine at one dollar per day; and the inter- 
state commerce law fixes no per diem penalty at all. A case may well be 
imagined where a carrier is reasonably supplied with equipment, but a large 
portion of it has moved in the regular channels of commerce to a point on 
or off its "line and distant from the place where the demand for it is made. 
If, under these circumstances, there is a demand for a car by a shipper of 
intrastate traffic in the state which imposes a heavy fine for delay, and is also 
made by a shipper in the state which imposes a light fine, and is also made 
by a shipper in interstate commerce as to which no fine at all is imposed, and 
there is at the moment, by reason of special circumstances, only one car 
available to meet all three of these demands, it, of course, results that the 
carrier in self-protection must deliver the one available car to the shipper in 
the state which imposes the largest fine, and the other must go without. In 
other words, the greediest, the most selfish and the most unreasonable state 
thus secures by its own laws a preference for its own commerce over the 
commerce of its sister states and over interstate commerce itself. 

Is it not a right of the other states to have the question of a fair distribu- 
tion of available car supply determined, not by one of the interested states, 
but by the authority which represents them all and can see that a rule of 
equity and fairness shall prevail? 

In addition to what has been said, a long and formidable list of state 
statutes, already in effect, might be given, which, without the consent of 
the other states, impose serious burdens of expense upon their commerce, 
and thus upon their people. All discriminate, or have the effect of discrimi- 
nating, against their commerce, both state and interstate. 

Thus, three states have passed laws making it illegal for a carrier having 
repair shops in the state to send any of its equipment, which it is possible to 
repair there, out of the state for repairs in another state ; fifteen states have 
attempted to secure preferred treatment of their state traffic, either by heavy 
penalties for delays or by prescribing a minimum movement of freight cars, 
some of them requiring a minimum movement of fifty miles per day, whereas 



28 ILLINOIS CENTRAL MAGAZINE 

the average movement for the United States is not over twenty-six miles per 
day one of these states imposing a fine of ten dollars per hour for the for- 
bidden delay; twenty states have hours-of-service laws, varying from ten to 
sixteen hours; twenty states have full-crew laws; twenty-eight states have 
headlight laws, with varying requirements as to the character of the lights, 
and fourteen states have safety-appliance acts. 

Let me take an illustration from a single class of these statutes. I will 
select the Full Crew laws of the states of New Jersey and Pennsylvania. 

These laws impose upon the railroads operating within their respective 
limits an expense for unnecessary employes amounting to more than one 
million seven hundred thousand dollars a year. There is nothing in these 
state laws putting the burden of this expense on their own traffic alone. 
That burden extends to all the traffic these railroads carry, and thus the traffic 
of Virginia and Tennessee and Mississippi and of all the American states 
whose traffic enters New Jersey or Pennsylvania is laid under tribute by these 
state enactments. 

Or, the proposition may be stated another way. The expense put upon 
this railroads by the Full Crew statutes of these two states would pay the in- 
terest at 5 per cent upon a capital fund of more than $34,000,000. By requiring 
an amount equivalent to the interest on this capital to be expended on use- 
less employes at least on employes as to which the other states were not 
consulted instead of being used to obtain new caoital, these two states 
have by their own independent action reduced the borrowing capacity of 
the railroads to the extent of $34,000,000. That amount of capital would 
have bought 1,360 locomotives, or 3,400 steel passenger cars, or 34,000 freieht 
cars, or 1,133,000 tons of steel rails, or would have block-signaled 13,600 
miles of road. 

Thus facilities immensely valuable to the traffic of the other states have 
been made impossible not bv their own action, but by the independent action 
of New Jersey and Pennsylvania. 

It is apparent that these and similar statutes which impose burdens and 
create discriminations violate the princinle of just and equal treatment as 
against the states which have a more liberal policy, and constitute serious 
invasions of the field of regulation by the states which adopt them to the sub- 
stantial prejudice of those which have not sought to obtain special or pref- 
erential treatment. 

Again, it may be asked, is it not a rieht of the states that no one state 
shall possess the power of imposing a burden which the people of other 
states must help to bear, or of securing a preference for its own traffic over 
the traffic of the others? 

In order to secure equality of burden and of privilege and the benefit 
of an adequate and efficient transportation svstem, the power to reerulate 
commerce among the states and with foreign nations was, by their own 
action, withdrawn from the individual states and conferred upon Congress, 
which represents them all. 

In fact, it may be truly said that the Constitution itself was the offspring 
of the insistent demand of the states for protection in trade aeaint the other 
states. It is. therefore, peculiarly a right of the states to have this purpose 
fully and fairly carried into effect. 

It seems not unprofitable to turn from the problem of commercial regula- 
tion, considered only as a problem of peace, to the lessons we must Varn in 
regard to it from the great events now occurring on the continent of Europe. 

It will be merely fatuous in us to c1o<=e our eves to the fact t^at the or- 
ganization of society will be revolutionized in consequence of the historic de- 
velopments of the past year. 



ILLINOIS CENTRAL MAGAZINE 29 

We had fondly dreamed that the possibility of great wars had disap- 
peared in the purer light of civilization, and that the barbaric and savage 
instinct of nations had been obliterated by the advance of moral and in- 
tellectual principles among mankind. 

This dream has been rudely dissipated and the world has been made to 
realize that, when it comes to war, there has been no advance in humanity 
or morality since the Goths and Huns and Vandals fought and slew and 
pillaged fourteen centuries ago. The only difference is a difference in slaying 
power and in efficiency. These have advanced as science has marked out 
the way. The lesson has been taught, in the blood and agony and tears of 
nations, that hereafter, when it comes to the test, it is only the organized 
and efficient nation which can survive. 

The world has marveled to see a nation, with comparatively small terri- 
torial possessions, rise in arms against the strongest nations of the earth 
and defy them all with its organized energy and power. 

Whatever may be the ultimate result of this gitanic struggle, the lesson 
of national efficiency has been taught and will never be forgotten. Its in- 
fluence has reached even to this remote Western Hemisphere, and hereafter 
men will put a new value on our national union and will recognize the neces- 
sity for stronger and more perfect national organization to meet the dangers 
which all of us see may easily assail us. We have had it borne in upon us 
that the most militant and most efficient nation of Europe has outgrown its 
territorial limits and is looking for other lands to colonize, into which it will 
introduce its own national ideals, its own national efficiency and its own 
militant and aggressive spirit. 

If it should happen that her policies embrace the acquisition and coloni- 
zation of certain parts of South America, our Monroe Doctrine would stand 
in the path of her ambition. Whatever course we may then pursue whether 
we limit the application of this doctrine to North America or undertake to 
enforce it as to the entire Western Hemisphere we shall be confronted by 
greatly increased international complications and will need both national 
power and national efficiency to deal with the conditions which will be cer- 
tain to arise. 

Steam and electricity and science have done their work and have made 
great nations essential to meet these mighty forces. The day of the small, 
weak, and defenseless state has passed just as the day of the sailing vessel 
and the wooden ship is gone. 

Wisdom requires us to recognize the change which these mighty forces 
and these mighty events have wrought. We cannot step backward and dis- 
integrate ourselves into separate states. We must be efficient as a nation if 
we are to deal successfully with our national emergencies. 

All this, I trust, will not involve us in the necessity of becoming a mili- 
tary nation, but it undoubtedly puts upon us the imperative obligation to or- 
ganize 'our industrial life upon the most efficient basis. Our resources must 
not only exist, but they must be easily available. We must realize that the 
agitation must cease for a divided sovereignty in respect of functions which 
are in essence national. We must appreciate that efficient transportation is 
an essential condition of national efficiency, and if we are to halt or weaken 
our transportation systems at state lines, by permitting the imposition of 
burdens or the exercise of hurtful, inharmonious or unwise regulation, we 
will make national efficiency impossible. The creation of transportation 
facilities for a great nation is not the work of a day. It is a matter of slow 
and difficult growth and is the work of "forward looking" men, who must 
anticipate conditions and have facilities in readiness for use when they are 
needed. 



30 ILLINOIS CENTRAL MAGAZINE 

Is it wise.for us to subject a matter of such universal concern and of such 
national importance to the uncertain policies and partial and inadequate out- 
look of a single state? The Constitution confides it to Congress, which repre- 
sents the general welfare and common interests of all the states. The evolu- 
tion of forces, the progress of events, and the growth of nations emphasize 
the wisdom and necessity of reposing the power of commercial regulation, 
which so essentially involves the national interest and the national efficiency, 
in the hands of the authority which is alone responsible to all the people 
for the performance of national duties and the preservation of our national 
liberty. 

If it was to the interest of the individual states to have a single and 
impartial regulation of interstate commerce and its instrumentalities when 
the question was the free introduction into New York of the firewood of 
Connecticut and the dairy products of New Jersey, it is far more so now in 
view of the influential relationship which transportation has come to bear 
to our national efficiency and to the liberties and detinies of our people. For 
we must remember that in a period given up to a frenzy for overlegislation 
no business interest dependent for its stability upon the public confidence 
can long survive, if it is assailable, as the transportation business now is, on 
so many sides and from such an infinite variety of sources. 

We must realize that inevitably commerce will eventually be regulated 
exclusively by the Federal Government. The existing system of private 
ownership cannot long endure if it is to be permanently subjected to the 
increased burdens and conflicting policies of a dual, or of a many sided, regu- 
lation. It must be put under one master with a harmonious and constructive 
policy, or it will inevitably fail. When this failure comes and governmental 
ownership takes the place of the present system, the states will be deprived 
of all power, and Congress alone will necessarily regulate every detail of rail- 
road management and all the instrumentalities of commerce. 

It must also be realized that the regulation of interstate commerce and 
its instrumentalities is no violation of the rights of the states, is no invasion 
of their prerogatives, is in no sense in derogation of their reserved sovereignty, 
but in reality is merely the specific performance of the contract which each 
state bargained for when it subscribed to the Constitution. It is their 
covenanted right, and the covenanted right of each of them, as well as their 
highest interest, that the commerce in which one in common with another 
state is interested shall be regulated by the fair and impartial judgment of 
the authority which alone springs from and is responsible to them all. 

As was said by Chief Justice Marshall in McCullough vs. Maryland, 4 
Wheaton, 405, in speaking of the powers of the Federal Government, of which 
one is the power to regulate commerce among the states and with foreign 
nations : 

"It is the government of all ; its powers are delegated by all ; it repre- 
sents all and acts for all. Though any one state may be willing to control 
its operations, no state is willing to allow others to control them." * * * 



Trespassing Accidents 



While the number of passengers and continues to increase, says the Railway 

employes killed by American railroads Age Gazette. This condition is 

has been decreasing for several years, ascribed to the indifference of legisla- 

the most numerous class of railway tures. courts and commissions that 

casualties, the fatalities to trespassers- have failed to pass and enforce laws 



ILLINOIS CENTRAL MAGAZINE 



31 



to stop trespassing, while in the twen- 
ty-five years for which the Interstate 
Commerce Commission has reported 
accident statistics the total of trespas- 
sers killed has amounted to 113,480, or 
over 53 per cent of all railway fatalities. 

Comparing the last five-year period 
for which the statistics are available, 
1910 to 1914, with the period 1890 to 
1894, the Gazette shows that while the 
increase in the number of passengers 
killed was 8 per cent, and in the num- 
ber of employes killed was 30 per cent, 
or far less than the increase in mile- 
age, volume of traffic and number of 
employes, the number of trespassers 
killed was 52.6 per cent greater in the 
later period. Comparing the period of 
1910 to 1914 with the previous five- 
year period, 1905 to 1909, the number 
of passengers killed decreased 4 per 
cent, while the number of trespassers 
killed was 1.7 per cent greater. 

"Railway travel has not for many 
years been especially hazardous and it 
is becoming safer every year," says the 
Gazette. "Working on a railroad, 
while properly classed as a more or 
less dangerous occupation, according 
to what department an employe is in, 
is also each year attended with a less 
degree of risk. But trespassing on 
railway tracks and trains has always 
been and still continues to be a very 
unsafe practice and is not growing less 
so. 

"While regulating bodies of 'all kinds 
have been very busy passing laws and 
issuing orders to prevent railway acci- 
dents, the railways themselves have 
exerted the most strenuous efforts to 
remove one of the most serious blots 
on their record, with the result that 
fatalities to passengers as well as to 
employes have T)een decreasing. To 
the most numerous class of railway 
casualties, however, the fatalities to 
trespassers, the same bodies that have 
been most vigorous in regulating the 
railways have shown indifference; and 
this, in spite of the fact the number of 
people killed while unlawfully using 
the railroad tracks as a short cut or 
stealing rides on cars and engines has 



continued to grow from year to year. 

"For many years railway casualties 
increased very rapidly, mainly because 
the number of people exposed to rail- 
way accidents of all kinds, the mileage 
of railroads, the number of trains run 
and the volume of traffic handled were 
increasing very rapidly. The fact that 
the increase in accidents was less than 
the increase in the chances of accident 
is frequently overlooked. 

"If the improvement in respect to 
the safety of railway travel and em- 
ployment be largely attributable, as 
some maintain, to regulation, to what 
must we attribute the continued in- 
crease in the number of fatalities to 
trespassers? As a matter of fact, the 
reduction in other accidents is mainly 
creditable to the managements of the 
railways, while the continued increase 
in fatalities to trespassers is mainly 
due to bad government. The railways 
have policed their tracks and arrested 
trespassers by thousands, only to see 
them turned loose because the judges 
have refused to convict them and be- 
cause local communities have declined 
to stand the expense of their incarcera- 
tion. 

"That the percentage of increase in 
fatalities to trespassers has not been 
larger is due rather to the activities of 
the railways in keeping up an agitation 
regarding the evils of trespassing than 
to any assistance they have received 
from legislatures, courts or commis- 
sions. 

"While the railways have succeeded 
in reducing their own accidents in 
spite of the increase in mileage and 
traffic, the number of trespassers killed 
has almost invariably fluctuated with 
those factors. In other words, it has 
been governed almost entirely by the 
increase in the chances of accident. 
The more railroads there are, and the 
more trains that are run, the greater 
is the hazard that they will kill per- 
sons who insist in walking on the 
track, and apparently the more people 
there are in the United States the 
more trespassers there are. 

"The railway accident record is bad 



32 



ILLINOIS CENTRAL MAGAZINE 



enough without being exaggerated. It 
has always been widely published, and 
hence has received more than its proper 
share of attention as compared with 
the casualties in other industries. We 
sometimes read of an accident in which 
people have been 'slaughtered like 
sheep.' But the American railway ac- 
cident record can never be properly 
understood nor adequately dealt with 
until some action is taken by the con- 
stituted authorities to separate the 
sheep from the goats and protect the 
goats from the consequences of their 
natural propensity." Peoria, 111., Star, 
Sept. 20. 1915. 

TRESPASSING ACCIDENTS 

A CCIDENTS to trespassers on rail- 
wavs are increasing so much 
faster than accidents to other persons 
that in the last six months for which 
the statistics are available the number 
of trespassers killed amounted to near- 
ly 60 per cent of the total number of 
persons killed by railways. For the 
preceding ten years fatalities to tres- 
passers had constituted only 53 per 
cent of the total. 

These facts are brought out by the 
Railway Age Gazette in an editorial in 
its current issue, analyzing the acci- 
dent bulletin just issued by the Inter- 
state Commerce Commission for Janu- 
ary, February and March of this year, 
together with the bulletin for the pre- 
ceding quarter. During the same 
period only two passengers were killed 
in- collisions. In other words,, the 
chances of an accident of this kind 
were so small that the average passen- 
ger could travel continuously at a 
speed of 60 miles an hour for 16,770 
years before meeting death in a collis- 
ion. 

The Gazette says : 

"For the six months the two bulle- 
tins report a total of 3,662 persons 
killed in all kinds of accidents, and of 
these 2,165, or nearly 60 per cent, were 
trespassers. During the same time 
only 79 passengers and 908 employes 
were killed, and only 424 persons other 
than trespassers were killed at grade 
crossings. In train accidents only 14 



passengers and 106 employes were 
killed, while only one passenger in 
each quarter was killed in a collision. 
During this period the number of pas- 
sengers carried one mile was approxi- 
mately 17,629,000,000. Collision acci- 
dents are those the public hears most 
about ; but at this rate the average pas- 
senger could travel continuously at a 
speed of 60 miles an hour for 16,770 
years before meeting death in a collis- 
ion! 

"Our statute books contain a mass 
of legislation designed to prevent acci- 
dents to passengers and employes and 
at grade crossings, but the railways 
cannot secure the enforcement of what 
meagre laws there are to prevent tres- 
passing, although in six months 
twenty-eight times as many trespass- 
ers as passengers, over twice as many 
trespassers as employes, and five times 
as many trespassers as persons at 
grade crossings, were killed. Most of 
our safety legislation is directed against 
train accidents or defects of equip- 
ment. It seems to take little cogni- 
zance of the human element. Yet in six 
months only 143 persons were killed 
in train accidents, while no less than 
3,262 or 89 per cent of the total, were 
killed by falling from cars or engines, 
while getting on or off cars or engines, 
or by being struck or run over by en- 
gines or cars at stations, yards, high- 
way grade crossings or at other places. 
In other words, these accidents were 
largely attributable to carelessness or 
willingness to take a chance on the 
part of the victims themselves." 

The only solution of this problem is 
the enactment of an anti-trespass law, 
providing that there shall be no right 
of recovery in behalf of persons who 
are killed or injured while trespassing 
on railroad property. 

Mississippi needs such a law. In 
a large majority of the damage suits, 
filed in the courts of this state against 
common carriers the evidence shows 
that the persons killed or injured were 
trespassing on railroad rights-of-way. 

Death and accident claims wherein 
the parties were not trespassers rarely 



ILLINOIS CENTRAL MAGAZINE 



33 



reach trials in the courts. Such claims 
are paid by the railroads without liti- 
gation. It is natural, however, that 
common carriers should resist damage 
suits wherein they were not directly 
responsible. 

An anti-trespass law would give to 
the corporation the same rights now 
given to the individual. Furthermore, 
it would relieve our court dockets of a 
class of very unjust and expensive liti- 
gation, the expense of which must be 
borne by taxpayers. Jackson Daily 
News, Sept. 28, 1915. 

DEATH TOLL AMONG TRES- 
PASSERS 

PUBLICITY Bulletin No. 14 of the 
* Illinois Central Railroad, which has 
just been issued, is of unusual interest 
to the general public, since it t'reats of a 
matter in which the general public is 
vitally concerned and which has long 
called for positive action. The bulletin 
says : 

"The Interstate Commerce Commis- 
sion Bulletin for the fiscal year 1913 
shows persons, other than passengers 
and employes, killed on railroad rights- 
of-way of the United States as follows: 

Killed 6,846 

Injured 12,352 



Total ..19,198 

"Every one of the above were killed 
or injured because they were either 
where they had no right to be, or be- 
cause they did not 'Stop, Look and Lis- 
ten.' 

"If an individual fishes upon, hunts 
upon, or even walks upon (without au- 
thority) posted property, he is a tres- 
passer pure and simple and as such may 
be prosecuted. 

"If an animal strays onto the prem- 
ises of an individual and does damage, 
the owner, under the law, is responsi- 
ble. 

"Railroads post their rights-of-way, 
and not only warn of the danger of 
trespassing, but plead with the unau- 
thorized to keep off their tracks. If an 
accident occurs, they have no recourse 



in law, but, on the other hand arc prose- 
cuted and made to pay. 

"Is this fair? Is this just? 

"Railroads are the largest tax pay- 
ers, the largest employers of labor and 
purchasers of material, and, as such, are 
the largest factors in the circulation of 
money, and in addition they are arteries 
of trade that make commerce possible. 

"Are they not entitled to the same 
protection from legislative bodies that 
is accorded the individual?" 

Tresspassing upon railroad rights-of- 
way has, for years, been responsible for 
a larger number of fatalities than any 
other American custom. The deaths re- 
sulting in America from trespassing on 
railroad property since the first steam 
train was run would make the slaughter 
in Europe appear ordinary and the num- 
ber is growing steadily each year, despite 
the efforts of the railroads to discour- 
age the practice. 

There is no valid excuse for trespass- 
ing on a railroad right-of-way. The 
way may be shorter, or smoother, or 
handier, but that is no extenuation. 
Trespass is none the less trespass for 
the reason that the path is preferable 
to a different way. 

Europe deals with railroad trespassing 
so drastically that accidents of this sort 
are rare, the very presence of an unau- 
thorized person on a right-of-way being 
sufficient cause for imprisonment. There 
is no reason why American should not 
emulate Europe and put a stop to this 
senseless butchery. 

It would mean an economic saving in 
human life and a large financial saving 
to th-* railroads. Dubuque Telegraph- 
Herald, Tuesday, September 21, 1915. 

DEMOCRAT REPORTER AT- 
TENDS I. C. LECTURE 
COURSE 

Through the kindness of Charles Beck, 
foreman of the Illinois Central round- 
house and shops, a representative of The 
Democrat was permitted last Thursday 
evening to visit one of the busiest places 
in Pinckneyville and attend a motion pic- 
ture on wheels. 

Few of our people realize what the 



34 



ILLINOIS CENTRAL MAGAZINE 



round house and shops mean to this city. 
A large force of men were at work that 
night in both departments and at the car 
shop the men were cleaning and making 
such repairs as were necessary in prepar- 
ing trie engine for the next trip. It was 
all interesting, especially to one who was 
not familiar, or had no knowledge what- 
ever on such work. 

A recent improvement in these quar- 
ters is Mr. Beck's office which was built 
a few months ago and is nicely fur- 
nished. Adjacent to this is a wash room 
and in a few weeks a bath room and 
lockers will be added for the conven- 
ience of the men. 

Office car No. 4 of the Illinois Central 
was in charge of J. W. Dodge and O. L. 
Lindrew of Chicago. Lectures were de- 
livered in the afternoon and also that 
evening to a large class of trainmen and 
enginemen on "Fuel Economy" and "Co- 
operation." The lectures were held in 
the car which is properly equipped for 
the purpose, being fitted up with a mo- 
tion picture machine and the lectures and 
instructions were demonstrated by pic- 
tures, which were interesting and is sec- 
ond to "Elaine and Harriet," in entertain- 
ment. Messrs. Lindrew and Dodge spend 
most of the twelve months of the year 
along the Illinois Central lines instruct- 
ing employes and the work has proved 
very beneficial to all concerned. 

Three years ago the car made its ini- 
tiatory visit to Pinckneyville and on com- 
menting on the improved conditions ex- 
isting on the St. Louis division and the 
state of affairs on their first visit here, 
Messrs. Dodge and Lindrew were very 
flattering and Pinckneyville should ap- 
preciate the words of praise, as this city 
furnishes more railroad men than any 
other in Southern Illinois. 

While the writer is not up on cylinder 
packing, piston rod packing, valve steams, 
flues, stay boltism, or any other ism, yet 
it has been our privilege to attend these 
annual meeting and while we consider it 
an honor to have the acquaintance of 
such men as Messrs. Dodge and Lin- 
drew, and a real pleasure to spend an 
evening with the Railroad boys, whom 
we hold in the highest esteem, we have 
also learned the proper method of firing 



an engine, how to eliminate black smoke, 
and cut down the coal bill, which is go- 
ing some. 

The car left here Friday morning for 
East St. Louis where similar meetings 
were held. Pinckneyville, 111., Demo- 
crat, Sept. 16, 1915. 

RAILROAD COMPANY SHOWS 
CIVIC PRIDE 

Lack of civic pride is manifested 
in Tamaroa every day, and some of 
our citizens who lack this virtue, and 
we thoroughly believe it a virtue, 
"hammer" at a railroad company 
whenever opportunity occurs. 

If our citizens took as much inter- 
est in their property as the railroad 
company does theirs we would have 
a town to which we could point with 
pride. It is too often that in early 
spring it's a little bunch of weeds and 
in late fall a bumper crop of seeds. 
Not so, however, with the railroad 
company. Men are continually weed- 
ing from spring until fall, keeping the 
right-of-way clean. We might add 
right here that this is not necessary 
in order that the trains might run, but 
it is evidence of pride on the part of 
the company. It costs lots of money, 
to be sure, but it is considered a good 
expenditure by the so-called "money 
grabbers." 

You, Mr. Citizen, can do as much 
to improve your premises and without 
any expense only a little time. But 
some of you evidently value your 
time more than the "octopus" does its 
money. In times past we have exert- 
ed our efforts in an endeavor to get 
our citizens to improve their premises, 
but met with little success. 

Now back to the railroad company. 
A short time ago this paper mentioned 
the fact that the people would appre- 
ciate a better crossing over the tracks 
of the Illinois Central on Main street. 
A marked copy of the paper was sent 
to the superintendent of the company. 
The matter was at once turned over to 
the proper department and as a result 
a better one was put in, and double 
the width of the old one. We are not 



ILLINOIS CENTRAL MAGAZINE 



35 



mentioning this matter in order to 
claim praise for it, but simply to show 
that the company is always ready and 
willing to do anything within reason. 

As for other improvements. People 
have always been able to arrive at and 
depart from the depots of the Illinois 
Central, but a short time ago the com- 
pany decided to improve them on this 
division where it thought improve- 
ments might be made, and a crew of 
carpenters and painters was sent out. 
The carpenters visited Tamaroa last 
week and made several improvements 
at the local depot, and as a result it 
will be more convenient for both the 
traveling public and the employes. 

Before condemning the railroad 
company you should give it credit for 
doing what you have failed to do. 
The Tamaroa Times, Tamaroa, Illi- 
nois, Thursday, September 23, 1915. 

FOR COMFORT OF EMPLOYEES 



Illinois Central Railroad Is Erecting 
Three Buildings Here at Cost of 
$25,000. Will be Built Substan- 
tially and Equipped with Wash 
Rooms and Lockers 



Illinois Central Railroad Com- 
pany is going to spend $25,000 at 
the Freeport shops, in erecting three 
buildings to be used as wash rooms by 
the employees of the shops, the engine- 
men, firemen, brakemen and conduc- 
tors as they come in off their runs. 

The company will spend at least 
$25,000 on the buildings and equip- 
ment and the probabilities are that the 
sum will exceed this amount. Three 
separate buildings will be erected, one 
between the round house and the ma- 
chine shop, one behind the round 
house, and one in the car yard. They 
are to be built of brick and substan- 
tially. They will be equipped with 
washbowls, hot and cold water, toilets 
and lockers, sufficient to accommodate 
all the employees of the I. C. in Free- 
port. 

Work Started This Morning 

The laying out of the ground began 



this morning and the digging of the 
foundation began at noon. It will be 
some time before the buildings are 
completed and equipped, but it is 
thought that they will be ready for use 
by the first part of November. 

The interior of the washrooms will 
be finished in brick tile, a distance of 
five feet from the floor. Above the til- 
ing the walls will be painted with 
white enamel. The plumbing work 
will be the best which can be obtained 
and the highest grade of material will 
be used. 

Each of the wash rooms will con- 
tain three rows of washbowls, twenty 
in each row, which will make sixty 
washbowls to each room or one hun- 
dred and eighty to the three buildings. 
Two hundred lockers will be placed in 
the washrooms, each with a combina- 
tion lock, which only the user of the 
locker and the office clerk will know 
the combination of. Valuables and 
money will practically be safer when 
locked in the locker than they would 
be in some banks. 

The buildings will be steam heated 
and will be made as comfortable as 
possible for the employees. Tin pails 
which have been used by some of the 
employees in the past in washing will 
be dispensed with and all of the shop 
men will use the washbowls. Soap 
will be furnished by the railroad com- 
pany free of charge. Freeport, 111., 
Bulletin, Sept. 21, 1915. 

HOLDING UP THE RAILROADS 

Despite the financial straits of the 
country's large carriers the government 
is engaged in the process of holding from 
the railroads just revenues for service 
performed. On August 16, the treasury 
department and the postoffice department 
issued an order under which all public 
moneys and securities carried between 
the treasury, the subtreasuries and the 
banks are to be handled as registered 
mail, instead of as express. Official 
statements have it that the express com- 
panies earned $500,000 annually for this 
service. Of this sum $250,000 was paid 
to the railroads for transportation facil- 
ities. Under the new order both the ex- 



36 



ILLINOIS CENTRAL MAGAZINE 



press companies and the railroads will be 
deprived of the revenue, but the rail- 
roads, unlike the express companies, will 
not be relieve4 of the necessity of per- 
forming the service. 

The treasury department looks upon 
the new method of handling the $2,000,- 
000,000 annual shipments of money as a 
saving, in as much as it will receive the 
privilege of free postage and free regis- 
tration from the postoffice department. 
The change may be summed up thus : To 
force the railroads to render service for 
practically nothing; to separate the in- 
surance risk in transit from the general 
transportation duty and turn it over to 
other interests ; to transfer the duties in- 
volved in transportation from the express 
companies to the postoffice department. 

It is clear that the saving to the treas- 
ury department will be partially, if not 
wholly offset by the new expense in- 
volved in transportation to the postoffice 
department, and the insurance rate 
changes. Thus, with the exception of a 
change in agencies, the only important 
result of the new order is a saving to the 
government by the refusal to pay the 
railroads for actual service in transporta- 
tion. 

The new order is unfair to say the 
least. It may be more than unfair after 
it has been in operation for a time. And 
the government which expects fair serv- 
ice, fair dealings and fair business man- 
agement from, and proposes a fair profit 
to the stockholders of railroads should 
be fair in the payment to the railroads of 
a just rate for service rendered. This 
is one of the inequalities of the present 
railroad-government system with which 
the next congress will have to deal. And 
it is time to start talking about the matter 
now. Editorial, Jackson, Miss., News, 
Sept. 2, 1915. 

"SANITARY FIRST" AS WELL 

AS "SAFETY FIRST" TO 

BE OBSERVED 

C UCH orders as "nail the window 
^ open" and "clean up and keep clean" 
are being dinned into the ears and 
flashed before the eyes of the employes 
of the Illinois Central Railroad. 

A campaign of "sanitary first," a twin 



sister of "safety first," has been pro- 
claimed by officials of the road. Offi- 
cers along the line have a set of instruc- 
tions and placards to be posted in con- 
spicuous places for the benefit of em- 
ployes and the public as well. 

A competent health officer or sanitari- 
an will inspect all waiting rooms, ticket 
and general offices to see that they are 
properly ventilated and kept clean. 

All food served in either dining cars, 
restaurants or lunch rooms will be reg- 
ularly inspected in order that purity and 
cleanliness may be maintained. Cream, 
milk and butter will be tested. Flies 
will be swatted. 

Water and ice used on passenger 
trains and in stations will be regularly 
examined and water coolers will be ster- 
ilized with live steam once a week. 

"For the protection of the traveling 
public as well as for employes them- 
selves," says the notice, "employes on 
dining cars who come in contact with 
passengers will be required to submit 
to frequent examinations by competent 
physicians to see that they are absolute- 
ly free from any communicable disease. 

All employes are instructed that stand- 
ing water is a breeding place of mos- 
quitoes and garbage a breeding place for 
flies. It is also set forth that the rat 
is a medium through which disease is 
spread. 

A competent medical and hospital or- 
ganization will at all times be available 
to employes. 

This campaign is the opening gun of 
a sanitary propaganda to be launched 
jointly by railroads of the United States. 
-Elizabeth, 111., News, Sept. 22. 1915. 

I. C. DRAWBRIDGE LONGEST IN 

WORLD 
Engineering Books Declare Span Over 

Missouri is Longer than Others 
PLENTY OF ROOM FOR BOATS 
Motor Company Bridge for Street 
Cars, Automobiles and Foot Pas- 
sengers and Union Pacific 

Handle Many People 
"VTDT many Council Bluffs people are 
^ aware that the longest swinging 
span drawbridge in the world is the Illi- 



ILLINOIS CENTRAL MAGAZINE 



37 



nois Central bridge between this city and 
Omaha. This is not a misstatement, 
nor is it a fabrication intended merely 
to boost Council Bluffs and the things 
that are hers. Consult any treatise on 
bridge engineering and learn that the 
"Interstate" bridge, as the Illinois struc- 
ture is sometimes .called, is the longest 
single swinging draw span in the world. 

The Illinois Central span is 520 feet 
long, pivoted on a pier which leaves a 
clear fairway on either side of over 200 
feet for passage of river boats. The 
ordinary river steamer is seldom more 
than forty feet beam, so it would be pos- 
sible for two boats to pass safely in eith- 
er gap of the open draw, but for obvious 
reasons it would not be necessary to re- 
quire this risk of bad steering in the 
treacherous current of the Missouri. But 
there's plenty of room for a single boat 
to drift through sidewise if she want- 
ed to. 

The next longest similar span, accord- 
ing to the engineering books, is that of 
the Thames river drawbridge at New 
London. Conn., which has a swivel span 
of 503 feet. The third longest span of 
its kind in the world is the Arthur Kill 
bridge that connects Staten Island with 
the New Jersey mainland, which is 496^ 
feet long. Council Bluffs, Iowa, Non- 
pareil, Sept. 26, 1915. 

POPULAR ROUTE SHORTENS 

ITS SCHEDULE FOR 

WINTER 

For the convenience of patrons, an 
improvement has been made by the Il- 
linois Central in the schedule of the 
Seminole Limited, running between Chi- 
cago and Jacksonville, which will go into 
effect on October 17, the official opening 
of the tourist season. 

On the present schedule the Seminole 
Limited leaves Chicago daily at 8 :15 p. 
m. and arrives in Jacksonville at 7 :30 
a. m. on the second morning, and leaves 
Jacksonville at 9 p. m. and arrives in 
Chicago at 8 :20 a. m. on the second 
morning. 

With the revision, the trains will 
leave Chicago at 10:15 p. m. and arrive 
in Jacksonville at 8 a. m. on the second 



morning. Thus the running time will not 
only be quickened over any previous 
schedule, but the later departure from 
Chicago will afford many convenient 
connections at that point with lines mak- 
ing evening arrivals that have heretofore 
not been made. Corresponding reduc- 
tion of time is made between Jackson- 
ville and St. Louis. Jacksonville, Fla., 
Metropolis, Sept. 26, 1915. 

EDITORIAL 

Giant grain elevators and the modern 
facilities for the handling of great quan- 
tities of grain by the Illinois Central 
Railroad at New Orleans are given con- 
siderable space in the August issue of 
the Trade Index, published at New Or- 
leans. The Illinois Central is one of 
the big roads going into New Orleans 
and no doubt handles more grain than 
any other railroad in the United States. 
Seven ocean going freighters can line 
up at one and the same time and be load- 
ed from the many pipes which extend 
out from the great steel "feed" pipe 
which, in turn, is supplied from the ele- 
vators. There are three elevators, two 
located at Stuyvesant docks and one at 
Howard and Perdido streets. The two 
first mentioned have a capacity of 2,- 
500,000 bushels of grain each. Each el- 
evator has a delivering capacity of 80,- 
000 bushels per hour. For the year end- 
ing June 30, according to the New Or- 
leans board of trade figures, the I. C. 
handled 37,450,000 bushels of grain 
through the port of New Orleans. Okla 
City, Oklahoma, Sept. 26, 1915. 

Railroad Hospital Nearing Com- 
pletion 

A big stone and tapestry brick build- 
ing, now nearing completion in Chicago, 
is the central feature of a campaign of 
efficiency and conservation which the Il- 
linois Central has been carrying on 
among its 60,000 employes for about a 
year. The new building is the central 
hospital of the railroad system. Stand- 
ing on a 500-foot stretch of greensward 
and facing Jackson Park, pains have 
besn taken to make it architecturally 
harmonious with its surroundings. It is 



38 



ILLINOIS CENTRAL MAGAZINE 



three stories and basement in height and 
a great solarium covers the entire roof. 
The company has about 10,000 em- 
ployes in the district adjacent to Chica- 
go and the hospital is primarily for the 
treatment of such of them as may be 
injured or who may become ill from any 
cause. Men injured in the course of 
their work are treated free of charge. 
Waterloo, Iowa, Courier, Sept. 24, 1915. 

SERIOUSLY INJURED 

Ed Peirson, who resides at Cobden, 
made an attempt to mount an I. C. south- 
bound freight near Makanda yesterday 
afternoon but while doing so came in con- 
tact with the superstructure of a bridge* 
and fell to the track and was caught by 
the wheels. Several of the cars passed 
over his right foot above the ankle. Ac- 
cidents such as this are absolutely un- 
necessary and are the result of trespass- 
ing on the railroad property. There 
would be less accidents and fewer per- 
sons minus limbs, if this habit of beating 
the way on the trains could be stopped. 
Daily Free Press, Carbondale, 111. 

NEW ISSUE OF I. C. MAGAZINE 
RECEIVED. 

The September number of the Illinois 
Central Magazine, a monthly published 



in the interest of the company and its 
45,000 employes, is just off the press. It 
is a fine piece of work both typographi- 
cally and otherwise. 

Among the many interesting contribu- 
tions is "The Story of the Illinois Cen- 
tral Lines During the Civil Conflict, 
1861-5," in which the late General Ma- 
son Brayman, former governor of Ida- 
ho, is the principal figure. The two de- 
partments, "Meritorious Service" and 
"Division News," are of especial inter- 
est to employes. Several of the Water- 
loo employes are mentioned in the divi- 
sion news. Waterloo, la., Courier, Sept. 
23, 1915. 

LONG PASSENGER TRAIN 

One of the longest passenger trains 
in the history of the Illinois Central 
passed through Kankakee this morn- 
ing. The train, which was composed 
of 24 Pullmans, was a special convey- 
ing a large number of Republican pol- 
iticians from Chicago to the "Love 
Feast" which is scheduled for today 
at the state fair at Springfield. Mayor 
Thompson of Chicago was a passenger 
on the train. 

The special passed through Kanka- 
kee at 1 :40 this morning and arrived 
at Springfield at 6 :30. Kankakee Eve- 
ning Democrat, Sept. 22, 1915. 





Indianapolis, the Center of Population and 'The 

Heart of Trade," Is America's Largest City 

Not Situated on Navigable Water 



T T is named "The Heart of Trade" be- 
1 cause it is the center into and out of 
which large volumes of commodities, the 
life-blood of commerce with thousands 
of communities. It is renowned as a 
city of commerce and culture. It is the 
capital of the state of Indiana, the 
world's greatest interurban center, an 
important manufacturing city, a widely 
recognized jobbing market, a big agri- 
cultural center, a great convention city, 
a most desirable residential community. 

The official census figures prove the 
rapid development and growth of Indi- 
anapolis. In 1890 the population was 
105,000; in 1900, 165,000; in 1910, 233,- 
650 ; in 1915, it had easily reached 280,- 
000. The next government census be- 
yond doubt will find this "pivot city" in 
the 300,000 class. 

A thousand industrial establishments 
mark the importance of the Hoosier cap- . 
ital as a manufacturing city. It possess- 
es all the six essentials of successful 
manufacturing shipping facilities, pow- 
er, labor, raw material, market and liv- 
ing conditions. Not only does it possess 
these six main factors upon which in- 
dustrial success depends, but it possesses 
them in high degree. 

Within a few miles of the city are 
great fields supplying Indiana coal, 
a fuel that is hot and cheap. The Illi- 



nois Central and other lines tap these 
fields. In the list of twenty-eight coal- 
producing states, Indiana is fifth in total 
quantity mined. Coal can be bought at 
85c to 90c per ton, the freight rate to 
Indianapolis being 50c per ton. The 
geologists of the state have estimated 
that there remain 50,000,000,000 tons of 
coal. At the present rate of consump- 
tion, this big resource is sufficient to 
last one hundred and fifty years. 

Two electric power companies The 
Indianapolis Light & Heat Company and 
the Merchants Heat & Light Company 
furnish current under rates fixed by 
the Indiana Public Service Commission. 
Indianapolis is noted for the efficiency of 
its power plants. The city is known far 
and wide as "the cheap-gas city of 
America." Artificial gas is furnished to 
the small consumer at 55c per thousand 
feet, the price decreasing for larger con- 
sumption. Large quantities of coke are 
produced. 

Indianapolis is fortunate in its water 
supply, which in point of purity is not 
surpassed anywhere in the country. 
Water comes from White River, Fall 
Creek and from many deep rock wells. 
The filtration plant has attracted wide 
spread attention. Experts from all 
parts of the United States and even 
from other countries come to Indianap- 



39 



ILLINOIS CENTRAL MAGAZINE 



41 



olis to inspect this plant. The settling 
basin covering fifteen and one-half acres 
holds forty-five million gallons and is so 
baffled that the water must travel 5,100 
feet from inflow to outflow. 

The pumping stations of the water 
company were built with the idea of 
beauty as well as utility. These stations, 
which draw their supply from the filtra- 
tion plant and from the deep wells, are 
the Riverside station, with a daily ca- 
pacity of eighty-six million gallons; the 
Washington Street station, fourteen mil- 
lion gallons ; a twelve-million gallon sta- 
tion northeast of the State Fair grounds ; 
the Broad Ripple station and the boost- 
er station at Rural and Michigan 
streets. 

The quality of the water supply is be- 
ing constantly tested. More than six- 
teen thousand tests are made in a year. 
Typhoid fever has been reduced to a 
minimum, and health conditions in gen- 
eral are very good. 

Facilities for Indianapolis shipping 
are the best in the country. Seventeen 
steam carriers and thirteen electric car- 
riers, reaching out toward every point 
of the compass, afford a transportation 
ability equal to any in the world. The 
close network of other railroads con- 
necting with the direct lines of Indian- 
apolis, puts within easy and rapid reach 
of the city almost every town, village 
and hamlet in the wide expanse of ter- 
ritory embracing Indiana, Michigan, 
Ohio, Kentucky and Illinois. All this is 
the wholesale trade zone of Indianapolis. 
The trade of many jobbers and manu- 
facturers of the city extends far beyond 
the limits of this territory and practi- 
cally includes world-wide distribution. 
While the manufactures reach out broad- 
cast, the wholesalers, as a general rule, 
are not trying to cover the entire United 
States, but are concentrating on terri- 
tory directly tributary to Indianapolis. 
This concentration, accompanied by 
close attention to the needs of this trade 
zone, has brought about the great up- 
building of service within the territory, 
so that today this territory possesses un- 
surpassed advantages from the stand- 
points of being able to buy what is de- 



sired and having it delivered with the 
greatest possible dispatch. 

The steam railroads maintain two 
hundred and forty-eight different local 
and package cars, and in addition thereto 
Indianapolis has the ability to reach hun- 
dreds of points expeditiously by means 
of service on electric lines. To nearly 
two-thirds of its trade territory Indi- 
anapolis is able to give express serv- 
ice at advantageous rates. 

Indianapolis freight houses are prac- 
tically at the back door of the whole- 
salers. This is a big asset to the city as 
a wholesale market. It is an important 
factor in giving the retailer two things 
he desires quick shipments and econo- 
my. Nearly every shipping house in In- 
dianapolis is within four or five blocks 
of all the freight houses. Because of 
the short haul, the shipment is deliv- 
ered at the freight house in a short time 
and at a very low drayage cost. The 
superiority of Indianapolis in this re- 
spect over many other market cities that 
necessarily must spend many thousands 
of dollars more each year to care for 
the same volume of business, is of ines- 
timable value. 

The tonnage handled by the steam 
lines of Indianapolis is about 15,000,000 
tons annually. The steam roads handle 
a million and a half freight cars at In- 
dianapolis during a year and a half mil- 
lion passenger cars. 

In 1913 the thirteen electric interur- 
ban lines carried 7,012,763 passengers 
to and from the city, an average of 19,- 
213 a day ; 713 passenger cars being han- 
dled each day in the largest and most 
pretentious interurban station in the 
world. Freight cars to the number of 
23,501 during the year also were han- 
dled by these lines. 

The geographical center of the vast 
territory extending from the Atlantic to 
the Rocky mountains and from the 
Lakes to the Gulf, Indianapolis has re- 
mained for several decades the largest 
city of the country in close proximity 
to the center of population. The United 
States government has officially deter- 
mined that the center of population is 
at Bloomington, on the Illinois Central 



Columbia Club 




ILLINOIS CENTRAL MAGAZINE 



43 



and Monon railways, about fifty miles 
from Indianapolis. Because of its ad- 
vantage as the center of population it is 
evident that from the standpoint of con- 
venience and dispatch in transmitting 
mail, from the standpoint of rapid and 
economical handling of commerce, and 
from the standpoint of desirability as a 
convention city, Indianapolis is first 
among all the cities of the land. Nearly 
half the population of the country can 
reach Indianapolis over night. 

The service of many modern passen- 
ger trains on the steam lines and on the 
electric lines has put Indianapolis to the 
front as a great retail city. More than 
three-fourths of the population of In- 
diana gets into Indianapolis some time 
during the year for retail shopping. 

Indianapolis has the highest priced 
real estate of any city of similar size in 
the world, this being the real estate in 
its central down-town retail district. 

No city has within its gates all forms 
of raw material used in manufacturing. 
Indianapolis has its full share. Its cen- 
tral location and excellent shipping fa- 
cilities solve the problem of raw mate- 
rial. As Indianapolis is nearer than any 
other city to every possible customer in 
the country, it also is nearest to all ex- 
isting raw materials. 

There is an ample labor supply of di- 
versified character. Industrial peace is 
less disturbed "than in any other large 
factory center in the country. More 
members of the working class own their 
own homes in Indianapolis than in any 
other American city of its class. 

The city is almost without slums. 
There is a clean, wholesome atmos- 
phere; there is room for life, as well 
as industry, to grow. The schools, 
churches, social and business fabric of 
the city take high rank. The city streets 
are broad, clean, well paved and shady. 
Indianapolis has mapped out for itself 
one of the most ambitious programs of 
park and boulevard development in the 
country. Great strides have already 
been taken towards the completion of 
this magnificent system. Nearly three 
thousand acres of park grounds, most of 



this in public parks, are available for 
the use of the people. There are many 
handsome bridges across White river, 
Fall Creek and Pleasant Run. The boul- 
evard development plan includes beau- 
tiful roadways along all the streams in 
the city. A boulevard twelve miles in 
length is to connect Fort Benjamin Har- 
rison with the park and boulevard sys- 
tem. 

The city covers, thirty-eight square 
miles, has two hundred and fifty miles 
of permanently improved streets and 
three hundred and fifty miles of sewers. 
There are one hundred and seventy-five 
miles of city electric car lines operating 
over double tracks, with the four cent 
fare and universal transfer. Building 
permits for several years have averaged 
over $9,000,000 a year. Real estate 
transfers run over $25,000,000 a year. 

In the city are fifty thousand tele- 
phones with long distance connection 
with city, town and farm. There are 
seventy-eight graded and three high 
school buildings, valued at more than 
$5,000,000. 

In the John Herron Art Institute the 
city has one of the noted art museums 
of the United States. In Fort Benjamin 
Harrison it has one of the largest United 
States army posts in the country. It has 
one of the largest city market houses 
of the central west, supplying the city 
with the best products of the country. 
The United States Court House and 
Post Office, erected at a cost of nearly 
$3,000,000, is one of the most beautiful 
that Uncle Sam has constructed. The 
City Hall is new, modern and beautiful. 
The State House, the erection of which 
consumed nearly ten years, is an impres- 
sive structure. A new city library is 
now being built at a cost of $500,000; 
there being numerous branch libraries 
throughout the city. The reference li- 
brary in the Indiana State House is one 
of the largest and best organized to be 
found in any American commonwealth. 

Indianapolis is the seat of the Indi- 
ana School for the Blind, the Indiana 
School for the Deaf, Central Hospital 
for the Insane and the Indiana Wom- 
an's prison. The Indiana Girls' School 



44 



is situated at Clermont, only a few miles 
from the city limits. 

The Indiana State Fair, .one of the 
best known state expositions of the coun- 
try, is held in Indianapolis each year, 
drawing a total attendance of more than 
two hundred thousand. At the fair 
grounds is one of the best race tracks 
in the country. The Coliseum, in which 
the famous Indiana horse show is held, 
was erected at a cost of more than 
$100,000, and is one of the finest struc- 
tures of its kind in the country. 

In the circle, which is in the heart of 
the downtown district, is the Indiana 
Soldiers' and Sailors' Monument. This 
is the finest monument ever erected in 
the world in honor of the men who have 
participated in war. At the approaches 
to the monument are statues of four 
great Indiana men of war times, George 
Rogers Clark, of fame in Indian war- 
fare; William Henry Harrison, con- 
queror of the Indian confederacy, and 
later President of the United States; 
James Whitcomb, governor of Indiana 
during the Mexican war, and Oliver 
P. Morton, Indiana's famous war gov- 
ernor during the days of the rebellion. 

Among the other statues in the city 
are those of ex-President Benjamin 
Harrison and former Vice-President 
Schuyler Col fax in University Square; 
those of Governor Morton and former 
Vice-President Thomas A. Hendricks in 
the State House grounds and the statue 
of General Lawton in the county court 
house grounds. 

The Indianapolis Motor Speedway is 
the world's greatest race course. Here 
are held the annual five hundred mile 
international races each Memorial Day. 
The largest paid admission to any sport- 
ing event in the history of the world has 
been at this speedway. 

There are several colleges in the city, 
in addition to schools of music, art, 
law, dentistry, etc. The Medical De- 
partment of Indiana University is sit- 
uated in Indianapolis, as is also the new 
Robert W. Long Hospital, conducted 
under the auspices of the University 
School of Medicine. The other hospital 
facilities of the city are new and thor- 



oughly up-to-date. Conspicuous among 
these are the St. Vincent Hospital and 
the Methodist Hospital. Indianapolis 
also has recently greatly enlarged the 
City Hospital. 

The city is unique in its handsome 
lodge buildings. Here are found the 
thirteen-story building of the Odd Fel- 
lows Grand Lodge of Indiana; the elev- 
en-story Indiana Pythian Building; the 
magnificent Murat Temple of the Shrin- 
ers ; the great York Rite Temple of Ma- 
sonry famous throughout America; the 
headquarters Castle of the Knights and 
Ladies of Honor; the very attractive 
club house of the Knights of Columbus 
and the brand new, pretentious building 
of the Eagles, and many other lodge 
structures of which the city is proud. 
Although the Scottish Rite Order pos- 
sesses a large and valuable Temple, 
work is soon to be begun on a great Tem- 
ple, the most elaborate yet erected in any 
Valley of the Scottish Rite in the world. 
The Red Men have acquired ground 
and are soon to begin building a hand- 
some state building. The Elks have 
completed plans for one of the most 
elaborate club houses possessed by that 
order in the country. 

The Indianapolis Chamber of Com- 
merce has an individual membership of 
more than seventeen hundred and in ad- 
dition therto has more than three hun- 
dred firm or division memberships. It 
is the result of the consolidation in 1913 
of the Indianapolis Commercial Club, 
the Indianapolis Freight Bureau, the In- 
dianapolis Trade Association, the Man- 
ufacturers' Association and the Adscript 
Club. 

The Advertisers' Club of the Cham- 
ber recently won international fame by 
winning the Truth Trophy awarded by 
the Associated Advertising Clubs of the 
world, for the most effective work done 
by any organization in the past year 
in suppressing fraudulent advertising. 

In Indianapolis there is also a Board 
of Trade. The best known political-so- 
cial clubs are the Columbia Club and 
the Marion Club, both Republican, and 
the Indiana Democratic Club, these three 
having handsome club houses. Other 



Manual Trainin 




Grammar School 




Shomidge High School 




46 



ILLINOIS CENTRAL MAGAZINE 



clubs with their own buildings are the 
University Club, German House, the In- 
dianapolis Maennerchor, the Independ- 
ent Turnverein, Canoe Club and the 
Country Club. The city has a very ac- 
tive Rotary Club, a Jovian League, a 
wide awake Hoosier Motor Club and 
numerous other organizations. 

Indiana today is recognized as the lit- 
erary center of America. Indianapolis 
is recognized as the center of that In- 
diana literature. It is the home of 
James Whitcomb Riley, the great poet 
whose birthday October 7 was celebrated 
elaborately by the citizens of the state. 
It is 'the home of Meredith Nicholson, 
Booth Tarkington and other geniuses of 
literature. 

Indiana has contributed far more than 
her share of public men famed through- 
out the nation. It was the home of 
Benjamin Harrison, President of the 
United States; the home of Thomas A. 
Hendricks, Vice-President of the United 
States. It is the home of Charles W. 
Fairbanks, formerly Vice-President, and 
of Thomas R. Marshall, now Vice- 
Pr^sident. It has produced many other 
men powerful in the national councils. 

The city is one of the big live stock 
markets of the world. Last year $60,- 
000,000 worth of live stock was han- 
dled in the extensive yards in the south- 
western limits of the city. More than 
two million hogs a year are brought into 
these yards. The city is also well 
known as a horse, cattle and sheep mar- 
ket. The largest independent pork- 
packing plant in the county is situated 
in Indianapolis. It is also the largest 
hominy producing center of the country ; 
the largest center for quartered oak 
veneer in the world ; a famous furniture 
city; the home of the largest buggy 
works; the second city in the produc- 
tion of the automobile; a Well known 
production center for men's clothing, in- 
cluding work clothes; the home of the 
largest mill machinery plant and the 
largest davenport factory. Indianapolis 
also has many other large industrial in- 
stitutions. It is more conspicuous, how- 
ever, for the great diversity of it's pro- 
duction. 



As an illustration of the kind of in- 
dustries Indianapolis has, may be men- 
tioned the Talge Mahogany Company, 
whose traffic is familiar to Illinois Cen- 
tral men. This company imports for its 
use entire shiploads of mahogany from 
Africa. This is unloaded at New Or- 
leans and brought to Indianapolis over 
the Illinois Central, a shipload contain- 
ing from one hundred and twenty-five 
to one hundred and seventy-five car- 
loads. 

A great factor in the development of 
industrial Indianapolis has been the 
Union Railway, a belt line circling 
around three sides of the city and afford- 
ing connections with all the steam car- 
riers entering the city. . This belt affords 
the means of rapid interchange of traffic. 
Along it are located hundreds of manu- 
facturing plants. In part, the belt has 
a four-track system with a double track 
along the remainder. Indianapolis was 
a pioneer in the country in constructing 
the belt system. The big advantage then 
possessed remains with it yet, for Indi- 
anapolis has never lacked in the impetus 
given its industrial life by the possession 
of this great facility. The Union Rail- 
way also operates the passenger termi- 
nal facilities, all passenger trains arriv- 
ing in and departing from the Union 
Railway station. It may be pointed out 
that Indianapolis is a pioneer in the 
country in centralizing its passenger 
traffic at one point. 

In addition to having still available 
many excellent sites for factories along 
the Belt Railway and connecting carri- 
ers, Indianapolis has three industrial 
suburbs, all of which are well known. 
At Mars Hill, operated by the Greater 
Indianapolis Industrial Association com- 
posed of public spirited business men, 
free factory sites are offered. As an 
indication of the progressiveness and 
the completeness with which it endeav- 
ors to take care of its industries, it 
might be cited that the big Mars Hill 
tract was laid out, switching system in- 
stalled, water service and power serv- 
ice furnished to the suburb and street 
car extensions run to this tract before 
industries were invited to take advan- 



48 



ILLINOIS CENTRAL MAGAZINE 



tage of the offer Indianapolis was mak- 
ing. 

At Beech Grove, another industrial 
suburb, where may be found the shops 
of the New York Central and other in- 
dustries, there also are ample facilities 
for taking care of factories. 

Near the Speedway is the well known 
"Horseless City," which offers attrac- 
tions to industries. This city is known 
as the Horseless City because during 
its preparation and construction the hoof 
of the horse never trod the tract of 
ground involved. In this section are al- 
ready located several well-known manu- 
facturing plants. 

Recently the railroads and the city 
have completed plans for elevating the 
tracks in Indianapolis. Within the next 
two or three years, every railroad cross- 
ing in the city of Indianapolis will have 
been eliminated. A part of this work has 
been completed, and work is now in 
progress on a $3,000,000 piece of track 
elevation, putting the total cost of work 
completed and under construction in ex- 
cess of $5,000,000. As an example it 
may be pointed out that the Illinois Cen- 
tral today has but one grade crossing in 
Indianapolis. 

In 1913 Indianapolis was visited by 
the flood which did so much damage 
throughout Ohio and Mississippi basins. 
To prevent a recurrence of damage to 



the comparatively small portion of the 
city which was exposed to danger, In- 
dianapolis immediately became active 
with flood prevention plans. The actual 
protective construction work at a cost 
of more than one million dollars is now 
in progress. 

The steam carriers which afford In- 
dianapolis great shipping facilities are : 
The Illinois Central, the I. & V. Division 
of the Vandalia, C., H. & D., Spring- 
field Division; P. & E. West, the Chica- 
go Division of the Big Four, the Cleve- 
land Division of the Big Four, the P. 
E. Division to Springfield, the Cincin- 
nati Division of the Big Four, the L. E. 
& W., Michigan City Division; the L. 
E. & W. to Sandusky, Ohio ; Columbus 
Division of the Pennsylvania ; Louis- 
ville Division of the Pennsylvania; C., 
H. & D., Cincinnati and Hamilton Divi- 
sion; Monon; St. Louis Division of the 
Big Four; Pennsylvania service to Chi- 
cago. 

The advantages the city possesses are 
of the most stable and enduring kind. 
They cannot be taken away from it. Its 
central location in a wonderful agricul- 
tural district and a commercially impor- 
tant territory with nine million people 
within twenty-four hours' freight deliv- 
ery, and with fifty million people within 
a day's ride, is both unique and un- 
changeable. 




NEW I. C. DEPOT, LA SALLE, ILL. 



SflFClY FIRST 




COURTESY 

AND 

E,FFioiE,isrr 

S E,RVIOE, 
LWAY S 




< 



Safety First Progress 

No doubt some of our readers will be 
interested in knowing of the progress the 
Safety First Crusade is making on the Illinois 
Central System. For the fiscal year ending 
June 30, 1915, there was a decrease of 25 
employes killed, and 1157 injured, a decrease 
of 50 trespassers and others killed, while 
there was an increase of 5 injured. 

The Interstate Commerce Commission's 
quarterly Bulletins for nine months ending 
March 31, 1915, show a decrease of 1792 
train accidents, a decrease of 200 killed and 
3326 injured over the corresponding nine 
months. In comparing this decrease with 
that made by the Illinois Central Systems it 
shows we have made good progress and re- 
flects great credit on employes in every de- 
partment, and the Management wishes to 
express its appreciation of their good work, 
with the hope that it may continue, as it 
means prosperity, health and happiness. 



49 




How io 





It is not trie Science 01 curing Disease so much as me prevention or it 
tdat produces tne Neatest ^pod lo Humanity. One of tne most important 
duties of a Health Department should be tne educational service 
A A A A A teacning people now to live A A A A A 

Important Meeting of Health Officers Its Lessons 



MORE than 2,000 health experts from all 
parts of the country were gathered in 
Rochester, N. Y., for the sessions of the con- 
ference which gathered in that city last week. 
We read of the massacre of lives and prop- 
erty in the great war in Europe, and what 
great things this and that general accom- 
plished. The doctors of today are higher in 
their aims than the generals on the battle- 
fields. If the same number of army generals 
were gathered together in one place curious 
crowds would swarm after them, merely to 
gaze on so many eminent killers. If the same 
number of financiers of equal eminence were 
to gather in Rochester, there would be no 
counting the crowds that would hang upon 
their footsteps wherever they went. The 
doctors are neither killers nor financiers. They 
save life and plan how to prolong life 
and how to prevent sickness. They do 
this often without hope of pecuniary re- 
ward. The doctrine of service never was bet- 
ter exemplified than by the medical profes- 
sion of today. But why are they not as en- 
thusiastically received as would 5 be as many 
military captains of high renown? Simply 
because the idea of service to 'humanity is" 
not yet quite comprehended ; simply because 
the older trade of taking life still holds more 
glamour than the newer of saving life. The 
doctors are not inferior in heroism personally, 
or as a class, to the soldier of the world. 
They take more chances in their every-day 
practice than a general officer of an army 
ever encounters. 

The Rochester meeting was probably the 
most important gathering that this country 
has seen in many years. Among those pres- 
ent were: Surgeon General Wm. C. Gpr- 
gas the man who made possible the building 
of the Panama Canal, by making the Canal 
Zone sanitary; Dr. Wm. T. Sedgwick, of 
Boston, Professor of Biology and Public 
Health in the Massachusetts Institute of Tech- 
nology and president of the American Public 
Health Association; Dr. Herman M. Biegs, 
Health Commissioner of New York State; 
Professor Winslow, who is soon to become 



Professor of Public Health of Yale Univer- 
sity; the Honorable Wm. C. Redfield, Secre- 
tary of the Department of Commerce, be- 
sides the health officers and directors of labo- 
ratories of nearly every state and important 
city in the country. 

Probably the most important feature of this 
congress was the address of welcome by the 
Honorable Chas. S. Whitman, Governor of 
the State of New York. It was most encour- 
aging to all public health workers to hear a 
man of Governor Whitman's prominence in 
public life discuss so intelligently a field of 
work that touches in so many places the wel- 
fare of the people generally. He said, in the 
course of his address: "The higher ethical 
standards and the broad humanitarianism which 
have developed among large masses of the 
people in these recent years, imperatively de- 
mand that the health and social service activi- 
ties of the government shall be absolutely di- 
vorced from politics." 

But a few of the important subjects can be 
given here : 

First, the disposal of the wastes of the 
human body which have been proven so harm- 
ful were considered in detail. One afternoon 
was given over to a symposium on milk. The 
transportation of milk was discussed, and it 
was pointed put that the milk carried by the 
common carrier was exposed to the sun in open 
wagons with the animal heat in the milk. Also 
that it was often delivered to the retailer in 
open wagons and driven seven to ten miles, 
and that the care of the milk in the home was 
just as important a feature of milk as the 
dairy or the transportation. It was also 
shown that the temperature of milk in a re- 
frigerator car was only two degrees lower 
than when carried in a car not iced. This 
gave rise^o a vigorous discussion, and Health 
Commissioner Robertson, of Chicago, said 
that during Baby Week the Chicago Health 
Department issued 600.000 cards attached to 
the milk bottle instructing all mothers how to 
care for the milk in the home. 

The prevention of the infectious diseases 
took up the larger part of one day, and was 



50 



52 



ILLINOIS CENTRAL MAGAZINE 



one of the most interesting sessions of the 
congress. It was shown that the rays of the 
sun and fresh air were able to destroy the 
seeds of infection from measles and other 
diseases without fumigation, but that if this 
sunshine and fresh air could not be gotten into 
the rooms, then scrubbing with soap and hot 
water and fumigation was necessary. It was 
also shown that the upward curve of the in- 
fectious diseases 'was when the fresh air was 
denied and exercise in the sunshine was not 
practiced as in cold weather. 

As there is an idea abroad that vaccination 
against small-pox often causes tetanus, the 
efficient head of the Hygienic Laboratory at 
Washington, D. C, performed some inter- 
esting experiments. He took six rabbits and 
had them vaccinated and at the same time 
injected tetanic serum. The vaccination was 
perfect, but there were no symptoms of ' 
spasms to indicate that the tetanic serum had 
any effect. Then he selected six guinea pigs, 
as it was known that these pigs were pecu- 
liarly susceptible to tetanus, he vaccinated 
them and also injected tetanic serum; the 
vaccination was successful but the tetanic 
serum had no effect whatever, hence the con- 
clusion is reached that vaccination is in no 
way accountable for tetanus that it may de- 
velop days or weeks after. 

The hazardous occupations and the avoid- 
ance of hazardous afflictions were also mat- 
ters that received attention. 

Dr. Knopf, of New York, in a valuable 
paper on tuberculosis, claimed that if the 
mother was tubercular the child would be 
tubercular in 99 per cent of births, and that 
measures should be used to prevent the propa- 
gation of tubercular children. In case tuber- 
culosis is present anti-tubercular serum should 
be used and supplied by the state early in 
child life. 

There was a very interesting "symposium 



on the death-rate of the age groups," in short, 
the question was asked, how to prolong life. 
It was shown that what were formerly con- 
sidered diseases of old age are now reach- 
ing down into middle life. These diseases 
of middle life are due to bad hygienic habits, 
particularly to excesses of all kinds, espe- 
cially over-eating and drinking. Over-eating 
is as harmful as under-eating. A sufficient, 
but moderate diet, is essential to good health. 
Too little air too little exercise, too much 
food, too much tobacco, too much alco- 
holic liquors all tend to shorten life. Wild 
speculation, plunging into get-rich-quick- 
schemes wrecks the nerves and ofttimes blast 
the mind all these are active causes which 
lead to an untimely death. 

Now what lessons can be gleaned from such 
a meeting? 

First That there is an army of physicians 
working early and late in the laboratory and 
outside, to improve conditions, to prevent 
sickness, and to aid in the propagation of 
healthy children. 

Second That the waste products from the 
human body are poisonous, that they should 
be so treated as to be either covered or 
burned ; that in cases of sickness from infec- 
tious diseases, the excretions from the mouth 
and nose are dangerous and these should be 
destroyed, and finally that sunshine and fresh 
air destroy all these, hence the great value 
of both of the wonderful remedial agents to 
humanity. 

Third That those in the higher age group 
should eat less, cut down on heavy eating, 
meat once a day, very light diet as age ad- 
vances and getting lighter as years roll on, 
"The wise for cure on exercise depend, 
and exercise. 

As Dryden wrote 100 years ago : 

"The wise for cure on exercise depend, 
God never made his work for men to mend." 



Letters of Appreciation of Treatment Received at 
the Hands of the Hospital Department 

Chicago, 111., August 24, 1915. 
Dr. G. G. Dowdall, Chief Surgeon, 

I. C. and Y. & M. V. Hospital, Department, 

Chicago, 111. 
Dear Doctor: 

Kindly accept my thanks to you and your noble and generous staff of 
Doctors and Nurses, especially your Chief Surgeon and Surgeons at Mercy 
Hospital. I do sincerely say that I got the most courteous and best treat- 
ment I have ever received anywhere. 

On May 2nd I had my two toes mashed, and thinking it not very serious 
I walked on the foot a couple of days, at which time the attending physician 
requested that I give it rest, but I worked and went around with that foot 
until the Hospital Department Surgeons came to my house one morning at 



ILLINOIS CENTRAL MAGAZINE 53 

8 o'clock and pulled me out of bed to make a thorough examination. The 
result was that I had to go to the Hospital, which the Hospital Department 
Surgeons wanted me to do at the start, but I did not like to go because I 
never was in a hospital before. Nevertheless, they transported me in one of 
the Doctors' machines before breakfast, as they told me that I would get 
breakfast at the Hospital, which I did, and then I was put under the X-Ray 
Machine, the result of which showed several fractures of the bones. I stayed 
in Mercy Hospital two weeks and at home four weeks, or six weeks in all, 
and now my toes are as good as before, and I am glad today that I obeyed 
the instructions of the Hospital Department physicians, or I would perhaps 
be a couple of toes short. 

Thanking you and your staff of Doctors and Nurses again, I remain, 

Sincerely yours, 

(Signed) JOHN A. DITTBERNER, 
Stationary Engineer, Dynamo Room, Burnside, 111. 



Cherokee, Iowa, August 23, 1915. 
Dr. G. G. Dowdall, Chief Surgeon, 

Illinois Central Railroad Co., 

Chicago, 111. 
Dear Doctor: 

I resumed work August 15th, and am so well pleased with the treatment 
I received the five weeks I was in Mercy Hospital, Chicago, under the care of 
the Chief Oculist, and results so satisfactory that I feel it incumbent upon me 
to say a few words of praise. 

I believe you will agree with me when I say that my eye was as sore as 
any eye can get when I went to you on May 27th. I received treatment from 
your Chief Oculist twice daily, and the nurses were instructed to treat it 
every hour during the day and every two hours at night, which they did 
faithfully for nearly four weeks, for which I am very grateful. In addition