THE UNIVERSITY
OF ILLINOIS
LIBRARY
. 05
It.
Illinois Contral
Proposed Karlsbad Hotel
Damon Springs, Ky.
The pages which are missing were re*
moved because they are advertisaents*
July
VOLG
NS 1
A Laxative, Cathartic or Purgative, accord-
ing to the amount taken. .
Bottled only by
DAWSON SPRINGS COMPANY
Incorporated
DAWSON SPRINGS, KY.
HOTEL ARCADIA
In Arcadia Park
Dawson Springs, Ky.
Five first-class mineral wells in park. Shippers
of Salts Water.
WILHELM REALTY CO., Lessees, Inc.
F. W. NAGEL Established 1865 H. L. MEYER
NAGEL & MEYER, Jewelers
Third and Broadway PADUCAH, KY.
Expert watchmakers (only) employed to care for
your watches. Ball and other popular makes of
railroad watches for your selection.
New York
Houston
St. Louis
James Stewart & Company, Incorporated
Engineers & Contractors. Westminster Building, Chicago
Grain Elevator Designing & Construction General Construction
Oklahoma City
Salt Lake
Toronto
The Varnish
That Lasts Longest
Made by
Murphy Varnish Company
KENFIELD-LCACH CO., PRINTS RS. CHICAGO
.
CONTENTS
J. L. Sheppard — Frontispiece.
President Markham Answers Editorial Questions Asked by
the Bolivar (Miss.) Commercial Relative to Requested
Advance in Freight Rates 9
Public Opinion 12
Editorial — Railroad Men, Attention ! 15
Military Department..— 16
Dawson Springs, Ky 22
Specialists and Special Collections 27
The Elimination of Grade Crossings 31
Accounting Department —
Office of the Auditor of Disbursements 34
Committee on Public Information 37
Memphis Convention of the Air Brake Association 38
Safety First —
General Safety Meeting of the Mississippi Division 41
Hospital Department —
Hot Weather Suggestions 43
Monthly Staff Meeting of Signal Maintainers and Signal
Foremen of the St. Louis Division 45
Transportation Department —
United Effort 46
Letter from President Markham to Employes '. 48
Appointments and Promotions 48
Freight Traffic Department —
The Direction of the Land Movement 49
Claims Department _ 52
Engineering Department —
Final Maps and Profiles 58
Roll of Honor 63
Law Department 65
Mechanical Department —
Original Amboy Shops in 1871 74
Passenger Traffic Department 75
Contributions from Employes —
Just Plain Talk 87
Mr. Storekeeper, Try This Plan 88
Meritorious Service 89
Division News .. ....91
*Pu6lisbed monthly 6y the 7//inois Central J?.*/?. G>.,
in the interest of the Company and its 4^dD 'Employes
- rates • on - application^
Chicago £ocal55
i$ <f pr. copy $ I.JO pr. year
J. L. SHBPPARD,
Assistant General Freight Agent, Memphis, Tenn.
Illinois Central Railroad Company
Yazoo & Mississippi Valley Railroad Company
Entered service July 1, 1896, as messenger in office of the Assistant General
Freight Agent of the C. O. & S. W. at Memphis. Following the absorption of
the C. O. & S. W. by the Illinois Central R. R. Co. in the latter part of July,
1896, became messenger in the Local Freight Agent's office. Served in var-
ious capacities in the Local Freight Agent's office until August 31, 1903. Trans-
ferred September 1st, 1903, to the Commercial Agent's office at Memphis as
Export Bill of Lading Clerk, promoted to Chief Clerk to Commercial Agent
September 1, 1904, which position he held until July 1, 1906. On the last
date mentioned, transferred to the General Freight Agent's office at Memphis
as Rate Quotation Clerk. Served in the General Freight Agent's office in
various clerical capacities, including position as Chief Clerk, until February
15, 1913 — when promoted to present position.
ILLINOIS CENTRAL
Magazine
Vol. 6
.JULY, 1917
No. I
President Markham Answers Editorial Questions
Asked by the Bolivar (Miss.) Commercial
Relative to Requested Advance
in Freight Rates
I am in receipt of a copy of your
issue of the 25th ult. containing an
article in regard to the proposed increase
of freight rates on intrastate shipments
in Mississippi, and note you suggest to
your readers that before any action is
taken by them in favor of advancing
the rates that they should find out what
the present rates are and the necessity
for the advance. You then select ten
of the most prosperous railroads in the
United States and show what their earn-
ings were during the years 1915 and
1916, but omit to explain that 1916 was
the banner year in the history of the
carriers. Not one word do you say about
the railroads which are barely able to
exist, nor do you mention the fact that
more than forty thousand miles of rail-
roads are at the present time in the hands
of receivers.
Concerning the Yazoo & Mississippi
Valley Railroad Company, you say that
there are some people in the delta who,
before they advocate any raise in freight
rates, would like to know :
1. At what this road is capitalized,
and why?
2. What its earnings are on such
capitalization?
3. The present freight rates the
people are paying?
4. The miles of new railroad built
in the last five years?
5. Dividends or earnings on capital
stock of the road during the past ten
years ?
You state that when the people of
the delta are furnished with this in-
formation they will take up with the
Railroad Commission the question of
freight rates, and whether it will be to
raise or reduce them will depend upon
the answers to your questions.
I shall endeavor to answer your ques-
tions frankly and fully and I am very
glad of the opportunity to do so.
Answer ' to question 1 : The total
capital of the Yazoo & Mississippi Val-
ley Railroad Company, stocks and bonds,
is $52,721,176.90, which is at the rate
of $38,176.00 per mile of road.
Answer to question 2 : The Yazoo &
Mississippi Valley 'Railroad Company
has never paid any dividends on its stock
and on April 30, 1917, was in arrears in
the payment of interest on its bonds to
the amount of $6,882,111.39.
Answer to question 3 : The freight
rate on various commodities differs. If
I were to undertake to give you the
Cleveland rate on all the commodities
between the different points, the answer
would be so voluminous that vou would
10
ILLINOIS CENTRAL MAGAZINE
be unable to publish it. However, these
rates are on file with the agent at Cleve-
land and are available at all times for
public information.
Answer to question 4: Number of
miles of new railroad built by the Yazoo
& Mississippi Valley Railroad Company
during the last five years, 9. You,
of course, are aware of the fact that
railroad building and development has
practically come to an end in this coun-
try. There was less railroad construc-
tion during the last two years than in
any like period in fifty years. I leave
it to you to say what has caused this
almost total paralysis in railway con-
struction.
Answer to question 5 : There have
been no dividends paid on stock of the
Yazoo & Mississippi Valley Railroad
Company during the last ten years, nor
were there any earnings that could have
been applied to the payment of dividends
on the stock. As stated in answer to
question 2, the road is far behind in the
payment of interest on its bonds.
The rate of return on property invest-
ment for twenty-five carriers comprising
all of the important railroad systems in
the Southern territory, during the year
ending June 30, 1916, was 5.26 per cent.
These roads enjoyed the great prosper-
ity which prevailed throughout the year
without having to bear the burden of
the heavy increase in cost of labor and
material, except to a slight extent. The
heavy increases in the cost of producing
transportation will fall almost entirely
in the present year. This is because rail-
road companies purchase supplies used
in the maintenance and operation of their
properties under contracts running for
varying periods.
The contributing causes of the pres-
ent emergencies are the world war, the
direct and indirect effect of the Adamson
Act and the heavy increases in the cost
of materials. The Illinois Central sys-
tem has nearly 60,000 employes, every-
one of whom the high cost of living
brought about by war conditions has
affected. The increases in wages of all
classes of employes for the calendar
year 1917 over the year ending June
30, 1916, if no further increases are
granted, will amount to approximately
$4,816,845.00. We estimate that the cost
of fuel for the year 1917, at current
prices, based on the quantity used during
the year ending June 30, 1916, will be
$1,257,385.40 greater than last year, and
this is a very conservative estimate.
We purchased switch engines in Janu-
ary, 1915, for $12,399.00 each, and
in February, 1917, the same class
of switch engine cost us $26,756.00. In
October, 1915, we paid $22,163.00 for
locomotives of the Mikado type, and in
February, 1917, we purchased the same
type of locomotives and had to pay
$41,660.00. In October, 1915, we
bought refrigerator cars at $1,279.00
each. In April, 1917, the same class of
cars cost us $2,600.00 each. In 1914 we
paid $860.00 each for 5,000 box cars.
The same class of cars today cost $2,-
150.00. For years we have paid $30.00
per ton for new steel rail. Recently,
we bought 2,000 tons of second-hand
rail, for which we were compelled to
pay $45.00 per ton. There has been an
enormous advance in the price of frogs,
switches, machinery, tools and, in fact,
in all of the different kinds of material
which the railroad is compelled to have
in maintaining its track and equipment.
When the application for an increase
of 15 per cent was first made to the In-
terstate Commerce Commission, it was
thought that such an increase in both
interstate and intrastate rates would
equal the increased cost of labor, mate-
rial, supplies, etc., but subsequent de-
velopments have proven that it will be
insufficient to meet these increased
costs.
I believe that the emergency affects
practically all carriers alike and to about
the same degree, but immediate relief
is more essential to some carriers than
others. The weaker line, which has had
only sufficient earnings to pay its taxes
and interest on bonded debt will, in the
absence of increased revenues, have no
means of meeting the great advance in
expenses. The stronger line, which has
not only been able to pay its taxes and
bond interest out of its net operating
ILLINOIS CENTRAL MAGAZINE
11
income, but also pay for a substantial
amount of improvements and better-
ments to its property from the same
source, may be in position where it can
still live, but will not be able to so main-
tain and improve its property as to
render adequate service to the public.
It must be apparent to you that if in a
given territory a strong road is granted
a smaller percentage of increase than
a weak road, it will result in the
stronger road securing all the business
between competitive points, thus leaving
the weaker road worse off than under
present conditions. The emergency is
a national one ; it cannot be narrowed
to state lines, nor to individual railroads.
The question of protecting the in-
vestments of one million persons in this
country who are direct owners of rail-
way securities, and the forty-six million
holders of life insurance policies who
are indirect owners of railway securities,
is of less importance at this time than
the question of protecting the one hun-
dred million people who compose the
citizenship of this country from a break-
down of the carriers, upon which they
must depend for food and supplies in
time of peace and upon which the gov-
ernment must depend for transporting
troops and supplies in time of war.
During the past six months there has
been a shortage of railroad cars, loco-
motives and terminal facilities to handle
the country's business, but this shortage,
serious as it has been, and is, will pale
into insignificance in comparison to what
will happen to the country if the people
and the various commissions cannot be
convinced of the needs of the railroads.
It should be borne in mind thai
one-half the year will have gone by
before the proposed advance in rates
can become effective, while the increased
costs to the carriers have been in full
force since the beginning of the year.
Also, that 75 per cent of the freight
which enters, leaves or passes through
Mississippi is interstate on which the
rate is controlled entirely by the Inter-
state Commerce Commission. There-
fore, so far as the year 1917 is con-
cerned, the assistance which the carriers
are asking at the hands of your Commis-
sion, if granted, will scarcely be felt by
your readers.
If you are convinced of the heavy
increases in the costs of labor, materials
and supplies which in order to operate,
the railroads must have, then I feel sure
you will in fairness concede to the rail-
roads the privilege of increasing the
price of transportation — the only thing
which they have to sell. Yours truly,
C. H. Markham,
The Bolivar Commercial, Cleveland,
Miss., June 5, 1917.
The railroads of our country are fac-
ing many extraordinary conditions
and the patrons of the roads should
lend their aid and help to solve the
problems as far as possible. The fol-
lowing suggestions if followed out will
result in great benefit to roads and to
every community :
The efficiency of cars can be increased
by quicker terminal handling and
prompter loading and unloading, and
better loading — more tons to the car.
Reduce idle time in city and freight
division terminals by prompt dispatch
of trains.
Load and unload both company freight
and commercial freight promptly — the
first, by close inspection and by disciplin-
ing offenders ; the second by personal
appeal by local agents, divison and assist-
ant superintendents, and district traffic
officers, to shippers and consignees, all
of whom can aid greatly by explaining
difficulties and obtaining the co-opera-
tion of railway patrons in overcoming
them through an appeal to their friend-
ship and patriotism. The expenditure of
much time, patience, and even money,
to make the reform easy in the begin-
ning is fully warranted. Some one or
two consignees can always be found who
will co-operate, and once the possibility
of accomplishing the desired end is dem-
onstrated others will quickly follow.
There are probably from 250,000 to
300,000 points in the United States where
freight is received and delivered. A
slight improvement at each will make
an astounding aggregate. Increase car
loads, which have not kept pace with
increase of car capacity, notably in the
case of box cars.
The European war is responsible for
conditions that have caused very large
increases in traffic on American rail-
roads, whose capacities are now over-
taxed and they are unable to respond
promptly to all demands made upon them.
In other words there is a demand tor
transportation that is not being supplied,
and it becomes the duty of everyone to
assist in raising the present high efficiency
of American railroads to be still further
raised so as to increase the supply of
transportation units with existing plant
forces of skilled labor, and supplies of
fuel and equipment which cannot be
increased because the demand for all
of these far exceeds the supply.
The railroads desire this matter pre-
sented to the shipping public in the most
forcible and intelligent way possible with
the aim of securing their hearty co-opera-
tion in reducing the time of loading and
unloading cars and increasing the car-lot
loading. Every effort must also be made
through the proper channels to secure
the consent of the general public to in-
creasing carload minima in classifications.
— Winoma Times, Winoma, Miss., June
22, 19/7.
DON'T STARVE THE RAILROADS
To the men who run the railways of
the country, whether they be managers
or operative employes, let me say that
the railways are the arteries of the na-
tion's life, and that upon them rests the
immense responsibility of seeing to it
12
ILLINOIS CENTRAL MAGAZINE
13
that these arteries suffer no obstruction
of any kind, no inefficiency or slackened
power. — From President Wilson's pro-
clamation of April 15.
The railways of the United States
are ready to do their part. They realize
their great responsibility. No interests
possibly can be more impressed with the
importance of keeping open the nation's
highways for the transportation of fuel
and food or iron and steel and the great
volume of war supplies for our own
armies and the warring countries of our
foreign allies.
But to insure the maintenance of the
railroads at full efficiency it is necessary
that their equipment be maintained and
that their terminals be improved to meet
the pressing needs of the hour. The
railroads must have more money for
freight rates to meet the great increase
in the cost of operation.
The Pennsylvania railroad estimates
that for that system alone the increase
in the expense of operation for 1917
- will be over $51,0.00,000. This is roughly
divided into : increased fuel cost, $15,-
000,000; wage increase due to the
Adamson law, forced upon the rajlroads
by Congress and the United States
Supreme Court, $10,000,000 ; other wage
increases necessitated by that law
amounting to nearly $11,000,000 and a
federal capital stock tax of $500,000.
The railroads have been asking for
15 per cent advance in freight rates
of the interstate commerce commission
but indications are that an advance of
20 per cent will be barely sufficient with
some lines in the thinly populated dis-
tricts of the country to meet the increased
cost of operation.
The railroads should be maintained
at full efficiency, like an army in the
field. Starve the railroads and the na-
tion is starved. Most of the freight
congestion that has been responsible for
the high cost of food is due to the short-
age of rolling stock and to the inade-
quate terminal facilities and the railroads
cannot raise the money for the new
equipment and the improvements except
at ruinous figures.
The railroads are as important to mili-
tary success as an army. Their efficiency
should be maintained and increased, no
matter what it costs.— Manufacturers'
Nezvs, May 17, 1917.
THE RAILROADS' SUPREME
DUTY
Emphasis of the patriotic recognition
by railway managers of the supreme im-
portance and the supreme duty of rail-
roads during the war is afforded by an
efficiency circular just issued by the spec-
ial committee on national defense of the
American Railway Association.
Briefly put, the committee believes
that increase of efficiency is that supreme
duty. It points out that a careful study
has shown that "by heavier loading, by
expediting the movement even more than
at present and by speeding up repairs it
is possible that the equivalent of 779,000
additional freight cars might be thrown
into immediate use." That would in-
crease the car supply more than 30 per
cent.
As regards locomotives, the committee
figures that by reducing the number und-
er repairs and by increasing locomotive
'mileage it may be possible "to keep in
service 16,625 more locomotives than are
in use today on our railroads. This would
equal an increase of more than 25 per
cent in the number." But in order to
make this program yield the results de-
manded by the national situation there
must be willing co-oi)eration on the part
of shippers and consignees in the prompt
loading and unloading of cars, in the
loading of cars of their full capacity and
in other ways.
Here is, therefore, another way in
which the average citizen can help the
country. Anything that a man can do to
help expedite the movement of freight
and help the railroads realize the great-
est possible efficiency is done for the
country and the cause during this war. —
Chicago Herald, May 15, 1917.
OUR NEW INDUSTRY
With the arrival of 256 high grade
Holsteins and the proposed opening of
the Farmers' and Merchants' Co-opera-
tive Creamery on Wednesday, the terri-
14
ILLINOIS CENTRAL MAGAZINE
tory adjacent to the city of Vicksburg
will be given a new field of commercial
and financial development. The most
pleasing feature connected with the
creamery business, and more especially
one with the rural route systems of the
local enterprise, is the fact that it will
reach every willing worker in our county,
even those with a few pounds of milk
produce per day. The wondrous possi-
bilities of the movement and the quick
financial returns and the ability of the
man of small means to become a bene-
ficiary combine to make the movement
one that will appeal to those who have
failed to consider the climatic and nat-
ural conditions of our territory. The
Merchants National Bank, the Y. & M.
V. railroad and Messrs. T. W. McCoy
and J. H. Culkin, who have worked so
zealously for the success of the enter-
prise, deserve the united thanks of this
community. The Herald wishes for tlr's
new endeavor and for those connected,
as patrons and financial claimants, much
success and commends their understand-
ing to the co-operative consideration of
all our citizens. — Vicksburg (Miss.}
Herald, May 13, 1917.
MOVES CARS 42 MILES A DAY
During the last month the Illinois
Central broke records by moving all of
its freight cars an average of forty-two
miles a day, while the average for all
the other roads of the country was about
twenty-five miles a day. The most the
the Interstate Commerce Commission has
ever asked in the movement of the
freight cars has been thirty miles a day.
The Illinois Central record is especially
gratifying in view of the fact that this
road originates about 85 per cent of its
business and differs in this way from
railroads that receive most of their traffic
from other lines, which roads act as
clearing lines, and making it easier to
move cars quickly. — News, Chicago, June
20, 1917.
SMALL GIVERS HAVE THEIR
DAY
Women and Factory and Store Em-
ployes Liberal to the Red
Cross War Fund
Every I. C. Man Donates
One of the most commendable dona-
tions turned in — commendable from the
spirit displayed — came from the Illinois
Central railroad shops and yards, solic-
ited by Frank Laughlin and his team.
Captain Laughlin reported that his team
had received a subscription from each of
seventy-one men approached.
Every employe of the Illinois Central
railroad, including the office force, local
freight, freight house and platform men,
contributed. Not a single man declined
donating.
"This shows a patriotic, loyal spirit
and the public should hear of it," com-
mended Chairman Nolan. "It shows the
laboring man is in partnership with the
government." — Courier, Evansville, Ind.,
June 21, 1917.
Editorial
RAILROAD MEN, ATTENTION!
Here Are Ten Suggestions of Methods By Which You Can Help Support
YOUR Government
BASIC FACT : This is YOUR government— help defend it.
1 — Co-operate to the measure of your ability with the Red Cross and
in the purchase of Liberty Bonds. The first is a good measure of
your loyalty, for it is a gratuity; the second is a sound investment.
2 — Interest yourself in all matters in which your community is asked to
aid the government — don't leave all of the work to the others. The
problems are YOUR'S.
3 — Help feed yourself this summer. Everything you grow in your
garden represents an equal amount on the tables of our allies.
4 — Now is the time to "turn over the leaf" and start that exercise of
economy and thrift you have been planning on. Use your fuel prop-
erly ; don't be ashamed to wear last year's suit ; get in touch with
proper municipal authorities for disposal of discarded clothing and
household furnishings that may have outlived their usefulness to you
— probably they can be used by someone else.
5 — Take a neighborly interest in the welfare of the family of the man
who has gone to the front. He will be a better soldier for knowing
that those at home are going to be protected from want and suffering.
Remember, he is fighting your battles also.
6 — Every time you spend a dime for the "picture show," why not put
at least five cents in the family "Liberty Bank" for the Red Cross?
7 — Purchase what you need and will use — control your pocket book,
rather than let it control you. Extravagance now is almost criminal.
8 — If you have time on your hands to spare, interest yourself in some
branch of national work. Your local committees can tell you where
you can help to best advantage.
9 — Remember, the railroads are going to "have their hands full" to give
the necessary service. Give them the very best of your talent and
energy and don't hesitate to help your division officers by suggestions
for bettering conditions that come to your attention. They want your
co-operation and will appreciate it.
10 — If you don't help, don't criticise those who are doing the best they
can. When you are DOING something, your ideas will have more
weight. Lend your moral support to those who are serving; be an
American in fact, as well as in name.
15
DEPARTMENT
THE AMERICAN RAILWAY ASSOCIATION
SPECIAL COMMITTEE ON NATIONAL DEFENSE
Washington, D. C.
Executive Committee.
Fairfax Harrison, President Southern Railways Co., Chairman.
Howard Elliott, Pres., N. Y. H. & H, Samuel Rea, Pres. Penn. R. R.
T. Kruttschnitt, Ch. Exec. Comm. S. P. Co. Hale Holden, Pres., C., B. & Q.
Ex-officio.
E. E. Clark, Interstate Commerce Commission,
Daniel Willard, Pres. B. & O. R. R.
GENERAL COMMITTEE
Central Department
R. H. Aishton, Pres. C. & N. W., Chairman.
E. E. Calvin, Pres. U. P. R. R.
Hale Holden, Pres., C., B. & Q. R. R.
C. H. Markham, Pres. I. C. R. R.
G. L. Peck, V-Pres. Penn. Lines West.
G. T. Slade, V-Pres. N. P. Ry.
Southern Department
W. B. Scott, Pres. S. P. Co., Chairman.
B. F. Bush, Recv. Mo. Pac. Ry.
C. E. Schaff, Recv. M. K. & T. Ry.
Western Department
Wm. Sproule, Pres. S. P. Co., Chairman.
J. D. Farrell, Pres. O. W. R. & N. Co.
R. S. Lovett, Ch. Exec. Comm. U. P. R. R.
J. Kruttschnitt, Ch. Exec. Comm., S. P. Co. E. P. Ripley, A., T. & S. F. Ry.
Informal Meeting and Entertainment of Third Reserve
Engineers or Chicago Regiment
On Friday evening, June 22d, there
was an informal meeting of the Third
Reserve Engineers or Chicago Regi-
ment on the Municipal Pier, Chicago,
under the auspices of a branch of the
Railroad Y. M. C. A. The officers and
men of Illinois Central Company "A"
as well as other companies were present.
The speaker of the evening was Mr. W.
L. Park, Vice-President, Illinois Cen-
tral R. R., his topic being Army Disci-
pline versus Railroad Discipline. Mr.
Park took occasion to point out and
illustrate in an interesting manner the
essential difference between the two
forms of discipline, and said that while
in the railroad service an order is a
request, the contrary is true in the army
16
18
ILLINOIS CENTRAL MAGAZINE
where a request is an order. Remarks
were also made by Major C. L. Bent,
Capt. J. M. Walsh and others. There
was clearly evident a very patriotic
spirit on the part of all concerned.
There was ample evidence shown by
both officers and men as to the progress
they had made in the practical work
of military training since the Chicago
Regiment was organized. The pleasure
of the evening was made complete by
some excellent music rendered by Levy's
orchestra, which volunteered for the
occasion.
As stated in our June issue, the rail-
roads in the Central Department, that is
between Colorado and West Virginia
and the Canadian line and state of Ken-
tucky, were called upon to furnish 300
telegraphers to the Reserve Signal
Corps under the command of Major L.
D. Wildman, headquarters Chicago.
The securing of these 300 applications
from railway telegraphers was placed
in the hands of a special committee
under the chairmanship of Mr. W. L.
Park, Vice-President, Illinois Central
R. R., with the result that approxi-
mately 400 applications have so far been
transmitted by the committee to the
Chief Signal Office. There have of
course been some rejections of those
who could not meet the requirements of
the military examination as to physical
condition, etc. There has also been
some delay in the actual enlistments;
up to this time only about fifty teleg-
raphers have enlisted in the Reserve
Signal Corps, Central Department, al-
though other enlistments at an early
date are expected. Some of the delay
has, no doubt, been caused by the diffi-
culty experienced by the individual rail-
roads in relieving their telegraphers
who had applied and were notified to
take the military examination. These
details will probably be adjusted satis-
factorily in the near future and it is
hoped that the total quota of 800 rail-
way telegraphers will actually enlist in
the Reserve Signal Corps, Central De-
partment, without much more loss of
valuable time.
MOBILIZATION OF RAILROADS
FOR THE NATION'S
WAR NEEDS
The special committee on national de-
fense of the American Railway Associa-
tion, which is the agency by which the
railroads are cooperating to meet the
emergency transportation needs of the
government in addition to the ordinary
needs of the country, makes the follow-
ing statement:
"The special committee on national
defense of the American Railway As-
sociation invokes the support of all per-
sons and concerns, for unless the rail-
roads operate as one system and make
economic changes which may result in
inconvenience to the public, the equip-
ment, present and attainable, of the
railroad lines will be insufficient to meet
the demands to be made upon it.
Freight Cars Lacking
"There are 2,500,000 freight cars in
the United States and their capacity is
barely sufficient for commercial needs.
The railroads in the near future will use
120,000 cars to transport material for
the construction of the 'new army'
training camps, and a continuous flow
of cars to keep those camps in supplies.
They estimate that it will take 200,000
cars to carry the material which will
enter into the construction of the gov-
ernment merchant ships, whether of
steel or of wood. They will require an
enormous number of cars to move the
steel for the ships under construction
for the Navy, and no estimate whatever
can be made of the number of cars
which will be needed to carry the mate-
rial used in the manufacture of muni-
tions and supplies for the Army, and
in moving them a second time from
the point of manufacture to the ship-
ping point.
Purpose of Railroads
"The railroads have 'adopted, as the
fundamental principles on which to se-
cure the desired results, increase of
efficiency, economy of effort, and the
elimination of competition. In other
words, by patriotic cooperation to oper-
ate as if they were one great corpora-
19
tion, intent upon securing the greatest
results at the least expense of effort
and of money.
"Where lines were competing some of
the trains are being and more will be
withdrawn. The number of trains for
commuters will be reduced in order to
spare the engines and crews for the
freight service. At terminals all loaded
cars may be sent over one line and the
empties sent back over its rival line to
give the railroad men the opportunity
for free movement of trains.
Must Move 2,000,000 Men
"They will have to provide for the
movement of the 2,000,000 or more men
and their equipment, coming and going
from the instruction camps."
The executive committee of the rail-
road special committee on national de-
fense consists of Fairfax Harrison
(chairman), Howard Elliott, Hale Hoi-
den, Julius Kruttschnitt, and Samuel
Rea. They have subcommittees on car
service, military equipment standards,
military transportation accounting, mili-
tary passenger tariffs, and military
freight tariffs. Six or more of the most
practical men in the railroad world are
to be found on each subcommittee. —
The Official Bulletin, June 6,
WORK OF RAILROAD WAR
BOARD FOR NATIONAL DE-
FENSE IS OUTLINED BY
HOWARD ELLIOTT
Howard Elliott, former president of
the New York, New Haven, and Hart-
ford Railroad, and now a member of
the railroad's war board, in a statement
just issued outlines the efforts the war
board is making to arrange for move-
ment of the essentials of life and war,
rather than "the things we can get
along without in this terrible world
crisis."
"The war board feels," Mr. Elliott
said, "that if the war goes on the total
amount of transportation now available
will not be enough.
"It will be absolutely necessary to use
such transportation as there is for es-
sential things. The public should will-
ingly give up the nonessentials. It is
going to be a great deal more important
for this country to move food, fuel,
and iron, and the like than to move lux-
uries. We hope that we are going to
be able to move them all, but I think
it is only fair to point out the facts
and to ask the public's support.
More Equipment Ordered
"The railroads have done their best
in the last 18 months to add to their
cars and engines. There have been
placed in service since November 1,
1916, 989 new engines and 44,063 new
cars. Orders have been given for — as
of April 1—2,209 engines and 104,917
cars. We hope they will be received
between now and the first of next
January. If so, there will have been
introduced between November 1, 1916,
and January 1, 1918, 148,980 cars into
the service with an average capacity of
over 50 tons; and 3,188 engines, with
an average tractive power of 54,000
pounds, which is very much above the
average of the engines of the United
States.
"On May 1 there was, according to
the record, a 'shortage' of 150,000 cars.
In round numbers there are 2,500,000
cars in the United States. If through
better loading by the shipper, better
unloading by the consignee, better move-
ment by the railroad, and more alert
work by every man in the railroads,
from the president down to the water
boy, each car is used more efficiently,
it will not take long to get what amounts
to an added service of 150,000 cars out
of the cars on hand.
Appeals for Co-operation
"The railroad war board appeals to
railroad officers and employees, to ship-
pers, and to the public generally to coop-
erate in every way to make more effi-
cient use of the existing railway plant.
It is absolutely necessary to make every
car, engine, track, freight house, and
every other appliance do more work.
"One of the first and most important
measures the railroad war board has
under way is to help move a greater
quantity of fuel to the Northwest and
at the same time to bring East the
greatest quantity of iron ore possible
from the upper Lake ports. This will
provide for industrial activity both East
20
ILLINOIS CENTRAL MAGAZINE
and West next winter, and also insure
a supply of domestic coal.
Lake Pooling Arrangement
"With the cooperation of the Lake
carriers and the ore carriers we have ar-
ranged for a pooling of shipments of
Lake coal, so that when coal arrives at
lower Lake ports there will be a mini-
mum delay in putting it into the boats,
thus releasing the cars and sending the
boats forward promptly.
"There is very luxurious passenger
service in some places in the country
and we would like to keep it up, but the
country can get along without some of
it. We are suggesting changes in the
passenger schedules, not with the idea
of saving money, but simply to save
man power, fuel, and motive power, all
of which must be applied to the trans-
portation of necessities.
"The railroad war board has sup-
plied to the government five trained rail-
road officers, who were commissioned to
go to Russia to help the Trans-Siberian
Railroad to move toward the Russian
front the freight piled up at Vladi-
vostok.
Nine Engineer Regiments
"We are arranging to obtain nine reg-
iments of trained railway officers and
employees to help the English and
French people carry on railroad activi-
ties, principally in France.
"The war board's organization in-
cludes 16 experienced railway officers,
including the 5 executives composing
the head committee, and 11 others who
are here permanently. There are in ad-
dition 69 general employees and 18 in-
spectors who travel about the country.
"This is an expensive piece of ma-
chinery. Our estimate is that, not
counting the services of the war board
and the railroad officers who are devot-
ing a very large amount of their time
to this national work, the American
railways will contribute the equivalent
of about $500,000 a year to this special
work. And we are glad to do it.
Should Realize Task
"I think we will win this war sooner
W. B. MILLS, COMPANY 6, FT. LOGAN H.
ROOTS, ARK.
if first we wake up to the magnitude of
the task, and then, not only mobilize our
marvelous man power, but also coordi-
nate with that our money power, our
business organization, our press, and all
the other manifold industries of these
United States twining all this mobilized
and coordinated power to the sole pur-
pose of supporting our allies in main-
taining the highest ideals of humanity
and civilization.
"That is what the American railways
are trying to do through their war
board." — The Official Bulletin, June 8,
1917.
ILLINOIS CENTRAL MAGAZINE
Useful Gifts to Company "A
21
Company "A," Third Reserve Engineers, U. S. Army.
Municipal Pier, Chicago, June 21, 1917.
From : Capt. J. M. Walsh, Co. "A."
To : Major C. L. Bent.
Subject: Gifts by Albert Pick & Company.
1. The officers and members of Company "A" 3rd Reserve Engineers were
each presented a neat and useful leather packet containing needles, thread, buttons,
safety pins, etc., by Albert Pick & Company of No. 208 West Randolph Street,
city.
2. The presentations were made to each member of the company by Mrs. Cou-
sins, Miss Lord and Miss Faber, under whose personal supervision the packets
were prepared.
3. The company was formed in line and called to company headquarters by
Lieutenant Sheehan where the presentation was made. Captain Walsh thanked
the donors for the kindness to the company. The article will be of unquestion-
able benefit to all of the men.
4. The thanks of officers and members of Company "A" are extended to
Albert Pick & Company, to the ladies who conducted the presentation and also
to Messrs. J. R. Mott and Richard Frank who were present and assisted in the
distribution of the packets.
5. All employes of the Illinois Central Railroad will doubtless greatly ap-
preciate the courtesy extended to their company.
J. M. WALSH,
Captain, 3rd Reserve Engineers, Commanding.
Copy: — Mr. David Frank,
1st Vice Pres., Albert Pick & Co.,
208 W. Randolph St., Chicago, 111.
COURTESY
—AMD-
EFFICIENT SERVICE
Years, Years, ago,
Ponce De Leon, sailed from Spain,
In search of youth
'Twas vain.
Could he have steered
Perhaps nowhere in the world could
be found a more inviting place of rest
or quietude than that of Dawson
Springs, Ky.
Situated and walled in from the busy
world by nature's crafty hand of art,
which brings many enthusiastic excla-
mations of wonder and joy, to the lips of
thousands of tourists, as they are abrupt-
ly changed from the broad level and
fertile blue grass fields into the rugged
fern clad cliffs surrounding the entrance
to the land of health and happiness.
The picturesque view as seen from
the windows of the Illinois Central Ob-
servation cars leave an indelible im-
pression on one's mind never to be
erased.
Or to the motorists who so suddenly
and unexpectedly glide from the summit
of a chain of hills into the cool re-
freshing breeze gently wafted from the
deep clear crystal waters of the beauti-
ful Tradewater River, which is dotted
here and there by launches, pleasure boats
and canoes filled with laughing, merry
making picnickers.
One is seized with an insatiable desire
for an extension of life, filled with a
poetic ardor as if he were by a hand of
magic transformed from the feeling of
Tno Healtk ISosort of the Soutn
By Lee O. Dixon
Cross hills and plains,
Sipped nature's nectar at Dawson
Springs,
Perchance, the dreams of youth
Would not have failed,
And young again, homeward sailed.
loneliness so poignantly felt in the
crowded throngs of great cities, to a stu-
dent of nature; and how sensitive, how
vibrating as the tiny shinning ripples
break against the water carved overhang-
ing precipice, and how fascinating the
deep dark woods free from the wood-
man's axe, noiseless but for the song
birds and the daring chattering bark of
the squirrel or the floundering bass en-
deavoring to replenish his larder at the
expense of an unsuspecting minnow.
But how sad that hundreds who visit
this place cannot at first see the beauty
or experience the pleasure which Mother
Nature produced for their enjoyment.
For they are victims of disease too
many to enumerate, however, they too
are destined by the same hand of magic
to transformation for today perhaps you
are mated on the golf links with the
goutchy rheumatic you met on arrival,
or by chance the Jaundice has so sud-
denly left the countenance of the man
you so gently assisted from the depot
to the hotel that you fail to recognize the
once invalid, who now gleans from life
the rapture arid inspiration known only
to strong, and healthy men.
Dawson Springs is located in Hop-
kins county, Kentucky, 16 miles from
ILLINOIS CENTRAL MAGAZINE
23
Louisville, Ky., 225 miles from Mem-
phis, Term., and less than two hours'
ride from the Chicago and St. Louis
connections via Cairo, 111., and Paducah,
Ky. And 30 minutes from the Evans-
ville, Ind., and Hopkinsville, Ky., con-
nection at Princeton, Ky.
Four well-equipped passenger trains,
to Dawson Springs from a wide range
of territory on the line of the Illinois
Central and connecting lines, and rea-
sonable fares at other times from all
points in the country.
Dawson Springs, as a health resort,
enjoys a well earned reputation of being
one of the most popular resorts of the
each way, stop daily at Dawson Springs,
giving a most convenient service of
sleeping, parlor and dining cars from
all parts of the country, and is one of
the few points south of the Ohio River
where reduced rates are extended
throughout the year.
The return limit being six months
from date of sale.
Furthermore, during certain months
of the year reduced fares are in effect
Middle West and South, and the min-
eral water from its numerous wells and
springs have effected remarkable cures
by the thousands from the following
and many other ailments, dropsy, rheu-
matism, dyspepsia, nervous debility, hem-
orrhoids, and diseases of the stomach,
liver and kidneys.
Its mineral water both plain and con-
densed are prescribed throughout the
south by all prominent physicians to their
ILLINOIS CENTRAL MAGAZINE
patients or advised to go to Dawson
Springs, where they can secure the water
fresh from the wells and in connection
with the modern equipped bath houses
and sanitariums with competent physi-
cians and attendants in charge, soon elim-
inates the most aggravated cases of the
above named diseases.
•and operated both in plain and condensed
waters by The Dawson Springs Co.
In addition to the attraction of the
waters at Dawson Springs, the country
around and about has many allurements
for the visitor. Tradewater River is
within a mile of the center of the city,
as are also the Arcadia, Ferndale and
Scenes in
immediate
vicinity of
Damson
Ku.
The first mineral well was discovered
at Dawson Springs, Ky., in July 2, 1881,
by W. I. Hamby, and is now known as
Arcadia Well No. 1 and several years
later discovered the famous Hamby well
which he now owns and operates. Other
famous and popular wrells are the Ar-
cadia Nos. 1, 2, 3 and 4, Harned and
Holeman wells, better known as the H.
& H. ; Dooms, Phillips, Ramsey, Rice,
Redden, Wooruff, and a number owned
New Century Cliffs, which are daily vis-
ited by hundreds of guests.
Facilities for boating and bathing in
the river are ample, and the scenery to
be encountered is simply delightful, it
including vistas of fascinating windings,
overhanging branches, dense forest
growths and weird and lofty rock bluffs.
Dawson Springs is noted for its beau-
tiful churches and new modern high
school building recently erected at a cost
ILLINOIS CENTRAL MAGAZINE
25
of more than
$30,000. Dawson
S p r i n g s has
more than 50 ho-
tels and board-
ing houses, 15
miles of con-
crete walks,
three large bot-
tling plants,
three modern
sanitary bath
houses and sani-
tariums, numer-
ous parks and
drive ways
through shady
dells, and offers
to the sportsman
with rod and
gun ample facilities for a good day's
hunt or string of croppie and bass
which abundantly abound in the clear
deep waters of the river and its trib-
utaries.
The New Karlsbad Hotel, is strictly
fireproof, and will have 1,100 rooms
above the first story, all of extremely
large size, each with its individual bath,
finished in the highest grades of mate-
rial.
The ground floor is
on as unique a scale as
is any hotel in the
United States. Its
ground floor dimen-
sions are approximate-
ly 450 x 600 feet re-
splendent in a large
foyer connecting with
its Palm Room, which
is 90x100 feet. Entire-
ly around the Palrfi
Room is the prome-
nade between marble
columns and directly
off of the Palm Room
is the dining room. To
the left, the ball room,
where 500 couples may
dance conveniently at
one time, and on the
right side the breakfast
room, private dining
rooms, etc.
The kitchen arrange-
ment is probably uni-
que, in that it is located
250 feet away from the
main building and on
the second story of the
low portion of the
building. The kitchen
will be entirely lighted
the entire day with sunlight, from
four directions, as well as ventilated in
both directions, and will be finished in
marble and tile from floor to ceiling.
Adjacent to the hotel will be the gym-
nasium, swimming pool, medical depart-
ment and golf course, as well as a large
fireproof garage which will be owned
and operated by the hotel, in order to
guarantee first class service.
26
ILLINOIS CENTRAL MAGAZINE
Every room is a front room in the en-
tire building, there being no courts, nor
rear or ends to the hotel. The grounds
are equally treated in all directions and
not one room is superior to another.
Dawson Springs also claims the best
equipped training grounds in the South
for baseball clubs, its grounds being used
each season by the Pittsburgh Nation-
als, Toledo and Columbus teams of the
American Association, and a number of
other smaller league clubs. A large 100-
foot square training shed is used during
inclemency of the weather.
One of the most attractive features of
the social life at Dawson Springs, is
its old-fashioned Kentucky hospitality,
seasoned with the presence of hundreds
of gentle typical southernfolk of the
Sunny South.
Its social affairs are not hedged about
with the formalities usually^observed in
recherche functions, but the cosmopoli-
tan atmosphere of the true American
spirit seem to prevail.
The good moral tone is preserved, and
the vicious tendencies of some summer
resorts are strictly tabooed.
Dawson Springs is a combined health
and pleasure resort, where the seekers
of either return home benefited, pleased
and satisfied.
In viewing life in all its blended lights
and shades, the intelligent mind at once
grasps the 'true philosophy of living1,
which is to take advantage of each day's
opportunities to enjoy the beauties of
nature and the glories of creation, and
by making the best of one's environ^
ments and the privilege of social inter-
course with one's fellows.
The mind and body subjected to the
cares of business or household duties,
or resting under the touch of disorder
or disease, can but drift towards in-
firmity, and find life a burden unless a
staying force intervenes and arrests the
downward tendency.
The panacea for such ills is lavishly
presented at Dawson Springs, where
Mother Nature opens her wondrous
store and with a bountiful hand proffers
the health giving cup to all who may
come and drink its magic waters that
so speedily transform the once listless
body into new animation. In brief, life
at Dawson Springs is healthful and
broadening and filled with such expe-
riences as enables nature to exact from
the inner heart the tribute, pure and sin-
cere, that life is worth living. And with
new energy, power of will, and a de-
termination to extract from future life
that which is good, pure, noble and un-
selfish, return to the office, busy mills
and other vocations of life with a de-
termined resolution to succeed and sing
the praise of the elixir of a new life
found only at Dawson Springs and its
health giving waters.
Specialists and Special Collections
By Eugene F. McPike, Manager, Perishable Freight Service, Illinois Central Railroad,
Chicago
We live to learn, that we may learn
to live. Knowledge is power. The man
who knows is useful and will be increas-
ingly useful in the days to come which
may be very close at hand. This is true
not only in the relatively narrow sense
of the individual and the activities with
which he may come most closely into
contact, but also in that larger sense
which is represented by the flag we call
our own. Our vision must be extended
to still more distant horizons because
knowledge is cosmopolitan; it knows no
boundaries either of geography or of
politics. It cannot be court-martialed
for including' all humanity within its
scope, even during a time of war. Yet
he best serves humanity who serves best
his own country because in order to pre-
serve any good within us we must be
true and loyal to our ideals. Duty, like
charity, begins at home.
We live to learn, that we may con-
tribute what little we can toward the
happy solution of the problems con-
fronting the race to which we belong.
The strength of a nation is in the sum
of its energies. Hence we must corre-
late specialization with generalization.
The ambitious and serious student of
any subject frequently experiences dif-
ficulty in getting into touch with the
sources of the particular knowledge
which he seeks. His home may be far
from any large public library or other
facilities for study. He may be quite
uninformed as to the ways and means
which are at his command if he were
only sufficiently industrious to use them.
There is great need of a general guide
to, or a directory of specialists and spe-
cial collections relating to technology
and other useful information. Such a
work ought to be compiled and pub-
lished in the form of a "Year-book,"
which, in some measure would be a key
to the world's knowledge of today and
tomorrow, just as printed literature or
bibliography is a key to the knowledge
of yesterday. The world in which we
live is moving fast. It is no longer
enough to know how or why a certain
thing was done in a certain way yester-
day, but we desire to know and often
must know how and why it is being
performed today or indeed may be per-
formed tomorrow. Progressive knowl-
edge is in the immediate custody of
those specialists who are creating it.
They are busy men whose hours and
minutes are filled with work of a highly
specialized character. From such duties
they cannot be diverted by any idle in-
quiries, but the serious student will find
that generally speaking where there is
a will there is a way.
The specialists themselves often re-
quire and seek information outside their
chosen field. All knowledge must be in-
terrelated for its parts are interdepend-
ent upon each other.
This proposition in one form or an-
other is receiving serious consideration
in England, France, Russia, etc. An
excellent editorial article relating to
the establishment of a Central Informa-
tion Bureau was published in the Lon-
don Engineer of May 25, 1917, urging
the establishment of such a Bureau in
England based upon the program of the
International Institute of Bibliography
in Brussels, Belgium. Similar action is
about to be commenced in France for
the organization of a "Society for the
Promotion of National Industry." It is
furthermore reported in the public press
that some active steps are being taken
in Russia for the organization of a new
"Association for Development and Dis-
semination of the Positive Sciences." It
would appear, therefore, that in the
United States where technology has
27
28
ILLINOIS CENTRAL MAGAZINE
been so much developed and used, it is
high time that some definite action be
taken in the direction of establishing a
general clearing house or Central Infor-
mation Bureau to promote the inter-
change of technical and other useful in-
formation.
As a very small contribution toward
the proposed Directory of Specialists
and Special Collections, the following list
has been prepared and arranged accord-
ing to the Dewey decimal classification
of knowledge as used by many Amer-
ican librarians :
000. GENERAL WORKS.
001. Research and Intercommunica-
tion (general).
(1) The Library of Congress, Wash-
ington, D. C., often furnishes very use-
ful information or suggestions (gratis)
to serious investigators or students in
response to reasonable and brief in-
quiries which are clear and to the point,
relating to almost any branch of human
knowledge.
(2) The Chicago Daily News Infor-
mation Bureau, Washington, D. C., an-
nounces that it will undertake to answer
any inquiry when accompanied by a two
cent postage stamp for each question
presented. The replies generally consist
of bulletins or other material obtainable
from the governmental offices.
(3) The American Library Associa-
tion (Geo. B. Utley, Secretary, 78 East
Washington Street, Chicago) has ap-
pointed a special committee to investi-
gate and report upon a plan known as
"Sponsors for Knowledge" originated
by Geo. W. Lee of Boston. Under this
plan certain librarians and specialists
accept direct responsibility for the col-
lecting and furnishing of information on
designated subjects. Two preliminary
lists of "Sponsors for Knowledge" ap-
peared in the Bulletin of the American
Library Association for January and
March, 1916.
(4) According to The Library Jour-
nal (U. S.) for August, 1912 (vol. 37,
p. 478), the Library of Congress; Cali-
fornia State Library, Sacramento ; John
Crerar Library, Chicago ; and the Hall
of Archives, Ottawa, are equipped with
photographic apparatus ("photostat")
by which copies of pages in books, man-
uscripts, etc., can be made, at small cost,
for students and others. The Library of
Engineering Societies, New York City,
was also considering the installation of
such apparatus. (See entry No. 19.)
(5) A Society for the Advancement
of Knowledge is being organized with
headquarters in Great Britain and a
branch in the United States. It will be
devoted to the promotion of ways and
means to facilitate the interchange of
useful information. Its official organ is
"The Link." (See entry No. 11 in this
series.) Membership fee: $3.00 per
year.
(6) A "University Extension Club"
may be organized by Mr. Ernest Briggs,
Steinway HaH Bldg., Chicago, whose
tentative plans contemplate a central
office with, ways and means to promote
intercommunication or the direct inter-
change of useful information. The
membership fee will probably be fixed
at $3.00 per year which will include the
official organ to be published at stated
intervals.
(7) Kosmos, International Corre-
spondence Alliance, Amsterdam, The
Netherlands, publishes, in January of
each year, a directory of its members
throughout the world, with an indica-
tion of the subject of immediate inter-
est to each, so as to encourage duect
intercorrespondence between them,
when desired. Membership fee : $1.25
per year, plus a cash guarantee of $1.25,
which is refunded on termination of
membership.
026. Libraries on Special Subjects.
(8) Special Libraries, organ of the
Special Libraries Association. Editor:
John A. Lapp, State Library, Indian-
apolis, Indiana. Monthly; $2.00 per
year (10 numbers).
050. General Periodicals.
(9) Notes and Queries, Bream's
Buildings, Chancery Lane, London, E.
C., England. Weekly 1849-1917, in
half-yearly volumes with index. Also
General Index to each series of twelve
volumes. Includes a wide range of sub-
jects within its scope. Is in public
ILLINOIS CENTRAL MAGAZINE
29
libraries of larger American cities.
(Monthly since April 15, 1917.)
(10) L'Intcrmcdiairc dcs Chcrchcnrs
et Curicu.v. 31 bis Rue Victor-Masse
Paris, France. Thjrice monthly since
1864. General Index to 1896. A set
in library of University of Chicago.
Relates chiefly to French history, etc.
(Sometimes called the "French Notes
and Queries.")
(11) "The Link," official organ of
the Society for the Advancement of
Knowledge (see entry No. 5 in this
series). A directory of its subscribers
with their varied interests, is published
in Great Britain. Appears quarterly in
March, June, September and December.
Is in Chicago Public Library, Library
of University of Chicago, New York
Public Library, etc.
080. Collections (general).
(12) "Special Collections in Libra-
ries in the United States" by W. Daw-
son Johnston, librarian of Columbia
University, and Isadore G. Mudge, ref-
erence librarian of Columbia University.
U. S. Bureau of Education, Bulletin,
1912, No. 23. Government Printing
Office, price ten cents. (140 pages, in-
cluding index.)
300. SOCIOLOGY.
(13) Infant Welfare Society,
South Michigan Avenue, Chicago.
361. Red Cross.
(1.4) American Red Cross, Wash-
ington, D. C. (Official Organ: The
Red Cross Magazine, monthly ; Double-
day, Page & Co., Garden City, Long
Island, N. Y.)
ILLINOIS CENTRAL MAGAZINE
400. PHILOLOGY (LAN-
GUAGES).
(15) Students of French, Spanish or
other foreign languages would find it
profitable to correspond, if possible,
with some one knowing that language as
his mother tongue. This may not be
easy to arrange in the present interna-
tional situation. (See entries Nos. 5,
6, 7, 11, 16, 17, in this series.)
• 408.9 International Language.
(16) The British Idistic Society, J.
W. Baxter, Secretary, 47 Limes Grove,
Lewisham, S. K, London, England, is
making good progress with its propa-
ganda of "IDO" (pronounced: ee-doh},
in Great Britain. Lord Northcliffe has
thrown open the columns of his news-
paper, "The Daily Mail," for that pur-
pose.
(17) The International Language
Society of America, G. W. P. Gibson,
Secretary, 5610 Dorchester Avenue,
Chicago, Illinois, will answer inquiries
regarding the practical application of
"IDO" in the world of commerce, etc.
540. Chemistry.
(18) The Chemists' Club library,
New York City, has been consolidated
with the Library of the Engineering So-
cieties, same place, for which see entry
No. 19 in this series.
600. TECHNOLOGY.
(19) Library of the Engineering So-
cieties, 29 West 39th St., New York
City (with which the library of the
Chemists' Club has been consolidated)
will, for reasonable compensation, un-
dertake special researches, not only for
members, but for any one, by securing
information, copies, transcripts, transla-
tions, etc. Address W. P. Cutter, Li-
brarian and Secretary.
(20) "Technical Information Bu-
reaus," by Miss L. B. Kraiise, librarian,
H. M. Byllesby & Co., Chicago. In
"Engineering Record" (U. S.), for
June 22, 1912, page 690.
(21) "New Technical Books," a
quarterly bulletin issued by the New
York Public library, New York City,
and distributed gratis.
(22) Society of Technical Associa-
tions' Secretaries; Harry D. Voight, 95
Liberty Street, New York City.
(23) The Vocational Education As-
sociation of the Middle West. Secre-
tary: Albert G. Bauersfeld, instructor
pattern making department, Lane Tech-
nical School, Chicago; address Sedg-
wick and Division Streets, Chicago.
Issues an interesting and instructive
"Year-book." Membership only $1.00
per year.
630. Agriculture.
(24) The U. S. Department of Agri-
culture, Washington, D. C, and its sev-
eral Bureaus, will supply, on request,
much information concerning any spe-
cific phases of agriculture, horticulture,
plant diseases, etc. The same is true of
many of the State Agricultural Experi-
ment Stations.
655. Book-dealers.
(25) "The International Directory
of Booksellers," edited by James Clegg,
Aldine Press, Rochdale, England, 1914
(644 pages with Index). Copies are in
principal public libraries of U. S. Is
useful also as an indirect means of find-
ing a new correspondent in a foreign
country, through whom to conduct spe-
cial studies and investigations.
656. Transportation: Railroading.
(26) Bureau of Railway Economics,
429 Homer Building, Washington, D.
C. R. H. Johnston, Librarian.
659. Advertising.
(27) Advertising Association of
Chicago, Advertising Building, 123 West
Madison Street, Chicago.
700. FINE ARTS.
710. Gardening (landscape).
Town (city) Planning.
(28) The City Club of Chicago (315
Plymouth Place) has made a special
study of town-planning.
The Elimination of Grade Crossings
By T. J. Foley
' INHERE is no difference in opinion
about the desirabilty of eliminating
grade crossings. The railroads, if they
could, would be only too glad to eliminate
all of them. Overhead bridges and un-
derpasses remove entirely the cause of
danger. The benefits which accrue from
the elimination of grade crossings by
the construction of overhead bridges and
underpasses are ordinarily not considered
from the correct standpoint. A fair esti-
mate would be that the public receives
75 per cent of the benefits and the rail-
road 25 per cent. The benefits received by
the public are in knowing that a crossing
which must be used frequently is safe.
The benefits to the railroad are in saving
the expense of defending occasional
claims for damages on account of acci-
dents. The elimination of grade cross-
ings is very expensive and the railroads
of the country are necessarily compelled
to go very slow in making this much de-
sired improvement. If the public were
more liberal in helping to bear the bur-
den, more grade crossings would be
eliminated. The committee on grade
crossings of the National Association of
Railway Commissioners, at a convention
held in Washington, D. C, in 1912, recog-
nized the partnership interest existing
between the public and the railroads in
the matter of eliminating grade crossings.
The committee pointed out the fact that
the elimination of grade crossings does
not increase the revenue of the railroads,
and that as a purely financial matter,
railroads could not afford to eliminate
grade crossings where the expenses of
doing so would be considerable. I quote
as follows from the report of the com-
mittee:
"The elimination of a grade crossing
costing as much as $50,000 involves a
perpetual annual interest charge, at 5 per
cent of $2,500, besides annual repair. The
manifest1 injustice of compelling the rail-
ways to bear the total cost of elimination
caused the legislature of Massachusetts
to pass a grade crossing law, so-called, in
1890. By this act the expense of elimina-
tion was divided among the railway com-
panies, the towns and cities and the Com-
monwealth. From 1890 to 1911 there
was expended under the provision of
this law $34,372,048.03, of which total
61 per cent was borne by the railways,
26 per cent by the Commonwealth and 13
per cent was borne by the cities and
towns. In Vermont, which divides the
expense of elimination among the rail-
ways, the towns and cities and the state,
the state by law, bears not exceeding
25 per cent of the cost and not exceeding
$25,000 annually."
In New York State the law is that
wherever a change is made in an exist-
ing crossing, 50 per cent of the cost
shall be borne by the railroad, 25 per
cent by the municipality benefited by
the improvement and 25 per cent by the
state. In Ohio the railroad pays 65
per cent and the municipality or county
benefited 35 per cent of the entire
cost. In Wisconsin the proportion of the
cost which shall be borne by the rail-
road company and the municipality or
county is left to the railroad commission
for determination. In South Dakota,
Tennessee, Alabama, Louisiana and
Kentucky, there is no statuory provis-
ion by which the expense of eliminating
grade crossings can be divided between
the railroad and the public. In Iowa
the State Board of Railroad Commis-
sioners is given power to determine how
the cost shall be divided. In Mississippi
the entire burden of eliminating grade
crossings is placed upon the railroads.
In Illinois the Public Utilities Commis-
sion is given the power to proportion
the expense of eliminating grade cross-
32
ILLINOIS CENTRAL MAGAZINE
ings between railroad companies, street
car companies and the state, county and
municipality. In several instances where
the Illinois Central has eliminated grade
crossings in Illinois, agreements were
entered into by which the railroad paid
half and the qther half was divided
equally between the county, the munici-
pality and the state. In Indiana the Rail-
road Commission is vested with power
state passed a bill requiring every rail-
road in the state to eliminate each year
one grade crossing for every thirty miles
of track owned within the state, the en-
tire burden of expense to be borne by
the railroads. Mr. Wilson very promptly
vetoed the bill. The following is quoted
from his veto message to the legislature :
"I know the seriousness and great
consequence of the question affected by
to require separation of grades at all
places outside of cities and in all cities
of not over 20,000 population, and when
the Railroad Commission orders such
improvements, one-fourth of the cost
thereof is borne by the county benefited
and three-fourths by the railroad.
When President Wilson was governor
of New Jersey, the legislature of that
this important measure. There is a de-
mand, well grounded and imperative,
throughout the state that some practical
legislation should be adopted whereby
the grade crossings of railways which
everywhere threaten life and interfere
with the convenience of both city and
rural communities, should as rapidly as
possible be abolished. But there is cer-
ILLINOIS CENTRAL MAGAZINE
33
tainly not a demand in New Jersey for
legislation which is unjust and im-
practicable.
"The first part of this bill, which pro-
vides for the handling of this difficult
question of the elimination o>f grade
crossings by the Board of Public Utility
Commissioners, is excellent both in
method and in purpose and suggests a
way by which the whole matter can be
successfully handled; but that portion
of the bill which arbitrarily provides
that every railroad of the state shall every
year eliminate at least one grade cross-
ing on its line for every thirty miles of
its whole extent, the commission to de-
termine which crossings shall be dealt
with first, seeks to accomplish an im-
possible thing. It is not possible thus
to lay down a hard and fast rule, and
enforce it without a likelihood of bring-
ing on conditions under which the whole
undertaking would break down the re-
sult in utter disappointment
"What is needed is an adequate en-
largement of the powers of the Board
of Public Utility Commissioners. That
board can be empowered, and should
be empowered, to push the elimination
of such crossings as fast as it is possible
to push it without bringing hopeless em-
barrassment upon the railways. The law
could easily establish a principle by which
it might be determined when it was equit-
able that the several communities affected
should participate in the expense and to
what extent, if any, they should partici-
pate. In this way all the results that
could possibly be attained by the present
bill would be attained without the risk
and perhaps the discouragement and dis-
credit of attempting a thing, in itself in-
equitable and impracticable.
"The non-enactment of this bill into
law will, of course, be a serious disap-
pointment to the people of the state, but
it will only concentrate their attention
upon the just and equitable way of ac-
complishing the end in view. I do not
believe that the people of the state are in
such haste as to be willing to work a
gross injustice, either to the railroads
or to private owners of the property or
to the several communities affected."
It ought to be' the settled policy of all
railroads to eliminate a certain number
of busy grade crossings each year, the
number to be eliminated to be controlled,
of course, by the financial ability of
a railrbad, to make such improve-
ments. The distribution of these
improvements should be in equal pro-
portion over an entire system if the laws
of the various states offered equal in-
ducements. A state which places the
entire burden of eliminating grade cross-
ings upon the railroads should not ex-
pect to be able to compete in securing
these permanent improvements with
states which contribute and require mu-
nicipalities and counties to bear a sub-
stantial part of the cost. Railway officers
and employes located in states lagging
behind in the matter of providing favor-
able laws calculated to aid in the elimi-
nation of grade crossings should draw
the matter to the attention of influential
citizens and to members of their legis-
latures. Undoubtedly, the equity of this
matter is with the New York plan, which
requires the railroad to contribute 50 per
cent of the cost, the municipality 25 per
cent and the state 25 per cent. If such
a law were upon the statute books of the
states in which the Illinois Central lines
are located, it would no doubt result in
unusual efforts being made by the com-
pany to provide more of these permanent
improvements than it is possible to pro-
vide under present conditions.
Postponement of the Meeting of the American Asso-
ciation of Railroad Superintendents
Because of the war the meeting of the
American Association of Railroad Su-
perintendents, which was to have been
held at Minneapolis, Minn., August 8th,
9th, and 10th, 1917, has been indefinite-
ly postponed.
L/evarbneni
/
Office of the Auditor of Disbursements
The office of the Auditor of Dis-
bursements audits and accounts for
all expenditures of the Company. The
expenses are classified in accordance
with the several classifications as pre-
scribed by the Interstate Commerce
Commission and the sub-division of
same as required by the Company.
Organization
The office force is comprised of the
following mutually dependent bureaus,
the duties of which are briefly out-
lined :
Immediate Bureau
Supervisory and General.
Miscellaneous Bureau
This bureau handles the accounting
of expenditures in connection with
Investment in Road and Equipment,
Material and Supplies, Open Account,
Hospital Department, and auxiliary
records in connection therewith.
The records of expenditures charge-
able to Investment in Road and
Equipment are kept separately by
Work Authority numbers and by
primary accounts for each authority.
There are approximately three thou-
sand open Work Authorities to which
charges are made currently.
An auxiliary record of expenditures
in connection with Preliminary Sur-
veys is kept for the purpose of hold-
ing in suspense charges connective
with certain work until a definite de-
cision is reached as to whether the
project will be undertaken or aban-
doned, at which time the account, Pre-
liminary Surveys, is cleared. Charges
are not accepted without authority of
the Engineering Department.
The record of Material and Supplies
is kept by classes of material, and also
by Departments in whose custody the
material is kept.
An auxiliary record is kept of fire
losses allowed and unexpended, con-
sisting of amounts appropriated from
the Insurance Fund, covering losses to
property by fire. Each loss is covered
by a separate allowance, which is set
up under a distinct fire loss number,
to which charges are accepted up to
the amount allowed.
Statistical Bureau
The compilation of all records in
connection with Operating Expenses
and preparation of all reports in con-
nection therewith are under the direc-
tion of this bureau. The records of
Operating Expenses are compiled by
divisions and by states separately for
freight and passenger service.
This bureau is required to state the
total Operating Expenses on the 10th
day of each month, following that for
which the expenses are stated.
Voucher Bureau
The work of checking, examining
and recording of all vouchers is per-
formed by this bureau. Index ledgers
are kept by names of individuals and
firms, from which, at any time, the
status of an individual account may be
ascertained. Separate records are
kept in detail of vouchers in favor of
Foreign Railroads. Registers of vouch-
ers, showing distribution by accounts
are kept in numerical order, such rec-
ord showing the paid and open items
Payroll Bureau
The auditing of payrolls, writing
pay checks and preparing reports in
connection therewith are assigned to
this bureau.
A record is kept of pay checks is-
sued, showing amount drawn on each
bank; another record is kept of paid
and open items. Approximately one
hundred and ten thousand pay checks
ILLINOIS CENTRAL MAGAZINE
35
are written in this bureau each month.
For the purpose of annual reports an
accumulative record is kept, by classes,
of the number of employes, days or
hours worked, and total compensation.
This record is kept separately by
states. Another record is kept of all
monthly positions with amount of sal-
ary authorized for each, and of all
by car number of each car of coal pur-
chased and unloaded, or approximately
seven thousand cars each month.
Car Repair Accounting Bureau
The duties of this bureau consist of
checking repair records, to know that
the charges have been made in accord-
ance with the Master Car Builders'
Rules, preparing bills against Foreign
authorized increases in same, for the
purpose of preventing any additional
monthly positions or increases in same
being entered on the payrolls without
the proper authority.
Fuel Accounting Bureau
This bureau handles the records of
and prepares vouchers for payment of
all Company coal. A record is kept
Lines, and issuing vouchers in favor
of Foreign Lines for repairs to equip-
ment. Approximately two hundred
and sixty-five thousand repair cards
are priced, checked, etc., by this
bureau each month.
Stenographic Bureau
Miscellaneous stenographic and typ-
ing work.
36
ILLINOIS CENTRAL MAGAZINE
Comptometer Bureau
Computes and verifies payrolls,
vouchers, reports, etc.
Time Inspection Bureau
This bureau consists of a Chief and
Traveling Time Inspectors, whose
duties are to make surprise checks of
Maintenance of Way labor, Station
labor, and Shop labor forces, to know
that the employes checked are actually
on the work ; also instructing as to
how the records should be posted.
Traveling Auditors:
The duties of Traveling Auditors
are of a miscellaneous nature, such as
checking facilities used jointly by this
Company and Foreign Lines, to deter-
mine that there are only included in
the Foreign Line bills, items of ex-
pense that should be borne jointly by
this Company and the Foreign Lines;
and to know that bills rendered by
this Company against Foreign Lines
contain all items that should be in-
cluded in the joint account ; Checking
Division, Shop and Storehouse Labor
and Material records to know that the
charges have been properly computed,
and charged to the various accounts
as prescribed by the Interstate Com-
merce Commission, and any other mis-
cellaneous duties which they are called
upon to look into from time to time.
The Traveling Auditors also make
periodical visits to the Division offices,
and in a general way, go over the
various accounting matters with the
Accountants with a view of assisting
them in the way of instructing on
matters that are not being properly
handled, etc.
The successful handling of disburse-
ment accounts by this office and
others, depends largely upon the co-
operation of all concerned, such co-
operation being of mutual advantage
to all interested. This office is fully
cognizant of the volume of work and
difficulties experienced in connection
therewith, which the Division Ac-
countants and others have to deal
with, and it is the knowledge that full
co-operation between all concerned
will, to a great extent, lessen or make
more .easy the work of all interested,
that prompts this request.
Subsequent articles will define work
of the various bureaus in particulars,
especially treating upon the connec-
tion between reports furnished by
Superintendents, Master Mechanics,
and others, and the handling of same
in this office.
Rule 720
ILLINOIS CENTRAL RAILROAD COMPANY
The Yazoo & Mississippi Valley Railroad
Office of General Manager
Chicago, June 18, 1917.
Rule 720 of General Regulations of the Rules and Regulations of the Trans-
portation Department is herewith changed to read as follows :
"Minors under 19 years of age will not be employed in yard, train or engine
service. When minors are employed it must be with the written consent of
parent or guardian, on prescribed form, which must be filed with application for
employment." T. J. Foley,
General Manager.
Approved :
W. L. Park,
Vice President.
ILLINOIS CENTRAL MAGAZINE 37
George Creel, Chairman
The Secretary of State
The Secretary of War
The Secretary of the Navy
Committee on Public Information
Washington, D. C.
To the Employes of Illinois Central Railroad :
In order that the public may be thoroughly informed
upon the various activities of the Government during the
present crisis, President Wilson has established a Commit-
tee on Public Information.
This Committee is composed of the Secretary of War,
the Secretary of State, and the Secretary of the Navy, and
has as its chairman, Mr. George Creel. Its services are at
the call of any who may desire to be informed upon the
affairs of the Government, as they relate to the present
crisis.
It is peculiarly essential that those in charge of railroad
affairs should be well posted upon Government problems,
and this is therefore addressed to you with the hope that
you will avail yourself whenever you desire of the serv-
ices of this Committee.
All inquiries should be addressed to L. M. Harris, 8
Jackson Place, Washington,' D. C.
Memphis Convention of the Air Brake Association
By L. P. Streeter, Air Brake Engineer, I. C. R. R. Co.
HPHE Twenty-fourth Annual Conven-
tion of the Air Brake Association
was held at the Hotel Chisca, Mem-
phis, Tenn., May 1st to 4th, inclusive.
The convention was opened by pray-
er offered by Right Reverend T. F.
Gailor, Bishop of the Protestant Epis-
copal Diocese of Tennessee.
Hon. Thomas C. Ashcroft, Mayor of
Memphis, welcomed the delegates on
behalf of the city, and Mr. W. C. John-
son, President, Chamber of Commerce,
extended greetings, followed by an in-
spiring and patriotic address by Hon.
Bolton Smith, of the League to En-
force Peace.
In the absence of Vice-President
Park, who was unavoidably detained
in Chicago, Terminal Superintendent
Walsh greeted the convention on be-
half of the Illinois Central and other
railroad interests. Delegates repre-
senting the principal railways of the
country were present, and the follow-
ing papers were presented and dis-
cussed.
Slack Action in Long Passenger
Trains, Its Relation to Triple Valves
of Different Types, and Conse-
quent Results in the Handling
of Passenger Trains
By Mr. J. A. Burke, A., T. & S. F., and
Mr. Wm. Hotzfield, of the Soo Line.
This paper can be considered as sup-
plementary to the paper following, by
the committee on slack action on long
passenger trains.
What Is the Safe Line of an Air Brake
Hose?
Committee : M. E. Hamilton, St. L.
& S. F., chairman; Jno. W. Walker,
Pennsylvania; M. S. Belk, Southern,
and George W. Noland, Pennsylvania
Lines.
This subject is admittedly one of the
most important brought before the as-
sociation, both from the point of safety
and expense involved. Primarily the
committee's object was to formulate a
definite recommendation for the M. C.
B. Association, which will follow
shortly.
Handling Heavy Tonnage Trains on
Grades with Air Brakes Exclusively.
Committee: C. H. Rawlings, D. &
R. G., chairman ; J. E. Fitzgerald, Ten-
nessee Central ; L. S. Ayer, Southern
Pacific, and C. T. Goodwin, B. & O.
This paper touched on the features
involved in grade operation, principally
2 per cent or over, use of retainers, also
the necessity of hand brakes only when
trains are standing on grade.
Suggested Practice of the Cleaning and
Lubricating of Brake Cylinder
Packing Leathers
By Mr. R. C. Burns, Pennsylvania
This paper brought out a new prac-
tice of handling work of this character,
the savings due to the reclaiming of
packing leathers, and the elimination
of kerosene as a cleaning medium.
Recommended Practice
Committee: S. G. Down, W. A. B.
Co., chairman; H. A. Walhert, W. A.
B. Co.; N. A. Campbell, N. Y. A. B.
Co. ; J. R. Alexander, Pennsylvania ;
H. A. Clark, Soo Line.
The work of this committee is to
standardize and revise the practices in
connection with modern engine and
car equipment.
Slack Action in Long Passenger Trains
Committee : G. H. Wood, A., T. & S.
F., chairman ; L. S. Ayer, Southern
Pacific; M. S. Belk, Southern; J. A.
Burke, A., T. & S. F. ; W. J. Hatch,
Canadian Pacific ; M. E. Hamilton, St.
L. & S. F. ; C. U. Joy, N. Y., N. H. &
H. ; T. F. Lyons, N. Y. C. ; W. F. Peck,
38
ILLINOIS CENTRAL MAGAZINE
39
B. & O. ; M. Purcell, Northern Pacific ;
William Spence, Grand Trunk, and L.
P. Streeter, I. C. R. R.
The report of this committee, which
is carrying on a country-wide investi-
gation of this important subject, with
a view of making definite recommenda-
tions to the railways through the M.
C. B. Association, to reduce rough han-
dling to a minimum, rendered a pre-
liminary report of progress to date,
which leads us to believe that the pres-
ent situation can be materially im-
proved when all of the evidence is in
and carefully weighed.
All papers were fully discussed, and
many points of interest brought out
that will be of value in bringing about
a higher efficiency in brake operation
and maintenance.
The strictly professional papers and
reports were followed by illustrated
lectures and moving pictures as fol-
lows :
Illustrated lecture on the manufac-
ture of shrapnel shell, also moving pic-
ture and lecture on the operation of the
triple valve, supplemented by lantern
slides on "Freak Inventions," by Mr.
W. V. Turner, Manager of Engineer-
ing, W. A. B. Co. Mr. Turner's lec-
tures are always of keen interest and
features at our conventions, and as
usual he did not disappoint us.
Mr. W. E. Dean, Jr., one of Mr.
Turner's assistants, gave an interest-
ing illustrated lecture on the func-
tional inter-relation between the com-
ponent parts of the air brake system,
which brought out clearly many funda-
mental facts relating to the art.
The following Railway Associations
were represented :
Master Car Builders' Association,
Mr. F. B. Barclay, Superintendent
M. P. ; American Railway Master Me-
chanics' Association, I. C. R. R., Mem-
phis ; Traveling Engineers' Association,
Mr. J. B. Feeny (President), Traveling
Engineer, I. C. R. R., Memphis; Rail-
way Signal Association, Mr. W. M.
Vandersluis ; Signal Engineer, I. C.
R. R., Chicago ; Railway Storekeepers'
Association, Mr. W. D. Stokes, Assist-
ant General Storekeeper, I. C. R. R.,
Memphis; International Railway Gen-
eral Foremen's Association, Mr. W. F.
Lauer, General Foreman, Shops, Mem-
phis ; American Railway Electrical En-
gineers' Association, Mr. L. C. Swaf-
ford, Division Electrical Foreman,
Illinois Central R. R. Co., Memphis.
The general and well arranged ex-
hibits by the railway supply men of the
association were most interesting and
complete. Fifteen manufacturers of
devices and products allied with the
art, co-operated to make this feature a
success. The entertainment was ably
conducted by the chairman in charge,
Mr. B. J. Feeny.
A trip by special train was tendered
by the Illinois Central to the Cotton
Compress of the Memphis Terminal
Corporation, who threw open their
plant to our inspection, and personally
conducted the delegates through.
A river trip on the Steamer Idlewild,
also an automobile trip to the Memphis
Country Club, where luncheon was
served, was tendered by the Chamber
of Commerce. Two informal and one
convention dance were given, also a
reception, at which Miss Margaret
Woodrow Wilson, daughter of the
President, was the guest of honor.
The association also provided an Old
Southern Negro Entertainment of un-
usual interest.
Mr. L. W. Sawyer, N. Y. A. B. Co.,
Assistant Chairman of the General
Committee on Arrangements, ably co-
operated with Mr. Feeny, and all
agreed that in interest manifested,
work accomplished, and entertainment,
the convention was the best in the his-
tory of the association.
The officers for the ensuing year were
elected in the following order:
President, Mr. C. H. Weaver, N. Y.
C., Cleveland, Ohio.
First Vice-President, Mr. C. W. Mar-
tin, Pennsylvania, Jersey City, N. J.
Second Vice-President, Mr. F. J.
Berry, N. Y., O. & W-, Childs, Pa. -
Third Vice-President, Mr. T. F.
Lyons, N. Y. C., Cleveland, Ohio.
40 ILLINOIS CENTRAL MAGAZINE
Secretary, Mr. F. M. Nellis, W. A. B. S. B. Chapman, J. Cronin, H. E.
Co., New York, N. Y. Exby, B. J. Feeny, W. T. Getly, F. H.
Treasurer, Mr. Otto Best, Nathan Hinton, T. J. Hunt, W. L. Ickes, J. |.
Mfg. Co., New York, N. Y. Millett, H. V. Neville, P. H. Ryan, C.
Executive Committee E Sieber> j. W. Shepherd, A. G. Tur-
^L. P. Streeter, I. C. R. R., Chicago, ]ey> s Tudey and w G Weldon
Mark Pursell, N. P., St. Paul, Minn. Master Mechanic Watkins, of Mem-
George H. Wood, A., T. & S. F., Phls' was present; also air brake men
Topeka, Kan. from Chicago, Freeport, Mattoon, Cen-
C. M.' Kidd, N. & W., Roanoke, Va. tralia, Memphis and McComb.
R. C. Burns, Pennsylvania, Altoona, Before adjournment the convention,
Pa. representing over 1,100 members, sent
Sixteen traveling engineers of the a telegram to President Wilson pledging
I. C. R. R. and the Y. & M. V. R. R. its support as a whole to the nation's
registered as follows : cause.
A DESERVED COMPLIMENT TO THE ILLINOIS CENTRAL
DINING SERVICE
Des Moines, Iowa, March 15, 1917.
Mr. W. C Francis, Supt.,
Dining Car Service.
Illinois Central Railroad,
Chicago, Illinois.
Dear Mr. Francis:
I take just a moment to write you in commendation of Conductor T. R. Collins of your
dining service between Cherokee, Iowa, and Sioux Falls, South Dakota. I eat very fre-
quently on dining cars in the Iowa service but I have never had finer service than that
which Mr. Collins and his corps of assistants gave me. The food was appetizing and
served in the most acceptable manner. The car is sanitary, all of which is certainly
most commendable. I believe in giving the flowers to the living.
Yours very truly,
Aretas E. Kepford,
State Lecturer
LETTER FROM THE SUPERINTENDENT OF THE ASSO-
CIATED PRESS THANKING SUPERINTENDENT OF TELEGRAPH
F. T. WILBUR FOR ASSISTANCE IN PROCURING INFORMATION
BEARING UPON THE TORNADO AT MATTOON, ILLINOIS.
Chicago, Illinois, May 23, 1917.
Mr. F. T. Wilbur,
Chief Telephone & Telegraph Service,
Illinois Central Railroad Co.,
I. C. Terminal, Chicago.
My dear Sir : — Please accept my thanks for your courtesies to The As-
sociated Press on May 26th, in giving us information about the tornado at Mat-
toon, Illinois. We gave the Illinois Central credit for getting out the first dis-
patches.
Yours sincerely,
PAUL COWLES,
Superintendent.
SAFETY FIRST
General Safety Meeting Held in the Office of Superintendent, at Water
Valley, Miss., Monday, April 16th, 1917.
PRESENT:
A. D. CAULFIELD, Superintendent, Chairman.
N. W. SPANGLER, Train Master.
W. H. PETTY, Train Master.
L. S. HOUSTON, Chief Train Dispatcher.
S. R. MAULDIN, Master Mechanic.
C. E. SEIBER, Traveling Engineer.
J. J. DESMOND, Road Master.
G. M. HUBBARD, Supervisor, Bridges and Buildings.
G. R. WILKINSON, 'Supervisor, Grenada District.
J. F. WATTS, Supervisor, Jackson District.
G. H. PEACOCK, Supervisor, Water Valley District.
W. E. McCUNE, Supervisor, Aberdeen District.
J. T. WESTBROOK, Assistant Engineer.
R. L. BELL, Carpenter Foreman.
J. E. LUFKIN, Signal Foreman.
"J. C. TURNAGE, Bridge Foreman.
J. H. BLACKBURN, Section Foreman.
W. L. ALBRITTON, Section Foreman.
I. L. CHAPMAN, General Foreman, Durant.
* R. R. ROYAL, General Foreman, Water Valley.
W. E. Hoyt, Storekeeper, Water Valley.
C. M. McELROY, Special Agent.
W. F. ADAMS, Yard Master, Water Valley.
B. A. Talbert, Agent, Winona.
E. M. SHERWOOD, Agent, Grenada.
M. L. HAYS, Agent, Water Valley.
E. I. NEWTON, Conductor, Jackson District.
W. E. WOODSON, Conductor, Jackson District.
M. L. BATES, Conductor, Jackson District.
W.J. ROYAL, Conductor, Water Valley District.
E. W. WHITLOCK, Conductor, Jackson District.
J. W. TARVER, Chief Clerk to Superintendent.
C TATEMENTS read of fatal and serious personal injuries occurring on the
different Divisions in March.
It is observed that the troops now guarding some of our bridges are not
as careful as they should be. We will call on these Guards and request them
to not sit on track, also not walk over the bridges which they are guarding,
and call their attention to the fact that men guarding structures have been
41
42
ILLINOIS CENTRAL MAGAZINE
killed in other part of the country, account of not exercising reasonable pre-
caution in keeping off track and bridges.
Supervisors and Road Master requested to continue campaign with Sec-
tion Foremen to the proper placing of their men, tools, etc., on motor and
hand cars, and not running same at an excessive speed.
It is observed that there are a good many trespassers on trains at this
time. Good many of the negro laborers that have been carried north by La-
bor Agents are beating their way back south on trains.
Attention called to recent injury to Conductor, caused by curtain over
cab window of engine striking seed house on siding. Seed house at this and
a number of other points too close to siding since size of locomotives has in-
creased. Making campaign to have all of these houses moved back standard
clearance.
First three months of 1917, 76 cases of personal injury on Mississippi
Division, as compared with 113 same period last year. We feel that campaign
we have been making on personal injuries has been effective and all concerned
requested to bring about a further reduction.
BY COMMON SENSE, AVOID
WASTE
In these thrilling times of high prices
and food shortage, it is not amiss
to suggest Common Sense as a leading
factor to reduce wastage to a minimum.
Care in seeing that matches, lighted or
unlighted, are not dropped or thrown
down, will avoid many fires as well of
property in buildings as in meadows or
grain fields.
Meadows and small grain growing
near public highways or railroads is,
especially of a dry season, a source of
much waste. A few rows of corn be-
tween hay or small grain surface will
avoid thousands of dollars of loss from
human and animal food sources.
A strict compliance with the stock
laws of the several states will largely
reduce the destruction of horses, cattle
and hogs by railroads, automobiles, and
wire fences. It is much safer to cut
growing grass along the highways and
in the streets and alleys, and carry it
to the barn, or to a safely enclosed feed
lot, than to turn or even picket animals
on or near the danger locations. The
money damages recovered for destroyed
small grain, grass, or animals, does not
replace horse for service, or the bovine
or swine for food.
These suggestions are pertinent to all
times — but in this period of war stress,
they are of prime importance. Due heed
to them is not only prudence, but, still
greater, it is patriotism.
Apply good old-fashioned Common
Sense, and avoid waste or reduce it to
the unavoidable minimum, and not only
thousands of but millions of money, but,
more important, incalculable SUB-
STANCE necessary to the sustenance
of both human and animal kind, will
be conserved. — EnPassant. Toledo, 111.,
May 12, 1917.
Division Passenger A?ent R. J. Carmichael of
Chicago, 111., in the foreground; District Pas-
senger Agent G. G. Truesdale of Pittsburg, Pa.,
in the rear, at the Passenger Agents' Meeting,
Vicksburg, Miss. We hope the difference in size
is not indicative of their ability to secure bus-
iness.
How to
It is not trie Science or curing Disease so much as trie prevention 01 it
tfiat produces tne greatest ^pod to Humanrty. One of me most important
duties of a Health Department should be tne educational service
A A A A teaching people how to live A A A A
Hot Weather Suggestions
T
HE great American humorist, Mark
Twain, once said, "In July and
August wash feet." This is excellent
advice inasmuch as the proper care of
the feet, and especially the application
of cold water to them, has a tonic ef-
fect. There are also many other im-
portant injunctions that can later be
given to make life more pleasant for
the busy worker, especially during the
hot months. The heated period of
summer is the most trying one of the
year, especially for those employed,
who must remain at their duties day
after day in spite of the long hot days.
In order that these trying and unpleas-
ant months may not be the means of
disabling our employes the following
suggestions are offered:
What To Avoid
Avoid alcohol in all its forms, i. e.,
wine, beer, whiskey and brandy. These
should be especially avoided during
the hot weather.
Avoid meat. All kinds of meat
should be taken sparingly or not at all
during the heated period, and meat or
fish should not be taken more than
once a day in the hot summer months.
Those who do not eat any meat will
be better off.
Avoid tea, coffee, sugars and all
sweets.
Avoid overeating. It is unwise to
overeat at any time, but particularly
unwise to overeat during hot weather.
Keep the digestive organs in the best
possible condition. All the meals
should be light, and especially for of-
fice workers. Light and frequent
meals, with plenty of water between,
are in the right line for all hot weather.
Avoid drinking too much ice water.
This is particularly applicable if one is
employed in a hot power house and
engine house, or exposed to the hot
rays of the sun.
Avoid the hot rays of the sun. If
necessary to work in the hot sun some
protection should be used over the
head in the way of a sun helmet or
vegetable leaves in the hat. These
prevent the sun's rays from striking
directly on the head. If possible ar-
range to do more work in the cooler
part of the day.
Avoid taking extremely cold baths
when the skin is covered with perspi-
ration.
Temperature of the Water
If no warm water is available it is
much better to first cool the body
somewhat by applying cold water on
the wrists and forearm. Also bathe the
face and neck. Never plunge into a
cold bath or cold water, as in swim-
ming, without first cooling the body
temperature.
Avoid as far as possible active exer-
cise while in the hot rays of the sun,
especially during the hottest part of
the day — at noon. Take active exer-
cise, but avoid tljis hottest part of the
day. If working in the hot sun it is
wise to step in the shade for a few
moments from time to time.
Avoid constipation. When the flu-
ids of the body are drained off by pro-
43
ILLINOIS CENTRAL MAGAZINE
fuse perspiration, the contents of the
lower bowel become less fluid and con-
stipation develops. Avoid this by
drinking quantities of water and fruit
juices to overcome this condition.
What To Eat
First : Eat vegetables. Vegetables
should be the principal part of the diet
during the heated period of the sum-
mer. The green vegetables especially
are beneficial during this period.
Second : Fruit juices and fruit sal-
ads are palatable as well as cooling.
Lemonade, orange juice, grape fruit
and all kinds of citrous fruits are to be
taken freely. These should not be
taken ice cold, however.
Third : Eat coarse food, whole
wheat bread, bran muffins and cereals.
Fourth : Fish. All kinds of fish are
excellent food in hot weather. The
prophets of old urged upon their peo-
ple : "These ye shall eat that are in the
water; all that have fins and scales
shall ye eat." (See Deut. 16:9-10.)
Beef and chicken soups with crack-
ers or bread are important articles of
diet.
Drink plenty of water. A hot dry
mouth is indicative of a lack of fluids
in the body. Oatmeal or barley water
are good drinks and are commonly
used in the heated terms of the sum-
mer.
Never drink milk after eating fish
or fruit salads. You would not think
of pouring milk over the fish or salad ;
therefore, avoid mixing them in your
stomach. Inharmonious combinations
like this are accountable for many of
the stomach disorders. If you wish
milk or buttermilk take these at a dif-
ferent meal from your fish and salads.
What To Do in Hot Weather
Slow up your pace in the hot weath-
er. Take things easier. Bathe often.
Exercise freely, but early in the morn-
ing. Sleep nine hours a day. It is
lieneficial to get a little rest in the aft-
ernoon if practicable. Take a glass of
buttermilk or milk on retiring. Avoid
constipation. Drink plenty of water to
make up for the fluid that is lost in
perspiration. Oatmeal or barley water
is an excellent drink. Protect the head
by the use of an umbrella or wearing
a helmet, such as is worn in the trop-
ics. This is especially of advantage to
those who are susceptible to the hot
rays of the sun.
Employes Are Reaping the Benefit of the Hospita/
Department and Are Very Appreciative
of Attention Received
Water Valley, Miss., Sept. 25th, 191G.
Dr. G. G. Dowdall,
Chief Surgeon,
Chicago, 111.
Dear Doctor:
It fell to my lot to be a patient in the Illinois Central Hospital, Chicago, for two
weeks, in July. I. am taking this opportunity to thank you and your entire staff for
the good treatment given me while there. You have furnished us with an institution
that is equal and in many respects far superior to many hospitals in the country, where
every employe can go and feel that he will receive the very best of care. It is a place
where the poorest laborer gets the same attention as the highest official or any one
else, and I can certainly consider the 50c assessment levied each month the best invest-
ment any employe can make.
Wishing the hospital much success, I remain,
Your friend,
(Signed) Fred Pearson,
Engineer,
Mississippi Divison.
Monthly Staff Meeting of Signal Maintainers and
Signal Foremen of the St. Louis Division
On June 1, 1917, the monthly signal department of the St. Louis Division
staff meeting was held by making an inspection over Signal Maintainer H. R.
Wasmer's section by the following officers and Signal Department employees:
W. Atwill, Supt. ; P. E. Thornley, Maintainer.
J. H, Butridge, Chief Signal Inspector; J. E. Coleman, Maintainer.
P. W. Martin, Signal Inspector; J. Rader, Maintainer.
P. G. Pendorf, Supr. Signals; A. Rader, Maintainer.
W. Rieck, Material-man; C. E. Ferrell, Maintainer.
F. W. Partridge, Signal Foreman ; H. R. Wasmer, Maintainer.
E. E. Goddard, Signalman ; W. F. Turk, Maintainer.
J. Shadwick, Signal Foreman ; J. O. Brady, Maintainer.
C. Kruger, Maintainer; F. Kennedy, Maintainer.
C. Anderson, Repairman; S. Speck, Maintainer.
J. O. Wells, Maintainer; P. E. Greene, Maintainer.
J. Hultz, Maintainer; J. E. Bethel, Maintainer.
C. F. Weld Supr. Signal, Springfield Div. ; Wm. Krause, Buda Company.
H. R. Wasmer's section was selected as the best maintained on this division.
The trip was made by using a No. 32 and No. 19 Buda motor car and push
car coupled to No. 19 Buda car, and stops were made at most of the signal loca-
tions. The idea was to impress on each maintainer that each section on this
division is expected to be maintained in the future in accordance with the
standard set up by maintainer H. R. Wasmer.
Signal Department
Employes
Carbondale, 111..
45
lii '||l
TRANSPORTATION
DEPARTMENT
United Effort
By T. L. Dubbs
HpHE successful operation of a Rail-
road today consists of not only
moving the traffic promptly and in ro-
tation, with due regard for the relative
kind of commodity to be transported
and at a rating of power and a speed
both determined by tests as being the
best adapted for the production of the
most satisfactory results ; but the con-
serving in many ways of net earnings
so that they can be used for their right-
ful purposes instead of their being dis-
sipated unnecessarily.
The money paid for Personal Inju-
ries, Lost Freight, Damaged Freight,
Live Stock killed and injured, Fire
Claims, etc., amounts to 14% and
avoidable damage to track and equip-
ment to '10%, making a total of 24%
of the net earnings of the railroads in
the United States, the aggregate of the
money so paid annually is one hundred
millions of dollars.
We should, by a careful study of dif-
ferent features, prevent 75% of these
claims and damages, which would re-
sult in an annual saving of seventy-five
millions of dollars.
We have all been kept well informed
concerning the cost to our railroad of
the freight lost and damaged ; we have
been thoroughly drilled in the ways
necessary to prevent such loss and
damage ; we have been made familiar
with the results of failing to practice
Safety First methods insofar as the
safety of ourselves and others and
property are concerned and that splen-
did results can be obtained by a cam-
paign of good examples and hearty co-
operation.
We know that live stock upon the
right of way and station grounds con-
stitutes an important claim factor, as
well as a hazard involving the safety
of persons and property.
Owners of stock, where stock laws
exist, should be required to keep their
stock off the railroad company's prop-
erty, otherwise such steps should be
taken by the proper employes to have
this stock taken up and handled in ac-
cordance with the law by the desig-
nated county or city officer as the law
provides. Where no stock law exists
every effort should be made to have
one passed at the first session of the
state legislative bodies, and a vigorous
campaign conducted with the owners
of stock by the supervisors, section
foremen, and if necessary, other di-
vision employes and officers interview-
ing such owners personally, and also
endeavor to secure the co-operation of
the influential ^people along the line of
road for the purpose of interesting
them upon the subject with a view of
having stock controlled and laws
passed restricting it from running at
large.
In connection with the destruction
and injury to live stock, due consider-
ation should be given to the waste in-
cident thereto, as no one realizes any
return from this waste, on the other
hand as stated above it constitutes not
only a hazard, but an expense also.
Every effort should be made to re-
move whatever obstructs the view at
highway crossings at grade. If this
is not possible an effort should be made
to change the location of the crossing
46
ILLINOIS CENTRAL MAGAZINE
47
to a point where a clear view can be
had of the track for a reasonable dis-
tance in both directions.
Care should be exercised in the in-
spection of trains at all points where
an organization is maintained for that
purpose, and an inspection should be
made on line of road as frequently as
circumstances will permit.
Particular attention should be direct-
ed to the condition of draft rigging,
brake rigging and other equipment
which is liable to cause derailments or
serious damage if it should become de-
tached and fall upon the track.
Every effort should be made to in-
sure every car being loaded to its sten-
ciled capacity, and if possible to carry
the additional 10%, and under all cir-
cumstances should be loaded to their
cubical capacity, and where the com-
modity is of such a light character that
it is impossible to get a reasonable
amount of weight into the ordinary car,
cars of greater cubical capacity should
be selected.
The matter of loading and unloading
cars promptly should be kept constant-
ly before the consignor and consignee.
The free time clause should not be
taken into consideration, but the cars
should be loaded and unloaded upon
the first day, the fact that this can be
done with the greater percentage of
cars used has been demonstrated to the
satisfaction of all concerned upon the
Pacific coast.
A campaign should be conducted
against the plan of billing cars to dif-
ferent points for reconsignment, using
them as warehouses until a satisfac-
tory sale of the commodity which they
contain can be consummated.
Railroads are burdened with a great
deal of expense and loss in efficiency
of equipment by reason of having to
handle shipments consigned to ship-
pers' order, necessitating cars being
delayed waiting for bill of lading to be
produced and then forced to additional
expense switching cars to delivering
tracks. This, in many instances, not
only delays cars directly involved, but
interferes with the proper and econom-
ic handling of other business at the
station.
A special campaign should be con-
ducted towards having all cars billed
to their final destination direct. Di-
visions, districts and terminals should
keep in close touch with each other so
as to insure the distribution of power
in such a manner that the loading will
be moved district to district and di-
vision to division promptly; this at
times may necessitate the running of
light power.
A study should be made of the util-
ization of cars for loading in both di-
rections to as great an extent as pos-
sible with a view of reducing empty car
miles.
There are about 2,283,000 freight
cars in the United States today. It has
been demonstrated by increasing the
load per car a small per cent, by load-
ing and unloading cars promptly, and
by moving them without delay, we can
increase their efficiency 33^%, it will
therefore be observed that by careful
supervision and hearty co-operation we
can add the equivalent to the car effi-
ciency of equipment of 761,000 freight
cars, or in other words, move the busi-
ness we heretofore would require 3,-
044,000 freight cars with the 2,283,000
cars we now have.
In view of the fact that it is neces-
sary for us to conserve not only the
materials and the labor which we pos-
sess in order to divert them to other
and more necessary purposes, it de-
volves upon us to take advantage of
every short cut within our power, and
in order to do this all concerned must
eliminate the personal equation in-
volved and view it from a standpoint
of patriotism.
People not connected with the rail-
roads and their successful operation
should realize that every citizen of the
country is in a large measure interested
in their economic operation, as the cost
of transportation is based on this fact,
also the advantages they personally de-
rive from having these facilities for
their convenience.
48 ILLINOIS CENTRAL MAGAZINE
There is no doubt, that if these American citizen will call forth that
matters are brought to the attention of hearty co-operative effort for which
those responsible or concerned, the pa- our people are noted, and the results
triotic spirit which is the dominating obtained will be gratifying beyond our
factor in the make-up of every true expectation.
Illinois Central Railroad Company
The Yazoo & Mississippi Valley Railroad Company
Chicago, Memphis & Gulf Railroad Company
Chicago, June 15, 1917.
TO ALL EMPLOYES :
So far as is consistent with their duty to the government, the public and
the general body of employes, it will be the policy of the above named railroad
companies to, upon their return, re-employ, in the same or equally as good posi-
tions, those leaving their employ to enter Military or Naval Service during the
present war, provided the necessary physical examination is successfully passed
and application for such re-employment made within sixty days after an honor-
able discharge from war service. In so far as is practicable, their seniority
rights shall be protected, but the time absent will be deducted.
Those leaving the employ of these companies to engage in Military or Naval
Service will, upon return to such employ, be given continuous service in so far
as pension rights are concerned, with the exception that the time absent will
be deducted from their service records.
No salary will be paid to any employe who may now be in or who may
hereafter enter Military or Naval Service, and while recognizing the patriotic
duty of their employes, and desiring to assist them in every consistent manner,
the above must in no way be construed as binding upon these companies to keep
open any position or give any employment at the termination of Military or
Naval Service. C. H. MARKHAM
President.
Appointments and Promotions
Effective July 1, 1917, at a meeting of Mr. John J. Pelley, superintendent of the
the board of directors held in New York, Memphis Division, is extended to include
June 27, 1917, Mr. W. D. Beymer was Memphis Terminal, vice Capt. John M.
elected comptroller, vice Mr. M. P. Blau- Walsh, terminal superintendent, who. has
velt, resigned to iccept service with an- accepted an appointment in the United
other company. States Army.
Effective June 1, 1917, Mr. Lewis H. Bond Effective June 16, 1917, Mr. Mark Fenton
is appointed assistant engineer maintenance is appointed assistant general development
of way, with office at Chicago, vice Captain agent, headquarters Memphis, vice Mr. G.
William G. Arn, who has accepted an ap- B. Harper, promoted.
pointment in the United States Army. Effective June 1, 1917, Mr. E. H. Doug-
Effective June 16, 1917, Mr. G. B. Har- las is appointed traveling freight and pas-
per is appointed general development agent, senger agent, 207 Crocker Building, San
headquarters Chicago, vice Mr. John C. Francisco, Cal., vice Mr. W. R. Burns, re-
Clair, resigned after many years of efficient signed.
service to engage in other business. Effective July 1, 1917, Mr. W. Scott Mat-
Effective June 20, 1917. the jurisdiction of thews, is appointed dairy extension agent.
The Direction of [the Land Movement
By Mark Fenton, Assistant General Development Agent
CTUDENTS of economics see an im-
pending peril in the growing practice
of farm occupancy by tenants. The state-
ment is made that in some sections of
the country, the rate of increase of tenant
farmers over home owners is two to one,
and in the middle western states, includ-
ing Ohio, Illinois, Iowa, Nebraska and
Kansas, tenants on farms are becoming
more numerous than owners. In 1910
throughout the United States thirty-
seven of every one hundred farms were
operated by tenants as compared with
twenty-eight of every one hundred in
1890, an increase of thirty-two per cent
in twenty years. Nevertheless, there are
many young northern farmers who would
like to own and operate their farms,
but who have not the necessary means
to pay the high prices for lands that now
exist in the north, so the pertinent ques-
tion for consideration is — what can be
done to give those who wish to follow
the business of farming an opportunity
to own the land they cultivate? Un-
doubtedly, this is the ambition enter-
tained by every man and woman now en-
gaged in farming.
Our older residents recall the time
when farm land in the best agricultural
sections in the Union could be bought
for a very few dollars per acre. It is
easy to understand how these pioneers
in the business, although attended by
hardships, could acquire ownership of
the land they placed under cultivation
and due to its productiveness and great
enhancement in value, now find them-
selves in fairly good circumstances, and
in some instances, wealthy. It is de-
cidedly a different problem our present
generation of younger farmers confront.
It is true that the farmer of today is
better equipped with methods of opera-
tion, but it is only the favored few who
are in a position to pay $100.00 to $200.00
per acre for the farm they would like
to operate and own. Our foremost
students are endeavoring to devise means
of solving the problem, and with some
measure of success. The vast army of
farmers and others who aspire to be-
come such, are casting about for a ter-
ritory where their generally limited capi-
tal will permit purchase of the farm they
desire to operate and where the soil,
climatic and marketing conditions prom-
ise a fair measure of success.
The free lands of the United States
and Canada are mostly gone. Such
tracts as are left are valuable more on
account of their scenic nature than other-
wise. During the period our National
Government was giving land away in
the west and north-west, the trend of
the land movement was in those direc-
tions. Little was known of the wonder-
ful opportunities for farming and stock
raising in that vast section south of the
Ohio river. Today we find conditions
exactly reversed. The direction of the
land movement is no longer to the north
49
50
ILLINOIS CENTRAL MAGAZINE
and northwest, but to the south. The
best farmers in this country have started
a great migration which will make use
of the large areas of splendid agri-
cultural land in the lower Missis-
sippi Valley. There is only one sec-
tion of the United States where large
tracts of good cheap land are avail-
able— and that is in the South.
The state of Mississippi alone has twenty
million acres of unimproved land that
can be bought for from five dollars per
acre up, varying with location and im-
provements. Going farms, with all of
the necessary improvements, including
houses, barns, etc., can be bought for
twenty dollars per acre up, varying with
quality of improvements and distance to
towns and the railroad. This vast area
is situated between the 30th and 35th
parallels of latitude, the latitude of the
greatest variety of products and fruit-
fulness. Mississippi is a temperate zone
state, bordering on the semi-tropics.
Most of the state is from three hundred
to five hundred feet above the sea level.
There are a great variety of soils, adapted
to the growing of a large number of
crops. Here we find the desirable com-
bination insuring the success of the
farmer who is willing to apply himself,
viz. : good soil, warmth and moisture.
Good soil is readily fourfd in most states,
but warmth is not always dependable
and in the northen states, the growing
season is confined to five months at the
best. The Mississippi winter is the seed-
ing season, and something can be grown
every month in the year. It is a ter-
ritory in which the farmer does not have
to spend in the winter what he has saved
in the summer. Climate has a cash value.
The number of growing days to a very
great extent determines the success or
failure in crop production, number of
crops that can be grown, and to a con-
siderable extent, the actual cash returns.
Mississippi winters are short, with little
or no snow, . no severely cold weather,
early springs and long summers, without
extremes of heat. There are no heat
prostrations in this territory. The rain-
fall is from 45 to 60 inches, generally
well distributed. There is an abundance
of good drinking water, and conditions
generally make for a healthy country.
The mortality rate of the state is about
thirteen per thousand. Looking at the
long growing season from a financial
standpoint it will be readily appreciated
that the Mississippi farm with two hun-
dred and fifty growing days per year
has a great advantage over the Canadian
farm with less than one hundred grow-
ing days. Houses and barns are far less
expensive, so little protection from the
cold being needed. The same applies
to the fuel and clothing, and to a con-
siderable extent, to heat producing feed
for stock.
For many years, cotton has been Mis-
sissippi's greatest crop, its long staple
being declared the best grown, selling
at an advance over ordinary market
quotations. Northern farmers have no
trouble growing cotton in Mississippi.
Any man who can raise wheat, corn or
oats, can produce cotton. While cotton
will doubtless remain one of the leading
crops, the unexcelled opportunities for
diversified farming, including stock rais-
ing and dairying, are fast being realized.
It has been demonstrated that grasses
and legumes can be grown in larger ton-
nage and with greater certainty in Mis-
sissippi than in any other state. Pas-
tureage lasts practically the entire year.
Hogs can be produced for from two and
one-half to four cents per pound, and
beef from four and one-half to six cents.
Corn is being grown to good advantage.
Little has been heard of Mississippi as
a corn state, due to the fact that the
acreage in this grain has been compara-
tively small. Climate conditions make it
a corn country. Much encouragement has
been given the Boys' Corn Clubs and
these boys, as well as their elders, are
very successful where proper methods
are employed. One boy made a record
yield of two hundred and twenty-seven
bushels on one acre. A farmer in
LeFlore county made a yield of one hun-
dred twenty-one and one-half bushels
per acre on a seventy-acre field. Heavy
yields of oats are also made, the highest
of which we have record being one hun-
dred and thirty-five bushels. While little
ILLINOIS CENTRAL MAGAZINE
51
attention has been given to the raising
of Irish potatoes, as a matter of fact,
Mississippi outranks the northern potato
producing states in yield per acre, an
average of ninety-one bushels per acre
having been secured throughout the
state. Had sweet potatoes been con-
sidered in the computation, this average
would have been much higher. The
state will grow successfully all the fruits
and vegetables of the temperate zone and
many of those of the semi-tropics. The
climate reduces frost damage to the min-
imum and the abundant rainfall makes
irrigation unnecessary. The state has
attained a country-wide reputation in
her truck crops, and great profits are be-
ing made. During the heavy shipping
season, vegetables are taken out of some
sections by the trainload to northern
markets. Rapid progress is being made
in dairying and the day is not far dis-
tant when Mississippi will rank as one
of our greatest dairying states. It has
the essentials — good feed, abundance of
water, and the climate. .
The state has an efficient system of
public education, which efficiency is being
constantly increased. There are good
graded high schools in all cities and
larger towns, also in most of the smaller
places. The University of Mississippi
is located at Oxford and the Agricultural
and Mechanical College, at Starkville.
A state normal is also maintained, and in
addition there are forty-five county
agricultural high schools and the smaller
public schools are fast being consolidated
into community high schools.
Attention is invited to the Develop-
ment Bureau of the Illinois Central Rail-
road Company, which will gladly aid any-
one seeking a desirable location for farm-
ing, by placing the inquirer in communi-
cation with such sources of information
as will enable him to make good farm
selection for the money he has to in-
vest.
The following letter is self explanatory
SUBJECT : Meritorious action on the part of Head Brakeman Roy Reese,
and Fireman Woodward, engine 1592, train 53, May 4, 1917, St. Louis Division.
Chicago, 111., June 5, 1917.
Mr. A. E. Clift,
General Superintendent.
Dear Sir: —
On May 4, 1917, as train 53, Conductor Hays, engine 1592, stopped at St.
Clair Avenue Crossing, East St. Louis, 111., at 1 :00 P. M., Fireman Woodward
and Brakeman Reese saw a negro approach Ft. D. D. M. & S. car 5586 in their
train, on the east side, and break seal, enter car, and, with the help of another
negro, pull out a trunk, and start away with it.
Engineer Eeck held train, while Fireman Woodward and Brakeman Reese
pursued the negroes, and caused them to drop the trunk, but, unfortunately, not
having fire arms, were unable to effect capture of the burglars.
Fireman Woodward and Brakeman Reese replaced the trunk back in the
car, and, when same was checked at the freight house at East St. Louis, May 5th,
it checked O. K.
This is so unusual that I think special mention should be made of same, and
some letter of recommendation should be sent to these two loyal employes, by
you, or division officials.
I have personally written them, thanking them for the service performed,
and expressing my appreciation of same.
Yours truly,
Tim T. Keliher,
Chief Special Agent.
CLEANINGS
from me
CIAIMS DEPARTMENT
Jnterosting - ~/Vews - of- 1)omgs • of
Claimants- Jn - and- Out - of* Court
1
HELD FOR MANSLAUGHTER
May 13, 1917, at 4 :45 P. M., fast pas-
senger train No. 202 on the Rock
Island, running between fifty and sixty
miles per hour on double track, struck
a Studebaker automobile at Midlo-
thian, a suburb of Chicago. The auto-
mobile was occupied by seven people,
six of whom were killed. The only
survivor was the owner and driver of
the car, Guy A. Ferree, a real estate
agent. Those who were killed were
Jacob Livingston, age 50, and his wife,
Mrs. Mary Livingston, age 45 ; Miss
Esther Nowitz, age 19 ; Miss Josephine
Tobin, age 30; Benjamin Hochstaadt,
age 37, and Benjamin Lobel, age 83.
An inquest was held on Tune 29th.
The Coroner took the jury to the cross-
ing where the catastrophe occurred and
viewed the surroundings. The Coro-
ner's jury returned a verdict to the ef-
fect that the owner and driver of the
car, G. A. Ferree, was guilty of crim-
inal carelessness amounting to man-
slaughter and bound him over to await
the action of the Grand Jury. Ferree
testified at the inquest that the auto-
mobile was running at the rate of three
or four miles an hour, and that he did
not know what struck him until he
woke up in the hospital and was old
that his automobile was struck by a
train. He testified that he did not see
or hear the train. The evidence
showed that there was nothing to pre-
vent him from seeing or hearing the
train if he had taken any precaution
whatever for his own safety and the
safety of those who had entrusted their
lives to him.
DEATH OF FIREMAN REYBURN.
After having been told recently of
the death of Fireman Reyburn, with
whom he had settled on account of a
serious injury, Claim Agent C. D.
Cary, of the Illinois Division, wrote
these few lines :
"I had not heard of the death of
Fireman Reyburn. I shall never forget
with what fortitude he bore the great
affliction that struck him down so early
in life. He was a noble, manly fellow;
52
ILLINOIS CENTRAL MAGAZINE
53
his condition was more than pitiable, and
at all times he was honorable and con-
sistent. It is fortunate for him that he
now is relieved of his suffering, but he
was prepared for it and often told me
that he did not believe that he would
last over two years. I am sad to know
that poor Reyburn is no more,"
DOG SUIT ENDED
H. C. Douglas, a farmer who resides
near Cordova, Ala., near the Frisco
tracks, was the owner of a white bull
dog, and on February 1, 1916, the dog
strayed upon the tracks, and was run
over and killed by an unknown train.
The Frisco section foreman claimed to
have passed the point of accident be-
fore north bound Illinois Central train
passed the point of accident, and no dog
was to be seen, but soon after this train
had passed the dead dog was found
upon the tracks, and it was then con-
cluded that the dog was run over and
killed by the Illinois Central train. After
several days it occured to the owner of
the dog that a recovery could be had
from the Frisco and the Illinois Central
railroads, jointly, and a suit was insti-
tuted against both railroads in the Justice
of Peace Court. A verdict was re-
covered for $25.00 against both rail-
roads, because no defense was offered,
but the case was appealed to the Circuit
Court of Walker County, and on April
2, 1917, the case was submitted to Judge
Curtis without a jury, and after hear-
ing testimony introduced by plaintiff
and defendant, the court readily ren-
dered a verdict in favor of the Illinois
Central as well as the Frisco Railroad,
for the reason that he was not fully con-
vinced whether the dog was negligently
killed or committed suicide.
DAMAGE CAUSED BY A ROAM-
ING COW
On the night of February 19, 1916,
several section men took a motor car at
Phillip, Miss., without first securing the
proper authority and made a pleasure
trip to Effie on the Charleston branch.
When returning about midnight the car
struck a cow which was lying in the
middle of the track at the end of a
trestle. One of the men on the car was
killed and several others were seriously
injured. The cow was also killed.
Notwithstanding the fact that the
men were operating the car without
authority and were not on duty or on
company business and the further fact
that the cow was trespassing on the
track, the owner of the animal placed a
claim in the hands of an attorney and
suit was brought. The trial resulted in a
verdict for the railroad. The owner
and his attorney, as is frequently the
case, could not be convinced that an
animal could be killed on the right* of
way and the railroad not be compelled
to pay for it, so they took an appeal
to the Mississippi supreme court, which
recently affirmed the judgment for the
railroad.
After the expenditure of considerable
time and money this claimant now knows
that recovery can not always be had
against the railroad where stock is killed
on the right of way. Had the owner
taken care of the animal and not per-
mitted it to stray at large, trespass
on the property of others, a human life
would have been saved and the owner
of the animal would still have his cow
and the money expended in his lawsuit.
One of the striking things about this
matter is that it never occurred to the
owner of this cow that he was in any
way responsible for this unfortunate oc-
currence. Doubtless he did not realize
at the time and perhaps does not yet
that he was largely responsible for the
death of the. man who was killed in the
collision with the cow.
In the early days when railroads
were practically unknown and there was
very little land in cultivation and the
country almost wholly undeveloped ; in
other words, when the country was in
the frontier state, it was customary to
permit stock to roam at large, but this
practice has long since been abandoned
except in Mississippi and parts of
Louisiana.
NOTHING FOR THE WHISKEY
ANTON STATKEVICE is the name
54
ILLINOIS CENTRAL MAGAZINE
of a saloonist in the village of West City,
which is attached to the west side of the
pretty little city of Benton, Illinois. Once
upon a time, in a court of justice, Statke-
vice swore that his real name was one
"Smith," but in the trial of the case here
briefly reviewed he vigorously denied
that Smith was ever his cognomen. This
is sufficient for purposes of identification.
At any rate, he was at the Illinois Central
freight station the afternoon of October
10, 1916, with a two horse outfit to
get a barrel of whiskey. After loading
the barrel into the wagon he left the team
unhitched and disappeared in the freight
house. While thus gone something hap-
pened to cause the animals to start away
in a walk. Realizing that no one was
on the wagon in control they moved fast-
er and faster, and eventually were in full
flight. The said barrel of liquor rolled
out, and striking the pavement with some
force, was lost. The Railroad Company
was sued for the value of the whiskey.
In the Justice Court the plaintiff testi-
fied that he was inside of the freight
house and did not see what occurred.
From a judgment against the company
the case was taken to the circuit court
where it was recently tried. There, Stat-
kevice testified that while he was in the
freight house all right, he, nevertheless,
had a clear view through an open door,
and he further testified that the sudden
"popping off" of steam from a locomo-
tive nearby, frightened the animals, and
thus caused them to run away. It was
abundantly shown upon the part of the
railroad that the engine was some dis-
tance away and the train was motion-
less. There was an absence of neglect,
and upon this showing the jury's verdict
was in favor of the Railroad Company.
TRIED TO KNOCK LOCOMOTIVE
OFF THE TRACK
ADAM RANKELL against the I. C.
R. R. was the style of a suit recently tried
in the circuit court of Franklin county,
Illinois at Benton. The facts briefly
stated, were, that this man and Police
Chief Wm. H. McEndree, occupying a
Ford machine, moving south on South
Main street between twelve and one
o'clock, midnight, October 30, 1916,
struck switch engine 824, which was
backing toward the east, about the back
driving wheel of the locomotive proper.
It will be appreciated that the locomo-
tive occupied the street and that the
tank had passed the line of the auto-
mobile's direction as it approached the
crossing. The automobile was slightly
damaged and both occupants were very
slightly injured. Both testified that they
were moving from eight to ten miles per
hour; that when about 25 feet from the
track they realized for the first time that
the locomotive was at the crossing; that
their car was in good order ; that brakes
were promptly applied, and notwithstand-
ing these facts the car slid perhaps 15 to
20 feet, striking the locomotive. Ran-
kell was heard to say to persons coming
up to the scene, "Hell, we tried to knock
the engine off the tracks!" Of course
he denied this statement in his dam-
age suit for ONE thousand dollars !
Upon the part of the defense the evi-
dence was that the auto was moving
from twice to three times as fast as was
claimed by the plaintiff; that the engine
was equipped with an oil headlight and
two smaller lights at the advancing, or
tank end ; that the locomotive was mov-
ing 5 or 6 miles an hour and that the bell
was ringing continuously. The jury con-
cluded upon these facts that the railroad
was not guilty. Mr. McEndee's suit for
$5,000 is still pending.
ASLEEP ON THE TRACK
Since the soldiers have been guarding
the railway bridges during the last few
months, four have been killed and four
have been seriously injured on the Illi-
nois Central System on account of fall-
ing asleep on the track. Watching bridges
in a peaceful country is a very tedious
and uninteresting job. In addition to
that, it has been proved from a scientific
standpoint that the hum of the rails is
almost as deadly as chloroform to those
who sit down on the track or near the
track. Dr. B. F. Ward, an eminent
physician and surgeon of Winona, Miss.,
wrote a very interesting article on this
subject, which apeared in the Memphis
ILLINOIS CENTRAL MAGAZINE
55
Commercial Appeal of June 15, 1917,
and which we here reproduce as fol-
lows:
"Within the last few months there have
been reports in the papers of several
young soldiers having been rather mys-
teriously killed while on duty guarding
bridges. These boys were, doubtless, all
asleep on the track, a situation from
which no one ever escapes unless there
is fortunately, some one near enough to
rescue them.
"Several years ago I read a paper be-
fore the Mississippi State Medical Asso-
ciation in which I stated the broad prop-
osition to which I still adhere, that, in
all the history of railroads, no human
being asleep on a railroad track, in touch
with rail or crosstie, was ever aroused
by an approaching train. They are al-
ways killed if they are alone.
"The purpose of the paper I presented
was to prove that anaesthesia, as
profound as that of chloroform or
ether, could be produced by mechanical
vibration such as that communicated to
the rail by the revolving car wheels.
"I had been studying the subject for
several years and watching, with much
interest, the reports of persons found
dead on the track and involving the
question ^whether they had been killed
by the train or murdered and placed on
the track to conceal the crime.
"I was fully satisfied that most of
these were cases of anaesthesia by me-
chanical vibration, but had refrained
from publishing my conclusions until I
had an opportunity of verifying them
by actual demonstration.
"The first positive illustration that
came under my observation was that of
a strong, healthy negro man who had
been at work all day in a wood yard
north of the town of Winona, and who
was on his way to his home a little
south of town about 9 o'clock at night.
He had purchased a few articles in
town, and, being fatigued and suffering
some with his feet, he sat down on the
end of a cross-tie, intending to rest
only a few minutes. He awoke next
morning about daylight and found him-
self lying on the ground parallel with
the track. He said he felt a little chilly,
as it was early in May and the morning
was quite cool, but was not conscious
of any other unpleasant sensation. He
wondered what he was doing there, and
on attempting to rise discovered that
there was something the matter with his
left arm, but did not feel the slightest
pain. His arm was lying across the
rail and a train had [passed over it,
crushing the elbow and the bone, for
two or three inches above the joint, to
a pulp.
"There 'was no train in hearing and
he did not know whether more than one
train had passed over his arm during
the night. He got up and walked to
town, holding the dead arm in the other
hand, showing not the slightest evidence
of shock. He sat on a stool and con-
versed freely with me while I was mak-
ing preparations to amputate his arm. I
inquired if he had been drinking, and he
replied, 'Doctor, I am one negro who
never drank any whisky in my life,' and
his fellow-laborers verified his state-
ment. I asked if he had taken any med-
icine, and he said no, that he had no
need for medicine, as he was in perfect
health.
"He had been soothed to sleep and
anaesthetized by the vibratory waves
and, in falling, was fortunate in lying
parallel with the track, only his arm
being across the rail.
"Since that time I have gathered, from
only a few railroads, more than 50 such
cases, some of them from eye-witnesses,
which of course is only a small fraction
of the number of similar cases through-
out the United States.
"My purpose in presenting the paper
to the State Medical Association was to
establish the fact that major operations
could be performed under anaesthesia
produced by mechanical vibration, with-
out the shock and depressing effects of
chloroform and ether.
"In fact, the patient would wake up
as normal and fresh as if he had been
in a natural sleep.
"Some of the bad results of serious op-
erations are due in part to the satura-
56
ILLINOIS CENTRAL MAGAZINE
tion of the system, for so long- a time,
with the poison of anaesthetics.
"The association received my conten-
tion with marked incredulity, because it
was entirely new to the medical and sur-
gical world, and doctors, as a rule, are
disposed to be skeptical about anything
that is claimed as a new truth unless
they find it printed in a book. They
seem to think that putting it in a book
invests it with some color of 'authority.'
"Only one member of the association
made any attempt to discuss the paper.
My good friend, Dr. Crisler, of Mem-
phis, took issue with me on a minor and
unimportant suggestion, but did not at-
tempt to analyze the principle of anaes-
thesia by vibration. I want to say this,
however, that it was the only time I
ever saw him confronted with any ques-
tion before an association of medical
men which he could not discuss intelli-
gently and forcibly. I love Crisler be-
cause his cerebration and thought range
extend beyond the mechanism of surgery
and the established routine of medicine.
In other words, he thinks instead of
seeking to accumulate useful information
by merely committing things to memory.
"The man makes a mistake who im-
agines he is educated because he has
stuffed his brain cells with lumber cut,
dried and dressed by some one else.
"It is claimed that there are several
billion of these minute brain cells in
every square inch of the brain surface,
each one of which is susceptible of reg-
istering, retaining and exercising a single
and separate thought.
"If this is true, there must be five or
six times as many thought cells in a
square inch of brain substance as there
have been minutes marked on the dial
plate of time since the Star of Bethle-
hem appeared to the shepherds of Ju-
dea.
"The New York Medical Journal
wrote a long editorial review of my ar-
ticle and was inclined to agree with me,
but said I should reduce it to practice
instead of theorizing about it.
"I wrote the Journal that I had pass-
ed the theory station and had estab-
lished, by actual demonstration, the
principle announced, but that I was
only a country doctor, and had given
this fact to the profession, hoping some
one in a great medical center like New
York, would take hold of it.
"I wrote to Mr. Edison to know if he
could help me out with it. He expressed
a very kindly interest in the matter and
said if it could be made practicable it
would establish a new era in surgery,
but said it was out of his line and would
require a new chain of experiments and
also the addition of a surgeon to his
staff, and demand more time than he
could possibly give to it.
"I expressed to him, as well as I
could, what I regarded as the basic prin-
ciple in the production of anaesthesia by
mechanical vibration. That the vibra-
tory waves should be uniform and rhyth-
mic, of the greatest possible delicacy to
begin with, increasing, with unbroken
rhythm, in intensity till profound anaes-
thesia was produced. For instance, if
the train was 25 miles away and main-
tained the same speed for that distance,
the vibratory wave would increase in
force and intensity with every revolu-
tion of the wheels as the train; ap-
proached a given point.
"My idea was that a circular rail could
be attached to the under surface of a
steel table, with a wheel, constructed
after the pattern of a car wheel, to run
on this rail, propelled by electricity, the
intensity of the wave to be regulated by
increasing rhythmically the velocity of
the wheel.
"I simply give this rude sketch to con-
vey the idea on which a perfect ma-
chine might be constructed.
"Of course, I am not pretending to
discuss the merits or the practicability of
anaesthesia by vibration in a communi-
cation like this, the immediate purpose
of which is to prevent people being
killed by sleeping on the track.
"Remember that the first effect of the
vibration is to induce sleep, especially if
it is night or the surroundings are very
still and the person is alone. Do not sit
or lie on the track if you are alone un-
less you want to commit suicide."
ILLINOIS CENTRAL MAGAZINE 57
The Commercial Appeal commented "The young man on guard duty,
editorially on Dr. Ward's article, as lonesome, tired and drowsy, is inclined
follows : to sit down on the end of the tie and
In another part of this paper we drops his feet into the ditch below Or
gladly print an article, "Asleep on the he ™? s* on the raii and Wlth his £et
Track," prepared by Dr. B. F. Ward. ms!de- T.he s.Plnt <?f sleep seizes him
and whether it is the result of vibra-
"The papers almost every day carry tjon or just general drowsiness, he is
stories of young soldiers on railroad sleepy, and trouble follows,
guard duty being struck by trains, run "Let the young man on guard duty
over and killed. Apparently many of wno is inclined to rest lean against a
these are asleep on the track. pOSt Or throw his arm around a paling
"Dr. Ward gives a scientific reason in the fence. In this way he will rest
for the young men going to sleep. The and will not fall asleep. But if he sits
doctor's theory is novel and interesting, down and drops his head over his
and, measured by the accumulation of breast, he is almost sure to take a little
incidents discussed, convincing. journey into the Land of Nod."
Good Showing in Fuel Conservation
Fulton, Ky., June 9, 1917.
Editor Illinois Central Magazine : —
The employes on the Tennessee Division are deeply interested in saving in
fuel consumption. Through efforts of division officers a pleasant rivalry has
been stimulated between firemen.
Fireman J. W. Anderton kept a record of his performance and below is
quoted letter he addressed to Traveling Engineer T. J. Hunt, on May 4 :
"I have made a test on fuel economy. The co-operation of the Engineer
and Fireman amounts to quite a great deal in fuel economy. I fire my engine
without keeping the safety valves open very much. My experience is that it is
best to keep coal cracked to the proper size and not putting too much on the scoop
each time, so it can be handled properly. Keep coal damp to avoid dust and
keep the deck clean, that no cqal is wasted. The number 'of scoops I use at a fire
depends entirely upon the conditions ; firing to the sides to avoid smoke. Grates
should only be shaken while the engine is drifting."
The report of fireman Anderton's performance is as follows :
Lbs. per Miles per
Engine No. Train No. Cars. Lbs. Coal. eng. mi. ton.
1149 10 11 6,720 57.5 34.8
1149 9 11 7,882 67.3 29.7
1061 6 8-4-6 9,128 65.2 30.7
1061 23-203 7-4 7,336 63.2 31.6
1061 24-204 4-6 5,852 50.5 39.6
1061 5 9-6 7,569 65.8 30.7
Engine 1149 is superheater and engine 1061 a saturated engine. Runs were
made between Cairo, 111., and Jackson, Tenn., a distance of 116 miles. A No. 3
scoop, estimated to carry 14 pounds per scoopful, was used in these tests.
The showing made in the above report is an excellent one and indicates
conclusively the interest Mr. Anderton is displaying in fuel economy.
I suggest that the performance be published in the magazine, as well as
Fireman Anderton's letter.
J. M. Egan,
Superintendent.
Final Maps and Profiles
By S. M. Sherman, Jr., Chief|_Draftsman
T N accordance with specifications for
maps and profiles as prescribed by
the Interstate Commerce Commission
for all of the railroads throughout the
country, the Valuation Department of
the Illinois Central Railroad Company
has organized a separate drafting
force, now engaged in preparing new
maps and profiles. For convenience
the entire system has been divided into
some 240 valuation sections, ranging
in length from a fraction of a mile to
129 miles.
For the past two years the govern-
ment has had several field parties mak-
ing a chain survey and inventory of
all physical property belonging to the
railroad, the various parties being di-
vided into Roadway & Track, Bridge
& Building, Right of Way, Telephone
& Telegraph, and Signals & Inter-
lockers. The duties of the various
parties are to make complete inventory
of all items coming within their re-
spective fields. Each one is accom-
panied by a pilot, acting for the rail-
road, whose duty it is to accompany
the party in the field and aid the gov-
ernment in searching out hidden and
obscure quantities, as his knowledge
of the records of the company is of aid
in locating such things as drain tile,
trestles that have been filled and re-
placed by pipe culverts, ballast cov-
ered over in raising fills, wells and
sumps that have been abandoned, etc.,
which items, in a great many instances,
would be overlooked by the field party.
The government parties take a car-
bon copy of their field notes and this
copy is furnished the railroad, the orig-
inal being retained by the government.
As the field parties do not run out the
alignment of either main or side
tracks, but simply locate the point of
beginning and show the lengths, it is
necessary to rely on existing maps to
show the location of these tracks. It
is necessary to adjust the existing
maps to the chaining of the govern-
ment parties as taken by them in the
field.
The maps as prescribed consist of :
1. Right of Way & Track Maps.
2. Station Maps.
(a) Maps showing all lands sep-
arately from improvements,
when this is necessary for clear-
ness.
(b) Maps showing tracks and
structures and external land
boundaries.
3. Profiles.
• All maps are of uniform size, 24 in.
x 56 in., and profiles 12 in. x 56 in.
The right of way and track maps
show all details as to lands, tracks,
bridges, buildings and other physical
property of the railroad. At the points
where the scale of the right of way
and track map is not sufficiently large
enough to show all details, such as at
the larger towns and terminals, a sta-
tion map — tracks and structures, is
made. In case the land^ belonging to
the company are so extensive and
complicated that it is not possible to
show them on the same map with
tracks and structures, it is necessary
to make a supplemental station map —
lands, which shows in detail dimen-
sions on all separate parcels of land
conveyed to the railroad. The profiles
are made in continuous rolls of 24
58
ILLINOIS CENTRAL MAGAZINE
59
miles each, showing the present grade
line and the original surface of the
ground along the center line of the
track.
The existing maps were drawn on
various scales, some on 1,000 ft. to the
inch and others 500, 400, 300, 200 and
100 ft. to the inch. All new right of
way and track maps are being drawn
to a scale of either 400 ft. to the inch
or 300 ft. to the inch, and it is neces-
sary to replat a great deal of the mile-
age as the existing maps cannot be
traced. The alignment on some of
the existing maps was found so in-
complete that it was impossible to re-
plat them, it being necessary to send a
party into the field to run out the
alignment. The new maps are drawn,
using the existing adjusted maps as
to alignment, lands, section lines and
drainage, and platting thereon the
tracks, buildings and all physical
property belonging to the railroad as
taken from the notes of the govern-
ment field parties.
At the larger towns and terminals
where a station map is required in
order- to show all details, the right of
way and track mao shows onlv the
more important features, such as
tracks, depots and bridges, the small-
er buildings and other details being
omitted to be shown on station map
only.
In compiling the station maps a re-
quest is made upon each division for
tracings of its existing station maps.
These maps are adjusted to the gov-
ernment chaining in the same manner
as the right of way and track maps.
The station maps are drawn to a scale
of 100 ft. to the inch. On this scale
it is possible to show clearly the
smaller details, such as water, steam
and air lines, sign posts, tool houses,
sidewalks, planking at street cross-
ings, etc. The subdivisions of lots
and blocks in the towns on the exist-
ing maps were found so incomplete
that it was deemed advisable to send
men to the county seats of all counties
through which the railroad runs to se-
cure correct and up-to-date plats of
the subdivisions shown on the record-
ed plats and also the latest corporate
limits of all towns and cities.
Tracks of the foreign roads are
shown by lighter lines than the com-
pany tracks. The name and termini
are always shown, and where the lines
cross, it is indicated as to whether the
crossing is at grade, over grade or un-
der grade. Joint ownership of tracks
with other roads is shown by a note.
If the company has an interest in a
track it is shown by a line of the same
weight as the tracks owned exclusive-
ly by the company. The files have to
be consulted to see when a settlement
has been made with the foreign line
as to ownership of tracks. Most of
the property belonging to the railroad
is fenced. Conventional signs have
been adopted for various kinds of
fences and also for boundaries of prop-
erty. Where these coincide the right
of way boundary line symbol is used
and the description of the fence is
shown below in a note stating upon
which side the fence is located and the
type and limits of each kind of fence.
On the first sheet of the right of way
and track map for each valuation sec-
tion is shown an index map for that
section. The relative position of each
sheet of the right of way and track
map is shown with a sketch of the
main track, mile posts joining valua-
tion sections, county lines, sheet num-
bers, names of stations and north
point. By referring to the index map
the sheet at any mile or station is
readily ascertained.
The titles printed by hand press in
the lower right hand corner, show the
class of map, corporate name of the
railway, name of the operating com-
pany, limiting towns, beginning and
ending survey stations, scale, date as
of inventory and office from which
issued.
All tracks other than the main track
have been given consecutive numbers
running throughout each valuation sec-
tion, and the lengths of tracks shown
on the map. In this connection a
track mileage statement is prepared in
60
ILLINOIS CENTRAL MAGAZINE
tabulated form similar to the list of
tracks as shown in the annual report.
The profiles, like the maps, are based
upon the government chaining. In
compiling them the original natural
surface of the ground along the center
line of the track is shown in vertical
projection on the upper half of the
profile, with the latest revised grade
line, rates of grade, pulses and eleva-
tion to the breaks in grade. It is nec-
essary to investigate the files to ascer-
tain when the grade revisions have been
made, as this data is not given in a great
many cases in the old profile record.
The datum of each existing profile is
found to vary widely and this has been
reduced in all cases to sea level datum.
This information has been furnished
by the division engineering force by
tying in some definite point on the
track with a convenient bench mark
as established by the government's
Coast and Geodetic survey. On the
vertical projection of the profile all
bridges and culverts with pulses and
descriptions are shown with penetra-
tion of piling and depth of founda-
tions and the number of steel and ma-
sonry plans, mile posts, conventional
signs for public and private road cross-
ings. On the lower portion of the pro-
file is shown the stationing every
thousand feet and a plan showing main
line with its alignment, other tracks,
bridges, culverts, road crossings and
the more important buildings. The
plan shows enough information that
the same may readily be identified
with the maps and a comparison be-
tween any desired point readily ob-
tained.
Blue prints of the new maps are
sent to the Land Department. A land
schedule for each valuation section is
prepared in the Land office. This
schedule shows title by deed, lease,
ordinance, agreement or condemna-
tion as the case may be, with a com-
plete record of title. Areas are placed
only on blue print copies furnished the
Interstate Commerce Commission's
Land Attorney. From these schedules
each conveyance is given a parcel
number, the numbers on the blue prints
running consecutively throughout each
sheet of the right of way and track-
map. These parceled blue prints are
then returned to the drafting room
and parcel numbers inked on the orig-
inal maps.
The land schedule, in brief includ-
ing number of the parcel, grantor,
grantee, instrument, date, record, cus-
todian's number and column for re-
marks, is typed on a separate sheet and
then reproduced ,on the maps: Under
the column for remarks is shown non-
carrier land, i. e., land not used for
railroad purposes. This non-carrier
land is reported by the Land Apprais-
er of the Commission and subsequent-
ly reported on, as a further check, by
the railroad division officials as to cor-
rectness. An interesting question
comes up in connection with reservoir
property. The actual ground covered
by water in a reservoir is no doubt
used for railroad purposes. Part of
the land owned by the railroad sur-
rounding the reservoir acts as a basin
and supplies the reservoir. The part
that drains into the reservoir and own-
ed by the railroad might be called car-
rier land and the remaining part non-
carrier land.
The date of inventory as set by the
Interstate Commerce Commission was
July 1st, 1915. As the parties started
their surveys in the Fall of 1914 and
to date are still engaged on the survey
work, the additions to and retirements
of property had to be taken account
of. In case the survey party went over
the line prior to July 1st, 1915, the ad-
ditions and betterments to property
between the date inventory was made
and July 1st, 1915, are added to the
maps and profiles, and the property re-
tired or removed is taken off the maps
and profiles. In case the survey party
went over the line after July 1st, 1915
the additions and betterments to prop-
erty, between that date and the date
the inventory was made, are taken off
the maps and profiles, and the prop-
erty retired or removed is added to
the maps and profiles. This data is
ILLINOIS CENTRAL MAGAZINE
61
secured from records showing "Ex-
penditures for Work Authorities."
These records when complete have
plat attached showing the location of
additions to and retirements of prop-
erty. The maps and profiles will be as
of July 1st, 1915, but a record of all
additions and deductions from them
is being kept that they may be brought
up to date at any time.
The right of way and track maps,
station maps and profiles now drawn,
all running from left to right on the
same chaining, are checked with the
field notes to see that no errors have
been made and compared with each
other to see that they agree in all par-
ticulars. Check is made to see that
the outline of all station maps is shown
on the corresponding right of way and
track map, the corporate limits of all
incorporated towns shown, match
marks for the following sheet shown
at the ends of all sheets so that they
may be joined together, the number
of all tracks shown in a small circle,
with the lengths of tracks, connecting
valuation sections, with the corporate
and operating names of the connecting
sections and termini of same.
The right of way and track maps
are numbered consecutively from be-
ginning to the end, the index number
placed in the lower right hand corner
in a one inch circle, the upper half
showing the valuation section and the
lower half the sheet number. The
station maps are indexed like the right
of way and track maps except that
the letter "S" precedes the sheet num-
ber, and the profile index has the letter
"P" preceding the sheet number.
With this system of indexing the
corresponding right of way and track
maps, station maps and profiles are
easily identified.
The maps are then ready for repro-
duction and the density of lines on the
originals must be such that a good re-
production will be secured. A brief
outline of the process is given here-
with.
The maps are blue printed, but the
prints are not washed as is ordinarily
done in making blue prints. A hot
gelatin solution is spread in a thin
coating over a large plate and allowed
to cool. The sensitized side of the
blue print is then brought in contact
with the gelatin surface and a chemi-
cal action takes place which permits
the gelatin surface to take up ink only
where the lines were on the original
drawing. An ink roller is then run
over the gelatin surface and in case
there are any superfluous ink spots
they can be wiped off with a damp
cloth. Any part of the drawing can
be eliminated in the same way, which
is one advantage of the reproduction
process. Blank sheets are then laid
on the inked surface and take the
inked lines reproduced thereon. In
hot weather it is necessary to have the
room cooled in order that the gelatin
remain solid. Some trouble was expe-
rienced the past summer in getting
good reproductions as the gelatin be-
came soft and the result was wavy
lines on the reproductions. The pro-
files are not reproduced in rolls, but in
sheets the same length as the right of
way and track maps, each profile sheet
corresponding with the same territory
as shown on the maps, and indexed
with the same number.
Certificates are reproduced on the
first sheet of the right of way and
track maps and profiles of each valua-
tion section, which show the name of
the railroad, number of sheet and
series number, beginning and ending
survey stations and the name of divis-
•ion and state. These certificates are
signed by the Valuation Engineer as
to correctness, approved by the Chief
Engineer, and subscribed and sworn
to before a notary public. All other
sheets except the first sheet of the
series have an identification showing
the number of each sheet in the series
of a given valuation section with the
beginning and ending survey stations,
and are signed by the Valuation
Engineer only.
A set of reproductions on tracing
cloth is then sent to the Interstate
Commerce Commission. A set on
62 ILLINOIS CENTRAL MAGAZINE
paper filed showing data as of July Commission in handling land matters.
1st, 1915, and a working copy of maps Occasion is here taken to express
on tracing cloth is kept in the files, the appreciation of the drafting depart-
An additional reproduction of all sta- ment for the co-operation given by
tion maps is made and furnished the the division forces. A great deal of
division forces for their use, while additional work on their part has been
a blue print copy of all certified necessary, but it is hoped that in re-
maps is furnished the Land At- turn the final maps and profiles will
torney of the Interstate Commerce compensate them for their efforts.
Biography of Engine No. 1 42 1
Chicago, June 4, 1917.
Mr. W. S. Williams :—
I give you below data which I think is quite interesting concerning engine
1421 in suburban service since 1891 and assigned to Engineer Peter Schlax
during these 26 years. Since Mr. Schlax has taken a great deal of pride in
keeping up the engine in his charge.
1891 built by I. C. R. R., Weldon shops, No. 279— later changed to No.
221 and in 1900 again changed to No. 1421.
Amount. Miles,Made.
From 1891 to 1894 engine 104,500
Jan., 1894, received general repairs $ 1,288.19]
March, 1895, received light repairs 167.38 \ 197,100
Aug., 1895, received general repairs ." 790. 09J
Feb., 1900, received general repairs 1,551.37 85,800
Nov., 1902, received thorough repairs 2,044.76 88,138
April, 1905, received general repairs 1,770.02 83,945
Oct., 1905, received light repairs 109.31]
Dec., 1905, received light repairs 268.341 77,677
Sept., 1907, received thorough repairs 2,076. 78J
April, 1909, received light repairs 312.75)
Oct., 1909, received light repairs 187.40}- 79,401
April, 1910, received thorough repairs .». 2,248.10J
May, 1912, received thorough repairs 2,123.95] 73,644
Sept., 1912, received light repairs 540.06 }>
Nov., 1912, received light repairs 102. 68J 69,458
July, 1914, received general repairs '. 3,225.42
April, 1916, received light repairs : 289.29 78,025
June, 1917, in Burnside shops for general repairs
Total cost $19,095.89
Total miles 937,688
Yearly average expense $734.45
Yearly average, miles 36,065
Cost of repairs per mile $.02
D. E. Hilgartner.
ROLL OP HONOR
Name
Theodore Shelton..
William M. Young
Patrick W. Farmer
Charles E. Spinner
William Yeske
Harry Y. Wilson....
Occupation
Engineman
Warehouseman
Crossing Flagman
Stockkeeper
Laborer
Engineman .(Y&MV)
Date of
Where Retire-
Employed Service ment
Elizabethtown 34 yrs. 5-1-17
Kensington 24 yrs. 7-1-17
Cherokee 27 yrs. 7-1-17
Paducah 22 yrs. 8-1-17
Colfax 30 yrs. 7-1-17
Vicksburg 28 yrs. 5-1-17
count of stock killed, fires, or personal
injury, under his jurisdiction during his
service with the company.
HENRY BECKER.
HENRY BECKER
1V/IR. HENRY BECKER was born
1V1 February 12, 1862, at Kenner, La.,
and entered the service of the Illinois
Central Railroad Company, January,
1876, as laborer. He was promoted to
foreman 1883 and served in that capac-
ity at various points on the Illinois Cen-
tral and Yazoo & Mississippi Valley
Railroad Companies. Returned to Ken-
ner Section of the Illinois Central in
1908 where he remained until retired on
a pension March 31, 1916. Mr. "Becker
avers that he never had a lawsuit ac-
F. S. RICHARDSON.
63
64
ILLINOIS CENTRAL MAGAZINE
F. S. RICHARDSON
R. F. S. RICHARDSON was born
in Demopolis, Alabama, June 21,
1851. Entered the service of the Ala-
bama Central Railroad as Baggage Mas-
ter, September, 1869. Resigned this po-
sition 1872 to run freight train from
Marion Junction to Greensboro, Ala-
bama, on the Selma, Marion and Mem-
phis Railroad. In 1876 went to work for
the Illinois Central Railroad from New
Orleans to Canton, Miss. July, 1880,
worked on the Cairo District as Conduc-
tor where he remained for two months.
Re-entered the employ of the Illinois
Central Railroad Company, February,
1881, as Conductor, which position he
held until retired on a pension April 30,
1917.
JOHN ZEARS
TV/TR. JOHN ZEARS, Section Fore-
man, at Sandoval, Illinois, was born
at Effingham, Illinois, in 1856. He en-
tered the service of the Illinois Central
Railroad Company as Section Laborer
at Forsyth, in 1880, and worked in this
capacity until May, 1883, when he was
promoted to Section Foreman, and
placed in charge of Section No. A-22,
Sandoval, Illinois, and held this posi-
tion until he was retired on a pension,
March 31st, 1917. His retirement was
due to ill health, and Mr. Zears intends
taking an extensive trip through the
West for the benefit of his health.
JOHN ZEARS.
Acknowledgement of Effective Work in the
Conservation of Fuel
Chicago, June 22, 1917.
Mr. A. V. Barton, Mr. P. Scullion, Firemen : —
We made a check recently of the amount of coal used in suburban engines
handling 4-car and 2-car suburban trains between Randolph Street and 67th
Street. The result showed on 4-car trains the minimum of 1,110 pounds and
maximum of 1,245 — average 1,162 pounds. Fireman Scullion made the round
trip with 1,110 pounds. Fireman Barton 1,125 pounds.
On the two-car trains the minimum was 630 and maximum 945 pounds —
average, 799. Fireman Barton used 630 pounds.
I want to congratulate you two gentlemen on the very satisfactory showing
you made. A. Bernard,
Trainmaster.
FROM THE LAW DEPARTMENT
Biographical Sketch No. 30
JOHN C. DOOLAN,
District Attorney, Illinois Central Railroad Co., Louisville, Ky.
65
John C. Doolan, District Attorney, Illinois Central
R. R. Co., Louisville, Ky.
M
R. JOHN C. DOOLAN was born in Shelby County, Kentucky, on June
15, 1868; received his academic training in a private school conducted
by his father; was graduated from the Law Department of the University of
Virginia in June, 1890; located in Louisville, Ky., September 1, 1890, and was
admitted to the Bar during the same month ; became successively a member
of the firms of Simrall, Bodley & Doolan, Simrall & Doolan, Pirtle, Trabue,
Doolan & Cox, and Trabue, Doolan & Cox. On December 1, 1904, he
was appointed one of the District Attorneys for Kentucky of the Illinois
Central Railroad Company, and has ever since served it well in that capacity.
Mr. Doolan's first introduction to the Company came about when the
firm of Simrall, Bodley & Doolan represented Lloyd & Hawes, Trustees of
Chesapeake, Ohio & Southwestern Railroad Company's second mortgage
in the suit brought to enforce the lien of that mortgage. As result of the
decree rendered in that case the Illinois Central acquired control of the old
Chesapeake, Ohio & Southwestern properties in 1896, and thus extended its
lines to Louisville.
Mr. Doolan has achieved conspicuous success, not only as an adviser,
but as a trial lawyer and man of affairs. He is a man of genial manners and
has a rare gift of personality — something easier to recognize and appreciate
than to describe.
History of Illinois Passenger Fares, 1906-1917
By A. P. Humburg, Commerce Attorney
"Whenever the interstate and intrastate transactions of carriers," said
Mr. Justice Hughes, speaking for the Supreme Court of the United States
in the Shreveport Case, 234 U. S. 351, "are so related that the government
of the one involves the control of the other, it is Congress and not the
State, that is entitled to prescribe the final and dominant rule, for other-
wise Congress would be denied the exercise of its constitutional author-
ity and the State, and not the Nation, would be supreme within the
national field."
(a) State legislation caused reductions in state and interstate fares. Sub-
sequent advances in interstate fares without corresponding advances in state fares
brought discrimination, which commission ordered removed. When, in 1906, the
Railroad and Warehouse Commission of Illinois, reduced by 20 per cent, the
freight rates on classes 1 to 5, inclusive, and made other serious reductions in
ireight rates, it provided as a part of its order, effective July 1, 1906, that the
passenger fares shall be upon a basis not exceeding 3 cents per mile. Effective
July 1, 1907, the legislature of Illinois reduced passenger fares from 3 cents to
2 cents per mile. This statute, and those like it passed in Missouri and Iowa,
caused similar reductions in the interstate fares between points in Illinois on the
one hand and points in Missouri and Iowa on the other. The Chicago, Peoria &
St. Louis Railroad Company, then in the hands of a receiver, petitioned for an
injunction to restrain the enforcement of the Illinois 2-cent passenger fare statute
and the United States District Court for the Southern District of Illinois held
66
ILLINOIS CENTRAL MAGAZINE 67
that this statute was confiscatory and unconstitutional as applied to that road. —
Trust Co. of America, vs. C. P. & St. L. R. Co., 199 Fed. Rep. 593).
Similar proceedings were had with the same result as applied to the Wabash,
Chester & Western Railroad Company.
In 1914, following the decision in Five Per Cent Case, 31 ICC 351, wherein
the Interstate Commerce Commission said in substanc that the 2-cent fares were
too low, the Illinois carriers increased their interstate fares from a basis of 2 cents
per mile to %l/2 cents per mile, including their nterstate fares between St. Louis
and points in Illinois; but their intrastate fares wholly within Illinois were not
advanced because they were held down to 2 cents per mile by the state statute.
"We are confident," said the commission in the Five Per Cent Case, "that if
these statutory fares are clearly shown to be unduly burdensome to the carriers,
the people of these great states (including Illinois) will cheerfully acquiesce, as
the people of New England have done, in reasonable increases and that the neces-
sary legislative authority will be promptly given . The traveling public is giving
expression to its demands for better service, better accommodations, and for the
adoption by the carriers of all the devices that make for safety. A public that
demands such a service cannot reasonably object to the payment of a reasonable
compensation therefor." Accordingly, a bill was introduced at the 1915 session
of the Illinois legislature for the purpose of increasing the basis from 2 cents
to 2l/2 cents per mile, but that bill died in the committee's hands. A similar
bill came to the 1917 session, proposing an advance to 2.4 cents per mile, and it
died in the same way.
On June 4, 1915, the Business Men's League of St. Louis, filed a complaint
against the Illinois carriers, alleging that their charging a 2 */2 -cent basis inter-
state for the transportation of passengers between St. Louis and points in Illi-
nois, as compared with a 2-cent basis wholly between points in Illinois, worked
unjust discrimination against St. Louis and interstate commerce and undue
preference of East St. Louis, Chicago, and other points, and of intrastate com-
merce. The carriers answered that said discrimination and preference are not
caused by any wrongful act upon their part ; that their interstate fares are reason-
able; that the state fares are too low; and that if said alleged discrimination and
preference are unlawful they should be removed, not by reducing reasonable
interstate fares but by advancing the low state fares. The people of Keokuk,
Iowa, intervened and contended that whatever shall be done for St. Louis
should likewise be done for Keokuk, otherwise discrimination would result as
between St. Louis and Keokuk. The state of Illinois and the people of the state,
and the State- Public Utilities Commission of Illinois, by the attorney general
likewise intervened and contended that the power to regulate passenger fares in
Illinois is vested in the legislature of Illinois, and that the 2-cent state fares imposed
no burden on interstate commerce. Several days each in two separate sessions in
September and November, 1915 were consumed in the hearing of much evidence
submitted by complainants, interveners, and the carriers. Voluminous briefs
were filed, and a day was devoted to the oral argument before the commission
in Washington.
After the Business Men's League Case was tried and before its decision, the
commission decided the Western Passenger Fares Case, 37 ICC 1, (Decem-
ber 7, 1915) wherein it held that 2.4 cents per mile was a reasonable basis for
the transportation of passengers between certain points in Illinois (embracing about
one-half of the state) and other states, and points in Iowa and Missouri. (St.
Louis-Illinois fares were not embraced in this proceeding.) The 2^-cent fares
were accordingly reduced to 2.4 cents per mile within said territory; the same
basis was put in force between points in Illinois for interstate basing purposes,
and these fares have been in effect since January 15, 1916.
68 ILLINOIS CENTRAL MAGAZINE
Then followed the commission's decision in Business Men's League of St.
Louis, vs. A. T. & S. F. R. Co., et d., 41 ICC 13, 503, on July 12 and October 17,
1916, wherein it was found that fares constructed upon a basis not in excess of
2.4 cents per mile (bridge tolls excepted) between St. Louis and Keokuk on the
one hand and points in Illinois on the other are not unreasonable ; that the bridge
tolls are not unreasonable; that the maintenance of a higher basis interstate be-
tween St. Louis and Keokuk and points of Illinois than the intrastate basis between
points in Illinois, within the terms of its order of October 17, 1916, is the practicing
of unjust discrimination against St. Louis and Keokuk and against interstate
commerce, and of undue preference in favor of East St. Louis, Chicago, and
other points in Illinois, and in favor of intrastate commerce ; and the carriers
were required to remove that discrimination and preference on or before
January 15, 1917.
(b) The carriers proceeded to obey and sought the protection of the United
States District Court for the Northern District of Illinois, but Judge Landis
held the Commission exceeded its power. Obedient to the requirements of
the Commission's order of October 17, 1916, tariffs were filed to become effective
January 1, 1917, reducing to 2.4 cents per mile the interstate fares, and advancing
to 2.4 cents per mile the intrastate fares, insofar as it was necessary to remove the
discrimination and preference condemned by the Commission ; and on October 20.
1916, before the effective date of said tariffs, the Illinois carriers filed their bills
(29 in all) in the United States District Court at Chicago, setting forth what is
required of them under the Commission's order, setting forth also the conflict be-
tween that order and the state statute, and asking that since they are required under
the Supreme Court's decision in the Shreveport Case, 234 U. S. 323, to obey
federal power, the State authorities be enjoined from enforcing against them
the penalties of the state statute on account of the carriers obeying the order
of the Interstate Commerce Commission by charging the advanced intrastate
fares thereby required. Upon the conclusion of the hearing, Judge Landis held,
on January 13, 1917, that the Commission intended to hold invalid the Illinois
statute, that the Commission exceeded its power in making said order, and he
dismissed the carriers' bills for want of equity. The carriers immediately
prosecuted an appeal to the Supreme Court of the United States and applied
to one of the Justices for a temporary restraining order against the State
authorities, pending the final determination of the case in the Supreme Court ;
that application was denied ; the carriers' application for the advancement of the
cause was granted, and the appeal is to be heard upon its merits on October 2,
1917, that being the day assigned for its oral argument in the Supreme Court.
Thus the carriers complied with the order as to interstate fares by putting them
into effect on January 1, 1917 ; but they did not then commence the charging of
their advanced intrastate fares.
(c) Then the Federal Court at St. Louis, the tribunal appointed by lazv for
the direct review of the Commission's order, commanded the carriers to obey
said order. Not to charge the advanced state fares was contrary to the
Commission's order. The Commission's Chief Counsel therefore filed a bill
against the carriers in the United States District Court at St. Louis, alleging
that the order was duly made and regularly served and that the carriers were
disobeying the same, and asking that they be enjoined from further disobedience.
The carriers admitted the making of the order and its validity, but justified
their non-compliance by the threats of the State authorities to prosecute them
for exceeding the^ statutory fares, and they asked that the Attorney General
and State's Attorney of Illinois, also the State Commissioners, be made parties
to that case and be enjoined from further interfering with the carriers' obedience
to the Commission's order. The carriers also submitted their tariffs showing
ILLINOIS CENTRAL MAGAZINE 69
how they proposed to obey. The Commission's Counsel and the Counsel for
St. Louis objected to the State authorities being made parties to the proceeding.
The Court (Judges Hook and Dyer) held that the State authorities were not
necessary parties to the St. Louis suit; therefore the court did not bring them
into this case, but entered a decree requiring the carriers to obey the Commission's
order within 30 days from May 1, 1917.
Preparatory to charging the advanced intrastate fares, the carriers asked the
Interstate Commerce Commission for a rule on the State authorities to show the
Commission wherein the tariffs filed by the carriers did not comply with the
Commission's order or were otherwise unlawful. That application was denied.
The carriers then served the Attorney General, State Commissioners, and State's
Attorneys of Illinois each with a certified copy of the decree entered by the St.
Louis Court on May 1, 1917 and the State authorities were advised that, com-
mencing May 30, 1917, the advanced intrastate fares would be charged.
(d) Before the carriers could obey the federal decree, the State Court in
Chicago restrained them from rendering such obedience. Then spoke again the
Federal Court at St. Louis, Judge Dyer in no uncertain terms announcing that
his court is the controlling power over the enforcement of its decree and the
Commission's order, and that the new fares must be put into operation in 5
days. On May 28, 1917 a bill was filed in the Superior Court of Cook County
by the Attorney General of Illinois in the name of the People of the State of
Illinois against the Illinois carriers, and they were notified that next morn-
ing he would ask the Court to restrain them from charging in excess of the
2-cent statutory fare. The carriers filed their petition and bond for the re-
moval of the case to the Federal Court. That petition and was denied. The hear-
ing proceeded under protest and at 11 .00 P. M., preceding Decoration Day, the
restraining order was granted.
Ticket Agents were advised that fares in excess of 2 cents should not be
charged, awaiting the further order of the Federal Court at St. Louis.
At the same time notice was served on the State authorities that on June 4, .
1917 the carriers would appear before the Federal Court in St. Louis to present
a statement of the occurrence in the State Court, presenting also the reasons
for their non-compliance with the decree of Federal Court at St. Louis, and that
they would ask the direction of that court as to the manner in which they shall
comply with the Commission's order, without being required to reduce interstate
fares, and would also ask that the State authorities be made parties to the St.
Louis Case and be enjoined from further interfering with the carriers' obedi-
ence of the order of the Commission and the decree of the Federal
Court. The Interstate Commerce Commission and the St. Louis Chamber of
Commerce (formerly Business Men's League) also appeared and asked that
the Illinois carriers be fined for contempt for not obeying the decree of the
Federal Court. After full argument, District Judge David P. Dyer delivered
the following oral opinion on June 7, 1917 :
"THE COURT: "I have listened with a great deal of interest to all that
has been said ; it has been a very instructive discussion.
"I believe the government of the United States is supreme under the consti-
tution in every State in this Union, and is supreme now in reference to regulat-
ing commerce between the several states, and wherever state enactments con-
flict with federal enactments with reference to interstate commerce, the state
enactment must give way to the higher and superior authority of the govern-
ment.
"The Interstate Commerce Commission, acting under the law, found a dis-
crimination that it ordered removed. That order was not complied with, and,
acting under the law, the Commission came to this Court for an order to en-
70 ILLINOIS CENTRAL MAGAZINE
force the finding and order of the Interstate Commerce Commission. This
Court entered its decree, and while other matters were presented at that time to
the Court, such as the application to make the Illinois authorities a party to the
proceeding, it was thought then by the court that the only question that it had
to deal with was the question of enforcing the order of the Interstate Commerce
Commission; so everything wth reference to bringing in other parties was
stricken out of the answer, and the sole question presented was upon the bill
of the Interstate Commerce Commission, the Intervening Petiton of the St.
Louis Chamber of Commerce and the answers (with that portion in them
stricken out).
"The Court entered a decree as plain and direct as one could be made. It
required the carriers to put in force a tariff that would relieve this discrimina-
tion and allow a rate of not exceeding 2.4 cents per mile. Time was allowed
in the decree for compliance therewith. Exceptions were taken to the action of
the Court in striking out that portion of the answer that raised the question
of bringing in the Illinois parties. An appeal was allowed defendants to the
Supreme Court.
"The rate prescribed by the Interstate Commerce Commission is plainly su-
perior in authority to that fixed by the State of Illinois. The Commission fixed
this rate at not exceeding 8.4 cents. Some of these carriers say that they have
complied with the decree and put in force that rate, and others say that they
were ready to put it in force but have not done so because they are threatened
with interference by the authorities of the State of Illinois.
"It is the duty of these carriers to put in* force the rate that the Interstate
Commerce Commission said that they might put in, and to not stop on account
of any supposed interference with that command of this Court. If they had
gone on and put in force the rate as the Court directed them, and someone had
arrested their men, or the Attorney General, or anyone else, over in the State
of Illinois had directed that their men be arrested, I would have had no trouble
in citing these individuals to come down here and show why they should not be
adjudged in contempt of this Court.
"But the carriers are not in that position. They have not complied with that
decree and order. The excuse they offer here now is not sufficient. They must
go and put their rates in force ; then if anyone interferes with them in obeying
the order of this Court, I will issue a rule against him.
"I will not now bring in the State of Illinois, the Attorney General, or any
other of the Illinois authorities as parties to the cause. But let the carriers
comply with the decree of this Court, and if they don't comply, I will then issue
an order on them to show cause.
"The carriers have their rates all fixed. They must put them in force and do
it within the next five days.
"I don't intend that the Wabash Road should be put in a position of disad-
vantage here on account of the other carriers failing to comply with this decree.
"Let the rates be put in force in that time, and let it be understood that there
must be no interference with this Court's decree in putting in force what the
Interstate Commerce Commission has ordered. Let that be understood, and
let the Illinois authorities understand that this Court is of the opinion that it has
jurisdiction over this matter and that it is the controlling power over the en-
forcement of this decree and should there be offered any obstruction to the en-
forcement of the order of the Commission it will then be time for further ac-
tion here.
"That is the order of this Court. It is a proper exercise of authority, and
the only thing that I am now deciding is that this decree made by Judge Hook
and myself must be enforced and the rates put into operation in the next five
ILLINOIS CENTRAL MAGAZINE 71
days, and if anyone undertakes to prevent the enforcement of that decree then
this Court has jurisdiction to punish for such interference."
Thereupon the St. Louis Court made a further decree on June 8, 1917, order-
ing and directing the carriers to comply on or before June 12, 1917 with its
decree of May 1, 1917 ; and then the intrastate fares, as so advanced in compli-
ance with the order of the Interstate Commerce Commission, and the decree of
the Federal Court at St. Louis, were put in effect on June 10, 1917.
(e) A truce follows. The carriers are charging the advanced intrastate
fares aivaiting the decision of the Supreme Court. Then upon the application
of the Attorney General of Illinois the Superior Court of Cook County issued
a rule on the carriers to show cause why they should not be punished for con-
tempt of its decree. The rule was issued and the carriers answered, expressly
protesting that the State Court has no jurisdiction over the subject matter, and
showing in substance that what they have done was done in obedience to the
order of the Interstate Commerce Commission and the decrees of the Federal
Court at St. Louis, having exclusive jurisdiction over the subject matter; that
they cannot obey the decree of the State Court because they must obey the de-
crees of the Federal Court at St. Louis. Thereupon an agreement was reached
between the Attorney General and the carriers that pending the final determina-
tion by the United States Supreme Court of the validity and scope of the Com-
mission's reports and order of October 17, 1916 in the Business Men's League
of St. Louis Case, the carriers would deliver to each purchaser of an intrastate
ticket for travel between points in Illinois, sold at a rate in excess of the present
Illinois statutory maximum passenger fares, a coupon or certificate witnessing
that the Company agrees to pay the purchaser of the ticket of date stamped on
back, between points shown, the part of fare for said ticket in excess of the
present Illinois statutory maximum charge therefor, if and when it is finally
determined by the Supreme Court that the reports and order of the Commission
under which said ticket was sold do not justify collection of such excess; and
the state case was postponed to December 31, 1917.
(f) Shreveport doctrine applied to the South Dakota Express Rate Case,
which has some things in common with Illinois Passenger Fares Case. The Law-
yers' Committee in charge of the Illinois Passenger Fares Case filed, pursuant
to leave granted by the Supreme Court, a brief as amid curiae on behalf of the
Illinois carriers in the South Dakota Case. By its opinion of June 11, 1917, de-
livered by Mr. Justice Brandeis, the Supreme Court held in that case (American
Express Company v. South Dakota}, involving a conflict between interstate and
intrastate express rates, that under the order of the Interstate Commerce Com-
mission the carriers could comply with the same (a) by reducing the interstate
rates to the South Dakota scale, or (b) by raising the South Dakota rates to the
interstate scale, or (c) by reducing one and raising the other until equality is
reached in an intermediate scale; that the Commission's report contains, among
other things, a finding that the interstate rate which was prescribed by the Com-
mission was not shown to be unreasonable; and the Supreme Court says that
this finding gives implied authority to the Express Companies both to maintain
their interstate rates and to raise to their level the intrastate rates involved,
citing the Shreveport Case, 234 U. S. 342. "For, if the interstate rates are
maintained, the discrimination can be removed only by raising the intrastate
rates." The Court holds further that the existence of the p'ower and authority
of Congress to remove an existing discrimination against interstate commerce by
directing a change of an intrastate rate prescribed by state authority should not
have been questioned by the State Court since the decision of the Supreme
Court of the United States in the Shreveport Case.
The Court holds further that the power of Congress is dominant only to the
72 ILLINOIS CENTRAL MAGAZINE
extent that the exercise is found by it to be necessary to remove the existing
discrimination against intrastate traffic; that 'provisions of the state statute can-
not be held to apply to changes in intrastate rates over which the State Com-
mission has no control; that proper conduct of business would suggest the giv-
ing of' some notice (as was done by the Express Companies in the instant case) ;
but that a valid order of the Commission is, when applicable, a legal justifica-
tion for disregarding a conflicting regulation of the State law — because the fed-
eral authority is dominant ; that in cases where dominant federal authority is
exerted to affect intrastate rates, it is desirable that the orders of the Commission
should be so definite as to the rates and territory to be affected as to preclude
misapprehension; that if an order is believed to lack definiteness, an applica-
tion should be made to the Commission for further specifications, but that this
express rate order, although less explicit than desirable, is, when read in con-
nection with the railroad map, not lacking in the requisite definiteness.
Opinion in Fifteen per Cent Case
On June 27, 1917 the Interstate Commerce Commission decided the Fifteen
Per Cent Case, 45 ICC 1, in a 35-page report. We give here only the ultimate
conclusions, omitting the Commission's reasons leading to these conclusions :
1. General horizontal advance denied but coal advances sustained in part. —
"For these reasons, necessarily stated in somewhat general terms, we are led
to the conclusion that no condition of emergency exists as to the western and
southern carriers which would justify permitting a general increase in their
rates to become effective. In the eastern district increased rates have recently
been permitted to become effective generally on bituminous coal, coke, and iron
ore. We think that similar increases may properly be permitted in the southern
district on coal, coke, and iron ore, and in the western district on coal and coke.
This will preserve rate relationships between the several districts. In the
southern district the proposed increased rates on coal are on the basis of 15
per cent, with a maximum of 15 cents per ton. These tariffs we shall permit to
become effective. In the western district the increases are based upon 15 per
cent, with a minimum of 15 cents per ton. These tariffs will be suspended, but
the western carriers may, if they so elect, file new tariffs carrying increases in
rates on coal and coke not exceeding in any case 15 cents per ton. All of the
tariffs included in this proceeding of the western lines will be suspended. All
of the tariffs included in this proceeding of the southern carriers will be sus-
pended, excepting those applying on coal, coke, and iron ore "
2. Class rate advances for eastern carriers "As. has been indicated
however, the conditions confronting the eastern carriers are substantially different
from those confronting the southern and western carriers, and we are persuaded
that they are entitled to increased revenue beyond and above that which they are
securing and will secure from the increased rates on bituminous coal, coke, and
iron ore It is not possible to estimate with confidence and accuracy the
amount of additional revenue that will accrue from increased class rates, but from
the best information at hand we conclude that the eastern carriers should be
permitted to increase their class rates between New York and Chicago to the fol-
lowing scale, and to correspondingly increase their other class rates applying
intraterritorially between points in Official Classification territory, observing the
established relationships between ports and localities :
1 23 4 5 6
90 79 60 42 36 30
Such tariffs may be made effective upon not less than five days' notice, given
in the usual way "
ILLINOIS CENTRAL MAGAZINE
73
3. Rates via rail and water routes may be advanced. — "Special emphasis has
been laid upon the unusually heavy increased expenses that have been laid upon
the carriers by water, which, because of arrangements for through carriage with
rail carriers, are subject, as to part or all of their rates, to our jurisdiction.
Ordinarily rates via rail-and-water routes are maintained at a lower level than
via all-rail routes. Largely increased costs of operation, the diversion of traffic
to other channels because of war conditions, and the attendant increased ma-
rine insurance have laid upon such rail-and-water routes unusual burdens. We
think that existing conditions justify the maintenance of rates via such routes
on a level not higher than the all-rail rates between the same points. Carriers
in the eastern, southern, and western districts, parties thereto, may, if they so
elect, file and make effective, upon not less than five days' notice, tariffs in-
creasing existing joint rates between rail-and-water carriers to a level not high-
er than the all-rail rates between the same points "
4. Commission will observe operating results for future. — "We shall,
through the medium of the monthly reports of the carriers, keep in close touch
with the operating results for the future, and if it shall develop that the fears
which have prompted the carriers are realized or that their realization is immi-
nent, we shall be ready to meet that situation by such modification or amplifi-
cation of the conclusions and orders herein reached and entered as are shown
to be justified. If it shall develop that what has been accorded herein is more
than is appropriate or that the increased rates are no longer warranted, we shall
depend upon the pledges of the carriers to respond promptly to an announce-
ment by us of a conclusion to that effect. Inasmuch as a general percentage in-
crease is so undesirable because of its serious effect upon commercial condi-
tions and established relationships, it would seem to be appropriate for the car-
riers to cancel the tariffs which we suspend herein, and permission is hereby
accorded them so to do. The record will be available for consideration in any
further proceedings that may be necessary or appropriate in this connection in
the future, and any substantially changed conditions which may develop can be
promptly, adequately, and fairly dealt with. The foundation for any such ac-
tion can doubtless best be laid in conferences between the Commission and rep-
resentatives of the carriers and of the shippers. The existing public sentiment
to which we have referred and the manner in which the proposals of the car-
riers have been presented and handled by them, indicate a feeling of mutual con-
fidence, which at many times in the past has been regrettably absent."
/jffcchanical
°'* if for.
ILLINOIS CENTRAL R. R. SHOPS AT AMBOY, ILL.
Original Amboy Shops in 1 87 1
'"pHE building to the left of the round
house was used as sand house,
tank and pump house; to the left of
that was the coal shed. The round
house was a complete circle of 2'4
stalls, including the arch. To the right
of the round house was the machine
shop, which had the boiler and engine
room in the rear, the upper story of
which was used as the wood work
shop. The building adjoining the cor-
ner of the machine shop to the right
was divided for use of blacksmith shop
and boiler shop. The next building is
still being used as a store house and
office building, the building immedi-
ately to the right of that is still stand-
ing and was used for overhauling
freig-ht cars and coaches.
74
PASSENGER TRAFFIC DEPARTMENT
Intensive Training
A circular letter from a metropolitan
newspaper drifted in on my desk not
long since by mistake, but the heading
of a printed circular that accompanied
it was so forceful that I was interested
in reading more or less of the latter,
its caption was ''Vacation Engineers,"
and its text started out as follows:
"There are a whole lot of engineers
on the modern railroad and lake boat
line nowadays, besides the one we see
up ahead in the engine's cab or in the
boiler room. For hauling freight and
passengers is only part of the engi-
neering in the big transportation sys-
tem. When we buy our ticket we sel-
dom realize that we are buying much
more than the right to ride from Here
to There."
This and much more led up to an
application of the purpose of the ac-
companying letter; but these three
opening sentences had to my ear a
sort of traffic ring that made me think
it worth while to call the Rambler's
attention to them.
"Yes," said the latter musingly, as
he passed the papers back, "there
truly are many kinds of engineers in
our profession, although they go by
various names, and 1 do not know why
there cannot be a vacation engineer as
well as a mechanical engineer. In fact,
I think the definition of the word will
be found to be broad enough to cover
almost anything. Of course we in our
profession are more apt to associate
the term with the man sitting in the
engine cab, with the boys out on the
line with transit and level, with the
man whose plans and specifications
govern the construction of our ma-
chinery or with the one to whom we
look for the development and mainte-
nance of our block signal system. But
let's see what it does mean in its broad-
est sense," and he went to the diction-
ary and after turning its pages until
coming to the word engineer, read the
first definition that he found for that
word. "Just as I thought," he said,
"listen to this," and he read as follows :
"Engineer, to put through or manage
skillfully or by contrivance and effort;
as, to engineer a scheme."
"According to that we are all more
75
7'G
ILLINOIS CENTRAL MAGAZINE
or less engineers, and I think it ap-
plies particularly to passenger traffic
efforts. Take, for instance, the work of
our Traveling Passenger Agents. They
are constantly investigating, contriv-
ing and evolving skillful efforts to
'engineer' business. That's a good
thought," he continued laughingly,
"and as everything helps I believe I'll
work it oft" on Slim the next chance I
get." On asking who "Slim" was,
never having heard the Rambler
mention anyone with that cognomen,
he laughed and said, "O, that's only
a nick name I have given a protege
of mine. You've seen him around
the building, but probably do not rec-
ognize him by that name. In fact
it doesn't apply to him particularly
as far as his physique is concerned,
although in a whimsical mood I
fastened it on him in the way of
contrast. I think, however, the real
thought I had in mind was the slim
progress that he's making in the new
job to which he has been promoted, he
having been made a Traveling Pas-
senger Agent about six months ago.
You remember I was telling you some
time back about a boy who was crazy
to ride railroad trains, and how much
trouble we had to whip him into prac-
tical shape on account of his train-rid-
ing mania? That's Slim, now grown
to be quite a young man, for it was
some years back that we first put him
into the service. You will recall, I
think, that when telling you of his
early days with us I said that we now
consider him one of our rising young
men. But he has had to work for each
new phase of his development, and
just at present he is having to feel his
way rather slowly. Like the travels
I sent him on at the time he learned to
observe things with a broad mind, he
is not yet fully conscious of the various
faculties that he has to bring into play
to achieve the objects of his present
task. But he'll get there!" concluded
the Rambler with emphasis, as I left
him to return to my own office, "par-
ticularly as he possesses the redeeming
grace of being aware that he does not
yet 'know it all' and is willing to be
told."
A few days later I was introduced
to "Slim" by the Rambler as we three
met accidently going down the eleva-
tor, and immediately became interested
in the young man. So much so that
I made it a point to cultivate his ac-
quaintance, for I thought that anybody
the Rambler thought it worth while to
try to educate along professional lines
must have that in his make-up which
would make him eventually an inter-
esting acquaintance. I was not disap-
pointed in this thought, for among the
early conversations I had with him,
remembering the little talk with the
Rambler on the subject, I was re-
minded to ask him if the latter had told
him as yet that he as a Traveling Pas-
senger Agent was an engineer. "Pos-
sibly," I added, "he has told you that
you are a 'Traffic Engineer.' " "No,"
was the laughing reply, "he has not
told me exactly that, but he has given
me lots of good advice, and tried to
help me in various ways which I ap-
preciate. But," he added, in a rather
amused and semi-confidential tone,
"that Rambler has funny ways of get-
ting at things some times, don't you
think?" I smilingly nodded my ac-
quiesence and asked him what partic-
ular thing he knew of that the Rambler
had been doing recently to cause him
to make that remark. "Well, I guess
I'll tell you," was the somewhat
thoughtful response, "if you'll not
think I am gossiping about the Ram-
bler. However, he is such a good
friend .of yours that I think you will
understand, particularly as in the main
it was a good joke on myself, I was
so thick at seeing through it at the
time. In fact, as the saying is, I had
to have a 'diagram' made of it by the
Rambler before I could understand
what he was driving at. But this is
the story.
"You know the Rambler has been
awfully good to me ever since I have
worked for the company. Not that he
has shown me any favoritism or re-
frained from roundly scolding me at
ILLINOIS CENTRAL MAGAZINE
11
times when I needed it. But he seems
to have felt, and correctly I guess, that
I am one who needs considerable train-
ing, and without his saying so, I have
from time to time felt that he was
aching to give me advice for my own
good if I would only put myself in the
way of his doing so. He seemed par-
ticularly solicitous as to how I was
going to make it when I was given
my job as a T. P. A. So he told me,
after more or less explanation before
I started out as to what I should and
should not do in my new work, to be
sure and consult him when I felt that
I needed help or advice. I have taken
pleasure in doing so from time to time,
and it was on one such occasion that
the Rambler caught me as though
there was 'nobody home' in my brain
chamber. You see," said Slim, as he
settled back in his chair and smiled at
the apparent recollection of what he
was going to tell, "I had found, at a
station on a foreign line of my terri-
tory, an agent whom I could not seem
to make warm up to me in the slight-
est. He was coldly courteous only,
volunteered nothing in the way of in-
formation or help, and if asked for in-
troductions as a means of getting at
certain citizens in his town, he was
either evasive, too busy, or pretended
not to know the party. I tried all the
wiles that I knew of to gain his friend-
ship without avail. I studied him as
carefully as I knew how, but could not
seem to penetrate the shell of reserve
in which he seemed to be encased as
far as I was concerned. But there was
some important business in his town
that I was exceedingly anxious to se-
cure, to get a line on which it seemed
rather necessary that I have some aid,
suggestions or introductions from this
agent. But there was 'nothing doing'
from him. So, apparently at the end
of my resources, I went to the Ram-
bler for advice and possible aid.
"The Rambler said if he ever knew
the man it was so long ago that he
had forgotten him. Consequently he
questioned me closely as to all I knew
of him, what methods I had employed
to pierce his armour of reserve, and
what conclusions I had reached as to
his characteristics. Then he gave
much time to questioning me as to the
station itself. What helpers did the
agent have? Where was his ticket of-
fice located, and many other such in-
quiries, even going into the matter of
whether there were any benches or
other outside seats at the station.
Some of the questions he asked seemed
to me to have practically nothing to
do with how best to get at my man,
but I answered them all to the best
of my ability and the Rambler then
said that he would think the matter
over and let me hear from him in a
day or so. When therefore, I was in
on the following Saturday he sent for
me and gave me instructions to the
following effect : 'This agent,' he said,
'I have learned is of long experience
in the business, but has recently been
transferred from another station at
which he was located for many years.
The change he considers was a bit of
a let-down, although he receives the
same pay as formerly. Just at pres-
ent, however, he is a bit sore, as the
saying is, with things in general. This
may partially account for his failing to
warm up, not only to you, but I have
learned to others. In fact, even among
his old acquaintances he is beginning
to be called an old grouch. I don't
know what I can do for you with him ;
I am afraid it is a matter of your own
personality and tact, but I will go
down there and look the situation over
and possibly between us something to
the good may come of it. But I want
you to do exactly as I tell you in every
particular, and above all things, when
we are together there, ask me no ques-
tions in that agent's presence that
touch either directly or indirectly on
business pertaining to either his road
or ours. Now listen attentively to
what little I want you to do. Next
Monday night you can make X
City, which city, if you are not al-
ready familiar with the fact, is located
on a branch of the grouch's road about
twenty miles distant from his station.
ILLINOIS CENTRAL MAGAZINE
There is a train goes over in the morn-
ing that reaches the latter about an
hour before the arrival there of the
main line Phantom Express. You go
over Tuesday morning on that branch
train and spend the hour before the
arrival of the Phantom as best you
may with that, agent; renewing your
efforts diplomatically, but with not too
much evident desire to thaw him out.
A bit of indifference rightly applied
will not hurt him or your cause. If
he shows signs of considering you a
bore long before the hour is up, let
him alone. Wander around the station
in its vicinity as you please, but with-
out keeping yourself wholly out of his
sight for too long a time. In other
words, don't let him forget that you
are 'round about, although it is just as
well if he gains the impression that
you are not there solely to see him.
If he seems to particularly dislike your
company that morning, be sure and
not be within speaking distance of him
during those wanderings. When the
Phantom comes in I will alight from it
and you can be reasonably surprised
to see me. From then on just drift
with me, and let me do the talking.
But above all things, do not attempt to
rush me up to that agent to give me
an introduction. Don't attempt to in-
troduce me or get us together at all
until I accidently, if I do at all, knock
off your hat. Then make it a casual
introduction and do not act as though
you expected me to pay any more at-
tention to him than the civilities of an
ordinary introduction would require.
Don't be surprised, or make any move
or comment, if I take you away from
that station without practically talk-
ing to that agent or making any ap-
parent effort to get you together.'
"I wondered somewhat at this pe-
culiar line of talk from the Rambler,
but agreeing to do what he said I
went to X— - City Monday night
and over to the agent's station the next
morning, according to the program.
As I anticipated, the agent gave me
practically no opportunity to further
cultivate his acquaintance, saying he
had a lot to do before the Phantom
came down. Hence, as suggested by
the Rambler, I drifted. While doing
so I incidentally scraped up a fair ac-
quaintance with the baggage man and
general assistant about the station, who
seemed to be as genial in disposition
as his superior was grouchy.
"In due time the Phantom arrived
and for a few minutes I began to be
afraid the Rambler was going to dis-
appoint me, for I did not see him
among those that got off the train. He
finally made his appearance, however,
by jumping off the baggage car follow-
ing a trunk on the end of which his
own initials were painted. 'Was afraid
that baggage man would forget to put
my trunk off,' he said to me in the
way of greeting, as he stood beside his
property and awaited for the station
baggage man to come up for it with
his truck. It happened to be the only
trunk put off at the station that morn-
ing, and when the baegage man got
around to it the Rambler in a most
genial manner said to him, 'Hello, my
friend, just re-check this please to K.
Station. The Phantom doesn't stop
there you know, but I thought I'd rath-
er come down on the through train and
wait over here in good company like
yours for the local that follows in a
half-hour than to be pottering all the
way through on that accommodation.
You are good company, aren't you?' he
said, with that rare smile of his that he
sometimes wears, and that his friends
say is the smile 'that won't come off.'
At the same time he passed the man a
cigar as he prepared, by taking a box
of matches out of his pocket, to light
up one himself. 'I may be good com-
pany/ retorted the baggage man with
a good-natured grin, 'but I'm afraid I
will be too busy to entertain you very
much. Give me your check, please.
Got a ticket? Why didn't you get it
checked through?' he added, as on re-
ceiving the Rambler's claim check he
detached the strap check from the trunk
and was about to start off to make the
re-checking. 'It would have gotten
there on the same train that it will now
ILLINOIS CENTRAL MAGAZINE
79
and have saved both you and myself
some bother.'
"Say," remarked Slim, divergingly,
"that Rambler should have been an ac-
tor. I mean a real one on the stage.
You ought to have seen the innocent
and surprised expression on his face as
he replied to that mild rebuke at not
having checked through.
" 'I never thought of that/ he said.
'But then, perhaps it is better this way
after all, it might have gotten lost un-
less I saw it through ; I kept pretty
close watch on it in the baggage car
coming down. Of course,' he added
quickly, 'it's all right here with you,
but one can never tell what will hap-
pen to a trunk en route ; it might have
gotten lost somehow.' 'Lost nothing!'
exclaimed the baggage man, more
amused than put out by the Rambler's
air and manner, for he rather shrewdly
guessed that the latter was not such a
tenderfoot as he appeared. 'Nothing
is ever lost on this road,' the man con-
tinued, as he started off to get new
checks for the trunk, 'and above all,' he
added, 'you couldn't lose anything on
this main line of it.' 'Hold on, hold
on !' said the Rambler, putting a hand
on his shoulder and lightly detaining
him, 'I am not so sure of that. It re-
minds me of the newspaper story that
is going the rounds, of an impatient
conductor who said to a man on the
train who was searching his pockets,
'you couldn't have lost your ticket you
know.' 'Couldn't, eh?' said the pas-
senger. 'I lost a bass drum once.'
"This brought forth a laugh which
seemed to put the baggage man in a
rather friendly mood toward the Ram-
bler, so that when, on moving to start
off again and being again detained by
the Rambler, who at the same time
slipped him a quarter, he made but
slight demur on the Rambler's unex-
pected request that he move that trunk
of his over into the shade, up against
the side of the station, and near an
outside open window of the ticket
office. Of course, the baggage man re-
marked that it was an unnecessary pro-
cedure, as the trunk would be picked
up at practically the same place where
it then stood. When, however, the
Rambler jokingly told him that he had
butter in it and that he was afraid it
would melt out there in the sun, to say
nothing of the fact that there was no
seat outside of the station for him to
sit down on, while with the trunk there
in the shade, he could rest decently by
sitting on its end, the man good na-
turedly gave in and placed the trunk in
the spot pointed out by the Rambler,
remarking as he did so, 'maybe you
could lose a bass drum, but if you will
now sit on this trunk you will probably
not lose it.' 'Nothing slow about you,
I guess,' was the response of the
Rambler, as by a backward spring he
perched himself on the end of the trunk.
Puffing vigorously on his cigar for a
moment, then taking it out of his
mouth and looking at the lighted end
to see if it was burning right, he hastily
continued before the fellow had a
chance to get away, 'your not being
slow evidently proves that you're not
working for a railroad that I read about
the other day in, I think, Puck. The
president of that road, you know, was
telling the corporation lawyer that an-
other farmer was suing on account of
his cows, and on the lawyer asking him
if the cows had been killed by their
trains, the president said, 'No, he com-
plains that our passengers are leaning
out of the windows and milking his
cows as the trains go by.' This caused
the baggage man to evidently change
his mind as to proceeding about his
business for a moment or so longer, for
he fished the cigar out of his pocket
that the Rambler had given him and
lit it, the Rambler passing over his box
of matches for him to do so. In re-
turning the matches with thanks, he
accidentally fumbled the box, so that
the Rambler, to recover them was
obliged to make a quick motion, which
so jarred his body that ashes from off
the end of his cigar, which had been
going good since his scrutiny of a mo-
ment before, fell into his lap. The bag-
gage man made an apology for his
awkwardness, to which the Rambler
80
ILLINOIS CENTRAL MAGAZINE
cheerfully said, 'never mind,' as he be-
gan brushing the ashes off his clothes
with his hand. Finding that he was
making rather sorry work of it, he re-
marked that a broom brush might be
better, but as it was he was reminded
of a little jingle that he had recently
read in either Puck or Judge, he didn't
remember which, which ran :
The Porter, with his stubby broom,
I cannot slay and slaughter.
But, like a buccaneer of old,
I'll render him no quarter!
' 'I don't believe it!' said his hearer,
as he leaned on his truck and slowly
shook his head at the Rambler. 'A
man that would give a baggage man
a quarter to move his trunk into a
shady corner so that he could sit on it
while waiting for a train, would not be
at all likely to turn down a poor, hard-
working Pullman porter in .the little
matter of a brush-off. But I've work
to do and must be going!' 'Well,'
dryly remarked the Rambler, 'As we
don't want the whole transportation
department of your road tied up on ac-
count of your little loafing, perhaps we
had better let you go. But, speaking
of transportation tie-ups, I am remind-
ed of what Judge said Aloysius McFee
said, which was that he, McFee, pro-
posed to his wife in a taxi. That either
went over his head,' said the Rambler
to me, 'or he didn't hear it( for the
man was pushing his truck down the
platform toward his baggage room.1
'Wait a minute, until I holler after
him!' What for, I said, haven't you
bothered him enough? 'Not,' contin-
ued the Rambler, as though he had not
heard my interruption, 'that I neces-
sarily needed a megaphone, for you
know I used to be in public life, in
which connection I had a reputation for
a voice with what they called carrying
power. Here, let me read you about
it,' and hastily bringing out a mem-
orandum book from his pocket, he pro-
ceeded to take therefrom two or three
clippings. One, which was credited to
the Birmingham Age Herald, he pro-
ceeded to read to me. Here it is, said
Slim, taking that and other clippings
from an envelope in his pocket, the
Rambler gave it to me afterwards". It
read as follows :
"To look at me now, mum, you
wouldn't think that I used to be in
public life," said the tattered visitor.
"Dear me !" exclaimed the sympathetic
housewife. "Were you a member of
Congress or something like that?" "No,
mum, I was train announcer in one of
the largest railroad stations in the
country."
On my finishing the reading Slim
went on with his narrative, saying that
the Rambler kept rattling on with sto-
ries and talking to him about things
that they saw going on about them.
"He was," continued Slim, "apparent-
ly unconscious of a fact that I had no-
ticed for some time. That was that
the station agent had been leaning out
of his window for quite a while listen-
ing to the talk. Beyond giving him a
slight bow of recognition, I had paid
no attention to him, remembering the
Rambler's general instructions. But I
did not understand why the Rambler
did not -seem to notice him, or to be
even aware of his presence. However,
I waited in vain to have my hat
knocked off, even when I had become
convinced that the Rambler knew of
the agent's presence, but was purpose-
ly ignoring him. So we continued to
talk between ourselves, Rambler sit-
ting on the end of his trunk, swinging
his legs and banging his heels against
its side, while I leaned back against the
station wall, the pair of us probably
having to a casual observer all the ap-
pearance of being two bored individ-
uals waiting for the train. 'That fel-
low over there,' he pointing across the
track as he felt in his vest pocket for
another cigar, 'pinching that freight
car along on the siding, suggests a joke
that one of the college papers recently .
incubated under the title of 'Twasn't
Fair.' It went to the effect that the
answer to the question as to what was
the fastest time made by the junction
train was : a train with three passen-
gers made the trip in seventeen min-
utes and forty-two seconds, but it was
ILLINOIS CENTRAL MAGAZINE
81
discovered later that the brakeman was
pushing. That in turn reminds me,'
he went on, 'of the Philadelphia Rec-
ord's little joke about suburban trains,
it saying that on being asked by a pros-
pective purchaser if late trains were
run to a certain suburban station, the
real estate agent promptly answered,
'sure, all our trains are generally late/
"This rapid fire of story and com-
ment to both the baggage man and my-
self, had been kept up by the Rambler
in a tone of voice which, while not
boisterous, was of sufficient loudness
to reach the agent's ears. This last I
began to perceive sometime before the
end, was exactly what was being aimed
at. I also noted that it was appar-
ently having its desired effect, for I ob-
served with surprise on several occa-
sions a smile or a quiet laugh from my
hitherto grouchy acquaintance when
he did not know I was looking. If the
Rambler also noticed that the agent
was interested, and that at times he
even laughed a bit, he made no sign.
On the contrary, he kept talking away,
or making me talk, on subjects that he,
by direct inquiry or by implication,
controlled until he saw the baggage
man coming back toward us with his
truck. On looking at our watches it
was discovered that the half hour was
nearly up and that he was evidently
making for the trunk; at which the
Rambler jumped down from his seat
and with some kind of a jolly allowed
him to wheel it away. After he had
gotten out of ear shot, the Rambler
turned suddenly onto the ticket agent,
who was still in his window, and whom
I have said was apparently not noticed
before, and passed him one of the little
newspaper clippings that he had taken
out some time before and still held in
his hand. 'Here,' he said, with a per-
functory bow such as one would give
to the* stranger of whom a passing in-
quiry was being made, although with
one of his most engaging smiles, 'is
something I think that baggage man
would appreciate, and which I forgot
to tell him about. Give it to him, will
you please, sometime when he is not
busy.' Then, turning to me, he said :
'Come on, Slim, we'll go down to K.
Station together.' As we walked down
the platform I noticed the agent was
reading the slip the Rambler had given
him, and later, when the Rambler
looked in his direction, he with a smile
on his face waved his hand at him,
holding the slip up and nodding as
much as to say 'that is a good one/
"What was on the slip, do you
know?" I asked Slim. "Yes, I have
another copy of it here," was the re-
sponse, "for you can imagine I was so
curious as to ask the Rambler about it
and he later hunted up a duplicate."
The item was from the London Sketch,
was entitled 'One on Jock,' and read as
follows : Irate Passenger (who sees
his trunk on the platform as the train
moved out) : "Why didn't you put my
luggage in, you blithering old ass?"
Porter: "There's mair sense in yer
trunk than there is in yer heid, mon.
It's you that's in the wrang train !''
"Go on," I said, as I handed the clip-
ping back to Slim, "what happened
next? Doesn't seem as though you or
the Rambler had either of you gotten
along very far with that agent so far."
"That's what I thought," said Slim, as
he settled further back in his chair and
laughed softly as if amused at the rec-
ollection. "I said as much when we
got on the train, and rather reproach-
fully, I fear, suggested to the Rambler
that he had not given me a chance to
introduce him unless I had made some
mistake in the program and had failed
to recognize my cue." 'You did per-
fectly right,' was the prompt response.
'In fact, much better than I thought
you would. Don't you see into the
game yet? I didn't want an introduc-
tion to him ; things were shaping them-
selves too much to my liking without
it. What do you gather from what
you have seen within the last half
hour?' "I confessed to not being able
to gather very much in the matter,
whereat the Rambler laughed and said,
'O Slim, O Slim ! Outside of specific
things you have wanted that agent to
do for you, what have you been trying
82
ILLINOIS CENTRAL MAGAZINE
to do with him without success ever
since you first met him?' "I thought
hard before replying," continued Slim,
"for I saw that the Rambler, notwith-
standing his apparent surface levity,
was really working out for me some-
thing that he at least hoped would bear
fruit along the line of my desire. In
fact, I thought long and earnestly,
while the Rambler eyed me kindly, but
thoughtfully until he, I reckon, thought
I was not going to be able to answer
his question ; for at times while I was
trying to think he gently crowded me
by saying: 'Well?' "Finally it came
on me in a flash what kind of a reply
the Rambler probably wanted. So I
said hopefully, I've been trying to find
out the nature of the man. I suppose.
What his likes and dislikes are, his
weaknesses or his strong points, that I
may understand better how to be ac-
ceptable to him and thereby benefit di-
rectly or indirectly myself and through
me our road. 'Right,' beamed the Ram-
bler, 'you're progressing, Slim. You'll
get there — some time. Now, do you
see where I have come in for you? But,
no, I'll not tax your thinking powers
further for the moment, as we will
reach our station shortly, but here is
the point. You tried in various ways
to get at some one, or all the points
you mention in regard to that man and
failed. I, however, by taking a long
chance in possibly a rather cheap way,
have by my nonsense and overdone
story-telling learned that he has a sense
of humor. An attribute that he never
gave you a look-in at. I purposely
avoided trying to learn that by direct
means, for had I attempted to draw
him out by personal contact, such is
his present mood that he would prob-
ably have drawn himself into his shell
and given no intimation of what is un-
derneath the surface with him. You
say he is grouchy. Maybe he is at pres-
ent, but it is not natural to him. It is
something of recent acquirement, due
possibly to some disappointment or
some particular burden that he has on
his mind that we know nothing of. But
good nature is never far away from a
man who has a saving grace of humor ;
and he evidently has that grace, as
evinced by his interest in my stories.
Now, campaign in some way in your
mind, as would an engineer in working
out a problem in hydraulics, to get at
subtly, but rationally, the humor-lov-
ing side of that man's nature. Don't
try to crowd it down his throat, and
don't be as brash about it as I was to-
day. But get there with it somehow!
It's one of your problems now, and the
success of your working it out depends
on your own individuality and acumen.
You see, don't you?' he continued, 'why
I did not want an introduction at this
time. He's bright enough, and it would
not have taken him long to put two and
two together and surmise that I had
come down on purpose to try and help
you out with him. That, of course,
would have been fatal. He has tempo-
rarily set his mind against you, but in
the long run he will thaw out if you
learn to handle him right. He is not a
bad fellow at all, and is not a grouch by
nature. You will, however, be the fast-
er friends, if you ever get together at
all, for you're having apparently won
him over through your own personal-
ity. He'll remember me later, and the
recollection will do you more good if it
conies to him as an apparent incidental
matter rather than in connection with
an attempted butting-in.J
"Of course," concluded Slim, as he
changed his position in his chair pre-
paratory to leaving, "I saw the Ram-
bler's reason for acting as he did, but
it was a queer way to get at the mat-
ter, wasn't it?" "Oh, I don't know," I
replied. "Maybe so. But what in the
meantime have you been doing to fur-
ther the Rambler's plan of campaign
with that agent?" "I've not been back
there since," was the reply, "but in the
meantime I have been doing a lot of
thinking. Just what I'll say when I
get there I imagine will not be what
I now think it will be. However, my
thinking will probably get me nearer
the right way than would have been
the case but for the Rambler's little ob-
ject lesson. By the way," he added, as
ILLINOIS CENTRAL MAGAZINE
83
he took from his memorandum book a
clipping and passed it to me, "that re^
minds me. When I do go I am to give
that story to the agent with the Ram-
bler's compliments and apologize for
him, not for myself (the last the Ram-
bler's specific instructions) for his, the
Rambler's, not introducing himself that
time he stopped over for half an hour;
claiming as his excuse that he did not
notice him until just as the train came,
at the time when he handed him the
baggage man's slip, and that he was
afraid he would get left if he stopped
to make his acquaintance." "Don't you
think," I asked, "that the agent will
look on that as a rather thin explana-
tion and be offended that he was ig-
nored?" "That's what the Rambler
thinks he will be," was Slim's response.
"In fact, he rather hopes he will be
peeved ; says it will do him good in the
long run to know that everyone is not
running after him as long as he is in
the mood not to meet decent fellows,
like myself, half way. He insists, does
the Rambler, that at heart that fellow
is all right. That he will see the mat-
ter from that point of view when his
naturally good humor gets worked
back into him."
The clipping that Slim was to give
him was from the People's Home Jour-
nal, and read as follows:
"Little Mary had never seen her
Aunt Anna, and was much delighted
when a visit was promised by the aunt.
When the day arrived that the aunt
was due a telegram was delivered at
Mary's home which read: 'Missed
train. Will start at same time tomor-
row/ Mary stood quietly by while her
mother read the telegram, and then
burst into tears. 'Why, darling/ cried
the mother, anxiously, 'what in the
world is the matter?' 'Oh, mother/
replied the child between her sobs. 'I
will never see my Aunt Anna after all/
'Never see her!' exclaimed the mother
in surprise. 'What do you mean, dear?'
'Why, mother/ explained the child,
'she says she will start the same time
tomorrow, and if she does she will lose
her train again, won't she?'
"What do you think is the Rambler's
object in having that story come from
him?" I asked. "Oh," was the quick
response, "I've got that figured out to
a hair. Partially as an introduction to
his message that I am to give and par-
tially to let the agent see that he un-
derstands the humorous phase of his
character; but chiefly to touch up that
agent's funny bone in association with
me without its being me that does it."
"By the way," I said, as I passed the
story back to Slim, "where did you and
the Rambler go after you boarded the
local train?" "I kept on" was the re-
ply, "some distance down the line to
a place that I wanted to make, but the
Rambler took an up train, that met
ours at the K. Station, immediately
back home." "Eh?" I said, "he carried
that trunk back with him, did he? Won-
der what on earth he started with it
for on that kind of a trip." "That's
just what I asked him," laughed Slim,
as he rose to go, "and he replied, 'you
told me there were no outside seats
around that station, didn't you? How
was I to get a seat under or near the
agent's outside window if I didn't carry
that trunk with me ? And without such
a seat how would he have heard what
I had to say? By the way/ he also
said, 'that baggage man really saved
the situation, I expect. Wish I had
given him a dollar.' "
Service Notes of Interest
Schedule changes will be made Sunday,
July 15th, on the Illinois Central, which
in rough outline will be as follows:
Train No. 10, the Seminole Limited north-
bound, will leave Birmingham at 12:35 P. M.
instead of 12:15 P. M. and arrive at Chi-
cago at 8:15 A. M.
Between Fulton and Memphis, trains Nos.
109, 203, and 136 will be discontinued. New
local train, No. 133, will be scheduled to run
between Fulton and Memphis, leaving Fulton
at 5:29 A. M.
The Chicago-Memphis sleeping car now
handled on the Seminole Limited, south-
ILLINOIS CENTRAL MAGAZINE
hound on trains Nos. 9-109, and north-
bound on trains 110-10, will be handled
southbound on train No. 3; no change north-
bound. Train No. 1 will make regular stop
at Rantoul, 111.
Tram JNo. 3, in addition to stopping at
Covington and Dyerstmrg, Tenn., to dis-
charge sleeping car passengers from points
north of Ashley, will also stop .at Coving-
ton and Dyersburg to discharge sleeping
car passengers from St. Louis and East
St. Louis.
Minor local changes and small adjust-
ments will also probably be made.
In addition to the above changes for
July 15th, attention is called to the follow-
ing equipment changes that have recently
been made and which are now in effect:
Cincinnati-New Orleans chair cars are
now operated in trains Nos. 103 and 104
between Cincinnati and Memphis only, they
having been discontinued on trains Nos. 3
and 4 south of Memphis. The through chair
cars between St. Louis and Memphis, form-
erly handled in trains Nos. 203 and 104-
204, have been discontinued.
The 12 section drawing room sleeping
car formerly operated between Chicago and
Omaha in trains Nos. 13 and 14 is now
operated between Chicago and Waterloo
only on the same trains.
Minor schedule changes have been re-
cently made on Western Lines between Fort
Dodge and Sioux City and Sioux Falls,
which are now in effect. The most of the
changes are of slightly later departures, but
earlier departures are as follows: Train
No. 15 leaves James 4:13 P. M., train No.
611 leaves LeMars 7:10 A. M., train No.
f»31 leaves Remsen 9:30 A. M., Oyens 9:40
A. M., LeMars 9:55 A. M., Merrill 10:10
A. M., Hinton 10:24 A. M., James 10:30
A. M., Leeds 10:35 A. M.; train No. 716
leaves Primghar 7:00 A. M., Gaza 7:10,
Calumet 7:25 A. M.
"The ordinary third-class Indian (Hin-
du) passenger, undertaking a journey by
rail, usually arrives at the departure sta-
tion many hours before his train leaves.
It is still a common sight to see groups
of this class of passenger at practically all
the big railway terminii sitting about the
station and waiting for a train that suits
their convenience, the convenient departure
hour coming along after they have a meal
or after the sun has gone down, or for one
or other similar reasons, equally unim-
portant."
The foregoing is quoted from "The
Indian Railway Gazette," and describes a
further example of the extreme differences
in "habit" between the people of the "East"
and of the "West."
The fact that the traveller in Canada
and the United States does not arrive at
the station "many hours before his train
leaves," but, frequently, goes to the other
extreme, and "cuts it fine," is a good rea-
son why prompt, smart service at the ticket
wicket is an expression of efficiency.
One valuable aid, and, generally speak-
ing, an essential to smart wicket service, is
a proper familiarity with tariffs and proper
anaii&emeut 01 tnem in tariff files.
intelligent attention to ticket stock is
also an important feature to be watched.
Smart service does not mean doing things
in a brusque, unthinking and careless haste,
but rather the responding to passengers'
requests in an alert, efficient, intelligent
and ail time courteous manner.
With the ticket wicket open for business
at the proper time, and a habit of imme-
diately attending to each passenger's re-
quest, even the brief space of time the
average traveller allows at stations for
transacting his ticket purchasing business,
checking baggage, etc., will be found amply
sufficient. — Grand Trunk Bulletin.
The war situation has put a new phase on
the railway management m tms country,
something entirely different from that ever
before experienced. A railway committee
of five executives located in Washington
is to have entire charge of the management
of all the roads insofar as the Government
welfare is concerned. An idea as to the
functions and authority of this committee
can be gained from the following state-
ment recently issued by B. L. Winchell,
director of traffic of the Union Pacific, in
which he said:
"Under this plan the railroads have been
amalgamated for all purposes and in effect
there is only one nationwide transportation
system in the United States. Terminals
mean nothing, strife for Government busi-
ness is eliminated and equipment is pooled.
"This committee has power to take en-
gines or cars from the Illinois Central and
send them to the New York Central; it
has authority to order officers and em-
ployes from the Union Pacific System for
service elsewhere. It can order shipments
diverted from one road to another, with-
out regard to competitive earnings. Ex-
pedition is the end in view.
"This step was taken by the railroad of-
ficials in a broad gauged and patriotic way,
which eliminates the selfish interests of any
company. The plan will furnish data valu-
able to all of us in future operation of our
properties along the lines of helpful co-
operation, pooling of equipment, etc." —
Railway Journal.
The following convention announcements
for July and August, 1917, should be care-
fully gone over by agents and kept in mind
with the end in view of obtaining business
therefor in cases where applicable to their
territory:
Illinois Knights of Pythias, DuQuoin, 111.,
July 16, 1917.
Nat'l Assn. of Real Estate Agts., Milwau-
kee, Wis., July 23, 1917.
ILLINOIS CENTRAL MAGAZINE
Mosaic Templars of America, Little Rock,
Ark., July 10, 1917.
Nat'l Homestead Assn., Boston, Mass.,
July 18, 1917.
Interstate Trap Shooters Assn. (Western
Handicap), St. Joseph, Mo., July 17, 1917.
Retailers Commercial Union, Chicago,
July 30, 1917.
National Hay Convention, Chicago, Julv
24-26, 1917.
Inland Daily Press Assn., Chicago, Aug.
14, 1917.
United Presbyterian Church (Young Peo-
ples Christian Union), Chicago, Aug. 1,
1917.
National Fraternal Congress, Chicago,
Aug. 21, 1917.
Iowa Prosperity Show, Dubuque, la., Aug.
27, 1917.
American Powerboat Assn., Minneapolis,
Minn., Aug. 28, 1917.
Nat'l Meeting Amer. Home Economic
Assn., Minneapolis. Minn., Aug. 22, 1917.
Nat'l Retail jewelers Assn., St. Louis, Mo.,
Aug. 27, 1917.
Kappa Delta Sorority, Birmingham, Ala.,
Aug. 27, 1917.
American Life Convention, Grand Rapids.
Mich., Aug. 8. 1917.
Interstate Trap Shooters Assn. (Grand
American Handicap), Chicago, Aug. 20-24,
1917.
American Federation of Catholic Socie-
ties. Kansas City, Mo.. Aug. 26, 1917.
Manufacturers & Importers Assn. of
America, Chicago, August, 1917.
The Burlington announces the following
by circular:
"To enable one-way passengers to make
detour through Yellowstone National Park,
both ways via the Cody Gateway, the fol-
lowing arrangements for extension of limit
of one-way tickets will be in effect during
the 1917 Yellowstone Park season, June
20th to September 15th, inclusive, 1917.
Second Class one-way tickets, reading via
the Chicago, Burlington & Quincy Railroad
to or from Billings, Mont., between Casper,
Sheridan. Wyo., or station south or east
thereof on the one hand, and Butte, Helena,
Great Falls, Mont., or station beyond on the
other hand, will, upon presentation to agent
at Cody, Wyo., immediately upon arrival,
be extended the number of days required
to make Park tour, plus additional number
of days necessary to enable passenger to
make continuous passage trip from Frannie,
Wyo., or Billings, Mont., to destination, but
total extension will not exceed ten days.
Agent at Cody will attach necessary ex-
tension paster."
been discontinued: Trains NOB. 4 and 5
between Chicago and Cincinnati, in which
connection they advise that the Chicago-
Old Point Comfort sleeper will operate be-
tween Chicago and Richmond, Va., being
carried eastbound via the Big Four route
between Chicago and Cincinnati, leaving
Chicago at 12:55 noon daily. Returning the
sleeper will arrive at Cincinnati as here-
tofore on C. & O., train No. 5, and be
attached to Big Four train No. 15, arriving
at Chicago at 5:35 P. M. Owing to this
change, connections are requested to route
through business to reach the C. & O., at
Cincinnati instead of at Chicago, thus using
the Big Four, Monon, or Pennsylvania to
Cincinnati.
In addition to the above it is also an-
nounced that C. & O. trains Nos. 6 and 1,
between Cincinnati and New York, have
been withdrawn.
The man who took the word "operation"
and set "co" in front of it took the common
clay of work- and breathed soul into it.
Look around with understanding eyes and
you will see that Co-operation is but an-
other and a better way of spelling "Life."
Co-operation is at once the name and
definition of a power almost as limitless
as space, the secret of existence, the secret
of success.
Where co-operation is suspended, Nature
is but cold stone. A business without co-
operation is soon stone broke.
A modern business is like a complicated
piece of machinery — the smallest cog must
co-operate or quickly be replaced.
He who compares life to a game of poker
makes a bad mistake. No man can play
a lone hand and win in the game of life.
Notice! You will find the surest path
of progress, the shortest cut to success, is
the fullest co-operation with those with
whom you work.
Franklin's Key, Toledo, Ohio.
It is announced by the Chesapeake and
Ohio that ''conforming to the nation-wide
demand for economies to meet conditions
of national importance," the following
through passenger trains of their lines have
The particular attention of aeents is
called to Illinois Central circular No. 4697,
Y. & M. V. circular No. 801 and C. M. & G.
circular No. 8. by which the discontinuance
of prepaid orders from, to and within the
South to be effective July 1. 1917. The
territory within which prepaid orders will
not be sold or honored the circular shows
to be as follows; which is reiterated to
impress the minds of the agents with the im-
portance of the change, (a) I. C. (South-
ern Lines) — all lines south of the Ohio
River: (b) Y. M. V. — all southern stations;
(c) C. M. & G. — all stations; (d) all sta-
tions on other railroads south of the Ohio
and Potomac Rivers, and east of. the Mis-
sissippi River; (e) between Cairo, Illinois
and Evansville, Ind., on the one hand and
all stations described by (a), (b), (c) and
(d), on the other hand. It will be re-
membered the circular further states that
86
ILLINOIS CENTRAL MAGAZINE
ticket agents are not to accept deposits of
cash or the equivalent for the furnishing
of prepaid tickets reading from, to or be-
tween, stations in the above described terri-
tory.
service to be performed in Ireland, India,
the Orient, or continuously around the
world. — Southern Pacific Rly. Bulletin.
Mr. C. W. Strain, General Passenger
Agent of the Gulf Coast Lines advises that
in connection with their through train
schedule of May 20th, their train No. 3,
leaving New Orleans for Houston at 8:20
A. M., and their train No. 1, leaving New
Orleans at 9:20 P. M., will be held for con-
nections as follows as effecting the Illi-
nois Central:
Gulf Coast Lines train No. 3 will be
held not to exceed thirty minutes for five
or more passengers from Illinois Central
train No. 5, scheduled to arrive at New
Orleans at 8:10 A. M. Gulf Coast Lines
train No. 1 will be held not to exceed thirty
minutes for five or more passengers from
Illinois Central train No. 3, scheduled to
arrive at New Orleans at 8:45 P. M!
The sale of passenger transportation re-
quires a knowledge of many things besides
the goods. It differs from a commercial
sale in that the stock-in-trade is not al-
ways before the salesman. Neither can he
display samples of what he is selling — a
kind of service and not an article. "The
proof of the pudding is in the eating."
The salesman in a store has at hand the
goods that he is to sell where his customer
can see and judge them. The salesman in
a ticket office deals with goods scattered
to the seven seas. He sells in Oakland a
The Michigan Central announces new
summer arrangements for parlor and sleep-
ing car service over the New York Central
(Lines East), for St. Lawrence River and
Adirondock Mountain Resorts. A sleeping
car for Clayton will leave Buffalo in train
No. 4, daily, at 10:05 P. M.; and a parlor
car for Clayton will leave Buffalo in train
No. 40, daily except Sunday, at 9:30 A. M
A sleeping car to Saranac Lake and Lake
Placid will leave Buffalo in train No. 44,
daily, at 9:00 P. M.; and a parlor car for
Lake Placid will leave Buffalo in train No
58, daily except Sunday, at 7:30 A. M.
Selling railway tickets is as important as
selling boots and shoes, or any other com-
modity. You never heard of a salesman
selling one boot or one shoe — that's what
you do when you fail to sell a round-trip
ticket, if the purchaser intends to return.
Selling round-trip tickets not only protects
your company's revenue, but saves solicit-
ing at the other end.
In the ticket business, efficiency means
securing the greatest amount of revenue
possible from each transaction. — Santa Fe
"Ticket Selling Talks."
Big Four trains Nos. 31 and 30, the Royal
Palm, have been discontinued, and the Chi-
cago and Cincinnati and Columbus and
Jacksonville sleeping cars are now oper-
ated in trains Nos. 43 and 34.
One Hundred Per Cent in Freight Car Handling
SOMEWHERE ON THE ILLINOIS
CENTRAL— I. C. Car 57883, loaded at New
Orleans, April 10, arrived at a destination
in Wisconsin April 17, unloaded that morn-
ing and reloaded same date for New
Orleans, arriving latter point April 22.
I. C. Car 53244 loaded at New Orleans
April 14, arrived at destination in Wiscon-
sin April 20, unloaded same morning, loaded
same date for New Orleans, arrived latter
point April 24.
I. C. Car 57794 loaded at New Orleans
April 17, arrived some point in Wisconsin
April 24, unloaded morning that date, re-
loaded same day for New Orleans, arrived
April 28.
IMPRESS ON SHIPPERS THIS PRAC-
TICAL AND SIMPLE WAY OF BREAK-
ING THE CAR SHORTAGE.
Just Plain Talk
By G. S. Rought, Conductor
A T certain periods, the railroads have been
**• forced to a rigid economy, or a policy
of retrenchment, in order to make both ends
meet, and I believe that very few of us fully
realize just what that means to the men higher
up. Now that our country has entered the
European conflict, there is no question but
what the entire United States will have to
adhere to an economic policy, domestic,
business, state and national ; therefore, it
seems to me to be timely, to interest our-
selves in the matter of economy and saving,
at least in so far as pur dealings with the
management of the Illinois Central Railroad
and the public are concerned, keeping in mind
the motto, "Do unto others as you would they
should do unto you." In order to practice the
precepts of this motto, we should, all of us,
feel that our resources are a part of the work-
ing capital of the railroad, and that unless we
so invest our resources (which is our labor)
that they will earn a dividend, we cannot hope
to be much of a success ; therefore in this
article I am making a direct appeal to the man
in charge of trains, for the reason that in him
is vested the proper authority for the move-
ment of the train in his charge, and the chance
for economy lies in his hands more than in
any other member of the crew. This, how-
ever, does not mean that the principle is not
applicable to all other employes, and, wherever
possible, we should, as one great big family,
help each other in the matter of saving and
economy.
The ^opportunities for saving are so many
that with a systematic effort on our part we
can accomplish results, but it must be a sys-
tematic effort, for the individual alone can ac-
complish but little. To successfully conduct
any enterprise, system is necessary, and things
done unsystematically are only half done.
In the matter of supplies much can be ac-
complished. Any unnecessary supplies carried
on a caboose represents so much waste, or
so much idle money. An over supply of nec-
essary supplies means money standing idle
that could better be used in meeting other ex-
penses or demands.
Much saving can be made in the use of sta-
tionery; don't use large envelopes where a
small one will do the work ; don't use a letter-
head where a message clip will do the work;
don't write a lot of unnecessary letters, what
you do write make short and to the point,
long letters seldom "explain." Oftentimes a
notation on the original letter will accomplish
what is desired. Be tidy in your caboose so
that stationery is propeily cared for to pre-
vent waste. Paper will be mighty scarce.
Other caboose supplies should be watched
and cared for in a like manner, and by a
conservation and an economic use of these
supplies, Very often an unnecessary shortage
can be avoided. Many shortages are respon-
sible solely from there being an over supply
at points other than where needed.
A careful watch of your train, and a proper
attention to hot boxes at the right time, will
avoid the renewal of brasses to such an extent
that the saving will run up into the hundred
thousands of dollars, and in my twenty-seven
years' experience I have found that nineteen
times out of twenty, a hot box can be prop-
erly cared for in less time than it takes to
set the car put, and by giving box attention at
usual stopping places, you will be able to get
journal to a bearing again. In addition to
saving brasses, you are saving delays to
freight, possibly have avoided future ship-
ment from consignor from being routed over
some other line, solely through being out of
humor for delay to previous shipments ; in ad-
dition to this you have advanced the earning
capacity of the car, and at same time have
not reduced the tonnage percentage of your
engine.
Engine performance is based on ton miles
and to illustrate how much the earning capac-
ity of an engine is reduced by setting out a
hot box, suppose you set out fifty miles from
your terminal, a 70-ton car of coal, you have
lost for your engine 50 times 70 (or miles
multiplied by tons), or 3,500 ton miles. Take
a system like the Illinois Central and you can
readily see what a daily loss of earning power
of locomotives occur from hot boxes.
Feel that you are a cog in the wheel, take
the same interest in your work as if it were
your money invested, and you will be surprised
87
88
ILLINOIS CENTRAL MAGAZINE
how much easier your work will be. At the
same time we will be helping the management
meet the increased expense due to the Adam-
son Law being now in effect, and by doing
this we will, if possible, make our already
amicable relations more concrete.
Mr. Storekeeper Try This Plan
Billy Haid
The store-keeper on a railroad is often
asked by other storehouses for items of
material and it is necessary that you have
a record that is correct, quick and accurate
so that there will be no delay in answering
the telephone. Are you in a position to
do it without delay? Can you release the
wire as quickly as you should?
Men are capable of remembering the
names of a great many items, but when it
conies to engine castings there are so many
of them that he is sure to make a few mis-
take_s unless the man is working with the
material on the engines each day and then
the mechanics have pet names for many of
the items. Your superior says; have you
any tender transom fillers in stock and he
gives you the number of the casting — can
you give him the information at once so
that there will be no delay on the line?
Most of the stock-keepers go to their cast-
ing rack to see if they have the item asked
for, others look the item up in their stock
books. How long does it take to give the
necessary answer to the man at the other
end of the line, is your method fast enough
to release the line promptly?
As a suggestion so as to make it pos-
sible for any of the clerks in the office to
give information to the parties asking for
material such as castings, I would suggest
that you make a petty book for the office
and for the accurate accounting of your
castings.
Index a book in numerical* order from
one to one hundred, divide your book into
twelve columns, one for each month and
use the last two figures on your castings
discard the name of the castings in the
petty book as you will have the proper name
of the item in your stock books and check
your stock books from the petty book.
This method used in the checking of all
kinds of castings is the most accurate way
of being certain of what you have in stock
and if the stockkeeoer is not sure of the
name of the casting he will not lose it
because he checks it blank in his stock
books because he can not find it and instead
of not having it in stock he often finds
that he has and the old way often causes
you to order a new supply when you really
do not need it and your mistakes are costing
the company ail unnecessary outlay of
capital.
If you will make yourself a little book as
I have explained it and check your castings
by starting at one end of your rack and
go to the other you will find your informa-
tion more accurate and satisfactory.
If your bins are numerically arranged
you can also put the bin numbers in the
petty book as this proves very valuable to
some of the clerks in the office who have
not had any actual experience in the han-
dling of the material but they can go to
the bins and find it if called upon.
In checking your stock books from your
petty book you circle the items as you
check the material in your stock book and
by going through your petty book the
second time you will discover any items
that you have not listed in your stock books
and often find errors have been made in
the shipment and you find that you have
castings on hand that you do not .need.
I have tested this form of checking and
I find that I can put an inexperienced man
checking castings, he does not know the
names of any of the castings but his in-
formation is correct as he works mechani-
cally taking each item as he comes to it.
The petty book comes in handy in the
office as the first question that is asked
the party at the other end of the line is:
What is the number of the casting? You
open the petty book in an instant and you
can give the party the correct reply in one-
hundred part of the time it usually takes.
MQritonous Sorvico
EfAVORABLE mention is made of the
•*• tohovvmg conductors and gatekeepers
for their special efforts in lifting and pre-
venting the use of irregular transportation
in connection with which reports (Form
972) were rendered to the auditor of pas-
senger receipts, who, in cases of this kind,
advises the other departments concerned,
so that proper action may be taken, all pass
irregularities being brought to the attention
of the vice-president.
Illinois Division
During May tae lollowmg suburban gate-
keepers lifted commutation tickets, account
having expired or being in improper hands:
J. Powers
Mary Crotty
Suburban Conductor Jas. Hall on train
No. 221, May 26, declined to honor monthly
commutation ticket account having expired
and collected cash fare.
Suburban Flagman D. Flynn on train No.
612, May 30, lifted 60-ride monthly com-
mutation ticket account being in improper
hands and collected cash fare.
Conductor J. P. Burns on train No. 302,
May 17, lifted returning portion of expired
card ticket from passenger who admitted it
had been previously used for passage and
collected cash fare.
Conductor H. B. Jacks on train No. 25,
May 19, No. 2, May 22, and No. 23, May
29, declined to honor card tickets, account
having expired and collected cash fares.
Passengers were referred to passenger de-
partment for refund on tickets.
Conductor F. A. Hitz on train No. 18, May
20, lifted time pass, account identification
slip (Form 1572) having been improperly
issued and collected cash fare.
Conductor M. Cavenaugh on train No. 2,
May 27, lifted employe's term pass account
being in improper hands and collected cash
fare.
Conductor J. L. Ford, on train No. 18,
May 28, lifted going portion of trip pass
account returning portion being missing.
Passenger refused to pay fare and was re-
quired to leave the train.
St. Louis Division
Conductor G. Garter, on train No. 21,
May 3, lifted going portion of trip pass,
account returning portion being missing
and collected cash fare.
Conductor W. C. Walkup, on train No.
208, May 13, and 207, May 18, declined to
honor card tickets account having expired
and collected cash fares. Passengers were
referred to passenger department for re-
fund on tickets.
Conductor J. H. Davis, on train No. 6,
May 15, lifted trip pass account being in
improper hands and collected cash fare.
Conductor C. T. Harris, on train No. 6,
May 26, lifted employe's term pass account
• passenger not being provided with iden-
tification slip (Form 1572) and collected
cash fare.
Springfield Division
Conductor W. G. Knowles, on train No.
132, May 18, declined to honor card ticket,
account having expired and passenger left
the train.
Indiana Division
Conductor J. W. Knight, on train No. 204,
May 26, declined to honor card ticket ac-
count having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Wisconsin Division
Conductor J. P. Reece, on train No. 124,
May 8, declined to honor foreign interline
ticket account having expired and collected
cash fare. Passenger was referred to pas-
senger department.
Kentucky Division
Conductor M. J. Keirce on train No. 302
May 24, declined to honor local ticket ac-
count having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Mississippi Division
Conductor J. R. Kriter, on train No. 1,
May 8, lifted mileage book account being in
improper hands and collected cash fare.
Conductor R. F. Cathey, on train No. 24,
May 14, declined to honor card ticket ac-
count having expired and* collected cash
fare.
Conductor C. M. Anderson, on train No.
5, May 19, lifted mileage book account
being in improper hands. Passenger re-
fused to pay fare and was required to leave
the train.
Louisiana Division
Conductor H. T. Erickson, on train No. 2,
May 4, lifted mileage book account being in
improper hands and collected cash fare.
Conductor M. Kennedy, on train No. 332,
May 17, declined to honor mileage book ac-
count having expired and collected cash
fare.
On train No. 331, May 20, he lifted banana
messenger's return ticket account having
been improperly issued and collected cash
fare.
Conductor L. E. Barnes, on train No. 34,
May 18, lifted time pass, account passenger
not being provided with identification slip
and collected cash fare.
On train No. 34, May 22 he lifted annual
pass, restricted to intrastate travel, account
89
90
ILLINOIS CENTRAL MAGAZINE
being presented with a local ticket for an
interstate trip. Passenger refused to pay
fare and was required to leave the train.
On train No. 24, May 24, he lifted mileage
book account being in improper hands and
collected cash fare.
Conductor G. O. Lord, on train No. 1,
May 24, lifted annual pass account identifi-
cation slip (Form 1572) having been altered
and collected cash fare.
Conductor R. E. Mclnturff, on train No.
23, May 24, lifted expired card ticket from
passenger who admitted having previously
secured transportation on same and col-
lected cash fare.
Conductor E. S. Sharp, on train No. 313,
May 30, lifted identification slip (Form
1572) account passenger not being provided
with pass and collected cash fare.
Vicksburg Division
Conductor R. C. Buck, on train No. 35,
May 15, declined to honor milieage book
account having expired and collected cash
fare.
New Orleans Division
Conductor A. L. Williams, on train No.
34, May 20, lifted mileage book account
being in improper hands and collected cash
fare.
Illinois Division.
Foreman William Stevens has been com-
mended for discovering blazing hot box on
an oil tank car in train 1513. Train was
• onned and trainmen's attention called to
same. This action undoubtedly prevented
possible accident.
Engineer John Leahan has been com-
mended for stopping train when approach-
ing Paxton, June 21, when auto truck was
stalled on south crossing.
Towerman C. H. Campbell has been com-
mended for discovering brake rod dragging
on C. G. W. car 46010, passing Riverdale
Tower in Extra 1596 South. June 13.
Towerman at Harvey was notified to stop
train so that repairs could be made, there-
by preventing possible accident.
Section Foreman Dolan has been com-
mended for discovering brake beam drag-
ging in extra 1753 south, north of Guthrie.
Train was stopped and brake beam removed,
thereby preventing possible accident.
Switchman J. Clemens has been com-
mended for stopping engine which had
draw bar pulled out and was lodged under-
neath car. This action undoubtedly pre-
vented possible accident.
Brakeman B. Walden has been com-
mended for discovering broken rail joint
near mile 145 while on extra 1663 south,
June 16. and taking the necessary action to
have same repaired, thereby preventing pos-
sible accident.
Operator C. E. Richards at Otto, has
been commended for discovering lumber
shifting on S. P. 78553 in extra 1729 north,
June 5, which car also had hot box, and
action taken in this case in flagging the
train and having train crew give the car
the necessary attention, thereby preventing
possible accident.
Switchman J. McCleary has been com-
mended for discovering penstock at hos-
pital across the south-bound track, June 2.
His action in this matter prevented possible
accident.
Conductor C. H. Martin has been com-
mended for discovering I. C. 122338 with no
light weight stencilled on it. Arrangements
were made to have car stencilled.
Conductor George Lindsay in charge of
Extra 1597, May 4, has been commended for
discovering I. C. 106573, C. G. W. 6261 and
C. G. W. 6813 with no light weight sten-
cilled on cars. Arrangements were made
to have cars stencilled.
Brakeman E. E. Spivey has been com-
mended for discovering K. R. L. 157 on fire
while train was moving south of Watson.
Train was stopped and fire was extin-
guished by the crew.
Engineer Shauger has been commended
for discovering piece broken out of rail
on north end of passing track at Tuscola,
June 6. Same was reported to the
dispatcher and section foreman instructed
to make necessary repairs. This action un-
doubtedly prevented possible accident.
Springfield Division.
Engineer C. F. Eecks, brakeman Roy
Reeves and fireman A. Woodward have
been commended for recovering trunk
stolen from car in train 53, Mav 4.
Section foreman Samuel Earls, Spring-
field, has been commended for discovering
two rolls of roofing paper on waylands near
mile post 96, June 22, and turning same
over to agent at Springfield for handling.
St. Louis Division.
Section foreman William Boner has been
commended for discovering brake beam
dragging on C. N. O. & T. P. car 12261,
May 23, Extra North, engine 963, passing
siding at Winkle. Train was stopped and
defect adjusted, thereby preventing pos-
sible accident.
Indiana Division.
Agent R. E. Billings, Wheeler, 111., has
been commended for stopping extra 951,
June 12, when he discovered brake rod
dragging. Defect was attended to and pos-
sible accident averted.
Louisiana Division.
W. S. Harrington, clerk at Hazelhurst,
Miss., has been commended for action taken
in promotly reporting brake beam dragging
under O. R. T. 30117, extra 971, South.
May 30. This action undoubtedly prevented
possible accident.
Tennessee Division.
Engineer John Chester, in charge of extr.-j
1651, train 171, June 3, observed cattle which
had broken through right of way fence two
miles north of Trimble. Train was stopped
and cattle driven off the track.
Minnesota Division
The young lady stenographers in the di-
vision office at Dubuque, desiring to do
something to serve their country, have
planted a garden in the plot of ground
which was formerly the depot park. The
money realized from the sale of the vege-
tables in this garden is to be turned over
to the Red Cross. They have been receiv-
ing a great many compliments on their
good work and are only hoping that their
sales will be as numerous. They now have
a neat little sum toward the good cause.
General Manager Foley, General Super-
intendent Clift, and District Engineer
Laden, on a recent trip over the division,
were liberal in their praise of the results
being secured from the stenographers' gar-
den at Dubuque and backed their en-
thusiasm by generous purchases of vege-
tables which they later pronounced as first-
class quality.
Quite a number of employes and a few
non-employes, have taken advantage of the
permission granted by this company to
cultivate its right of way. There are now
over 100 acres under cultivation on this
division and permits are still being re-
quested.
Conductor H. H. Everhart and Operator
Floyd Belscamper have joined the Illinois
Central Regiment. Third Reserve En-
gineers, now at the Municipal Pier, Chi-
cago, and have been receiving visits from a
good many of their railroad friends. Both
report enioying their work very much.
F. J. Coates, assistant engineer on the
Minnesota Division for the past six years,
has been transferred to Chicago for service
in the chief engineer's office. Mr. J. M.
Beardsley, emnlpyed in the Valuation De-
partment at Chicago, has been transferred
to this division to fill vacancy by Mr.
Coates. These changes were effective June
16.
Summer vacations of clerks in the super-
intendent's office at Dubuoue have begun.
At present writing, Assistant Tonnage
Clerk L. T. Weiler is enjoying his vacation
in Chicago.
Horace M. Lamb, ticket clerk at Dubuque
station, has been promoted to a similar
position at Fort Dodge. Jos. J. Spies has
succeeded Mr. Lamb at Dubuque.
Chief Accountant J. C. Neft and Assistant
Accountant C. F. Duggan, attended the
Northern Lines Accountants' meeting at
Chicago on June 21.
Master William Atwill, Jr., son of former
superintendent of this division, is visiting
friends at Dubuque and called at the super-
intendent's office, renewing former friend-
ship.
Lhief Dispatcher P. E. Talty at Dub^que
has returned from his annual vacation
which was spent at his former home, Con-
nellsville, Pa.
Hotel Hayes
and Annex
Phone Hyde Park 4400
64th St. and University Ave.
Chicago
Popular Price
Family Hotel
American Plan
RATES:
Single $ 8.50 to $14.00 per week
Double 16.00 to 19.00 per week
Four blocks from new 63d Street
depot and office building
ILLINOIS CENTRAL MAGAZINE
Train Master Duckwitz is polishing his
fishing tackle, preparatory to his summer
onslaught against the finny tribes. General
Yard Master Dahl, at Dubuque, and Agent
Bowden, at Waterloo, are his close seconds
and when the three of them meet, fish
stories are the order of the day. We pre-
dict that fish which were two inches long
when caught will attain the length of at
least two feet by the time their stories are
told.
Springfield Division
Mr. M. M. Backus, roadmaster on the
Springfield Division, has been appointed
roadmaster on the St. Louis Division. Mr.
Backus assumed his new duties on June 1.
Mr. Chas. McAdams, stenographer in the
roadmaster's office, has resigned his posi-
tion and is now enjoying an extensive tour
of the East. Mac expects to eventually
locate in New York where he can keep in
closer touch with the big affairs of the
world.
Mr. H. D. Walker, instrument man, has
been transferred to locating party now
working on proposed work near Dawson
Springs, Ky.
Indiana Division
At about 3:30 P. M., May 26, 1917, the
city of Mattoon was visited by a cyclone,
Colonial Hotel
6325 Kenwood Ave.
Phone Midway 1626
Chicago
/uropean
PI
an
RATES
$4.00 to $7.00 Per Week
One block from new
63rd st. office build-
ing and depot.
Hayes Bros., Prop.
Oscar E. Westburg, Mgr.
Railway
Employes
Eyes are
Exposed to
Wind, Dust
and Alkali
Poisons
The Rush of Air, created by the
swiftly-moving train, is heavily
laden with coal-smoke, gas and
dust, and it is a wonder that train-
men retain their normal Eye-sight
as long as they do.
Murine Eye Remedy is a Con-
venient and Pleasant Lotion and
should be applied follow-
ing other ablutions.
Murine relieves
Soreness, Redness
and Granulation.
Druggists supply Murine
at 50c per bottle.
The Murine Eye Remedy Co.,
Chicago, will mail Book of
the Eye Free upon request.
accompanied by rain and hail, which left
much devastation and loss of human life
in its pathu It traveled eastward and spread
over an area of four blocks north and
south and about three miles east and west,
literally wiping out that section of town.
After the havoc was wrought, the appear-
ance of the sky became a sickly green.
When it was realized what distress this
part of the town was in, conveyances of all
descriptions (autos, buggies, drays, etc.)
hurried to the scene and brought those
taken from the debris on stretchers, old
pieces of doors, etc., to the hospital, and
when they could accommodate no more, the
churches, library and undertaking parlors
were made ready to receive the injured;
also private homes were thrown open to
receive them. All night long, bodies were
taken from the wreckage, the relief work
being done under difficulty, as the lighting
plant was out of commission and the town
was mostly in darkness: lamps having to
be used. Telegraph and telephone wires
were down, and the gas plant inoperative.
Hotels were converted into emergency
hospitals, and volunteer service was be-
stowed willingly, until skilled help could
be secured.
The Illinois Central certainly did noble
work at this critical time. A committee
ILLINOIS CENTRAL MAGAZINE
93
waited on Superintendent H. J. Roth, to
have special trains rushed to Mattoon with
doctors, nurses, the militia, etc. The wires
down in so many. places made it rather
difficult to get in communication with sur-
rounding towns, but by patience and per-
severance, they were fortunate enough at
last to be successful, and special trains
carrying doctors, nurses, also cots, etc.,
were soon on their way.
Then came the appeal for food and cloth-
ing, and the different stations on Indiana
and Illinois Divisions, are to be highly
commended for the prompt manner in
which they responded to the call of a
neighbor in desperate need. The larger
stations, and many of the smaller ones,
wasted no time in getting together and
sending a wonderful supply of good sub-
stantial food and plenty of clothing for
the afflicted ones. Too much thanks can-
not be extended to those people along the
line who so generously responded to the
call for help, and it certainly is appreciated
by all Mattoon.
At first, disorder was very much in evi-
dence, eVen though all were willing and
did help wonderfully as far as they were
able; later, various committees were ap-
pointed, and took charge or the situation
in a systematic way, and it was only a
short time until order reigned once more.
The Red Cross people from Chicago, with
many able workers were installed, and im-
mediately busied themselves investigating
the district affected, and taking care of
those in distress with food, clothing and
money, as it was needed.
The list of dead numbered sixty-five,
with hundreds injured, and about five hun-
dred families homeless. Their immediate
needs have been taken care of and ma-
terial is being rushed to build up the dis-
trict which was laid waste, to provide
places of abode for those who have really
no other place. Much money is needed for
this, and donations are being accepted —
already several thousand dollars has been
received. The Illinois Central Railroad
Company, through General Manager T. J.
Foley, headed the subscription list with
$1,000, and local donations have been made;
subscriptions have also been received from
persons connected with the Illinois Central
who were formerly located at Mattoon.
The fury of the elements does not yet
seem to be appeased, as atmospheric con-
ditions are unsettled, and a repetition of the
cyclone of May 26 has seemed evident
several times.
Sympathy is extended to the families of
employes who lost their lives in the cyclone
of Mav 26; also to those employes who lost
members of their families.
Jack Pierce, machinist, Mattoon shops,
lost his life in the cyclone May 26; he had
been in service about five years and is
greatly missed by his many friends.
Walter Melton, call boy, also lost his life
in the storm; he had been in service on the
Illinois Central Railroad about three
months.
{ The 100-foot flag pole on Mattoon shop
grounds was broken off in the tornado; em-
ployes had removed the flag when they saw
the storm approaching. A new pole will
be raised in the near future.
A. C. Wilcox, chief accountant, is spend-
ing a couple of weeks in St. Petersburg, Fla.
Miss Helen Lee Brooks, of the superin-
tendent's office, departed on June 16 for
California and other western points. She
expects to be gone several weeks.
Several persons from Indiana Division at-
tended the Galli-Curci concert given at
Champaign, 111., the evening of June 1 at
the university auditorium.
C. A. Richmond, our well known and liked
conductor on passenger train between Mat-
toon and Peoria, was taken ill on May 23.
We are glad, however, to receive encourag-
ing reports from Peoria as to his condition,
and hope he continues to improve rapidly.
H. B. Brown, fuel inspector from Chi-
cago visited the division one day this
month.
Such minor matters as war clouds hang-
ing over us, disturbing influence of the ele-
ments, etc., do not seem to intimidate
Cupid or hinder him in his progress; he
seems to be "working overtime" in our Ac-
counting Department. On May 30, Frank
Martin, of the accounting force, in the
superintendent's office, was quietly married
to Miss Ruby Ames, and appeared on
the scene next morning just as usual, not
taking any of us into his confidence; only
for our morning paper, we might have been
"in the dark" several days.
Closely following in his footsteps
Clarence Plurnmer, of Master Mechanic
Bell's accounting force, thought he was
surprising his friends when he and Miss
Edna Adrian were married June 10. He
didn't succeed in "keeping it quiet" as well
as Mr. Martin, and friends took the "newly-
weds" riding on an auto truck through the
down town district, and then made Clarence
"set 'em up" at a local confectionery to the
whole bunch. Their honeymoon was spent
at Niagara Falls.
Miss Gertrude Hasler has accepted a
position in Division Storekeeper Downing's
office as stenographer and clerk, which
was formerly filled by Marion Boulware,
who has been promoted to general stock
keeper.
Webster Brannon is new time keeper in
general car foreman's office at Mattoon.
W. G. Arn, formerly road master on the
Indiana Division, visited us June 20 a few
hours on his way to Municinal Pier, Chi-
cago, where he is captain adiutant of the
Third Reserve Engineers of the Illinois
Central. They expect orders shortly to
depart for France.
ILLINOIS CENTRAL MAGAZINE
Warren Stephenson, formerly M. C. B.
clerk at Mattoon shops, has enlisted in, the
Railroad Regiment and departed for the
Municipal Pier, Chicago; his place is be-
ing filled by J. L. Warren, formerly piece-
work checker. A. D. Bullock transferred
from master mechanic's office as time
keeper to piecework checker, Maring Crane
being employed as time keeper in master
mechanic's office.
Many heavy rains falling the past few
weeks have caused much trouble on the
Indiana Division, at one time this month,
the railroad being washed out at six places
on Indianapolis District and seven places
on Peoria District; also Mackinaw Bridge
between Green Valley and Sand Prairie
out of commission three days — current so
swift — making it necessary to detour both
passenger and freight trains via the C. & A.
and Big Four between Peoria and Pekin.
S. P. Munson, clerk to supervisor B. &
B., at Mattoon.. 111., submitted to an opera-
tion in the Illinois Central Hospital at
Chicago on June 18. We are gkd to re-
ceive favorable reports the last day or so
with reference to Mr. Munson's condition.
Wisconsin Division.
Fuel Economy Cars, in charge of Messrs.
J. W. Dodge and O. L. Lindrew, were on the
Wisconsin Division several days recently.
Messrs. Dodge and Lindrew gave some very
good lectures on "The conservation of coal."
According to reports, there was a large
number in attendance at each of these lec-
tures and all concerned were pleased to
note the interest displayed by employes in
what might be termed at this time, a very
patriotic movement.
F. A. Redican, clerk in roadmaster's of-
fice, Freeport, returned home from his
honeymoon trip in the East, several days
ago. Mr. Redican and wife visited at Chi-
cago, Buffalo, Niagara Falls and New York
City, and are now at home to their friends
at No. 217 Float Street, Freeport.
Graydon Powell, assistant accountant, in
the superintendent's office, Freeport, spent
a two week's honeymoon trip in the West,
visiting Denver, Colorado Springs and Salt
Lake City. Mr. Powell and wife are now
at home to friends at No. 303 West Street,
Freeport.
R. L. Guensler, clerk in superintendent's
office, Freeport, is the proud father of a
baby boy.
Louisiana Division
Mr. J. North Abbott, who liad been in the
service of the Illinois Central Railroad 27
years, as conductor on the Louisiana Di-
vision, died at his home, in New Orleans,
on May 2, 1917. Mr. Abbott was retired
on a pension May 31, 1915. His many
friends on the Louisiana Division are
deeply grieved at his death.
Mr. P. H. Houston, instrumentman, and
Driver Agents Wanted
ic, 34.7 H. P. Drive and demonstrate the Bush Car. Pay fo
' of your commissions on sales, my
agents are making money.
Shipments are prompt.
Bush Cars guaran-
teed or money back.
Write at once for
my 48-page catalog
and all particulars.
Address J. H Bush,
i»eic»rgnition-El"ectT'sfg.1Sittg. Prea- Depfc7MS
BUSH MOTOR COMPANY, Bush Temple, Chicago, 111. t
Mr. W. T. Bolton, rodman, left on May
15, for Fort Logan H. Roots, where they
are in training for the Engineering Reserve
of the United States Army. Both passed
their initial examination successfully, and
will receive commissions as second lieu-
— 6 MONTHS — INVESTING FOR PROFIT.
a monthly Guide to Money-Making. TeLs how $10U
grows to » — 0022, how to get richer quickly and honestly.
H. L. BARBER, Pub., 439-32 W. Jackson Blvd., Chicago.
tenants. Mr. S. R. Goldstein has succeeded
Mr. Houston as instrumentman and Mr.
B. D. Woods has succeeded Mr. Bolton as
rodman.
Mr. H. A. Wilmot, of the Accounting De-
partment, has resigned to give his atten-
tion to his farming interests in Roseland,
La. All the boys were very sorry to see
Henry leave. He was succeeded by Mr.
J. A. Morrison.
Miss Frances Otken, stenographer, has
just returned from her vacation, which she
spent very pleasantly in Texas.
Mr. J. H. Rolfs, file clerk, has resigned
to enter the contracting business in New
Orleans. He was succeeded by Mr. W. F.
McNulty. Mr. C. F. Coen has been ap-
pointed assistant file clerk.
Erecting Foreman J. C. Lyons is at pres-
ent enjoying an extensive trip through the
north and eastern states.
ft: The entire force of McComb shop ap-
prentices called a special meeting this week
for the purpose of giving a banquet for
senior apprentices before the expiration of
their apprenticeship. Each of the boys are
looking forward to this with much interest
and expect to execute all details in much
style. Their organization is lucky enough
to possess several talented orators and each
one of them will be expected to render
little talks concerning the performance of
their duties while serving apprenticeships
and other items of interest to all con-
cerned.
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
Bore Eyes, Strengthens Weak Eyes. Doesn't
Smart, Soothes Eye Pain, and sells for 50c.
Try It in Your Eyes and in Baby's Eye* tat
Scaly Eyelids and Granulation.
School
Information
FREE
Catalogs of all boarding schools
(or camps) in United States
EAST OR
This Association maintained by annual
dues from the schools-for past 11 years.
J>HONE- CENTRAL 8848
CALL OR WRITK
American Schools' Association
1515 Masonic Temple
Jfros ant) Crossing Worfce
SPECIAL WORK for STEAM 'and ELECTRIC ROADS
Office
Chicago
—IN-
OPEN HEARTH— BESSEMER and MANGANESE
Work*
Chicago Heights
HOTEL ARCADIA
In Arcadia Park
Dawson Springs, Ky.
Five first-class mineral wells in park. Shippers
of Salts Water.
WILHELM REALTY CO., Lessees, Inc.
F. W. NAG EL
Established 1865
II. L. MEYEK
NAGEL & MEYER, Jewelers
Third and Broadway PADUCAH, KY.
Expert watchmakers (only) employed to care for
your watches. Ball and other popular makes of
railroad watches for your selection.
New York St. Louis
James Stewart & Company, Incorporated
Engineers & Contractors Westminster Building, Chicago
Grain Elevator Designing & Construction General Construction
Houston Oklahoma City
Salt Lake
Toronto
The Varnish
That Lasts Longest
Made by
Murphy Varnish Company
KBHFl ELD-LEACH CO.. PRINTERS. CHICAGO
CONTENTS
W. D. Beymer — Frontispiece.
The James Case Again 9
Courtesy 16
Letter from General Manager T. J. Foley 17
Transportation and Military Movement 19
Public Opinion 32
Public Meeting
Traffic and Transportation Bureau New Orleans Asso-
ciation of Commerce-New Orleans Committee Commis-
sion on Car Service, With Shippers and Receivers of
Cars, July 2, 1917 , 39
Military Department n 44
Interesting Letters from an ex-Illinois Central Employe Who
Is Now a Lieutenant in the American Flying Battalion
in France 49
Freight Traffic Department
Classification, Production and Distribution of Coal 53
Engineering Department
Car Repair Shed at Nonconnah Yards, Memphis, Tenn....57
Claims Department 60
Safety First 66
Accounting Department
Freight Claims 68
Transportation Department
Psychological Influence 70
Passenger Traffic Department 71
Mechanical Department
Master Mechanic Charles Ulric Linstrom 82
Hospital Department
Suggestions Regarding Hay Fever 84
Roll of Honor 86
Development Bureau
Harvesting and Utilizing the 1917 Crop in Mississippi
and Louisiana ..._ 87
Appointments and Promotions 88
Baggage and Mail Traffic Department 89
The Banana 90
Meritorious Service 92
Division News 95
Published monthly ty the Illinois Central R,. 12,. Gx. in. the
interest of the Company and its ^4(S£> Employes
Advertising Rates on Application
Office 1200 Michigan Av. Telephone Wab"ask 2200
Chicago Local 33
15 $ per copy, $15? per year
W. D. Beymer.
W. D. Beymer was born in Clyde, Ohio, April 10, 1866., moved to Creston,
Iowa, in 1868, remained there until 1881 after which attended school in Ann
Arbor, Michigan, for three years. Entered the railway service on September
1, 1886, as freight bill clerk of the B. & O. at Chicago. After one year went
to Topeka, Kansas, as clerk in the office of the Auditor Freight Receipts,
A. T. & S. F. Ry. During the next ten years was Chief Clerk, Agents'
accounts, Chief Clerk, interline accounts and Assistant Chief Clerk of that
office. On April 1, 1897, went to Savannah, Ga., as Chief Clerk, Accounting
Department, Central of Georgia Railway Company and Ocean Steamship
Company of Savannah. On July 1, 1902 was appointed Auditor and later
Comptroller of those companies, occupying that position until appointed
Comptroller, Illinois Central Railroad Company, on July 1, 1917.
ILLINOIS CENTRAL
Magazine
i
AUGUST, 1917
Vol. 6
No. 2
The James Case Again
President Mark ham is having a newspaper controversy with one of the lawyers representing Mr. T. G.
James, who recently secured a verdict at Charleston, Miss., against the Y. &• M. V. in a drainage case, for
$100,000. Mr. Markham's first letter, which precipitated the controversy, was published in the June
number of the ILLINOIS CENTRAL MAGAZINE. This was replied to by Mr. H. L. Gary, attorney for Mr. James.
Following is Mr. Markham's reply to Mr. Gary;
(From the Sumner (Miss.) Sentinel
of June 28).
To the people of Tallahatchie County:
I had hoped that my published letter,
which I addressed to you, dated the 5th
ultimo, concerning the T. G. James dam-
age suit, would provoke a reply from
Mr. James or one of his numerous and
able lawyers, and I am pleased that it
had the desired effect.
Mr. Gary begins by saying you were
doubtless surprised that I should address
you on the subject of the James case.
Let me say that I imagine you were much
more surprised when you first heard of
Mr: James' damage suit and still more
surprised when you heard the verdict of
the nine jurors giving to Mr. James
$100,000.
I was anxious to see what could be
said before the public in justification of
that law suit. I realized that it would
be a more difficult task to justify it be-
fore people familiar with the James prop-
erty and the Delta country than it was
to justify it before the jury between the
four walls of the court room at Charles-
ton. Cajoling a jury and cajoling the
public are two widely different things.
But in his lengthy reply Mr. Gary has
attempted to answer but few of the
things mentioned in my letter. He has
devoted himself principally to the abuse
of me and The Yazoo & Mississippi Val-
ley Railroad Company. That is the an-
swer— the justification for taking $100,-
000 of the railroad's revenues and giving
them to Mr. James. Evidently Mr. Gary
has great confidence in the efficacy of
that same old shop-worn stuff which has
worked so successfully in Mississippi
in the past — the brand of eloquence
which has dwarfed the growth of the
State and injured every taxpayer and
citizen within its borders. It has, I ad-
mit, benefited perhaps a dozen damage
suit lawyers and their clients. I ask
you, Mr. Gary, is it right that the whole
State should be injured that they may
prosper? But you may wonder how it
happens that I have made this discovery
and what license I have to speak upon
the subject. My reply is that I have
not made the discovery. It is a thing
well known both in and out of Mississ-
ippi. I have simply become sufficiently
emboldened to make the charge openly
before the public. My license is that the
companies which I represent are the
largest taxpayers in the State. My in-
terest in the development of the State is
very deep-rooted. I am sincerely anxious
to serve the State, and if there are things
which I know to be affecting the State
unfavorably, it seems to me there can be
no harm in my telling you — the people —
about them. If you agree with me, I,
of course, will feel encouraged to boost
more than ever for Mississippi. If you
do not agree with me I shall offer no
complaint. I am simply asking for the
privilege of discussing these matters
10
ILLINOIS CENTRAL MAGAZINE
with you, which Mr. Gary seems to think
is very objectionable. He says it is im-
proper to discuss a case publicly while
it is pending in the courts. That, of
course, would mean that there could be
no public discussion at all ; it would
mean the curtailing of free speech and a
free press, because after the courts have
finally disposed of a case, it is usually
too late to arouse public interest in it.
In my experience in dealing with law-
yers who are attempting to break into
the treasury of the railroad I have
found that of all things which they most
despise, publicity stands at the top of
the list. They find it comparatively easy
to take a citizen and a neighbor, particu-
larly an influential one, with a grievance
against the railroad — real or imaginary
— into court and play upon the preju-
dices of the jurors by poisoning their
minds against the railroad, but poison-
ing the minds of the people against the
railroad is much more difficult. They
hate publicity, but they know it is a
pretty hard job to convince the people
that there can be anything very wrong
about a man writing a thing, signing it
and publishing it to the world.
Mr. Gary insinuates that my purpose
in writing the letter about the James
law suit and sending it out "broadcast
over the County and State" was to in-
fluence the Supreme Court. On this
point I am compelled to question Mr.
Gary's sincerity, for he knows that the
Supreme Court will concern itself only
in regard to whether errors of law were
committed in the trial of the case in the
lower Court. My published letter was not
at all directed to a discussion of the is-
sues which will be submitted to the Su-
preme Court. My purpose was to direct
the attention of the people of Tallahat-
chie County to what I honestly believe
to be a most unfair and unjust jury ver-
dict, and to explain how impossible it is
to devlop a railroad property if jurors
are to deal thus recklessly with railroad
revenueis. Mr. Gary will, of course,
readily agree that nothing which may be
said by either him or myself will have
the slightest bearing on the outcome of
this or any other case pending in the Su-
preme Court. That Court, as I believe,
tries every case upon the cold letter of
the record presented, but I am entitled
to appeal at any time to the highest Court
of all — the great tribunal of public opin-
ion, where all causes are finally lost or
won.
Mr. Gary says I think the verdict
awarded by the nine jurors was too
large, the inference being that I felt that
a smaller verdict should have been ren-
dered. I wish to say that I have never
seen the James property, but I have had
access to very thorough investigation
files, including statements by engineers
of probity and reputation, maps showing
the elevations and the topography of the
country, the height of the railway em-
bankment and the openings that were in
it during the years complained of by Mr.
James, and I am of the opinion that Mr.
James' property was not damaged at all.
If the suit had been brought against an
individual, a jury would promptly have
acquitted the individual, but such a suit
would have never been brought against
an individual, and here lies the meat of
this controversy. I contend that things
will never be right till the railroad can
get equal justice with individuals.
Mr. Gary thinks when a railroad gets
beaten before a jury, after having had
its chance to introduce testimony (but no
chance beyond that), and then goes out
and publishes what happened — tells the
people about it — that such conduct is
to play the "baby act." I assume Mr.
Garv ought to be allowed to carry away
$100,000 of railroad revenues unnoticed.
That would constitute a manly act, ac-
cording to Mr. Gary.
One of the most amusing passages of
Mr. Gary's lengthy letter is where he
spe?.ks of the construction of the Charles-
ton branch having destroyed the prop-
erty of Mr. James. If there is any one
in Tallahatchie County, or the State of
Mississippi, who believes Mr. James'
property has been destroyed, will he
please go and look at the place, or try
to buy it? Think of it, those of you who
know the James property, those of you
familiar with the Delta country, those
ILLINOIS CENTRAL MAGAZINE
11
of you who have to earn your bread by
the sweat of your brow — the James plan-
tation^ destroyed by the railroad. One
would think from reading Mr. Gary's
letter that Mr. James was now out of
business and that his plantation had been
abandoned as worthless.
Mr. Gary has not a word to say to you
about the fact that during the six years
from 1908 to 1913, inclusive, while Mr.
James' property was being "destroyed,"
Mr. James does not claim to have ever
notified the officials of the Railroad
Company of the damage it was doing
him. How does that strike you, citizens
of Tallahatchie County? Would you ex-
pect a man who sustained a damage of
over $40,000 in 1908 to wait six years
before making a claim, and thus not give
the railroad a chance to remove the
cause of the damage, if there was a cause
or if there was a damage? In 1909 an-
other $40,000 worth of damage was done
and still not a word, not a syllable, from
Mr. James. In 1910, 1911, 1912 and
1913 there was, according to Mr. James
and Mr. Gary, repetition of the damages
of 1908 and 1909, and Mr. James, so far
as acquainting the Railroad Company
with the situation was concerned, con-
tinued to lay so close to the ground that
he could not be distinguished from the
leaves. Another thing that does not have
the appearance of righteousness to me is
that the Railroad Company was fur-
nished with no opportunity to investi-
gate what the alleged damages amounted
to as they accrued. Mr. James, himself,
was able to give but meagre information
on this subject except to measure the.
damage in dollars. At that he developed
into a wonder. As a juggler of figures
involved in a law suit against the rail-
road, Mr. James is in a class by himself.
And, by the way, another thing which
Mr. Gary neglected to explain was why
Mr. James, in March, 1914, when he
filed his suit against the Railroad Com-
pany, thought himself damaged to the
extent of $175,000 all told, and so stated
in his petition, which was filed in Court,
while in December, 1916, he figured the
same damages at $250,000, and in Janu-
ary, 1917, he asked leave of the Court
to make it $500,000 to cover the same
damages which he placed at $175,000 in
the beginning. If this case had gone
over for another year or two, I assume
Mr. James would have made his demand
a round million. I have never known
anything to grow, develop and expand
as rapidly as Mr. James' damages.
Mr. Gary talks much about the wealth
of the Railroad Company. In fact, that
is the principal argument relied upon by
him. The Illinois Central Railroad Com-
pany, which owns the stocks and bonds
of the The Yazoo & Mississippi Valley
Railroad Company, on December 31,
1916, had 10,025 stockholders. The capi-
tal stock of the Company is $109,296,-
000. The average holding of stock is,
therefore, $10,902. The Illinois Central
Railroad Company is large because so
many thousands of people have invested
their money in it, but the average stock-
holder is a very small personage finan-
cially in comparison to Mr. James, who
in 1914, could not estimate within $325,-
000 of the amount of damage he had sus-
tained in the six preceding years. Mr.
Gary seems to have the wrong sow by
the ear on the proposition of wealth,
which he considers of so much import-
ance in this case.
Mr. Gary admits that the verdict for
Mr. James was by nine of the jurors,
but he says he thinks the other three
were in favor of giving something, but
not as much as $100,000. My under-
standing was that the other three were
not in favor of giving Mr. James any-
thing at all. This information was got-
ten directly from one of the jurors, and
this gentleman, by the way, now states
that Mr. Gary never asked him how he
stood, and he says that one of the other
gentlemen who stood out against Mr.
James also states that Mr. Gary never
asked him how he stood. The three gen-
tlemen reside in Tallahatchie County and
1 assume it is not too late for Mr. Gary
to inform himself concerning this mat-
ter. Mr. Gary stated in his article that
he asked every one of the twelve jurors
how they stood. I do not regard this
matter as important except in showing
the discrepancy in Mr. Gary's statement
12
ILLINOIS CENTRAL MAGAZINE
and what two of the three jurors say
about it.
You, the people of Tallahatchie Coun-
ty, are told by Mr. Gary that I made an
unfair attack on Mr. Smith, the sole en-
gineer who testified in this case for Mr.
James. I confess that I thought it
strange that in a case as important as
this, where engineering questions alone
were involved so far as liability was con-
cerned, that but one engineer should be
introduced by Mr. James. I still feel
that way about it and have nothing to
take back, even though it may be true,
as Mr. Gary states, that Mr. Smith has
been a resident of Tallahatchie County
for ten years. Is that alone relied upon
as rendering him infallible. I yield to
no man when it comes to respecting and
honoring Tallahatchians. I know many
of them personally and hope to know
more of them, but I do not think that
because a man resides in any particular
County or State, that he should be given
a higher rating for veracity and ability
than he would otherwise be entitled to.
Upon inquiry, I find that shortly before
Mr. James filed his suit, Mr. Smith ap-
proached a gentleman in Charleston of
irreproachable character and integrity
and requested him to see General James
E. Stone about trying to get him
(Smith) employment with the railroad
company, and stated that he thought a
number of drainage suits were going to
be brought against the railroad company
and tendered his services. General Stone
took the matter up with the Engineering
Department of the railroad company and
it was determined that Mr. Smith's serv-
ices were not needed. Later, after the
James suit was filed, Mr. H. W. Hagan,
of the Claim Department, with head-
quarters at Greenwood, accidentally ran
across Mr. Smith and asked him if he
was still open for employment, and Mr.
Smith stated it was too late as he had
gone to work for Mr. James. On the
question of Mr. Smith working up drain-
age suits against the railroad, I will an-
swer Mr. Gary by quoting from Mr.
Smith's own testimony in the case, as
follows :
Questioned by Col. W. R. Woods :
Q. I will ask you if you remember
the last time you and 1 rode from here
to Philipp — 1 rode to Philipp and you
got off this side of Philipp — in riding
down there didn't you make this state-
ment: "I have worked up enough dam-
age suits against the Y. & M. V. R. R.,
which, if I am successful, will make
enough money to put me on easy street
for the balance of my life?"
A. I did.
I think it is but fair to say, from a
careful examination of the record, that
the testimony of Mr. Smith was abso-
lutely riddled by the six engineers who
testified for the Railroad Company,
namely, Mr. E. I. Rogers, the engineer
who constructed the Charleston branch;
Mr. D. W. Thrower, engineer in charge
of the maintenance of this branch for a
number of years after it was built; Mr.
T. M. Pittman, engineer who spent sev-
eral months investigating the claims of
Mr. James from an engineering stand-
point and who prepared an elaborate
topographical map which was intro-
duced as evidence; Mr. Robert Ruffin,
civil engineer of Como; Mr. M. H.
Thayer, civil engineer of Greenwood,
and Mr. Ed Fontaine, civil engineer of
Coahoma County.
With reference to the statement of
Mr. Gary that one of the engineering
witnesses for the Railroad Company had
stated before the case was tried, that he
wanted to help Mr. James, but had not
been spoken to, and that he was going
to testify for the side that put up the
money. I presume he refers to Mr. H.
M. Thayer, civil engineer of Greenwood,
for Mr. Thayer was cross-examined in
regard to a conversation it was claimed
he had with Mr. B. E. Townes, one of
Mr. James' star witnesses. Here is
what the record which Mr. Gary says he
had before him, but which he evidently
did not refer to, discloses on that sub-
ject:
A. No, sir, I deny absolutely the en-
tire matter which would indicate that I
was willing, or still willing, to work for
Mr. James in handling this matter.
The examination proceeded along this
ILLINOIS CENTRAL MAGAZINE
13
line and later Mr. Thayer was again
asked :
Q. I will ask you whether you did
or did not say to him that whichever
side of this law suit employed you, or
secured your services, would win this
case.
A. No, sir.
Q. State why you were in sympathy
with the railroad in this particular case.
A. My knowledge of the country —
without going into details — inclined me
to believe that Mr. James must be in er-
ror in his claim and that this was an un-
fair suit about to be brought.
Mr. Gary says that the James lands,
before the railroad was built, were not
susceptible to overflow, and that since
the railroad was built, they are inun-
dated during every high water period,
while the lands on the opposite side of
the railroad can be plowed and planted
to crops. He says this was established
at the trial by twenty- four reputable wit-
nesses, and he represented to you that
he had the transcript of their testimony
before him and that he knew what he was
talking about. A thorough examination of
the same transcript of the testimony
which Mr. Gary talks so much about
discloses the fact that but eight of the
twenty-four witnesses testified that they
had ever been on the James lands prior
to the building of the railroad, and that
only five out of the twenty-four (and
one of them a negro tenant) testified
that they had ever been on the James
lands since the railroad was built. This
is a fair sample of the fairness of Mr.
Gary's famous reply.
Mr. Gary has asked a good many
questions and has made many statements.
Now. I would like to ask him a few
questions about matters recent enough
to be susceptible of investigation and
proof. Is it not true, Mr. Gary, that
during April, 1917, the water in the Tal-
lahatchie river at Philipp reached a
stage of within seven-tenths of a foot
as high as it did in 1912 — the highest
water during any of the years com-
plained of by Mr. James in his suit? If
you answer that that is true, will you
then please state how much damage was
done Mr. James' plantation by the high
water of April, 1917 ? For your informa-
tion, Mr. Gary, I will state that an in-
spection of the railroad embankment and
the James premises was made by seven
disinterested and reputable men during
the high water period of April, 1917,
and that it was discovered that the water
lacked several feet at its highest stage
of getting over the east ridge of Matth-
ews Bayou at any point. Is it true or
not, Mr. Gary, that this ridge forms a
complete levee along the east side of
Mr. James' plantation? In some places
along the railroad embankment opposite
Mr. James' plantation the water lacked
but six inches of reaching the top, and
a stage of water sufficiently high to have
flowed over the east ridge of Matthews
Bayou at any point would have placed
water, over the railroad embankment op-
posite the James plantation at a depth of
from six inches to three feet, for dis-
tances of from two to three miles. The
inspection of the April high water abso-
lutely demonstrated that the railway em-
bankment never held a particle of water
on the plantation of Mr. James, and this
is conclusive of the entire controversy,
so far as justice is concerned. The Ap-
ril, 1917, high water is an ugly factor in
Mr. James' claims.
Mr. Gary makes a labored effort to
array himself with tEe people in con-
demning the railroad. One would al-
most think from reading his article that
Mr. James and himself were going to
divide up with the people that $100,000
they are expecting to get out of the
railroad. I am unable to understand
how the people can enthuse very much
over Mr. James getting a verdict for
$100,000 against the Railroad Company.
I claim that the interests of the Railroad
Company and those of the people are
identical, and that Mr. James and Mr.
Gary and the numerous and able law-
yers in this case, in attempting to divert
railroad revenues from their proper
channel, are the real enemies of the pub-
lic. Of course, if Mr. Tames plantation
was "destroyed" the thing is changed
completely. Nine jurors were cajoled
into believing it was "destroyed." If
14
ILLINOIS CENTRAL MAGAZINE
they arrived at the correct conclusion,
then Mr. James and Mr. Gary should
have the $100,000, but the Yazoo & Mis-
sissippi Valley Railroad Company ought
to have a deed to the "destroyed" plan-
tation. It is not fair that Mr. James and
Mr. Gary should have the $100,000 and
the ''destroyed" plantation, too, but if
they get both, I think the pot should be
made a real one and that there should
be added to it the Charleston branch of
the railroad; if Mr. James and Mr. Gary
will agree to run the Charleston branch
for the convenience and benefit of the
public as well or better than it is being
run by The Yazoo & Mississippi Valley
Railroad Company and will give good
and sufficient security to guarantee the
result, I would be willing to use my influ-
ence to have the Yazoo & Mississippi Val-
ley Railroad Company turn this branch —
lock, stock and barrel — over to them.
I would be glad to see them take it and
run it and later explain why it is not
as good as a main line railroad, why the
depots are not as commodious as they
should be, why it is necessary to carry
passengers and freight on the same
trains, etc. Doubtless, Mr. Gary could
explain all of these things with at least
as much plausibility as he explained how
Mr. James' plantation was "destroyed."
It is said by Mr. Gary that Mr. James
testified that, if the overflow of his lands
by the railroad embankment was re-
moved, his lands, at the time of filing
his suit in 1914, would have been worth
from $100 to $125 per acre, including
all good, bad and indifferent. I think
it has been fully developed that Mr.
James is entirely mistaken about the
railroad having damaged his lands at
all. It is interesting to note what the
records of Tallahatchie County show in
connection with the assessed value of
Mr. James' lands, and this might be con-
sidered with reference to the taxes paid
at the present time by the Railroad Com-
panies which I represent. You will re-
call Mr. Gary iniected taxes into this
controversy by bringing up an old case
which I know nothing about. For 1016
Mr. James' cleared lands were assessed
at an average of $11.98 per acre and his
uncleared lands were assessed at an aver-
age of $5.00 per acre. For the year
1916 the Railroad Companies which I
represent paid into the treasury of the
State of Mississippi, as taxes, the huge
sum of $973,506. Thes figures speak
for themselves. It does not appear from
the assessed value of Mr. James' lands
that he is so very strong for Tallahat-
chie County when it comes to taxes.
Mr. Gary's letter abounds in contra-
dictions and inaccuracies. In one para-
graph he states that Mr. James' planta-
tion was "destroyed," while in another
he attempts to explain how it happened
tJDat Mr. James has been raising more
cotton since the Charleston branch was
built than he ever raised before. He
says this is because Mr. James has added
greatly to his cultivated lands, but if the
place was "destroyed," it appears that it
would make little difference whether the
number of acres of cultivated lands had
been doubled, tripled or quadrupled. In
another place he attempts to figure out
the damages per acre per year and says
that $50,000 of the verdict was on ac-
count of permanent damage to land. In
the declaration it is charged that the
land was permanently damaged by being
made "sour," but there is not one word
of proof in the entire record concerning
the lands being made "sour." However,
Mr. Gary in his calculations, charges up
$10 per acre on the entire 5,000 acres,
or $50,000, for permanent damage, which
I presume means souring the lands, and
then he estimates that the damage to
crops was $15 per acre, or $2.50 per acre
per year, on 3,500 acres for the six
years, and winds up this amazing calcu-
lation by asking this question : "How
many farmers would agree to have their
crops overflowed and destroyed for six
long years for $2.50 per acre per year?"
Note that he has charged up just as
much for souring the uncleared lands as
he has charged for souring the cleared
lands, and the same amount for souring
the low lands as for souring the high
lands. The cleared lands are charged
with $10 per acre for souring and $15
for crops destroyed, and yet, Mr. Gary
admits that Mr. James raised more cot-
ILLINOIS CENTRAL MAGAZINE
15
ton during some of the years complained
of than he ever raised before the railroad
was built. Mr. Gary's analysis of Mr.
James' damages is calculated to make
one dizzy — so much for destroying the
plantation, so much for souring the land,
so much for destroying the crops each
year on every acre of cleared land owned
by Mr. James and then the admission
that he raised more cotton during some
of those years than he did before the
railroad was built. There is the further
fact, which Mr. Gary does not admit,
but which we all know to be true, that
the James plantation is worth more
money today than it was ever worth be-
fore in its history. Isn't all of this
enough to make one dizzy?
It is true that the Railroad Company
tried to avoid a trial of the James case
before a jury at Charleston. The re-
sult of the trial shows that the efforts
which were made in this direction were
fully justified.
Mr. Gary undertakes to justify the
$100,000 verdict in favor of Mr. James
by referring to a misfortune which hap-
pened to the Illinois Central System be-
fore I became connected with it, when
some^pf its officers conspired with out-
siders to rob the Railroad Company of
its revenues, in connection with the re-
pairing of cars. I regret that Mr. Gary
was not fair enough, since he thought it
necessary to inject this affair into the
controversy, to explain that as soon as
the Company found out about these ir-
regularities, that the officers responsible
were promptly dismissed from the serv-
ice and were later prosecuted. I am
sorry that space forbids my going into
the details of this unfortunate affair, but
I think you will agree that it has noth-
ing whatever to do with the merits or
demerits of the James law suit — the
thing which is under discussion now.
I quote as follows one out of the many
illuminating passages in Mr. Gary's let-
ter: "President Markham says that, by
harassing the railroad with unjust dam-
age suits the people are increasing their
own burdens, as these expenses are load-
ed by his Company onto the shoulders
of the people in higher freight rates and
increased charges." I will give $1,000
to any charitable organization in Talla-
hatchie County, to be named by the edi-
tors of the newspapers published in the
County, if Mr. Gary will prove that I
made that statement. He knows that
the railroad has no power to make its
own freight rates. He knows that the
freight rate making power is vested en-
tirely in the State Railroad Commission
and the Interstate Commerce Commis-
sion. What I did say was that the tak-
ing of the revenues of the railroad in
unjust damage suits "reduces the ability
of the railroad by exactly the amount of
money thus taken to provide facilites for
the permanent use, convenience and safe-
ty of the public." In other words, it
reduces the ability of the railroad to im-
prove its track, provide better depots,
buy new equipment and build new lines,
but it cannot affect freight rates. If Mr.
Gary had wanted to be frank with you
about the Charleston depot, he would
have explained that although the
Charleston line has never been self-sup-
porting, the Railroad Company was per-
fectly willing to enlarge and improve the
depot at Charleston, and that the prin-
cipal delay was because the people of
Charleston could not agree in regard to
where the depot should be located; also
that this improvement was well under
way, in fact, nearing completion, at the
verv time Mr. Gary's letter was written
and published.
Mr. Garv savs he has heard many of
the Yazoo & Mississippi Valley Railroad
Company's employes threaten the peo-
ple of Tallahatchie County since the
trial of the James case. I assume he is
not more correct in this statement than
he was in his statement in regard to
freight rates. I wish it understood that
I have no quarrel with the people of Tal-
lahatchie County. I do not hold them
responsible for the James case, although
Mr. Gary has made a mighty effort to
connect them with it.
Yours truly,
C. H. MARKHAM.
Courtesy
A. E. Clift, General Manager
T N assuming the duties of General Manager of the Illinois Central System,
after twenty-nine years of service scattered over every part of the property, the
thought which is uppermost in my mind is what we — the 55,000 employes — can
do to make ourselves more efficient to the railroad, to the end that the railroad
may render better service to the public. Such questions as keeping up the track,
furnishing good equipment, speeding up the movement of freight cars and running
trains on time are questions of vital importance, but to my mind there is another
question which towers above them all, and that is the question of COURTESY
toward the public on the part of our officers and employes. If our officers and
employes are not courteous to the public, the use we have for a safe track and
good equipment will be limited. The best advertisement for a railroad is the repu-
tation of having courteous officials and employes. Our business is to serve. If
we please those whom we serve, the demand for our service will become greater
and greater. Therefore, the big question which we should study and try to master
is how to handle our affairs so as to leave a good taste in the mouth of the public.
I trust that every officer and employe of the Operating Department realizes to
the fullest extent the importance of courteous treatment of the public. I hope
that they will preach and practice COURTESY, which means the giving of polite
and civil answers to all questions, cultivating the art of being agreeably accommo-
dating and bearing in mind at all times that the man worth while is the man who
can smile in the midst of storm, as well as sunshine. There was a time when
some high railway officials did not consider it necessary to go out of their w^iy to
try to please the public. That day has passed. A new era has dawned. The
magic word on every successful railroad at the present time is COURTESY and
the railroads which have the most courteous officials and employes are the ones
which are most prosperous and which shall continue to be the most prosperous.
I care not how much ability a railroad employe may have, if he lacks COUR-
TESY in his deportment toward the public, he is a failure. Let COURTESY be
the watchword of every official and of every employe. Let us all vie with each
other in radiating COURTESY. Let us . strive to make the Illinois Central
famous as the railroad which has the most courteous employes of any railroad
in existence. If we succeed in doing this our future will be secure and the future
of our Company will be great with promise. Do not let us forget that we are de-
pendent upon the railroad and that the railroad is dependent upon us, and that one
cannot exist without the other. The interests of each are so intermingled with
the other that they must be regarded and treated as one, and not to do so will
prove fatal to the success of both.
If I were asked to state what I believed to be the most valuable trait of charac-
ter in an employe of the railroad, the trait most likely to attract attention
to him and result in his advancement, I should unhesitatingly say— COURTESY.
16
Letter from
General Manager T. J. Foley
Chicago, 111., July 10, 1917.
TO TRAINMEN AND ENGINEMEN :
One of our conductors discussed the railway situation with a prominent farmer.
The conductor knew all about the Illinois Central property and management. He
impressed the farmer, who repeated the substance of what the conductor had
said to a local merchant. Our Superintendent called on the merchant in the
usual course of business and found him in the midst of a heated conversation
with a politician. The merchant was trying to impress upon the politician that
a broad policy toward the railroads benefited everybody, and that a narrow
policy injured everybody. The politician left the merchant and the Superintendent
together. The merchant explained that he had gotten his inspiration and his facts
from the prominent farmer. The alert Superintendent made it a point to get
acquainted with the prominent farmer and learned that he had formerly been very
antagonistic to the railroads and had been changed completely by the interview
which he had had with the conductor.
The thought occurred to me that perhaps the management was to blame for
not giving trainmen and enginemen something to talk about. We would like for
them to do a good deal of talking, for we recognize the fact that they are both
able and willing to do it. Therefore, I have concluded to give them little bits
of information about our Company from time to time, and I am going to ask that
each trainman and each engineman consider that he has been constituted a com-
mittee of one to talk about the Illinois Central to the public. If each should talk
with only two or three persons each month about the needs of the railroads, it
would do a great deal of good.
The Illinois Central Railroad System operates 6,150 miles of railroad, with
additional tracks and sidings of 3,600 miles. These lines are located in fourteen
different States. The capital stock of the Company is $109,296,000.00. There
are 10,025 stockholders, 4,000 of whom are women. The par value of the average
holding of stock is $10,902.00. The Company owns 1,610 locomotives, 1,560
passenger cars and 67,600 freight cars. It operates an average of 1,504 trains
per day, 770 of which are passenger and 734 freight.
The total number of employes averages 54,000 and their wages are approxi-
mately $3,450,000.00 per month. Increases in wages granted since January 1,
1917, amount to more than $400,000.00 per month.
During the year ended December 31, 1916, the Company used 4,230,427 tons
of coal, which cost $4,646,450.00 or $1.10 per ton at the mines. At the present
time the Company is paying an average of $1.60 per ton for coal at the mines,
which is an increase of 50 cents per ton, or $2,115,213.00; compared with the cost
of coal for last year.
The Company purchased switch engines. in January, 1915, for $12,399.00 each,
and in February, 1917, the same class of switch engine cost $26,756.00 In
October, 1915, we paid $22,163.00 for locomotives of the Mikado type, and in
17
18
ILLINOIS CENTRAL MAGAZINE
February, 1917, we purchased the same type of locomotives at a cost of $41,660.00.
We are buying some Pacific passenger engines for delivery next November at
a cost of $43,000.00 each. Two years ago we bought the same class of engines
at $20,627.90 each. In October, 1915, we bought refrigerator cars .at $1,279.00
each. In April, 1917, the same class of cars cost us $2,600.00 each. In 1914
)we paid $860.00 each for box cars. The same class of cars at present cost
$2,450.00. For years we have paid $30.00 per ton for new steel rail. Recently
we bought 2,000 tons of second-hand rail, for which we were compelled to pay
$45.00 per ton. There has been an enormous advance in the price of frogs,
switches, machinery, tools and, in fact, all the different kinds of material which
the railroad is compelled tp have in maintaining its track and equipment.
The operating revenues of the Company for the past six months have
averaged $8,280,000.00 per month, divided as follows : Freight service, $6,280,-
000.00 ; passenger service, $2,000,000.00. For the same period, operating expenses
averaged $5,975,000.00 per month, or 72% of the revenue received. Taxes and
interest on bonded indebtedness are at the rate of $1,100,000.00 per month.
Dividend requirements at 6% per annum amount to $550,000.00 per month,
leaving $655,000.00 per month for additions to, and improvement of, the property.
Gross earnings at the present time are the largest in the history of the Company.
Fixed expenses are also the largest in the history of the Company.
The Company needs larger terminals, more power, more cars and enlarged
facilities generally in order to take care of the constantly expanding business.
Briefly stated, the Company's condition is this : If business continues at the
present rate, vast enlargement of facilities will be required. The present surplus
of $655,000.00 per month, during this period of peak business, is entirely inade-
quate to justify unusual commitments. On the other hand, if there is a lull in
business and earnings fall off, the fixed expenses must come down. The problem
is, how can they be gotten down ? In either case the outlook is not encouraging.
It should be borne in mind that our condition is better than that of many
railroads, but even in our case the situation is perplexing. If the railroads are
not allowed to lay by stores in fat years, like all other business institutions, what
is to be their lot in lean years, which are as certain to come as that night follows
day?
Yours truly,
T. J. Foley.
General Manager.
ILLINOIS CENTRAL MAGAZINE 19
Transportation and Military Movement
Address by Lieut.-Col. A. B Ladue, U. S. A. at Macon, Central of Georgia
Staff Meeting
It is a pleasure for me to be here this morning and to have this oppor-
tunity to address you on this subject I regret that I did not have more time
to prepare my address in a more consecutive form, and to get it in shape
so that I could stand up and deliver it without reference to notes. Under
the circumstances, as my notice was very short, I shall be obliged to refer
quite frequently to my notes, and, in fact, I shall read a good part of what
1 have to say to you.
The occasion of my being here was a request from the president of
the Central of Georgia to General Wood that some one be sent here to address
this convention on the general subject of transportation in connection with
military movements.
Transportation in connection with military movements, partakes, of
course, of the essential elements of transportation for any purpose. It is a
matter of moving men and military supplies. You are all familiar with
ordinary transportation methods ; and it is simply to call your attention to
some of the particular requirements that must be met in the case of military
movements that are different from the ordinary commercial requirements, that
I am here today. While these principles of which I shall speak apply to all
military movements in time of peace and in time of war, my remarks will
be addressed particularly to the requirements in connection with the move-
ments of large bodies of men and large quantities of supplies under con-
sideration and in contemplation.
As you all know, the United States is now face to face with probably
the most serious emergency, the most serious moment in all its history. We
are up against the strongest military power in the world, a power against
which we, single handed, are not now in readiness to make war. We might
even say that but for the protection which the allied fleet and the allied army
are giving us we would be helpless. We are without enough soldiers and
munitions ; and except for the allied fleet and the allied army, our enemy
would have been able by now to go as far into the interior of our country
as he cared to go. We would not have been able to stop him. We are not
prepared for that sort of thing. Let us hope that before another such
emergency may come upon us we will be in shape to meet it.
We were forced into this war contrary to the wishes of the people,
contrary to the wishes of the administration ; but we are in it, and there is
but one way out of it, and that is to go through and get out at the other end.
We cannot get out of the same hole we went into. To do this we must put
forth all our strength, industrial strength, military strength, agricultural
strength and transportation strength. Upon all these elements our success
depends ; not only our national self respect as a nation, but even our exist-
ence, our national integrity.
We propose to meet this situation by raising, equipping, concentrating
and training an army of from one million to two million men. We must
transport these men and their equipment and supplies to the points of con-
centration and training, later to the points of embarkation, and then to the
battlefields in Europe. This is an enormous problem, and requires the most
earnest co-operation and effort of all concerned.
As citizens, you are interested in the question of obtaining these men.
providing their arms, munitions and supplies, and meeting the expense of
the undertaking. But it is not of these subjects that I shall address you.
As railroad men you are immediately concerned with transporting these
20
ILLINOIS CENTRAL MAGAZINE
men to their concentration camps, transporting supplies, munitions, all sorts
of equipment, food, forage, and other things necessary to maintain them dur-
ing the period of training, and finally transporting the trained men in large
masses to the seaports where they can be embarked for Europe. To accom-
plish these things successfully will require the most earnest co-operation of
all who are concerned in it.
The differences between commercial transportation and transportation
for military purposes are largely, in fact, entirely I may say, the consequence
of the fact that for the purposes of administration, supply, and handling on
the battlefield, military forces are organized into bodies, each unit complete
in itself for all purposes, and these smaller units organized into larger units
of increasing size until you reach the army, which is the largest body which
will be gathered together for any purpose.
The smallest units is the company, troop or battery, which is a unit for
administrative and tactical purposes. The next is the battalion or squadron
— the battalion for infantry, artillery and engineers, and the squadron for
cavalry — which is a unit for fighting and tactical purposes. The next is the
regiment composed of three battalions, with the addition of machine guns,
headquarters and supply companies, forming a complete administrative and
tactical unit. Regiments are formed into brigades, finally into divisions. The
division is the great basic unit for supply and tactical purposes. It is the smallest
unit embracing all arms, and is composed of infantry, artillery engineers,
signal and aero units, and hospital units — in short, everything necessary to
make a complete fighting force. The division is the unit with which we shall
have to deal in connection with the contemplated concentration camps. These
camps throughout the Country will be divisional camps. In some camps
additional troops will be organized into smaller units, but of these I will not
speak at present. For service in the field, divisions are united into army
corps, consisting of one or more divisions, with certain auxilliary troops, and
corps are combined to form armies.
The composition of these various units is lafd down in tables prepared by
the War Department, from which I will read :
TABLES OF ORGANIZATION.
INFANTRY.
Officers
Men
Aggregate
Wagons
Motorcycles .
Horses
Mules
Machine Guns
Company
3
150
153
Battalion
Hdq. and
4 Cos.
14
600
614
Regiment Hdq.
& Hdq. Co.
Machine Gun
Brigade
Company
Hdqs.
Supply Co.
& 3 Regiments
3 Battalions
Medical
Medical and
Detachments
Chaplains
56
172
2002
6021
2058
6193
27
83
......
6
69
219
143
437
6
18
ILLINOIS CENTRAL MAGAZINE
21
CAVALRY.
Officers
Men
Aggregate
Wagons
Motorcycles
Horses
Mules
Machine Guns
Officers
Men
Aggregate
Guns
Other Artill'y Vehicles
Wagons
Motorcycles
Horses
Mules .
Officers ....
Men
Aggregate
Wagons ..
Horses ....
Mules .
Regiment, Infantry
Regiment, Artillery
Regiment, Cavalry
Regiment, Engineers
Battalion, Signal
Division without Trains-
Divisions with trains
Wagon
Division with trains
Motor ..
Regiment
Hdqs. &
Brigade
Hdqs. Troop
Headquarters
Squadron Machine Gun
and 3
Troop Headquarters Troop
Regiments
4 Troops Supply Troop
Medical
3 Squadron
Detachment
Medical and
Chaplains
Chaplains
3 14 59
181
105 420 1520
4575
108 434 1579
4756
37
113
6
108 435 1541
4635
187
569
6
18
ARTILLERY.
Regiment
Hdqs. and
Brigade
Battalion Hdqs. Co.
Headquarters
Headquarters Supply Co.
and
Battery and 2 Battalions
3 Regiments
3 Batteries Medical and
Medical and
Chaplains
Chaplains
5 17 47
145
190 570 1294
3885
195 587 1337
4030
4 12 24
72
15 45 94
282
21
65
6
163 492 1127
3393
94
290
ENGINEERS.
Regiment
Headquarters
Battalion and
Company Headquarters 2 Battalions
3 Companies Medical and
Chaplains
4 14 37
164 499 1061
168 513 1098
27
40 130 292
8 24 161
EQUIPMENT.
Standard Tourist Baggage Box Plat
Stock Total
Sleeper Car Car Car Car
Car Cars
2 46 5 lOi 9
12 86
2 31 5 14* 47
68 167
2 37 5 18 13
96 171
2 26 3 10 9
26 76
16136
14 31
35 605 76 175 296
461 1648
41
41
661
663
89
89
230
237
551
676
655 2227
520 2262
Note. The equipment required to move the division and smaller units has
been worked out by the officers of the Quartermaster Corps. The figures for
some of these units are given in the above table.
ILLINOIS CENTRAL MAGAZINE
When you consider that a division must be accompanied by its ammunition,
its animals, its forage, its rations, its baggage for the men, its wagons, guns and
other vehicles, its various outfits for use in camp, all its supplies that make it
independent and able to keep the field, you will realize what a large question of
transportation is involved in supplying this division and in moving it from place
to place. To move such a body you must have Pullman sleepers for the officers ;
tourist sleepers for the men, if they travel by night, or day coaches if they
travel by day; baggage cars, freight cars, flat cars, and cattle or stock cars;
practically all kinds of equipment used by the railroad except tank cars. Smaller
units require equipment in proportion. The transportation problem as presented
in this department will deal with units of all sizes, up to the division.
The first great problem will be moving the men and material to the various
points of concentration. The troops will not be under canvas, but will be in
frame buildings with tar paper roofs. It will first be necessary to place quantities
of construction material on the site of the camp. The problem will be the ordinary
commercial problem of moving large quantities of material. Then will come the
problem of moving the men and their equipment to the camp. They will come
to the concentration points in units of various sizes. Then we shall have the
problem of supplying these men while in camp and finally their movement to the
port of embarkation.
In the figures I gave you a moment ago for a division, I assumed that the
supply wagon would be drawn by animals. It is very probable that motor trucks
will be used largely for this purpose. This will add a considerable number of
motor trucks, but will reduce the number of animals. You must add the remounts
to replace the animals used up during the period, so you will still have approxi-
mately 30,000 men and 12,000 animals.
Like the movement of materials to the site, the movement of supplies for the
troops while in camp will be essentially the same as the commercial problem.
It will be simply a question of supplying all the needs of nearly 30,000 men and
perhaps 12,000 animals included in the division and its trains. As the division
is the units of organization, administration and supply, all passenger and freight
movements must be centralized at one receiving and distributing center, under
charge of a quartermaster. Here, there must be ample side track facilities, plat-
forms for handling passengers and baggage ; elevated platforms for handling
freight ramps, for handling animals, with ample getaway arrangements, suitable
arrangements for loading and unloading heavy guns and vehicles, and other
facilities for the large and varied business that must be handled. The arrange-
ment for the facilities will be a question for the quartermaster and construc-
tion department. You will also need large quantities of cars of various classes
for handling the freight as it comes in. The cars must be placed with considera-
tion to convenience in handling the goods from the point where they leave the
cars to the points where they will be required and to avoiding confusion and
delay.
Each class must be unloaded at the proper place. Shipping officers will facili-
tate this as far as possible by segregating shipments, and by marking each car
with the class that it contains. It is roughly estimated that the regular supplies
for a division camp will average at from 300 to 500 tons per day, or from 20 to
30 carloads. On some days the arrivals are likely to run 40 or 50 carloads, or
even more. This is for freight alone, and takes no account of troop movements.
But it is not so much of this problem, important as it is, that I wish to speak.
It is rather, of the movement of troops, in complete units, both during the camp
and when the troops move to the point of embarkation after the training period.
Here we shall have the greatest problem, the greatest danger of confusion and
delay, and the greatest need for careful co-ordination and co-operation by all con-
ILLINOIS CENTRAL MAGAZINE 23
cerned. If it were merely a question of transporting so many men, so many
horses, and so many pounds of baggage and freight, the problem would not
present any serious difficulty to you as railroad men. You would know exactly
how to handle it. You would segregate your men in passenger trains and segre-
gate your animals in stock trains. You would put your baggage in the baggage
cars and your heavy freight in freight trains, and ship them all individually and
separately. That, however, is not possible in military movements. Each mili-
tary body is a special unit for a special purpose, and equipped for that purpose
and that purpose only. It carries exactly what is necessary for that purpose
and nothing more. If it is separated even for a short period of time from
any part of its equipment, its efficiency suffers. The comany, for example
sleeps, eats, drills and trains together as a unit, and gets all of its supplies
together. If any of the men are separated from the company there is no
convenient way to supply them. If the supplies are separated from the company,
ttoere is no convenient way to supply its needs. The battalion is simply
a fighting unit. It is composed of four companies because that is the most con-
venient number for the purpose. If one company is separated from the battalion
it is not as efficient as if all were together. In the same way, a regiment is divided
into three battalions for fighting purposes, but the regiment is the administrative
or supply unit, and if a battalion is accidentally separated from the regiment
it may find itself without its supplies and medical and hospital facilities.
The regiment is complete in itself, with its machine guns, mounted scouts,
supply wagons and medical officers, all needed for its efficient operation ; and no
part of this organization can be left behind without impairment of its efficiency
and self-sufficiency. This is true of the other units. Each must "be kept together.
The men must be kept together and their equipment must be kept with them.
They must have their rifles and ammunition, their animals, their field kits,
their supplies and their rations. The cavalry must not be separated from their
horses. The artillery must not be separated from their guns. All must have
wagons to carry their rations and baggage and animals to draw them and forage
for their animals.
You will appreciate the necessity of keeping these organizations and their
equipment together when you consider that troops in the field carry their homes
and all their belongings with them. When they move they must perform their
own labor in loading their freight, and in unloading at the other end of the line.
The organization commander is both the shipper and the consignee. He must
see that the cars are placed, that the property, animals and wagons are loaded,
and that the men get on board, and then at the destination he must reverse the
operation.
For example, consider the movement of the smallest infantry, the com-
pany of three officers and 150 men. The company has no wagons regularly
assigned to it, but regimental wagons supply the company. For this unit alone, a
jbaggage car or two, and three or four coaches or tourist sleepers would be
sufficient. This tr'ain would be essentially a passenger train. The tents and bag-
gage, equipment, rations, supplies and ammunition would be loaded by the
troops, and the men would then be ready to take their places. It is a matter
of a few moments only. Arrangements for cooking can be made in part of the
baggage car.
Consider the movement of a battalion consisting of headquarters and four
companies, a total of fourteen officers and six hundred men. You now intro-
duce animals and wagons when a battalion is acting as a separate unit. A
battalion will have its rations and forage, books and papers, kitchen outfit, am-
munition and reserve supplies, horses for mounted officers, and if it is separated
from the regiment, its wagons and mules, if any part of this outfit is left behind
24 ILLINOIS CENTRAL MAGAZINE
or goes astray, the battalion will be in difficulties, When the orders come for a
move, the commander must arrange through the quartermaster for the necessary
cars, for placing them for loading, and for marking on each the proposed con-
tents. He must then assign the cars to the different classes of property, have the
freight loaded by the troops or by details from the troops, put the horses and
wagons on board, and when all is loaded he must put the troops on the cars ready
to move. At the destination the process is reversed and the property taken
to the camp.
As a rule, one train or section will be required for a battalion, composed of
day coaches or tourist sleepers for the men, baggage cars, flat cars for the wagons,
box cars for the heavy freight, animals and rations, and a kitchen car if such is
available. Otherwise a section of the baggage car must be partitioned off for
cooking. Day coaches will be needed for the men if the journey is completed
in a day, or tourist sleepers if the journey runs through the night. All this
equipment should be run in one section, though to the railroad man, accustomed
to the separation of traffic, this must seem a strange procedure.
Take now a regiment of infantry, consisting of headquarters, three battalions
of four companies each, a headquarters company of one officer and fifty-eight men,
twenty-six of who are mounted, a machine gun company of four officers and
seventy-four men, eleven of whom are mounted, with six machine guns and
twenty-four pack mules to handle, and a supply company of two officers and
thirty-seven men, eleven of whom are mounted, with twenty-seven wagons and
one hundred and twelve draft mules, making a total of 56 officers, 2002 men,
27 wagons, 212 animals, and 6 machine guns, with tents, baggage, rations, am-
munition, forage and other miscellaneous property and supplies.
At the risk of repeating myself, I will remind you once more that this
regiment is a complete unit. It is supplied as a unit. It draws its ammunition
as a unit. It draws its forage and rations as a unit. It acts as a unit all the
way through. It has everything that is necessary, and everything that it has
must be on hand for administrative and supply purposes, and for action. The
machine guns, mounts, supply wagons and ambulances must be there for efficient
operation. If the food goes astray the men will have nothing to eat. If the
tents go astray they will have no place to sleep. They must be provided for.
The men cannot be scattered around through boarding houses. The animals
cannot be obtained from livery stables, and the men cannot buy ammunition in
the hardware stores. Everything they need has got to be with them. For that
reason military trains must be mixed trains. They must carry the baggage, food,
forage, ammunition and tentage as well as the men. As a rule, it will require
from three to five or six trains or sections to carry a regiment ; — one section
for each battalion, and one possibly more than one for the supply and machine
gun companies, animals and wagons.
In the movement of the larger bodies, we have more men, more animals,
and a greater quantity of baggage and provisions, and the movement becomes
more complicated. Picture the situation. Here we have Ihe men in camp,
which is their temporary home, with all their equipment, their ammunition,
their food, their bedding, their tents, their animals and their wagons. Every-
thing is complete. We are to pick this outfit up, load it tin the trains, take it
to another part of the country and set it up complete, without unnecessary hard-
ship, without unnecessary delay, and without losing any part of the outfit, place
the outfit complete in another place ready for business.
The commanding officer receives his orders for the move. He prepares
his schedule of equipment required and has it placed. He has his baggage packed,
his tents taken down and rolled up and makes a list of all packages that are to go,
arranges for hauling the property to the loading place, loads it into the cars, or
ILLINOIS CENTRAL MAGAZINE 25
makes arrangements to have it loaded, putting in first the articles that will be
the last to be needed on arrival, and putting in last the articles that will be needed
first ; gets his animals and wagons aboard ; and when all is loaded, he assembles
the men and places them in the cars to which they are assigned. On arrival the
process is reversed ; the men disembark, take off the animals and wagons, get off
the rations which they are going to use immediately, send the tents to the camp,
with details to erect them, so that by the time the men unload the rest of the
property the camp is well along towards being ready for occupancy.
In the other branches of the service the procedure is essentially the same.
The cavalry has its horses to take care of, the artillery horses and guns. En-
gineers have horses and map and tool wagons, and sometimes a bridge train,
consisting of a number of heavy wagons, with pontoon boats and other material
used in bridge construction. The signal organizations have their telegraph and
telephone carts and their wire reel carts ; the Hospital Corps, their ambulances
and equipment for field hospitals and dressing stations; the aero squadrons,
their aeroplanes and motor trucks. Provision for handling all these various
articles must be made.
When you get to a division you will have all these various elements, and,
in addition, a large number of animals and wagons, or motor trucks, comprising
the division supply, ammunition, sanitary, and engineer trains. Each of these
units is essentially complete to perform the functions necessary to the well being
of itself and the other portions of the command to which it is attached.
If the cavalry is separated from its horses it is unable to perform the func-
tions of cavalry; if you separate the artillery from its guns it is useless. To
illustrate, there have been cases of artillery being sent into action without any
sights for its guns and under these circumstances the use of the guns is simply
guess work. Cavalry has been shipped without horses, and thus could be used
only as infantry. During the Spanish war the engineers took a bridge train to
Cuba, but it went on another vessel and the engineers never did get it until after
the war. On some occasions troops armed with one gun found themselves with
ammunition for another; their own ammunition had gone astray. Instances of
this sort could be multiplied, but it is hardly necessary. I think I have stated
to you enough to impress upon you the reasons why in a military movement the
men should go with all their equipment and baggage, and the difficulties that are
likely to arise if they are separated. We realize that this introduces difficulties
in railroad operation, but these difficulties, I am sure, will be met, and less harm
will ultimately result than if we attempted to adopt our methods to railroad
procedure. The problem of moving a large military command is essentially
the same as that of moving a large circus, which, no doubt, you have had ex-
perience, and it must be handled in the same way.
The division is the basic unit, and it will require a large amount of equipment
to handle it. It will have to move from the camp to the port as a unit, or, rather,
as an aggregation of smaller units, each complete in itself. The movement will
probably take the form of a number of separate and distinct battalion trains
or sections, four or five battalion sections making one regiment train, several
of which will make up a brigade movement, and several of the latter a division
movement. Of course such a movement requires some time to accomplish, but the
division will necessarily be transported as rapidly as possible, because when
embarkation does occur, large bodies of men will be placed on the docks in
the shortest time and shipped with the least possible delay. Each different divi-
sion, with infantry, cavalry, artillery, engineers, and other units will be complete
as already outlined, with men, horses, guns, ammunition, forage and rations and
baggage for them. We cannot send all the wagons, or all the ammunition, or all
the rations for the division in one train, because that would separate the
26 ILLINOIS CENTRAL MAGAZINE
articles from the men. It is necessary that each organization be held complete
and intact ready for operation.
I will not take the time to go into the complete arrangement necessary for
handling these men at each camp. These arrangements are a matter for the
construction department and the quartermaster's department. But enough has
been said to show how complete these arrangements must be and how closely
all parties must co-operate to insure their success.
To show more fully the army side of this question, I would like to read a few
extracts from the regulations of the quartermaster's department, which has
charge of all transportation for the army in the rear of the field of operations.
When we get to the field of operation, where there are military trains, then we
run into the province of the engineers, who have charge of the construction
and operation of military railroads beyond the point where the commercial rail-
roads reach. The quartermaster will have charge of the transportation over the
commercial railroads up to the point where the military roads take over the duty.
The first regulation that I will read is one of the statutes of the United
States.
3342. In time of war or threatened war preference and precedence shall,
upon the demand of the President of the United States, be given over all other
traffic to the transportation of troops and material of war, and carriers shall
adopt every means within their control to facilitate and expedite the military
traffic. And in time of peace shipments consigned to agents of the United States
for its use shall be delivered by the carriers as promptly as possible and without
regard to any embargo that may have been declared, and no such embargo
shall apply to shipments soi consigned. (39 Stat. 604).
3342. In time of actual or threatened hostilities within the theater of opera-
tions, the Corps of Engineers has charge of the construction, maintenance and
repair of roads, ferries, bridges and incidental structures, and the construction,
maintenance and operation of railroads under military control, including the con-
struction and operation of armored trains. (A. R. 1493, 1913.)
3441. The movement of troops and their equipment over commercial rail-
ways is the function of the Quartermaster Corps who plan and prepare for the
move in conformity with regulations and orders from competent authority.
(F. R. S. 388, 1914.)
3442. An order for the transportation of troops by rail should designate
the shipping Quartermaster when there is any doubt whose duty it is to furnish
transportation.
In drawing up orders for the movement of troof ^ by rail, the following points
should be clearly stated :
(a) Date, place of entraining, destination, route to follow.
(b) Hours of departure of trains, time at which troops should reach the
entraining place, route that they should follow.
(c) Details in regard to feeding of troops and watering and feeding of
animals en route.
(d) Places of assembly near entraining and detraining stations.
(e) Schedule showing assignment of troops, animals, and vehicles to dif-
ferent trains.
Troops will not occupy railway buildings or use the railway facilities or
property without authority from trie Railway staff officers. (F. S. R. 400, 1914.)
3445. Two estimates for rail transportation (Q. N. C. Form 469) will or-
dinarily be required when organizations are moved by rail. The first is a pre-
lininary estimate, giving the shipping quartermaster the data to enable him to
order the necessary cars and have them properly placed, and the final one is an
exact return of the officers, enlisted men, civilian employees, animals and vehicles.
ILLINOIS CENTRAL MAGAZINE 27
Separate estimates are necessarily required for each train section. They should
give, in each instance, the following data :
(a) Organizations and headquarters.
(b) The number of the train section (No. 1 being the first to depart, No. 2
the second, etc.)
(c) Destination.
(d) Name of train quartermaster.
(e) Authority for the movement.
(f) The number of officers and enlisted men, separately for each arm and
corps, and omitting live stock attendants.
(g) The number of Civilian employees, omitting live-stock attendants,
(h) The number of live-stock attendants.
(i) The number of public mules, public horses, and authorized private horses,
separately for each,
(j) The number of wagons, ambulances, guns, caissons, and other vehicles,
separately for each.
(k) The approximate total weight of organization property, household goods
and checkable baggage, separately for each of the three items, should
also be shown in the preliminary estimate, but not in the final one, such
information being then given in the shipping lists and invoices (Pars.
3496 and 3497).
3449. In interdepartmental journeys where haste is essential, the routing
and preliminary arrangements for railroad equipment will usually be made direct
by the Quartermaster General. The railroads and department and post quarter-
masters will be advised of his action. This action will be taken with a view to
expediting the supply of equipment, and the local quartermaster will follow the
matter to its conclusion and see that the equipment is furnished and placed
at the desired point for loading.
3453. In expedited movements bids need not be invited. Preliminary advice
should be furnished the carrier orally, or by telephone or telegraph, but in any
event a letter of advice will be furnished the carrier.
The following sample letter covers the general case :
Office of the Quartermaster, ]
Fort 1916. J-
From : Quartermaster. J
To: (Superintendent or Agent) Railway Co.
Subject: Transportation.
1. It is requested that the Railroad Company furnish trans-
portation from to VIA for approxi-
mately the following
Officers.
Enlisted men.
Pounds of freight.
Animals.
Vehicles.
Officers to be furnished one berth each in standard sleeper; the enlisted
men to be accommodated three to a section in tourist sleeper.
2. It is estimated that the following equipment will be required :
Pullman sleepers section each
Tourist sleepers section each
Baggage cars with end doors
Kitchen cars.
Box cars feet long
Stock cars feet long
Gondola cars feet long with
drop end.
28 ILLINOIS CENTRAL MAGAZINE
If tourist sleepers are not readily available, coaches should be substituted
on the basis of one man to each double seat, and an endeavor made to secure
the tourist sleepers and transfer the man thereto at a convenient place en route.
(*See below.)
If end door cars are not available, (readily) substitute an equal number of
solid-end baggage cars.
If drop end gondolas are not readily available, solid-end gondolas will not
answer, but an equal number of flat cars should be supplied.
3. It is desired to get the troops under way as soon as practicable, and it is
therefore requested that delivery of the equipment be expedited. It is estimated
that the first train section will be ready to leave about o'clock, 19....,
and will be followed as rapidly as possible by the other sections.
4. It is understood that 150 pounds of personal checkable property per
capita belonging to1 officers and men will be carried free. Sufficient space to be
reserved in baggage cars free of charge for subsistence en route. The men to
be allowed to take their arms and necessary hand baggage for their journey with
them in the passenger cars without charge.
All cars to be of standard quality and in good order and sanitary condition ;
passenger cars to be properly, watered, f lighted and heated ; stock cars thoroughly
cleaned and bedded with clean earth, sand preferred ; all equipment to be placed
at point of embarkation in time for inspection before movement; freight cars to
be placed in readiness at the most convenient points sufficient in advance of pas-
senger cars to admit of the loading of freight and preparations of bills of lading
prior to the embarkation of troops.
5. It is requested that this office be notified promptly as to whether or not
your company will furnish the above described transportation.
In case your company can furnish the transportation, information is also
desired as to date and hour equipment will arrive and be ready for use. Upon
receipt of this information you will be furnished instructions as to placing of
cars and making up of trains.
Name
Place :
*When the approximate time required for the journey is 24 hours or less
substitute the following :
If tourist sleepers are not readily available, coaches should be substituted on
the basis of three men to each two double seats.
fin case of long journeys or when weather is excessively warm, request
should be made to have extra cans or barrels of drinking water placed on car
platforms.
For assistance in making up the schedule, the Quartermaster Department
issues tables giving the capacity of the various classes of cars, which it is not
necessary to introduce here; also detailed instructions for loading freight, artil-
lery, carriages, wagons, ambulances, animals and so on. I will pass over these
and continue with general regulations.
3458. Whenever organizations are moved by rail with their animals, equip-
ment, and material, it is desirable that complete units be kept together in trains
divided into convenient train sections. It is preferable to have trains of moder-
ate size with good speed rather than long trains with low speed. If it is neces-
sary to divide a train, some officers and men will accompany each section. The
troops should not be separated from the animals if it can be avoided ; but if the
animals are shipped in separate sections selected detachments under officers
accompany them, and such sections will precede the troops.
3459. For commands of four companies of Infantry, for one field Battery,
for two troops of Cavalry, or larger movements, it is always better to arrange
ILLINOIS CENTRAL MAGAZINE 29
for special trains made up to include the freight cars carrying the command's
freight. This insures the arrival together at destination of the troops and
property of the command, but will retard the movement of the troops themselves,
as trains carrying freight cars cannot make the same rate of speed as those com-
posed wholly of passenger equipment.
Under the. most favorable conditions, a single section of a troop train should
not consist of more than 20 cars.
Under ordinary conditions a section of a railway train will carry the fol-
lowing organizations at war strength: 1 battalion of Infantry, or 2 troops of
Cavalry, or 1 battery of Artillery, or 1 company of Engineers with bridge train.
3460. As far as practicable the breaking of military units should be avoided,
but as the size of the trains will be left to a great extent to the railroad officials,
it will not always be possible to prevent it ; and in case units are to be broken, it
is essential that the commanding officers know in advance how their troops are
to be carried, in order that arrangements can be made for provisioning and
caring for the troops in each section.
3492. The general rule for loading property is to put in first such articles
as will not be immediately needed on arrival at destination.
The following order should be generally observed in loading:
1. Company property, equipment and supplies not needed in transit (in
box cars, locked and sealed by railroad officers prior to departure of
train) :
Company property.
Property of officers and men.
Ammunition.
Rations.
Sanitary stores.
Tentage.
Cooking utensils.
2. Transportation (on flat cars) :
Guns and Artillery Carriages.
Pontoons.
Wagons, etc.
Ambulances.
3. Forage (in box cars).
4. Checkable baggage, rations for use en route, and arms (in baggage and
kitchen cars, under guard).
5. Animals (in stock cars).
6. Men (in coaches or sleepers).
By this arrangement the articles needed first will be unloaded first. The
cars should be allotted, marked and loaded as prescribed. If the organization
is to be shipped in two or more sections, see that the proper baggage cars accom-
pany each section, so that when an organization arrives in camp its baggage will
be with it. At least two men should be in each unsealed car containing baggage
or rations.
The following paragraphs on Entraining and Detraining Troops are taken
from the Field Service Regulations of the United States Army (1914).
393. Loading and Entraining. At the proper time loading is begun and is
carried on, usually by the troops, pursuant to the orders of the commander.
Heavy property may be loaded by details before the arrival of the troops.
Artillery and other carriages are made secure by lashings and by nailing
blocks of wood to the flooring under the wheels.
The arrival of troops at the station should be timed so that there will be no
delay in waiting for cars. When the barrack, camp, or bivouac is not more than
30 ILLINOIS CENTRAL MAGAZINE
a mile from the station, troops are not required to fall in until notice has been
received that the cars are at the station and have been inspected and assigned.
The command is then marched to the train and the property and animals loaded.
The organizations are then marched opposite their cars and entrained.
401. Detraining and Unloading. The train schedule is arranged, when
practicable, for arrival at destination in the morning. The troops are notified in
time to prepare for detraining. The officers and guard are^the first to leave the
cars. The commander meets the staff officer sent to the train, receives instruc-
tions, if any, gets his bearing, and orders the troops to detain. As soon as the
passenger coaches or sleeping cars are empty, the quartermaster, or a specially
designated officer, accompanied by the conductor, if practicable, makes an inspec-
tion of the cars and notes their condition ; the result is reported to the com-
mander.
The troops procure their field kits and march to camp without delay, leaving
suitable details to unload and bring up the property. If the camp is distant,
arms are stacked, and a part or all of the command unloads the train.
The instructions to the commanders and to the quartermasters are quite in
detail and quite complete, as already indicated by the extracts I have read from
the quartermaster's instructions. Essentially, however, they are based on the
principles to which I have already referred ; that is, the organizations must be
kept intact ; and that all their property, supplies, animals, and ammunition must
be kept with them. All must go together as complete units. Regiments may be
divided into battalion units. Battalion units may be divided into company units,
but the company must be complete. However you sub-divide them, the subdivi-
sion must be complete in all respects as far down as you go. I will say again
that from the largest army aggregation, which is the division, to the smallest,
each one must be complete in itself.
The successful handling of such a movement as this, with the large bodies of
men now under consideration, will be a large question of transportation, and upon
the success of the measures taken for this purpose will depend very largely the
success of the movement. To make it a success will require the best effort and
the most earnest co-operation of all concerned. The military authorities feel
that they can count on this co-operation from all connected with the railroad
service. It is the common cause of the American people. We are working
in one way to perform one part of the work, and you are working in another
way to perform another part of the work. We are all working for one purpose,
and I am sure that we can count on you, on all your men, and on all men like
you, to carry out these operations to a successful conclusion. Some regulations
may seem different from what you are accustomed to, and the service may seem
hard and strenuous, but we know that whatever may be the call that you will
rise to it, and we are going to carry this thing through in all its details. I thank
you, gentlemen.
Mr. G. L. Candler : In explanation, Col. Ladue, we are gathered here, as it
is our custom to do periodically, to discuss questions connected with the every
day operation of the line we represent. There are representatives here from all
departments of our company, and on the part of each one of them, and on the
part of the management, I desire to extend to you our sincere thanks for the
very interesting and very instructive address you have given. I am sure that we
will profit by it.
I simply want to give you the full assurance that the Central of Georgia
Railway Company is going to give you the heartiest co-operation. We are too
old to bear arms, most of us are, but if it is necessary we will do that. We do
know that there are some things that we can do, whatever we are called upon to
do, we are going to do our very best. We have here at Macon what we call ample
ILLINOIS CENTRAL MAGAZINE
31
and modern facilities ; also, shops, car shops and yards, and if i^ is convenient
while you are here, and we hope you will find it convenient, we waht y0u to visit
those facilities and see what they are worth. We again thank you for the trouble
you have taken in coming here to address us. I know we will all profit by it,
and I hope you will find it convenient to remain with us throughout the session.
Mr. L. W. Baldwin : I would like to say a word of appreciation. We have
not appreciated what an enormous 'job it was, enormous piece of work, enormous
undertaking, to move a division. I think some of us now fail to appreciate it,
simply because the figures are so large that we have not been able to absorb them,
and the task is so big that we have not figured out individually how we can per-
form it. I want to say further that I am sorry that every officer and every em-
ployee of the Central of Georgia did not have the same opportunity of hearing
your address that we have had. I want to> repeat what Mr. Candler has said,
that all of us individually and collectively are for the government, and we are,
each and every one of us, anxious to do our best. The reason I am particularly
sorry that all of the rest of the men could not have heard you is because I know
that we have men that want to do their best.
We have been discussing yesterday and today things in connection with the
operation of our railroad. We spent a considerable time yesterday discussing the
matter of handling freight. We were complaining at some length, collectively and
individually, because we lost a box of books, but when we hear your address and
hear of the loss of bridge trains, we feel that we were partially successful in
losing only a box of books. We think that your address, more than any one
thing, has impressed this body with the fact that we have got to fix the small
things before we are called upon to perform the large things that we will be
called upon to perform.
I want to take this occasion to say that I feel perfectly safe in assuring you
that every employee of the Central of Georgia Railway Company, individually
and collectively, is prepared to do his duty, whatever it may be.
THE DIVISION
Q
Officers
Men
Head-
uarters
27
123
3
153
5
Infantry
3 Brigades
516
18,063
Artillery
1 Brigade
145
3,885
Cavalry Engineers Signal
I Regl- 1 Be«i- 1 Bat-
nient raent talion
59 37 14
1,520 1,061 245
Aero
Squadron
19
154
Total
Troops
817
25,051
3
25,871
399
72
32
51
12
Aggregate
Division
& Trains
(Wagon)
907
27,346
3
28,256
1,009
75
79
64
12
48
323
6,846
4,875
92
Aggregate
Division
& Trains
(Motor)
909
27,422
3
28,334
493
75
661
106
12
48
320
6,713
2,587
92
Civilian clerks
A ggregate ......
\Vagons
18,579
249
4,030
65
72
1,579 1,098 259
37 27 16
173
Guns
Motor cars and
trucks
Motorcycles ....
Aeroplanes
6
21
26
6
12
18
6
Ambulances
Other
carriages
282
3,393
290
24
"12
306
6,229
2,022
72
Horses
130
20
687
1,311
54
1,541 292 186
187 161 53
6
Mules
Machine Guns
In round numbers, 30,000 men and 12,000 animals.
The division may have either the wagon trains, or the
may have part wagons and part motor trains.
The Right Way Magazine.
motor trains, but not both. Or It
UPIN19N
World thinks
ROADS PREPARE FOR WAR
CRISIS.
Transportation Chiefs Discuss Means
of Overcoming Car Shortage
The railroads of the United States,
not broken down but literally swamped
with business, will be able to meet the
great crisis which will come in the fall,
when crops are moved and troops are
being handled only if there is the clos-
est co-operation between the railroads
and shippers.
This was the consensus of opinion of
speakers at a joint luncheon yesterday
of representatives of the Chicago As-
sociation of Commerce, Illinois Manu-
facturers' Association, Traffic Club of
Chicago, American Railway Association,
commission on car service, Chicago com-
mittee, central manufacturinng district
and many railway officials at the Hotel
LaSalle.
Suggest Many Remedies
The transportation men were brought
together to discuss the problem of
"making one freight car do the work of
two." The general sentiment was that
if conservation is employed the situation
will be met. The remedies suggested
were loading and unloading cars prompt-
ly, loading and buying full car capacity
loads, and the ordering only of enough
cars to take care of the needs of the
shipper.
What the roads have already done,
with the co-operation of shippers, was
told by Samuel O. Dunn, editor of the
Railway Age Gazette, who declared that
there was no problem so vital at this
time as conservation of railroad equip-
ment.
"Here is the situation," he said. "Sta-
tistics— and they don't lie — show that on
May 1 there was a shortage of 148,627
cars. On June 1 that had been reduced
to 105,000, or by 30 per cent, and this
took place in spite of an increase in
business. This shortage is phenomenal.
The largest previous shortage on June 1
was 8,000 cars, and that was in 1907.
Tells Cause of Shortage
"The transportation situation today is
due to two things — the inadequacy of
increase in railway facilities and to a
wholly unprecedented increase in traffic.
To increase facilities now is impossible.
The railroads cannot get more than 100,-
000 cars which they ordered because the
manufacturers are simply swamped with
orders of various kinds.
"The roads will not be able to handle
all the business offered them this fall,
but there is one class of business that
cannot wait, and that is w'ar business.
It must move. We will all have to make
sacrifices, and how big these will be from
the transportation viewpoint depends
upon the officers of the government, the
railroads and the shippers combined.
"But if the problem is to be met it
must be solved by railroad men. There
is an efficient committee now in charge
and they must work unhampered. If
the transportation system falls into the
hands of politicians it will surely break
down. The government must keep its
hands off and co-operate to the fullest
extent."
Big Ton Mileage
Mr. Dunn submitted figures to show
that in the fiscal year 1916 the roads of
the country carried 340,000,000,000-ton
miles, an increase of 66,000,000,000
32
ILLINOIS CENTRAL MAGAZINE
33
over 1915 and of 42,000,000,000 over
any previous year. In the first four
months of 1916 freight earnings were
$790,000,000 , while in the first four
months of 1917 they were $853,000,000,
an increase of 8 per cent and the largest
traffic ever handled. To handle this
traffic there was an increase of only
forty-six locomotives and 11,000 freight
cars. It was attained by increase in the
train load from 637 to 703 tons and the
freight car load from 24 to 26.4 tons.
To indicate the burden that railroads
may expect when troops begin to move
and army supplies are being sent for-
ward, he pointed out that war time in-
creased the business of the English rail-
roads over 50 per cent and those of the
French 100 per cent.
Have Cars Enough
J. F. Porterfield, general superinten-
dent of transportation of the Illinois
Central Railroad, declared that there are
2,575,000 freight cars in the country and
that there is no question that this will
be sufficient if conservation becomes a
reality. He said the Chicago switching
district presents one of the biggest prob-
lems of the war.
"The Illinois Central has already tak-
en great strides," he said. "We have
increased our car miles from twenty-six
to forty-four per day, an increase of 69
per cent, and our load from twenty-five
to twenty-seven tons per car. Our bad
orders have been reduced to 5.1 per cent,
against 9.6 per cent two years ago. This
saving is immeasurable.
H. C. Barlow of the Chicago Associa-
tion of Commerce, recently appointed a
member of the division of car service of
the interstate commerce commission,
said that the carrying capacity must be
largely increased. He said that cars
should be loaded to 110 per cent of
marked capacity and that the practice of
the roads of taking part loads should be
discontinued. He said four cars should
now do the work of five.
New "Rule of Three"
"There are three' big things to be
done," he said. "First, unload cars at
once and don't wait for free time to ex-
pire. Second, load promptly. Third,
load to the visible carrying capacity.
"Transportation facilities have not
broken down. We have simply flooded
them. But they will break down if we
fail to help with all our might. We won
out last winter by all pulling together,
but now the problem portends even
greater. The very safety of the country
may be jeopardized if we don't pull to-
gether. Let us fight Germany during
the war and her alone and forget the
troubles which have arisen between the
railroads and shippers.
F. B. Montgomery of the Interna-
tional Harvester Company, presided at
the luncheon, and among other speakers
were D. I. Forsyth, vice-chairman of
the car service commission of the Amer-
ican Railway Association, and W. S.
Bode, vice-president of Reid, Murdoch
& Co.
I. C. OFFICIALS PLAN CONSER-
VATION WEEK
To Reduce Damage and Expedite
Freight Shipments.
150 ATTEND CONFERENCE
General Superintendents, Trainmas-
ters and Agents Plan Co-operative
Campaign to Promote Greater
Shipping Efficiency
That the general superintendents,
trainmasters, freight conductors and
agents are responding enthusiastically
to the appeal of President Wilson and
Food Demonstrator Herbert Hoover for
the conservation of food and the more
efficient handling of freight during the
period of war was patriotically manifest-
ed in the deliberations of more than 150
officials of the Illinois Central Railroad,
who met at the Hotel Chisca yesterday
to discuss loss and damage and to plan
a more systematic co-operation to bring
about more efficient service.
The conference was featured by the
discussion of all problems relating to
loss and damage to freight, both as to
car load and less than car load lots.
34
ILLINOIS CENTRAL MAGAZINE
The loss and damage to freight
throughout the nation is staggering when
considered from a standpoint of outlin-
ing a general campaign for conservation
of foodstuffs. By the perfecting of a
more efficient and systematic plan for
handling foodstuffs over the railway
freight lines, a great improvement could
be wrought, especially at this time when
all the food forces are needed by the
government for our consumption as well
as doing our bit toward feeding our
allies.
Officials were urged by the speakers
who addressed the conference at both
the morning and afternoon sessions to
get together so as to furnish better car
service, so when the company is called
upon to transport foodstuffs for the gov-
ernment that there will be no delays. To
render any big service they were told
that waste must be overcome, and the
thousands of tons of foodstuffs entrust-
ed to the company for shipment must be
handled with a minimum of loss or dam-
age.
Other meetings will be held at later
dates to school the employes of the com-
pany in the plans discussed at the con-
ference yesterday. Officials of the Y.
& M. V. Railroad and other railroads
have held and are planning to hold simi-
lar conferences so as to effect improve-
ment on all roads in the country. Dele-
gates to the meeting were instructed to
take the food conservation gospel home
and preach it to every employe of the
road in their respective jurisdictions.
The conference was called by L. A.
Downs, general superintendent of the
southern division of the Illinois Central.
All the delegates were from the south-
ern division. Interest was added to the
meeting by the attendance of several offi-
cials from the northern division.
Among the prominent superinten-
dents, trainmasters, conductors and
agents attending the meeting were L. A.
Downs, general superintendent, New
Orleans : I. L. East, loss and damage
bureau. Chicago ; T. E. Hill, superinten-
dent, Louisville ; J. M. Egan, superin-
tendent, Fulton ; A. D. Caulfield, super-
intendent. Water Valley, Miss. ; G. E.
Patterson, superintendent, McComb City,
Miss. ; F. T. Mooney, superintendent,
New Orleans ; W. H. Bartlett, agent,
Louisville; J. T. Donovan, agent, Pa-
ducah ; G. E. Galloway, agent, Dyers-
burg, Tenn. ; C. B. James, trainmaster,
Louisville ; J. B. Thomas, trainmaster,
Paducah; A. W. Ellington, trainmaster,
Jackson, Tenn. ; H. B. Dezonia, train-
master, Fulton ; W. H. Petty, trainmas-
ter, Durant, Miss. ; E. Bodamer, train-
master, Fulton ; H. P. Campbell, train-
master, McComb City, Miss. ; L. Grimes,
master mechanic, Jackson, Miss. ; B.
Herring, agent, Memphis ; J. E. Rhodes,
agent, Evansville, Ind. ; J. D. Ladd,
agent, Cairo ; J. L. Morgan, agent,
Jackson, Miss. ; F. B. Wilkerson, agent,
Jackson, Tenn. ; J. W. Cousins, agent,
New Orleans ; A. E. Ccaife, dock
agent, New Orleans, and others. —
Memphis Commercial Appeal, July n,
1917.
RAILROAD HEADQUARTERS
Decision of officials of the Illinois
Central railroad to locate headquarters
of one of two grand divisions of all
lines in the city of Waterloo will cause
pride and felicitation in the mind of
every resident of the community. It
would be overstepping to say that the
best road in the middle west has chosen
the best city in the same territory for
grand headquarters, but it truthfully
may be said that a good road, under pro-
gressive management, has selected a
good town, progressive in every way, for
such headquarters. Waterloo people
will, of course, welcome this addition to
her working forces and there will not be
lacking upon the part of citizens every
effort to make the larger relations with
the railroad officials pleasant and profit-
able.
The move on the part of the railroad
is one to secure greater efficiency, and
in these days when economy and efficien-
cy count as they never counted before in
the industrial and financial fields, it is
no light distinction that Waterloo was
selected for headquarters without so-
licitation from individuals, corporations
ILLINOIS CENTRAL MAGAZINE
35
or commercial organizations. Waterloo
was selected on merit alone. While there
is opportunity here to blow Waterloo's
horn, let us be content with expression
of the hope that in later years officials of
the Illinois Central will have cause to
increasingly commend the foresight of
those responsible for the move now
about to be consummated.
Waterloo has great cause to appreciate
the Illinois Central Railroad Company,
or what is now known by that title. The
Dubuque & Sioux City Railroad was the
first line into the village of Waterloo.
Trains were running into the town in the
fall of 1860, and this was after three
previous attempts to secure railroad fa-
cilities had failed ignominiously. Later
the Dubuque & Sioux City line was ex-
tended west and still later north, all
branches in after years coming to be
known as the Illinois Central Railroad,
with a system placed among the import-
ant transportation arteries of the coun-
try.
It was the Illinois Central, too, that
gave to Waterloo her first permanent
industrial plant, the shops which are to-
day so large a part of the industrial fab-
ric of the Factory City. The shops —
and it may be mentioned they are now
among, if not the most important on
the entire system — were removed from
Dubuque to Waterloo in the late fall of
1870. No one now attempts to place a
definite intrinsic value on the shops,
yards and property of the Illinois Cen-
tral in Waterloo.
This road also has been foremost in
every improvement which has tended for
the permanency of a better and bigger
Waterloo, and a comparison of its sta-
tion facilities with those of the other
steam roads in this city is_only one in-
dication of the Illinois Central's interest
in the welfare and convenience of the
public.
Until the superintendent to be placed
in charge of the Waterloo headquarters
arrives it is impossible to give details
of improvements or changes which will
be made ; but there is every reason for
assurance that such improvements and
changes will redound, indirectly, at least,
to the benefit of Waterloo and sustain-
ing territory. — Waterloo Evening Cour-
ier and Reporter, Saturday, July 28,
1917.
AN URGENT APPEAL TO ALL
SHIPPERS
President Taylor, of the Board of
Trade, Calls Attention to the Im-
portance of Prompt Loading and
Unloading of Freight Cars in
This Territory
To the shippers of the Jackson Trade
Territory :
The authorities at Washington have
issued an earnest appeal to the shippers
throughout the country to give prac-
tical assistance in the relief of freight
traffic congestion by speeding up the
loading and unloading of cars.
This is a matter of vital importance
to the business men of Jackson, and I
sincerely hope that all shippers will give
it their serious consideration and en-
deavor to comply with the request of
the federal authorities.
The prompt loading and unloading of
freight cars inevitably means more cars
for service, and within the next few
months this portion of the south will
have urgent need for a maximum sup-
ply of cars to move our food crops and
cotton crop to market.
There is a national crisis in this ques-
tion, and every shipper must bring it
home to himself in order that we may
reach a satisfactory solution.
I want to earnestly urge on the ship-
pers of Jackson and surrounding terri-
tory to the vital importance of unload-
ing promptly all cars received, and load-
ing promptlv all outgoing cars, releasing
them immediately to the railroads.
It is equally important that cars be
loaded to the maximum capacity. In-
tensive shipping will help greatly in re-
lieving the car shortage, and buyers
should order so as to fill a car to the
maximum when possible. In many in-
stances buyers can club together to make
full capacity cars.
This is a war measure, and the busi-
36
ILLINOIS CENTRAL MAGAZINE
ness organizations throughout the coun-
try have been asked by the federal au-
thorities to give their assistance in
carrying it into effect. The Board of
Trade feels sure that the patriotic busi-
ness men in this part of Mississippi will
give prompt co-operation, not only as a
matter of patriotism, but for their own
benefit.
Within the next few weeks the move-
ment of government troops and sup-
plies will commence, and the railroads
of the United States will then be put to
the most severe test in their history. It
is the earnest desire of the government
to accomplish this work of mobilization
with the least possible disturbance to
general business conditions, but it can-
not be accomplished unless business
men throughout the country give their
co-operation in the manner I have out-
lined. S. J. TAYLOR, President.
— Jackson (Miss.} Daily News, July 16,
1917.
HELPS THE RAILROADS
There is nothing more creditable in
the war efforts of this country, either
private or public, than the course of ac-
tion taken by the railroads under the
leadership of Daniel Willard of the Bal-
timore & Ohio, acting as chairman of the
advisory committee of national defense;
Fairfax Harrison of the Southern Rail-
way, chairman of the railway war
board, and other leading railway men.
First among the basic industries, as Mr.
Hyde points out, the railways pooled
their issues and yielded themselves to this
central management, which is working
from Washington in close co-operation
with the government. The value of this
as an example cannot be overestimated;
but the substantial results already accom-
plished, as outlined by Mr. Hyde, are
encouraging.
This is patriotism, as practical as it
is devoted. It deserves our gratitude, but
it deserves more than that. It deserves
co-operation, and especially, we believe,
this co-operation is needed in the mat-
ters of car shortage. This is perhaps
the most serious factor of the problem
with which these men are struggling.
With the tremendous needs of war sup-
ply added to the normal needs of our
industry and commerce, the transport
system is called upon to expand its fa-
cilities to the utmost limit of their pos-
sibilities. We have not nearly enough
cars and we cannot create enough to
meet conditions as they develop.
We cannot create cars. But we can
make each car do more than it ever has
the consignee gets ready to unload them
done before. We have a wasteful habit
of keeping loaded cars on sidings while
at his leisure. A large amount of time
and therefore a large part of the effi-
ciency of cars are thrown away by this
carelessness. We must all speed up
now. In Germany, we understand, only
six hours are given for unloading cars.
We ought to do at least as well. If it1
is necessary there will have to be legis-
lation on this subject, but we hope it will
be unnecessary through the entire co-
operation of shippers in keeping the cars
moving. The man or concern that holds
a freight car a minute longer than is nec-
essary is shirking a clear and important
public duty. Public spirit and even self-
interest now dictates the strictest and
most wholehearted co-operation with the
able men in charge of transportation.
If this comes about promptly through
the enlightened initiative of shippers, it
will go far toward removing the danger
of freight congestion and food or fuel
famine in this country and toward help-
ing America to become a real factor in
winning the war against German mili-
tary autocracy. — Tribune, Wednesday
Morning, July 25, 1917.
WHO BROUGHT THE RAIN?
A Few I. C. Railroad Men Should
Receive Credit
As the drouth has been broken, due
credit should be given as to how it came
about, several railroad men being di-
rectly interested. "Jack" Bevans and
"Jeff" Harrell earnestly prayed for it
and so it came. Thos. Moore, the con-
ductor, saw the rain in sight when John
Watson's celebrated spring and rain-
ILLINOIS CENTRAL MAGAZINE
37
maker at Arcola failed to bubble, and
pulled the train in the rain, while Ed
Barnes, tallest of the bunch, gave the
bell rope an extra pull and the blessed
rain came. Grant O Lord only had to
silently repeat his name and it came in
torrents, and it took Billy Moales with
his gentle "all aboard" voice, to have it
cease.
"Bill" Trafton says it rains on the
"just and the unjust," and as Roseland
people are classed among the just, should
have had the rain, while the affable
Bowles said it was more than "dew."
Conductor Louizenhiser said it was
"bone-dry" up in Mississippi but show-
ers came at last, in time to save the gar-
dens of Dick Robbins, Wes Brown, and
a few others in McComb.
We haven't heard from Charley Clem-
ents, but the "Merry Widow" runs so
swift we guess he can keep dry and out
of the rain.
All jokes aside, the rain was a God-
send and the people in general are thank-
ful for it. as it did so much good in an
opportune time. — The Roseland i^La.)
Herald, July 73,
EMBARGOES ON EXPORT
TRAFFIC
The following notice of federal em-
bargoes on export traffic has just been
telegraphed to all railroads by the car
service commission of the American
Railway Association :
"Pursuant to the proclamation of
President Wilson, dated July 9, barring
certain exports except under federal li-
cense, railroads are directed to place
telegraphic embargo, effective immedi-
ately, against all shipments of coal, coke,
feed, grain, flour and meal therefrom,
fodder, meat and fats, fuel oils, kero-
sene, gasoline, pig iron, steel, billets, ship
plates, structural shapes, scrap iron and
steel ferro-manganese, fertilizers, arms,
ammunition, explosives, consigned, re-
consigned, to be reconsigned or intended
for export, except when bill of lading is
presented with federal license number
furnished or authorized by export coun-
cil at Washington, and according to an-
nouncement of Department of Com-
merce, together with permit number au-
thorized by the port delivery road.
^"Arrangements have been made under
which all shipments consigned to points
in Canada can go forward as hereto-
fore, special licenses covering same
having been issued through the customs
service.
"It is suggested that port lines pro-
tect against accumulations at ports by
placing such embargo as may be nec-
essary against cars in transit. All port
lines should immediately inaugurate per-
mit system covering all export traffic." —
Chicago Examiner, July 14,
MAKING THE FREIGHT CARS
WORK
The railroad war board estimated that
by heavier loading of cars and quicker
repairs of all rolling stock, it was pos-
sible to increase the efficiency of the rail-
ways by an amount equal to the addition
of 779,000 freight cars. The roads
show that in the month of April, they
have already effected a saving on these
lines equal to an increase of 126,000
cars, and are going hopefully forward
with the programme.
Most of the gain made thus far has
been through the heavier loading of cars,
and there is room for much greater
economy in this direction. The cutting
out of delays in yards is another. Speed-
ing up on the road is still another. The
Illinois Central has made an astounding
increase in the mileage of its average
freight car. A few years ago, that car
moved only twenty-three miles per day.
Now, it is moving forty miles.
Plans have been worked out whereby
coal shipments are pooled, trade names
of special brands of coal discarded, and
a saving of 133,000 cars made possible
in this one item. — Chicago Journal, July
16, 1917.
Public Meeting
Traffic and Transportation Bureau, New Orleans Association of Commerce —
New Orleans Committee Commission on Car Service with
Shippers and Receivers of Cars. July 2, 1917
\/f EETING was called to order with Mr. Samuel W. Weis, chairman Traffic
and Transportation Bureau, New Orleans Association of Commerce, pre-
siding, who addressed the meeting as follows :
"The question of car service is one of vital importance to all of us, now
that we are heart and soul in this war. It must be apparent that unless we
can get the greatest possible efficiency out of our railroads to carry ammu-
nitions and food supplies to the ports to be shipped not only to the allies,
but to take care of our own men, that our efforts to assist the allies will be
a failure. Then there is another phase of it, the question of moving domestic
supplies.
"The Association of Commerce, through the Traffic and Transportation
Bureau, realizing the importance of this matter, issued not long ago a circular,
copies of which have been distributed, calling attention of all shippers of
New Orleans to this matter. We have mailed out quite a few of these cir-
culars, perhaps we have not reached all interests, but we hope we have.
Mr. L. A. Downs, chairman, New Orleans Committee, Commission on
Car Service is here to talk to you on this subject, and after he tells you what
he wants to say the matter will be thrown open for general discussion, and
if we can evolve any additional plans that will educate the shipping public
in New Orleans toward the economic use of cars then this meeting will have
served its purpose ; if we can do nothing more, however, we can discuss it
and exchange our views and educate ourselves on it. I thank you."
Mr. Downs then took the floor and spoke as follows:
"Gentlemen, I will preface my remarks with the statement — this com-
mittee is not a committee of the railroads, it is a committee appointed by
the Council on National Defense through the American Railway Associa-
tion, having as its branch the transportation end of the United States
Government. There have been out on this committee, railroad men on ac-
count of their experience in operating, as it would hardly do to pick men
who have not had experience in railroading for a committee of this kind,
therefore, the committee of which I have the honor to be chairman, rep-
resents the people of the United States Government, if you may permit, and
not the railroads.
I desire to emphasize this that you shippers and receivers of cars may
understand you have as much interest in this committee as the railroads, that
this is an impartial tribunal, created solely for the purpose of assisting in
the uplifting of the transportation facilities of these United States, to make
them durable enough to stand the strains of the extraordinary demands of
war conditions, and as such, expects and will exact large measures of co-
operation from railroads and shippers and receivers.
"The chief purpose of this committee is to assist in making the present
freight car supply meet the abnormal demand, and it feels confident the
shippers and receivers of New Orleans will respond as heartily to the sug-
gestions it offers to attain this end as they did to the other requests of their
government to buy war bonds and subscribe to the Red Cross.
The traffic of the United States has increased by leaps and bounds dur-
ing the past several years. A few years ago the balance of trade in favor
39
40 ILLINOIS CENTRAL MAGAZINE
of the United States was something like 263,000,000.00; last year it was
3,180,000,000.00. Now that the United States no longer is a neutral, but a
combatant, its railroads will not only be expected to transport the importa-
tions and exportations constituting the balance of trade, which it is reason-
able to suppose will increase in a greater ratio, but they must also stand up
under the enormous increases in traffic which will be created by the move-
ment of United States troops and supplies and establishment of training
camps, transportation far more intensive than the ordinary.
If, before these United States were embroiled, the railroads were unable
to meet the demands of transportation, if they then failed as so many have
said, superhuman efforts are now necessary that these arteries of the nation's
life may be able to perform their functions.
The most powerful factor in achieving this is the freight car, and the
conservation of it is the principle object of this committee and similar com-
mittees installed at all strategic commercial points throughout the United
States by the Council on National Defense through the American Railway
Association.
The railroads of the United States own 2,500,000 freight cars. The car
shortage as of May 1st was 150,000 cars, which is less than one tehth of
one per cent. The average tonnage capacity of these 2,500,000 cars, is
forty tons, eighty thousand pounds, the average weight now loaded in these
2,500,000 cars by the shippers of the United States, including the railroads,
is seventeen tons, thirty-four thousand pounds, in other words, of the tonnage
capacity of these 2,500,000 cars the shippers utilize only forty-three per cent,
wasting fifty-seven per cent.
Therefore, is it not as clear as the noon-day sun that the first step to-
wards the elimination of the apparent car shortage is intensified loading.
If by comprehensive co-operation between railroads and shippers
there is gained a general increase of ten per cent more tonnage in cars we
will have added to the car stock 250,000 cars, almost twice as many cars as
the shortage of May 1st.
The second step is quicker loading and unloading. The present aver-
age is four days per car consumed by shippers and consignees in loading and
unloading. If by comprehensive co-operation between shippers and receivers
and railroads this average loading and unloading detention can be reduced fifty
percent you readily see what an addition will be made to the car supply.
Bringing the question right home, I do not believe it is asking too much of
our good New Orleans people, in fact it is a modest request, to subscribe 10,000
cars annually to the common stock. I feel certain there will be an over-sub-
scription, just the same as there has been to the war bonds and the Red Cross.
This allotment is made merely for the purpose of giving you something to sur-
pass.
There are loaded in New Orleans annually about 100,000 cars, exclusive of
bananas and merchandise and imports, close to 9,000 cars per month.
The commodities are principally Sugar, Alcohol, Lard Compound, Petroleum
Products, Cotton Seed Products, Bags and Bagging, Fertilizer, Molasses, Ma-
hogany Lumber, Coffee, Rice, Cypress Lumber, and to enable you to see clearly
the little exertion required to save 10,000 cars annually in this loading, I call
marked attention to the present average tonnage capacity per car utilized in the
loading of these commodities :
Percent.
Sugar 56.54
Coffee 55.75
Alcohol in barrels .. ....40.72
ILLINOIS CENTRAL MAGAZINE 41
Lard Compound 37.26
Petroleum Products 39.96
Cotton Seed Products 42.20
Bags and Bagging 47.28
Fertilizer ....,.., 72.63
Molasses 53.40
Mahogany Lumber 53.57
Rice 64.44
Cypress Lumber 57.73
An average of about fifty percent of the tonnage capacity per car.
In passing I must favorably comment on the average on fertilizer. This aver-
age on fertilizer is made possible by the splendid judgment displayed by one
shipper, who loaded on one railroad an average of 86 percent and on another
106 percent.
It is realized that this loading in a great measure is controlled by trade units
and railroad minima, for which neither the railroads nor the shippers nor the
receivers are to blame. We think it is properly chargeable to custom, but this
is not the time for traditions; what we would like to do is to disregard these
minima and by appeals to the patriotism of our countrymen cause them to cast
away trade units, in order that we will be untrammelled in making every car of
the 2,500,000 in the United States do a car's work and not, as at present, less
than half a car for the country at large and half a car for New Orleans.
We know what can be done if everybody fixes their minds on intensified load-
ing, as we have demonstrated this with our car conservation work with the
American Sugar Refinery. We began here as all the railroads are represented
at that plant by a joint agent. The results have been beyond our expectations,
due principally to the whole-hearted co-operation of the refinery management.
In the beginning the average car capacity tonnage utilized was 56 percent and we
have raised it to 85 percent, notwithstanding the light minima of 30,000 pounds
and the small trade unit of 100 barrels and 400 sacks.
As before stated, the second step in car conservation is quicker loading and
unloading. There are no difficulties in the way of accomplishing this. Let us
make up our minds to speed up a little all around. If more warehouse room is
required, get it ; if more tracks are needed, construct them ; if labor is insufficient,
put on more labor ; if teams are too few, add to them.
And, gentlemen, in making these suggestions we are not unmindful of the
shortcomings of the railroads. We want you to feel that this Committee is not
discriminative ; it is after the railroads for their shortcomings in the actual
handling of cars just as much as it is after the individual who loads and unloads
the cars.
The circular issued by the Association of Commerce, a copy of which has been
distributed among those present, describes fully what we are after. The enthu-
siasm in the subject indicated by the attendance assures me that there will be that
comprehensive co-operation which spells success."
There then ensued a full and free discussion among the various shippers,
some of the remarks being enumerated below :
Mr. W. W. Ingalls, traffic manager, Penick & Ford, stated his company in-
tended printing in an attractive form a little slip showing what they have accom-
plished in the way of heavier loading of cars, an embodying in same some of
the ideas in Mr. Weis' circular, sending same out with each of their invoices and
bills of lading.
Mr. Weis -said: "It seems to me we all could get together, railroads and ship-
pers, and if railroads find right here in New Orleans that any shippers are either
unnecessarily delaying cars or not loading them out to average good capacity,
42 ILLINOIS CENTRAL MAGAZINE
that it be brought to the attention of this Bureau and we will act in an advisory
way by going to these shippers and saying to them that they are doing an un-
patriotic thing in delaying cars or not giving them the proper load, and we will
also expect the railroads to do their share and increase their car mileage as much
as they can."
Mr. Downs, in answer to Mr. Weis, explained that his committee was not a
railroad committee, but a committee on national defense and if there was any-
thing connected with the railroads that could be suggested his committee would
go after it. i> {
Mr. Benedict of the Dunbar Molasses Company stated he represented an in-
dustry located on the Public Belt Railroad, and it was his thought it would be a
great help to the railroads if they would go back to the "Pick Up" arrangement,
explaining that while some of the railroads do pick up for one another, others
have lost a good deal of business by refusing to pick up cars.
Mr. Downs in answer to this, stated for the information of Mr. Benedict and
the others present, that the railroads again had inaugurated the Pick Up ar-
rangement and were now picking up for one another.
Mr. Benedict then suggested as a car saver the double loading of shipment.
Mr. Downs then asked him if there was any railroad in New Orleans that re-
fused to double load.
He replied the Southern Railway.
Mr. Downs then asked if there was a representative of the Southern Railway
present and Mr. W. S. Bender, secretary to Mr. T. F. Steele, General Executive
Agent, Southern Railway, stated that they had issued instructions to all of their
agents to double load wherever practicable.
Mr. Samuel T. DeMilt, President, New Orleans Steamship Association, gave
a very interesting talk as follows : —
"Mr. Chairman, regardless of good records or bad records in the past with
respect to transportation companies or shippers, I believe it is absolutely necessary
that we lend our best efforts toward improving this situation. If every shipper
or consignee will do his part I do not think there will be any fault to find with
the railroads, because it is absolutely essential that they use all their efforts
toward obtaining heavier loading. As a steamship man I represent two lines
out of New Orleans and receive a great many carloads of staple goods, such as
Rice, Flour, Fertilizer and Lumber. I will undertake to point out to every shipper
that we do business with the necessity, for their own good as well as our own,
,of loading every car they send to us to its utmost capacity, for these reasons which
I think I can make plain to you :
There is hardly a steamer which we dispatch from this port which does not
shut out anywhere from five to fifteen carloads of freight, because on the last
day or two of loading the cars come rolling in so fast it is a physical impossibility
for the railroads to deliver them with the facilities we have. For example, we
have a siding that will hold twelve cars loaded. On the average these cars
contain about twenty five to thirty tons, say 50,000 to 60,000 pounds, and
almost every one of them have a capacity from 80,000 to 100,000 pounds,
shippers could, therefore, increase the efficiency of that one track fully 50% by
loading their cars heavier, and it is not because they have not freight enough to
pack to fill the cars, but because of an old custom they do not load them to
about more than one half of their capacity. A 50% increase in the efficiency of
that one track would cause much better movement, no delays and no shut outs.
I feel that practically every other steamship line in New Orleans is in the same
situation that we are. They would all like to get their cargoes in fewer cars,
because they know with fewer cars they will have less switching service. So
that I think that every one of us here and all those who can be communicated
ILLINOIS CENTRAL MAGAZINE 43
with ought to make it their business to urge upon our friends in the interior, who
I believe are not as alive to the situation as we are at the port, to load their cars to
their utmost capacity. We have very few flour shippers who do not have at least
from four to six or ten carloads for each steamer, and when I say carload they
usually load 50,000 pounds and could just as well load 80,000 or 90,000 pounds
in the same car and increase the efficiency here at New Orleans. All of these
loaded cars while above the minimum weight as shown in tariff create an enormous
amount of extra switching on account of tHe Public Belt Railroad, and extra train
service, so my suggestion is .that we carry out individually, for each steamship
man to take up with every man he is doing business with, this important question
at once and urge upon him the necessity, not only for the purpose of helping his
own business along, but from patriotic motives, or any other motives that we can
bring to bear upon it, of having these cars loaded more heavily. It can be done
just as well as not and I am sure our railroad friends will do everything they
can to assist us in that direction."
Mr. Roy Terrell, Vice President, Gulf Coast Lines, suggested that the Traffic
& Transportation Bureau of the Association of Commerce circularize the steamship
agents along the lines as outlined by Mr. De Milt, whereupon the Secretary was
instructed accordingly.
Mr. B. M. Flippin, Assistant Traffic Manager, Missouri Pacific Railway, stated
the greatest obstacle in the way of heavier loading is the trade unit, take for
instance cotton, why not increase this to 75 bales.
Mr. Weis, in reply to Mr. Flippin, said : —
"I will say, in reply to that proposition, which is one that has given us consider-
able concern, that we had a great deal of trouble in shipping cotton to the
Eastern Mills this spring, because of an arbitrary regulation that the Eastern
roads put into practice that they would not accept a car with less than 60 bales
cotton in it. If the difficulty in changing the trade unit to anything not divisible
by 100 is this: If I sell cotton for future delivery, say 500 bales; this is the month
of July and I am offering October delivery cotton. I have not got that cotton,
it is not grown, still I may sell it to the mill and buy futures for it. Now, with
a 75 bale unit I could not protect myself, and whatever you work out, in order
not to stop that hedging business, you must make the trade unit the multiple of
a 100. I think it advisable for the cotton men to get together on this."
The meeting adjourned.
Samuel W. Weis, Chairman,
Traf. & Transp. Bureau.
L. A. Downs, Chairman,
New Orleans Committee
Commission on Car Service
THE AMERICAN RAILWAY ASSOCIATION
SPECIAL COMMITTEE ON NATIONAL DEFENSE
Washington, D. C.
Executive Committee.
Fairfax Harrison, President Southern Railways Co., Chairman.
Howard Elliott, Pres., N. Y. H. & H. Samuel Rea, Pres. Penn. R. R.
J. Kruttschnitt, Ch. Exec. Comm. S. P. Co. Hale Holden, Pres., C., B. & Q.
Ex-officio.
E. E. Clark, Interstate Commerce Commission,
Daniel Willard, Pres. B. & O. R. R.
GENERAL COMMITTEE
Central Department
R. H. Aishton, Pres. C. & N. W., Chairman.
E. E. Calvin, Pres. U. P. R. R.
Hale Holden, Pres., C., B. & Q. R. R.
C. H. Markham, Pres. I. C. R. R.
G. L. Peck, V-Pres. Penn. Lines West.
G. T. Slade, V-Pres. N. P. Ry.
Western Department
Wm. Sproule, Pres. S. P. Co., Chairman.
Southern Department
W. B. Scott, Pres. S. P. Co., Chairman.
B. F. Bush, Recv. Mo. Pac. Ry. J. D. Farrell, Pres. O. W. R. & N. Co.
C. E. Schaff, Recv. M. K. & T. Ry. R. S. Lovett, Ch. Exec. Comm. U. P. R. R.
J. Kruttschnitt, Ch. Exec. Comm., S. P. Co. E. P. Ripley, A., T. & S. F. Ry.
Headquarters
Third Engineers N. A. U. S.
Chicago, 111., July 7, 1917.
CIRCULAR:
The following report of the Athletic Meet of this Regiment, held July
4th, is published for the information of those interested :
First Event
This event was programmed as a preliminary tug-of-war, the idea being
to have an intermediate tug-of-war between the winners of the preliminary
and a 'final between the winners of the intermediate. Due to the necessity
for curtailing the program, and also to the fact that thq Headquarters De-
tachment did not enter a team, and the further fact that Companies A, B
and C of the 1st Batallion were the winners of the preliminaries, the Judges
called off the intermediate and final tug-of-war, presenting the cup to the
1st Batallion, allowing 6 points to each winning company.
44
45
46 ILLINOIS CENTRAL MAGAZINE
Result First Event
Co. A vs. Co. D Winner, Co. A 6 points
Co. B vs. Co. E Winner, Co. B 6 points
Co. C vs. Co. F , Winner, Co. C 6 points
Cup to 1st Battalion.
Second Event
. 50 yard dash. Two men from each company.
First Co. D King 6 3/5 seconds 5 points
Second Co. D Scully 6 4/5 seconds 3 points
Third Co. A Easily 7 seconds 1 point
Third Event
100 yard dash. Two men from each company.
First Co. C Hanson 13 seconds 5 points
Second Co. D Tetreau 13 1/5 seconds 3 points
Third Co. D Downing 13 3/5 seconds 1 point
Fourth Event
200 yard relay race. Four man from each company.
First Co. B 28 3/5 seconds 10 points
Second Co. C 5 points
Third Co. A 3 points
Fifth Event
Special cup to winning company.
Competitive drill in squad movement under Non-commissioned officer. One
platoon, three squads, from each company. (Extended order drill called off, due
to lack of time.)
First Co. D (C. M. & St. P.) 10 points
Second Co. C (C. G. W.) 5 points
Third Co. A (I. C.) 3 points
Sixth Event
Intermediate tug-of-war.
(Called off by judges, due to lack of time.)
Seventh Event
Shoe race.
(Called off by judges, due to lack of time.)
Eighth Event
Potato race. One man from each company.
Each contestant was provided with a bucket and ten potatoes. Bucket placed
at start and finish line, potatoes spaced one yard apart, nearest one ten yards
from starting line. Only one potato handled at a time.
First Co. D Whitt 1 minute 13 3/5 seconds 5 points
Second Co. F Harton 3 points
Third Co. A Easily 1 point
Ninth Event
Sack race. 50 yards. One man from each company.
First , Co. F Sparling 18 seconds 5 points
Second Co. A Mensdorf „ 3 points
Third Co. B Guyer 1 point
Tenth Event
Surprise race. 50 yards. Two men from each company.
Each team was provided with a wheel barrow and two live frogs as pas-
sengers. The engineer of the wheelbarrow was permitted to go ahead at a walk
as long as his passengers were in the wheelbarrow, but was obliged to stop when
they left until returned by the conductor.
ILLINOIS CENTRAL MAGAZINE 47
First Co. C Jonas and Mealy 5 points
Second Co. D Downing and Mahan 3 points
Third Co. E Gunderson and Fisher 1 point
Eleventh Event
Tent pitching contest. Special cup.
One platoon, three squads from each company, under Non-commissioned
officer. Contestants were judged on time and appearance.
TIME
First Co. C 5 points
Second Co. B 3 points
Third Co. D 1 point
APPEARANCE
First Co. C 5 points
Second Co. B 3 points
Third Co. A 1 point
Winner special cup, Co. C.
Twelfth Event
Final tug-of-war. (Called off.)
i Thirteenth Event
Company drill, Manual of Arms. Eight squads from each Company under
non-commissioned officer. Special cup.
This was the most interesting event of the program, as it more nearly
represented the full strength of each Company. The Companies were so
evenly matched that it was only after considerable deliberation that the
judges decided as follows:
First Co. A, Cup and 20 points
Second Co. E, 10 points
Third Co. B, 5 points
Tabulation of Points by Companies
Event Co. A Co. B Co. C Co. D Co. E Co. F
1. Tug-of-war 666
2. 50 yard dash 1 8
3. 100 yard dash 5 4
4. 200 yard relay race 3 10 5
5. Squad drill 3 5 10
8. Potato race 1 53
9. Sack race 31 5
10. Surprise race 531
11. Tent pitching 1 6 10 1
13. Manual of arms 20 5 10
38 28 36 31 11 8
Distribution of Cups
First prize on points Company A
Second prize on points , Company C
Special cup, Tug-of-war First Battalion
Special cup, Squad Drill : Company D.
Special cup Manual of Arms Company A
Special cup, Tent Pitching Company C
By order of Colonel Langfitt.
R. D. BLACK,
Major Corps of Engrs., Adjt.
48
ILLINOIS CENTRAL MAGAZINE
RAILROAD TELEGRAPHERS IN
RESERVE SIGNAL CORPS,
CENTRAL DEPART-
MENT.
Reference was made in the May and
June issues to request made on railroads
in the Central Department to furnish 300
telegraph operators for service in the Re-
serve Signal Corps under the command
of Lieut. Col. L. D. Wildman. The cam-
paign to secure these operators is being
handled by Special Committee of the
American Railway Association under the
chairmanship of Mr. W. L. Park, vice-
president of the Illinois Central Rail-
road. It is encouraging to report that up
to the present time 161 railroad oper-
ators have enlisted in this service. The
remaining 139 to complete the full quota
of 300 will doubtless be enlisted within
a short time. In the meantime consider-
ably more than 300 written applications
from railway telegraphers have been re-
ceived, but the actual enlistment of the
whole quota has not proceeded as rapidly
as was hoped. The enlistment of the re-
maining number will have to be secured
very soon.
DEPARTURE OF CHICAGO
OPERATING REGIMENT, 13TH
RESERVE ENGINEERS,
FOR EUROPE.
Selected companies of the Chicago
Operating Regiment, 13th Reserve En-
gineers, formerly known as 3rd Reserve
Engineers, recently entrained at Chicago
for an eastern port en route to some
point in France. The companies made
an excellent appearance in good march-
ing order on Michigan Avenue, Chicago,
on the way to the train and were pre-
ceded by the Illinois Central band. Our
best wishes go with these good men and
true whose future service we shall fol-
low with the deepest interest, particu-
larly the Illinois Central Company "A."
POSTMASTER GENERAL'S OR-
DER NO. 510
Unwrapped and Unaddressed Maga-
zines Prepaid One Cent for Soldiers
and Sailors of the United States Ex-
peditionary Forces in Europe.
Office of the Postmaster General,
Washington, July 16, 1917
Order No. 510:
The classification of articles mailable
tinder Section 8 of the Act of August
24, 1912, authorizing the establishment
of the parcel post service, is extended
so as to include unwrapped and unad-
dressed copies of magazines intended for
soldiers and sailors of the United States
Expeditionary Forces in Europe when
mailed by others than the publishers,
the postage thereon to be prepaid at the
rate of one cent a copy regardless of
weight. Magazines to be accepted for
mailing under this order must have
printed in the upper right hand corner
of the front cover the following:
Notice to Reader
When you finish reading this maga-
zine place a 1-cent stamp on this notice,
hand same to any postal employe and it
will be placed in the hands of our sol-
diers and sailors at the front. No wrap-
ping; no address.
A. S. Burleson, Postmaster General.
Postmasters will be given appropriate
instructions from time to time as to the
manner of forwarding such magazines.
A. S. Burleson, Postmaster General.
Interesting Letters From an Ex-Illinois Central Employe
Who is Now a Lieutenant in the American
Flying Battalion in France
Note: Young Bamrick is a son of R. P. Bamrick, now yardmaster of this company at Burnside. He
is 22 years of age and during vacation periods worked for the general storekeeper and shop superintendent
at Burnside. Later was employed in the Chicago postoffice. He also attended the De La Salle Institute
and was for five years a member of the Naval Reserves. — Editor.
"Somewhere in France," June 11, 1917.
Dear Mother and Father:
How is everything at "9616?" I suppose you thought I forgot the address, but
such is not the case. We left Norfolk, Va., on May 27th and I think I sent you mail
on that date. We have been at sea since that date. We arrived in France, Friday,
June 8th, in the morning. It was a very tiring voyage, as most of the trip we had
to stand to watch for subs. Four hours on and four hours off. On last Saturday
tejvening and all night we were in one of these "storms at sea" you read about in
books. But it was just to be expected. When we passed thru the Gulf Stream we
saw schools of porpoise and flying fish. France is a wonderful place. When we
arrived in our "port of destination" many people were there, and were stunned to
see our ship as it has very funny hoisting rig. They never saw that kind here before.
Much enthusiasm was displayed at the arrival of the Americans. The speed in un-
loading cargo had them awe stricken. I never was so glad at being an American.
We were talking to a French merchant, through his daughter who translated French
to American (not English.) He said that it is the belief of the French that the
Americans are so fast that the English or French will never catch up to them. On
Sunday we left our port of destination to "here"' via train (carriages here). All
along the line when the natives heard we were "Americ" they were glad. When
they found out how many are to come here they feel happy and say in French "Good-
bye Germans." We have good eats here. Wine with dinner and supper, also French
coffee every meal. When we arrived at the depot here, the people had stayed up to
see us. They carry big bunches of roses for us and cry out, "Vivi, la America."
They have good motors here, so we feel very safe in the game. Harry is not with
us yet, but will expect him soon. Reports are that a summer hotel not in use on
account of the war is being put in commission for the "Yank Birds." Can't say much
as this comes under the cynical eye and conscienceless brush of a stone hearted censor.
Love to all.
Ed-
Care P. M. New York, N. Y. First Aeronautic Detachment U. S. Navy.
Please send silk American Flag — small one.
"Somehere in France," June 12, 1917.
Dear Little Sister:
Am in the land of the Frenchmen. Beautiful scenery, soldiers and sailors every-
where. Very patriotic people. Long trip over the ocean. Glad we are here, as the
people are glad to see us. Trying to learn the French language. How and where is
Aunt Sophia? I sent her mail to Bloomington. Isn't this funny writing paper? Write
me when you get time. Ellen, where is Bill? How is the new garden? Just finished
eating. We have two meals a day now, breakfast and dinner at 10:30 a. m., supper
4:30 p. m. All towns close at 9:30 p. m. here on account of the war.
Ed. J. Bamrick, U. S. N.
First Aeronautic Detachment,
Care P. M. New York, N. Y.
"Somewhere in France," June 17, 1917.
My Dear Parents:
It being Sunday, there is not much for us to do, but to eat. The people pass
their time in dancing and drinking this "dopey" wine. The wine here is sour, the
same as they drink with meals. It has a deteriorating effect upon the teeth, due to
so much acid, so our physicians advised that it be discontinued. We get no more with
49
50
ILLINOIS CENTRAL MAGAZINE
our meals now. Much coffee. All the
water used to drink and cleaning teeth
is boiled from 8 p. m. until 5:00 a. m. to
kill germs. We had "movies" last night
after our lesson in French, but "yours
truly" retired instead of holding out
thru the "cinema," as they call it here.
The French Comedy is just one degree
more humorous than the English
Comedy. Nearly all are sent out by the
Pathe-Frere Co. Everything is closed
all over France at 9:30 p. m., but Sun-
day is the same as a week day except
for church. There is a standard hour
for the evening meal in the cities and
large towns. All the hotels have service
at 7 p. m. Certain days meat is pro-
hibited. The best meal in France costs
80 or 90 cents in American money. I
suppose there will be much confusion
when they start fitting out the "dear
ones" in khaki. See that they caught
many ducklings over the North and South
American borders. We received much
news via wireless en route over the sea
up to the day before we entered port of
destination. We caught Arlington Heights,
Va., news such as diplomatic, baseball
scores, "U"-boat activities along the
over-seas routes, and other interesting
items. Arlington sends to Frisco on the
West Coast, Paris, Berlin and London.
Owing to the earth's shape, round, our
arch of receiving would not be in line to
the higher points and higher powered
land stations. Saw the Arlington Station
on our way up from Pensacola to Baltimore. We received a "short'' about John Philip Sousa
joining the U. S. Navy, and starting a large band at the Great Lakes Station. Do not send
candy or gum or other so-called "luxuries," as they seldom arrive at their destination.
I was wondering the other day whether James Malooly and "Chuck" Sheridan reg-
istered. I do not know whether I told you or not, but one of the De La Salle fellows
named Fitzgerald is now shoveling coal on the U. S, S. Kansas. Tell Bill that Leo
Jacques of St. Bernards (in his class) is in the U. S. Marine Corps, at Port Royal,
South Carolina, so was the information furnished.
When I get the opportunity, I will send you my picture in the flying "togs." It
may be some time, though, but intentions are good. Things are very cheap here,
such as leather puttees, watches, etc. Before I return I hope to have several souvenirs
of some value for the relations at 9616. But why look so far ahead, as we do not know
when we will return. This is a fine country, so why worry, so long as the mail
reaches us, what? Hope Bob is v/ith you yet. Must bring this crazy note to a close,
as we have to eat again. Wish all a lot of luck. How is the real estate business, the
garden, etc.? Will send home a French sailor's hat to Ellen and one to Dorothy.
If I cannot mail them, will keep them to add to collection. Tell Dad not to forget
to send me his waist measure, as I am ready to start a hand-made belt for him
(made in the trenches, not). Ha! Ha! Well, good night and much love to you all
(Southerner.) I suppose you will receive this letter about a month from date of
writing. When you write, let me know what length of time it takes to reach you.
Same address. Your Son, Ed.
ED. J. BAMRICK
THE AMERICAN ARMY AND NAVY Y. M. C. A. OF FRANCE
Address of Sender.
Public Correspondence
"Somewhere in France," June 20, 1917.
Dear Brother Bill:
Get the heading of this paper. We have a Y. M. C. A. and dance hall and
"Salle De Vines" (wine house) in connection with our barracks. This place was a
hotel, built in 1572, A. D., but when you look for anything you think it was 1572,
ILLINOIS CENTRAL MAGAZINE 51
B. C. However, we received orders today to make a move. It is one ot the largest
Aero bases in France, so expect to get a chance to show ability to the higher men
of the flying game. Have done extensive traveling since our arrival on these
shores. Guess we will never be settled down, as they have a very speedy programme
set up for us, and believe me, give us eats and gasoline and we will carry it out.
There are thirteen men and one chief boatswain's mate, i. e. Timothy O'Donnell
(German) in our barracks. Came last night .after being torpedoed at sea. They were
some sight, all sorts of stray parts of uniforms. They will leave to return to the U.
S. when we leave here, which is a matter of hours now. We are located here in a
small fishing village, very quaint. Their main industry is sardines. Before the war
they were very well off financially, but the subs bother the fishermen's ships now,
and not so many of them take the chances. What are you doing now? Still with
the I. C. ? If so, I hope you contribute to the home, as I cannot for a few months.
I intended to make an allotment to mother and father, but we jumped the states with-
out due notice. It cannot be made out in detached service such as ours. Sending
any "dough" by mail out of here is sort of risky. If you can roll me a stray iron
man now and then will see what I can get you worth while, as very useful articles
run cheap here. Can get a swell watch easy, leather goods, pens, etc., about halt
the price at home. Have not received any mail since we left the U. S. and it seems
a year ago when the mail stopped coming. The French think the Americans are so fast
in their moves that either England or France will never be able to catch up to us.
They were overjoyed to see arrive when we landed in our "port of destination."
Since then we have been jumping overland from place to place. There was a wedding
of one of the village belles here, and the festivities last for a week. They had a
dance in our barracks this evening. She married a French aviation officer. Some
Jane, believe me. We have "movies" here every other night by the Y. M. C. A.
outfit that travels with our outfit to look after our personal wants. We are to be
split up in the next move, and they are detailing a fellow, Mr. James of Chicago, (a
Northwestern University man) to travel with us. He is a fine fellow, about twenty-
four years of age. Pretty wise head. He is teaching us French, as he had that
while at Northwestern. He is our movie man, teacher, private secretary, swims with
us, and 'does everything except to take "jumps heavenward." Guess he will follow
up in that soon, also. The "Y" pays his expenses, but he keeps himself. No salary.
The Americans are looked upon as the saviors of France, as the "Yanks" are to get
after the lost land of Alsace-Loraine. They know the "Star Spangled Banner" in
"Americ," so we are learning the "Marseillaise" in French. Write me, sure.
Your Brother,
Edw. J. Bamrick, U. S. Navy,
First Aeronautic Detachment, U. S. N.
Care P. M. New York, N. Y.
"Somewhere in France," June 23, 1917.
My Dear Parents:
Here we are in our new home for some time we hope. It is one of the largest
aero-stations in France for land machines. Most wonderful place, an exquisite place
and location for the purpose. Their land machines, like their water planes, are lighter,
more powerful and more efficient than the American planes. These people eliminate
all red tape, such as daily examination of the heart, etc. We are not rushed here.
The flying day starts at 4:30 a. m. after bread and coffee, from 4:30 till 9 a. m. on
field and in air. At 10:30 dinner is served. Special service for the French and Ameri-
can pilots. Very good repast. After this we are supposed to sleep and take our
ease until 430 p. m. when we eat. After this meal, which is as good as dinner, the
flving is resumed until it is too dark. Then we retire again until the next 4:00 a. m.
This is the programme for the seven days of the week. Am going to purchase a
small steamer trunk, and keep all my flying clothes therein. These people are be-
hind in railroads, but certainly not in the way of the air and automobile. Their
gasoline motors are wonderful. Dad should come over here and laugh at the trans-
portation. Your "aeronut" son had a night's sleep en route in the rack for suit cases
in the "luxurious" coaches of the government controlled railroads of France. We
travel special second class, a cross between first and second, but I am not growling
as it was very good sleep and an odd experience. We learn all the fancy flying
"stunts" we do not know here, such as loop-the-loop, side turns, and all that. Not
dangerous, as no one has been killed here in instruction in the last four months.
Harry was here a day ahead of us, and we have our beds next to each other. Please
call up his mother as she may be glad to know. Am getting several odd souvenirs
here, such as different match safes and alcohol cigar lighters. Will not send home, as
they would hardly get there. Will leave in my trunk. Nothing will happen me.
so please don't worry. My greatest discomfort is the thought that mother and dad
2 ILLINOIS CENTRAL MAGAZINE
will worry over my safety. Very safe in these machines. Intend to make this my
life's work if everything comes out well. Our Y. M. C. A. man, Mr. James of Chicago,
has not arrived yet, but expect him in about a week. I think I told you of him in
my letters of previous date. This is a very exclusive school here, for gentlemen, and
believe me, these fellows are most courteous. They cannot do too much for us.
The men here, all young men, are representatives of the aristocratic families of France.
Most of them studied English in college, and speak with great perfectness, even
more so than we do. All our laundry is done for us free; cleaning, etc., is done by
servants. All the menial work is done by Algerians, sort of the Hindu type. It is
very cool here in the morning and evening, but very warm in the day. This country
set their time one and one-half hours ahead of the universal standard time. This
makes the day (light) very long. Harry and I are going to arrange with Mr. Chevalier,
Lieut., U. S. N., our officer, to be kept together in the same detail. "Chevey" is
some flyer himself, and gives us much consideration. Hope to hear from you very
much and often. Have to have my afternoon sleep now, so will say good-bye and
good luck. Your affectionate son,
Ed.
First Aeronautic Detachment U. S. Navy.
Classification, Production and Distribution of Coal
By Burton J. Rowe, Coal Traffic Manpger
CCIENTISTS inform us that coal is
^ the mineral which has resulted
after the lapse of thousands of thou-
sands of years, from the accumulations
of vegetable matter, caused by the
steady shedding of leaves and the up-
rooting and destruction of forests that
existed in the early ages. The ac-
cumulations probably formed in the
first place, beds of peat, the beds as
the result of an ever increasing pres-
sure of accumulating strata above
them, have been compressed and, hav-
ing been acted upon by the internal
heat of the earth, have in the course
of time produced the article known as'
coal.
The chemical changes which have
taken place in the beds of vegetation
of the carboniferous epoch, and which
have transformed it into coal, are but
imperfectly understood. All that is
known is that in some cases one kind
of coal is formed, and, presumably
under other conditions, other kinds of
coal have resulted.
The coals thus formed have been
classified the U. S. Geological Survey
as follows : Anthracite, semi-anthra-
cite, semi-bituminous, bituminous and
lignite.
Anthracite coal is generally well
known and ordinarily defined as hard
coal, having a high fuel ratio, (fixed
carbon divided by volatile matter) ;
found principally in eastern Pennsyl-
vania, but smaller areas are known in
some of the western states.
Semi-anthracite coal has a ^uel ratio
of about 65% of anthracite. There is
only a small amount of this coal in
the United States.
Semi-bituminous coal is of great
commercial importance, but is not
widely distributed. Its fuel ratio is
about 50 per cent of anthracite. It is
an excellent steam coal, and some of
it can be utilized in the manufacture
of coke. The centers of production
are the Pocahontas and New River
fields of Virginia and West Virginia,
the Georges Creek field of Maryland,
the Windber field of Pennsylvania,
and the western end of the Arkansas
field in the ' vicinity of Fort Smith.
Small areas of this coal have been
found in Washington and Colorado.
Bituminous coal is the most im-
portant grade in the country, and,
roughly speaking, includes coals east
of the Rocky Mountains. This grade
furnishes most of the coking coal of
the country, and it is largely sold for
steam raising and domestic use.
Sub-bituminous coal: This term has
been adopted by the U. S. Geologica*
Survey for what has generally been
called "black lignite." The latter term
is misleading, for the reason that the
coal is not lignitic in the sense of being
53
54
ILLINOIS CENTRAL MAGAZINE
woody, and the use of the term seems
to imply that the coal is little better
than the ordinary lignite, whereas
many of the coals of this class closely
approach the lowest grade of bitumi-
nous coal. It is generally distinguish-
able from lignite by its color and free-
dom from apparent woody texture and
from bituminous coal by the slacking
it undergoes when exposed to the
weather. It is found mainly in the
western fields of Colorado, New Mexi-
co, Wyoming, Montana, and in many
of the districts of Washintgon and
Oregon.
Lignite is the name that has been
applied to a form of unfinished coal,
and as used by the U. S. Geological
Survey is restricted to the coals that
are brown and generally woody. It
is not. true coal but is intermediate in
formation between peat and sub-
bituminous. It is abundant in the
north, in eastern Montana and the Da-
kotas ; in the south it is present in all
of the gulf states, but has been de-
veloped commercially only in Texas.
The production of these coals in the
United States and the rank of the pro-
ducing states during the year 1915,
during which coal was produced and
marketed under approximately normal
conditions, is as follows :
Production 1915
Pennsylvania — Net tons.
anthracite 90,821,507
bituminous 147,983,294
West Virginia 71,707,626
Illinois -... 57,589,197
Kentucky 20,382,763
Ohio 18,843,115
Indiana „ 16,641,132
Alabama 15,593,422
Colorado 8,170,559
Virginia 7,959,535
Iowa 7,451,022
Kansas 6,860,988
Wyoming 6,475,293
Tennessee 5,943,258
Maryland 4,133,547
Oklahoma 3,988,613
Missouri 3,935,980
New Mexico 3,877,689
Utah 3,103,036
Washington 3,064,820
Montana 2,805,173
Texas 2,323,773
Arkansas 1,836,540
Michigan 1,283,030
North Dakota 506,685
Georgia ; 166,498
Oregon 51,558
California, Idaho
and Nevada 13,974
South Dakota 11,850
513,525,477
There are many grades of bitumi-
nous coal, the grade being determined
by sulphur, moisture, volatile and
fixed carbon content. The high vola-
tile coals of Pennsylvania and West
Virginia are very desirable for gas-
making purposes ; for coking purposes
and are used extensively by malleable
iron foundries, and the so-called
smokeless coals of the eastern states
are much sought for in large cities,
where smoke ordinances are in effect.
Thus, notwithstanding there might be
an abundance of coal within easy
reach, the special purposes to which
certain grades of coals are particularly
adapted necessitates consumers reach-
ing out great distances for fuel sup-
plies, and thus gives wider range to the
distribution than one would ordinarily
suppose. This is aptly illustrated by
reports of the U. S. Geological Survey,
taking the State of Illinois as typical.
Distribution of Coal Produced in
Illinois in 1915
Used in Illinois — Net tons
Consumed at mines.... 1,533,069
Sold to local trade at
the mines 470,114
Shipped to points in
Illinois 22,778,530
Total 26,781,713=45%
Shipped to other states —
Arkansas 128,950
Indiana 825,601
Iowa 3,053,413
Kansas 414,467
Kentucky 6,807
Louisiana 67,338
Michigan 83,256
ILLINOIS CENTRAL MAGAZINE
55
Minnesota 1,334,330
Mississippi 96,577
Missouri 4,391,722
Nebraska 938,905
North Dakota 106,674
Ohio 3,036
South Dakota 319,370
Tennessee 68,559
Texas 20,648
Wisconsin 1,260,188
Total 13,119,841=22%
Used by steam rail-
roads 18,928,022=33 %
Sources of Supply of Bituminous Coal
in Illinois in 1915, Exclusive of
Railroad Fuel.
From : Net tons
Illinois 26,781,713=67%
Indiana 4,044,528
Iowa 17,700
Kentucky 864,047
Maryland 20,783
Ohio 287,561=33%
Pennsylvania 1,677,186
Virginia 120,300
West Virginia 5,079,032
1,084,000
Total 39,976,850
The state of Illinois, as shown in the
preceding tables, although third in
point of production of coal in the
United States, consumes, setting aside
the 33% used by steam roalroads
which is consumed both within and
without the state, but 45% of its pro-
duction, and imports 33% of its con-
sumption from mines outside the state.
These data respecting production
and consumption in 1915 are not
representative of the situation at the
present time when large supplies of
fuel must be had for multifarious pur-
poses. The increased demand at home
for Pennsylvania and West Virginia
coals has created an acute situation in
the Northwest which has heretofore
drawn its fuel supply largely from
eastern coal fields. The question of
fueling the far Northwest the coming
winter is causing the Committee on
Coal Production of the Council of Na-
tional Defense no little concern. One
state alone, Minnesota, while using
1,334,330 tons of coal from Illinois
mines in 1915, used approximately
4,000,000 tons from Pennsylvania and
West Virginia, shipped by rail to Lake
Erie ports, thence by vessel to docks
at the head of the lakes during the
season of navigation. The increased
demand has long since exhausted the
stocks of coal on the docks, which, at
this writing, have not been replaced
owing to the lateness of the opening
of navigation in 1917, scarcity of ship-
ping on the great lakes, and lack of
inclination on the part of ship owners
to engage in the carrying of coal.
To speed up the transportation to
and stocking up of coals in the North-
west, the Council of National Defense,
through its Committee on Coal Pro-
duction, has co-ordinated with the
producers and shippers of coal to that
territory via rail and lake, so that all
coals arriving at Lake Erie ports des-
tined to the Northwest are consol-
idated on arrival, to the end that a full
cargo may be available when a vessel
calls, thereby avoiding delay awaiting
cargo as in the past; and in other ways
has increased the efficiency and ex-
pedited the movement. Other forces^
however, have been at work, so that
in addition to the opening of naviga-
tion in the spring of 1917 being three
weeks later than usual, due to heavy
ice in the northern lakes, which result-
ed in but 81 per cent of a normal May
and June tonnage by lake, the net re-
sult is that instead of having 4,000,000
to 5,000,000 tons of coal on hand, the
docks are practically bare.
A member of the Committee on Coal
Production informed me that notwith-
standing the strenuous efforts being
made to move fuel to the Northwest,
that section of the country must look
to mines in Illinois and Indiana to sup-
ply 6,000,000 to 8,000,000 tons of coal
that ordinarily came from the east.
This is not the only expansion of
trade enjoyed by mines in the middle
56
ILLINOIS CENTRAL MAGAZINE
western states. It is a matter of com-
mon knowledge that industrial activ-
ity has been greatly stimulated.
Plants that were running on one shift
in 1915 are now working two, and in
many cases three shifts, and factories
that were idle then are running full
time now, resulting in enormously in-
creasing the demand for fuel, so that
there is little doubt that the mines in
Illinois are now producing and mar-
keting coal at the rate of 65,000;000
tons per annum, instead of the 57,500,-
000 tons of two years ago.
A Letter From P. D. Armour
April 1, 1895.
My Dear Ogden and Phil:
Mr. Earling, superintendent of the C.,
M. & St. P. Railway, rode home with
me from Carey's funeral yesterday, and
in the course of conversation related a
little incident to illustrate why railroads
don't succeed better. It struck me very
forcibly, and I think the meat of it
will apply to the packing business.
He said that while he was in Minne-
apolis last week he stepped into a little
cigar store near the depot and bought
a couple of cigars. As he was lighting
one he asked the man whether he was
doing a good business. He said, yes ;
he had all the Milwaukee & St. Paul
Railroad trade, and that was a very
large volume indeed; in fact, it was
practically all the business he had.
Then Earling asked him where he
bought his cigars, and he replied, "In
New York."
He then asked how he shipped them,
and he answered, "Via the Burlington
Road."
"You get all your patronage from the
St. Paul, and yet you give all your pat-
ronage to the Burlington, a road that
you have never had a bit of trade from."
"Oh, well," said the cigar matt, "I
never thought anything about that. /
have never been asked by any of the St.
Paul people to ship them via their road."
Mr. Earling said that fundamental
principle was the same all through the
railroad business — the men about the
road did simply what they were told
to do and what they thought was their
duty, but they were not inventive in
their heads nor tried to help the rail-
road. They never looked so far ahead
as to see that by boosting the railroad
for which they worked they also helped
themselves.
Of all the great number of employes
who supported that tobacco store, not
one had ever asked the cigar man to send
his business over the St. Paul Railroad.
Of course, they were not the commer-
cial men, exactly, of the road, but they
thought nothing concerned them except
their special duties and whatever was
doled out to them.
Consequently, that was why railroads
in a great measure fell short of giving
the results to the stockholders that they
might give, and, naturally, that meant
they did not pay the men what they
mieht pay them.
Now, I think this holds good all
through Armour & Company to a great
extent.
If every man about Armour & Com-
pany would pay a little attention to sup-
porting and helping the house, it would
go a very long way toward the success
of the house ; and no one connected with
Armour & Company could go out of his
way and show that he took an interest in
their success but what the house would
soon find it out.
It would be a very simple matter for
any of our boys, on going into a store,
if they didn't see our goods, to ask
why, and if they could not find out, it
would be easy enough to report it to
the commercial part of the house.
Sincerely yours,
PHILIP D. ARMOUR.
Car Repair Shed at Nonconnah Yards, Memphis,
Tennessee
By O. W. Melin, Assistant Engineer, Building Department
The ^Illinois .Central Railroad com-
pleted last year at Nonconnah Yards,
four miles south of Memphis, Tennessee,
a car repair shed of sufficient size to
take care of all car repair work done at
that point, with the exception of light
repairs requiring one day or less per
car. The structure is entirely fireproof
and covers over four and one-half acres,
being 1,140 feet long and 176 feet wide.
Eight tracks are covered, five of which
were already in place and being used
for car repair purposes without being
covered. On a basis of fifty feet to a
car, the capacity is twenty-two cars to
a track or one hundred and seventy-six
cars for the entire shed compared with
a capacity of twenty-four cars each for
the two old sheds. The old car repair
sheds which were in the old car repair
yard were of frame construction and
covered four tracks each, the one shed
being seventy-two feet by three hundred
feet, and the other, seventy-six feet by
three hundred feet.
The building consists of a series of
columns supporting a saw-tooth roof,
with the teeth transverse to the struc-
ture in rows thirty feet apart. There
are five columns in each row, placed
forty- four feet center to center, with the
tracks arranged in pairs between each
pair of columns. The roof trusses are
triangular in shape, conforming to the
saw-tooth and are spaced longitudinally
between columns with two intermediate
trusses in each transverse space of forty-
four feet. The intermediate trusses are
supported by transverse trusses placed
in the plane of the steep side of the saw-
tooth. Knee braces are proivded for all
transverse trusses and for the inside
longtitudinal trusses in the planes of
the columns. Structural steel girts are
provided below the trusses on the two
longitudinal outside rows of columns
for the support of the corrugated siding.
Expansion joints are provided at three
different points in the length of the
building. The steel columns are sup-
ported on concrete piers varying from
four and one-half to five feet in depth.
The roof is covered with federal
cement tile supported on steel purlins
placed four feet center to center and
carried on the trusses. The gutters are
filled with cinder concrete which with
the gutter tiles is covered with a 5 ply-
composition roofing.
The steep side of the saw-tooth is
eleven feet one inch high, seven feet of
which is covered with "United Steel
Sash" glazed with one-fourth inch
ribbed wire glass. By using panes two
feet wide and seven feet high horizon-
tal mullions are avoided.
The sides of the building from a dis-
tance fourteen feet above the track and
the ends above the clearance line are
covered with No. 20 black corrugated
iron.
An air connection was installed in
each column of the outside and middle
rows, giving many more outlets than is
usual, reducing the expense for labor,
expense of maintenance, and the cost
57
58
ILLINOIS CENTRAL MAGAZINE
of additional length of hose necessary,
if the spacing were greater.
The ground area covered additional
to that formerly used for a car repair
yard required sixteen thousand cubic
yards of grading, which was entirely
excavation. The material was removed
by an American ditcher, loaded on cars,
and disposed of on the Y. & M. V. R. R.
with a portion being used for widening
of fills and for flood protection work
in the Memphis terminals.
dollies rolling on skidways placed eight
feet center to center. Two of these der-
ricks were used, being placed in the line
of the longitudinal row of columns and
forty-four feet from the center line of
the building. The erection was started
at one end of the structure with the der-
ricks backing away as the work pro-
gressed. The maximum reach of forty-
four feet was easily accomplished with
the sixty-foot boom. The car repair
work was interrupted only at that por-
The excavation for the concrete piers
supporting the columns was done by
hand. The concrete mixing plant was
located adjacent to the building and the
concrete wheeled to the individual piers.
There were one hundred and ninety-five
piers which required four hundred and
seventy-eight cubic yards of concrete.
The structural steel was erected with-
out interfering with the car repair work
by means of platform derricks having
sixty-foot booms and mounted on timber
tion in the length of the building where
the erection was in progress, as a clear
space was necessary for the swinging of
the boom. The transverse and two in-
termediate trusses of each bay were as-
sembled on the ground and erected as a
unit.
The erection of the tile, glass and roof-
ing did not interfere whatever with the
car repair work. The fifty-two cars of
roofing tile, four cars of glass, five cars
of composition roofing and seven cars of
ILLINOIS CENTRAL MAGAZINE
59
cinder concrete material
were hoisted by the use of
a three-legged tripod on
the roof purlins, a single
hoist and two mules.
Approxima tely two
thousand feet of sewer
was necessary to provide
the necessary drainage.
Work was started on
November 20, 1915, and
completed May 23, 1916,
the concrete foundations
being built in ninety-nine
days, steel erected in sixty
days, and the tile roof
placed in fifty-three days.
The operation of the car
repair yard was so efficient
during the construction of
this structure that there
was a reduction in the
number of bad-order cars
on hand instead of an in-
crease as would naturally
be expected.
The speed in the .con-
struction was due largely
to the co-operation of the
local officials of the
Transportation, M a i n t e-
nance and Mechanical De-
partments.
The track work, grading,
pile driving, pipe laying,
other than sewer work,
moving buildings and mis-
cellaneous work, was done
by a B. and B. gang, as-
signed to this work.
The structural steel was
fabricated by the Ameri-
can Bridge Company and
erected by Kelly Atkinson
Company of Chicago, the
foundations and sewers
were placed by E. H.
Walsh Sons of Memphis,
Tenn., and the placing of
the composition roofing,
sheet metal work and paint-
ing was done by Nohsey
& Schwab of Memphis,
Tennessee.
CLEANINGS
from me
QAIMS DEPARTMENT
JntQTQSting - Jyews • of- 'Doings - of
- Jn - and - Out - of* Court
A GOOD LAW, BUT IT DOES NOT
GO FAR ENOUGH
The recent session of the Indiana leg-
islature passed the following law for the
safety of school children :
"In order to provide for the safety
of school children it shall be unlawful
for any person or persons driving any
township wagon or conveyance, as is
herein provided for, and used for the
purpose of carrying children to and
from school, to permit such wagon or
conveyance to cross or enter upon the
track or tracks of any steam or electric
railroad, upon approaching1 thereto,
without having first brought such wag-
on or conveyance to a full stop, and hav-
ing some responsible occupant of such
wagon or conveyance get out, walk
ahead to such track or tracks and de-
clare the same to be clear after having
looked in both directions for approach-
ing trains or cars."
The law is a good one, but it is too
bad the legislature did not consider it
necessary to provide for the safety of
adults, especially those who drive and
ride in automobiles. A good many peo-
ple do not seem to realize (and this is
particularly true with legislators) that
10 per cent of all deaths are due to ac-
cidents and that every time the second
hand on a watch makes a revolution,
there are nineteen persons injured in
the United States, and that there are
more persons killed and injured annu-
ally in the United States than were killed
or injured in the Civil War.
DAMAGES RECOVERED FOR
INJURIES SUSTAINED IN A
DERAILMENT WHICH
PROOF INDICATED DID
NOT OCCUR
It is so common a thing when a train
accident occurs for passengers not in any
way injured to present claims, that it
has become the subject of many widely
circulated jokes, but for a person to
create from his imagination a derail-
ment as the basis for a personal damage
suit, is more rare. However, this is
60
ILLINOIS CENTRAL MAGAZINE
61
what appears to be the case in the suit
of Ed McGraw, colored, filed in the Cir-
cuit Court of Coahoma County for
$2,530 and tried at the May term of
court at Friars Point, Miss.
The plaintiff, in his declaration, al-
leged that he was in charge of a car of
cattle and household goods from Yazoo
City to Clarksdale, Miss., on January
13, 1915, having a ticket for his trans-
portation; that the railroad track near
Albin, Miss., was in such a dilapidated
and wrecked state that it caused a de-
railment of the train he was on, serious-
ly injuring him. He testified to these
facts and was supported by a negro
living near Albin, who stated that he
saw the car off the track. But this
negro's testimony was so vague and un-
certain as to be wholely worthless. It
was also proven by a brother of one of
the lawyers of the plaintiff, who farms
near Albin, that about the time of the
accident he noticed a number of new ties
had been put in the track at about the
place where the accident is said to have
occurred, although he did not claim to
know anything about the alleged acci-
dent.
The entire train crew testified posi-
tively that no derailment occurred but
that a car was set out at Albin; that
there was no rough handling or trouble
of any kind and that they never heard of
any injury to the plaintiff. The records
of the company failed to show any such
occurrence or delay in handling the
train, and the section foreman on that
section, whose duty it would have been
to have assisted in clearing up any wreck
occurring and in repairing the damage
to the track, if any, was introduced with
his books, which showed where his gang
worked every day that month and that
no work whatever was done at that
point. It also appeared that the plaintiff
first went to a colored physician three
days after the accident and later to the
company surgeon at Clarksdale, and that
neither could find any external evidence
of an injury. However, he produced on
the trial another doctor, not previously
heard of, who testified that he found
some evidence of a bruise on his back.
The case was principally fought on the
proposition that no derailment occurred
and the court instructed the jury that
they could not return a verdict unless
they believed one occurred as claimed by
the plaintiff, but notwithstanding this
and the proof, a verdict was rendered
for $500.
WOULD STOP ACCIDENTS
At the meeting of the City Council
Monday night, Traveling Engineer J. M.
Hoskins and Agent Joe Murphy of the
Y. & M. V. Railroad Company, pre-
sented before this august body, a move-
ment that will solve the safety-first prop-
osition for the city, the public and the
railroad company.
Mr. Hoskins asked the Council to
adopt an ordinance requiring automo-
biles, auto trucks, motorcycles and other
motor-driven vehicles, running upon the
streets of the city, to come to a full stop
not less than ten feet from the tracks
before proceeding across same, pro-
hibiting their stopping upon a cross-
ing or approaching within ten feet of
the track, except when crossing, and
providing a punishment for all viola-
tions thereof.
After some discussion upon the part
of all aldermen, Alderman Hollings-
worth made a motion that the City At-
torney be instructed to draw up an
ordinance in reference to this matter
and present it at the next meeting of
the Council for its passage. The mo-
tion was seconded by Alderman Stout
and carried.
Already the towns of Jackson, Mc-
Comb City, Brookhaven, Canton and
other places have adopted similar ordi-
nances and they have been in force for
some time in some of these towns and
in every case, the ordinance has proven
satisfactory and, in most instances, ac-
cording to Mr. Hoskins, very popular.
The towns of Hazlehurst and Crystal
Springs are now making preparations
for the passage of this ordinance.
These steps are taken by the railroad
company in an effort to prevent acci-
62
ILLINOIS CENTRAL MAGAZINE
dents and come under the head of their
Safety-First, Stop, Look and Listen
campaign.
There is no doubt about the value of
such an ordinance in the matter of safe-
ty, and it is very likely that the City
Council will, after the ordinance has
been given a thorough test, be commend-
ed for the passage of the same. — The
Yazoo Sentinel, July 11, 1917.
REMARKABLE RECOVERY OF
A MAN WHO ONCE STATED,
UNDER OATH, THAT HE
WAS RUINED FOR LIFE
During the month of December, 1912,
Mr. D. B. Phillips, a carpenter of Gre-
nada, Mississippi, having a job of work
to perform a few miles north of town,
decided to use the railroad tracks as the
best and shortest route between the two
points. Carrying a lot of tools and sup-
plies, he set out on his journey perfectly
oblivious of the fact that the track upon
which he was walking was owned by the
Railroad Company, and maintained sole-
ly for the purpose of running trains
thereon.
After reaching a point about a mile
from town, Mr. Phillips entered upon a
long trestle without taking the precau-
tion necessary for his own protection by
looking both ways for a train. He had
gotten about half way across when the
engineer of a train following blew his
whistle and rang his bell as a warning,
at the same time putting on brakes as a
safety measure. The train was yet a
long distance away, and going slowly,
but when Phillips heard the whistle he
"joined the birds," to use a slang expres-
sion. He simply jumped off into space,
landing about 15 or 20 feet below in soft
earth« The train which had by this time
stopped before reaching the end of the
trestle, pulled on up and the slightly
injured trespasser was taken aboard
and carried back to town where he was
given careful and free treatment by the
railroad surgeon for several weeks, or
until a lawyer joined the circle ; then
the company surgeon was dismissed.
In the beginning, the claim agent pro-
posed to pay Mr. Phillips an amount of
money sufficient to cover any loss
of time and expenses, regardless of the
facts which showed clearly that the
Railroad Company was not to blame,
but Mr. Phillips was skeptical. He
very soon entered into a contract with
a lawyer and suit for $10,000 was filed.
He charged all sorts of wrongs were
perpetrated upon him; also that he
had sustained an injury to his back
which would remain with him the bal-
ance of his life. It was necessary, too,
during the time the case was pending,
for him to use crutches, or a cane, but
when the jury brought in a verdict for
the railroad the articles used for as-
sisting locomotion were consigned to
the scrap heap.
Mr. Phillips had to "come across"
with the costs of trial which amounted
to something in the neighborhood of
$200. He is now an older, but wiser
man. But the funny part of this story,
or the climax to the whole thing, is
shown in the following advertisement
which appeared in the Grenada Sentinel
of June 15 (1917) issue:
"D. B. Phillips, bridge contractor, 503
Second street, Grenada, says : 'I had a
good deal of trouble with my back, and
if I sat down, I couldn't get up without
support. I also had pains in my left
side. Doctors told me my kidneys caused
the suffering, but their treatment didn't
give me relief. ***** removed the
lameness and soreness in my back and
over my kidneys, and the pains in my
side went away. I have since remained
free from these troubles.' "
GREEK HAD THE "DAMAGE
SUIT DISEASE"
Nick Photinos and his partner run a
bakery in South Omaha. On January
25, 1916, his partner drove their deliv-
ery wagon helter skelter past the cross-
ing flagman, who was trying to stop him,
and into the front, end of the morning
passenger train as it was crossing Thir-
teenth street. The horse was killed and
the wagon damaged.
Under the circumstances it was hardly
to be expected that Nick would register
any complaint with the railroad — but he
did. It was explained to him that the
accident was due to the fault of the
ILLINOIS CENTRAL MAGAZINE
63
driver, but Nick had heard of folks who
had maintained big damage suits against
the railroad, and he wanted one.
Rather than incur the expense neces-
sary to litigation, an offer was made by
the railroad to pay the value of the
horse and the damage to the wagon, but
*this did not tempt Nick from his vision
of big gain.
On the recent trial of the suit at
Omaha, the driver did all he could for
his partner by testifying that he stopped,
looked and listened before crossing the
track; but the jury evidently thought
differently, and Nick's dream of gold
faded into a verdict for the railroad.
A LEAK IN THE FOOD SUPPLY
Superintendent Dubbs, of the Y. &
M. V. R. R., calls attention to the fact
that for the past several months the com-
pany has experienced a good deal of
trouble at Rolling Fork and in this ter-
ritory on account of striking stock on its
waylands. Owners of stock should co-
operate in every way possible to keep the
stock off the waylands as their presence
there constitutes an extra hazard to
travel, and also entails a large expen-
diture for the stock which is struck.
The committee on national defense, as
well as the president, have called at-
tention to the necessity of conserving
our food supply. When hogs, cattle,
etc., are struck by trains it results in a
total loss of that much food. Keep
your "thoroughbreds" off the waylands.
—Deer Creek Pilot, July 13, 1917.
MULE COLT ON THE WING
The following telegram, signed by
G. B. James, and dated Louisville, July
13, was addressed to Superintendent T.
E. Hill, Roadmaster P. Glynn and Claim
Agent J. K. Johnson:
"This wire from Conductor Arnult,
Extra 1781 North, today: 'Mule colt fol-
lowed train out of Central City ; last time
seen was two miles north of Central City
running 15 to 20 miles per hour.' Super-
visor Prtiitt was instructed to catch him."
NARROW ESCAPE
The Panama limited train came so
near running over a man Tuesday morn-
ing at the crossing near the Presbyterian
church the engineerman seemed to al-
most blow the whistle off the iron boss.
The man was walking between the
tracks and trying to dodge the fast train
almost stepped in front of a fast freight
train going north and darted back across
the track barely missing the "Panama."
People should never walk on the railroad
tracks. — Wesson (Miss.) Enterprise,
July 6, 1917.
NEW KIND OF SUIT
Suit has just been filed in the Police
Court of Corydon, Ky., to recover $5.00
damages on account of one turkey al-
leged to have been killed June 1, 1916,
and $5.00 for one goat alleged to have
been killed March 25, 1917. Both of
these accidents occurred near Cory-
don, Ky. All of the locomotive engi-
neers running through Corydon have
been interrogated and not one of them
has any record or recollection of having
collided either with a turkey or with a
goat. The question which naturally
arises is, what kind o'f a fence would a
Railroad Company have to provide in
order to exclude goats and turkeys from
its tracks. If a locomotive engineer saw
a turkey on the track ahead of him
would he be expected to stop his train?
TOO DEAD TO BE REVIVED
An attempt was made to revive the
damage suit industry at the June term
of the Lincoln County (Miss.) Circuit
Court. There was a heavy docket, and
what promised to be a rich harvest for
the damage suit lawyers turned out to
be a great failure. Lincoln County,
which was once the worst place in Mis-
sissippi to try cases against the railroad,
has become one of the best places. The
people have awakened to the situation.
The following is quoted from the Semi-
Weekly Leader of June 30 :
"The fact stands out prominently that
every plaintiff that tried a case before
64
ILLINOIS CENTRAL MAGAZINE
a jury at this court term lost his case."
A great many of the cases were non-
suited and some were compromised at
reasonable figures — figures which the rail-
roads involved would have cheerfully
paid before the suits were instituted if
they had had the opportunity. It looks
like the damage suit industry corpse in
Lincoln County should be buried. It ap-
pears to be too dead to be revived.
JURY THINKS DEMAND TOO
HIGH, BUT GIVES $12
In 1915, Mrs. L. M. Raines, a pas-
senger on train No. 15, Memphis to
Friars Point, Miss., December 30, 1914,
brought suit in the Circuit Court of Coa-
homa County for $1,500 on account of
worry, inconvenience, fright, etc.
On the night in question there was a
freight wreck between Coahoma and Lu-
la, which made it necessary to detour
train No. 15 via the Lake Cormorant
District and Tutwiler to Clarksdale, and,
as Lula — the point where change is made
for Friars Point, plaintiff's destination,
and other places on the Riverside Dis-
trict— was between the place of the
wreck and Clarksdale, it was necessary
to carry Riverside District passengers
to Clarksdale and have them remain
there for the night.
Mrs. Raines' most serious complaint
was that she was dumped into a strange
town, among strangers, without funds
and without knowledge of the location
of hotels, etc. Investigation developed
that there was also on the train, as a
passenger, a young man who worked in
the same store with Mrs. Raines' hus-
band at Friars Point, and that this young
man took her to the home of one of her
friends at Clarksdale, where she spent
the night. She was so little concerned
about the delay in reaching Friars Point
that she remained in Clarksdale all of
the following day and night, and attended
a dance there the second night.
The case was tried in 1915, resulting
in a jury verdict for $750. The railroad
asked for a new trial, which the trial
judge granted after holding the matter
under advisement for several months.
The second trial was had in June,
1917, resulting in a verdict for $12 dam-
ages for the plaintiff.
This illustrates how eagerly any un-
usual occurrence in connection with a
railroad trip is sometimes seized upon
and made the basis for a damage suit.
In truth, this lady was probably very
glad of the opportunity to visit Clarks-
dale and her friends there, and to enjoy
the dance the following night. Of course,
if the occasion could be made to yield a
few hundred dollars damages, so much
the better. She is so disappointed over
the result that it is understood an ap-
peal will be taken to the Supreme Court.
The judge who tried the case stated
from the bench that -he did not think
she sustained any damage whatever, but
as the railroad had contracted to carry
her to Friars Point and did not do so.
he would give an instruction for nominal
damages.
The tax payers of Coahoma County
have had to stand the expense of two
trials of this complaint, and presumably
the Supreme Court will have to devote
sufficient time to read the evidence and
briefs and hear the arguments.
MR. PELLEY DISCUSSES AN UN-
REASONABLE LAW
(From the Greenwood (Miss.} Com-
monwealth, August i, 1917}.
Memphis, July 13, 1917.
Editor The Commonwealth,
Greenwood, Miss.
Dear Sir:
My attention has been called to an
item appearing in your issue of May 26,
headed "Negro Killed in Cold Blood,"
which item further statejs that Allen
Brackett had been placed in jail for mur-
der of Joe Poe, whose body with a
crushed skull was found on the Y. & M.
V. Railroad track at Rising Sun on the
morning of May 25.
It appears that upon investigation a
clue was found which led to the arrest
of Allen Brackett and his confession
that he and Poe's wife committed the
murder and placed the body on the rail-
road track. This discovery has probably
ILLINOIS CENTRAL MAGAZINE
65
saved the Yazoo & Mississippi Valley
Railroad Company a tidy sum of money.
Some years ago the Mississippi legisla-
ture enacted Section 1985 reading, "In
all actions against railroad companies,
for damage done to persons or proper-
ty, proof of injury inflicted by the run-
ning of locomotives or cars of said com-
pany shall be prima facie evidence of
the want of reasonable skill and care on
the part of the servants of the company
in reference to such injury. This sec-
tion shall also apply to passengers and
employes of railroad companies."
Had a suit been filed for the death of
Joe Poe, all that the plaintiff would have
had to have shown was that he was
found on the railroad tracks and had in-
juries such as would probably haVe been
inflicted by being struck, or run over, by
a train, and this, under the above sec- .
tion, would have been "Prima facie evi-
dence of the want of reasonable skill
and care on the part of the servants of
the company," and unless the railroad
could have shown, by eye witnesses, just
how he met his death, a judgment would
no doubt have been rendered against it,
as has been done in numerous cases.
During the past year the railroad had to
nay a $15,000 verdict affirmed by the
Supreme Court, where a white man was
found dead on the track on my division,
and it was impossible to show how the
accident occurred, but it was shown that
he was last seen the evening before in
a very intoxicated condition walking
along the railroad track. He might have
been lying on the track in such a posi-
tion that the engineer could not have
seen him. Besides, the law does not re-
quire that the engineer maintain a con-
stant lookout, and his duties are such
that he cannot do so. He might momen-
tarily have been doing something else
about the engine ; or this man might
have attempted to catch on to a car of
a passing train and been thrown. Still,
while these were probably the facts, as
of course no one believes that an engi-
neer would wilfully run over a human
being, the company had to pay $15,000
because it could not prove by eye wit-
nesses just how this intoxicated person,
at a place where he had no right to 'be,
met his death.
It is certainly well known that great
numbers of trespassers are constantly
beating their way over the country on
railroad trains and a great many of them
are killed by falling off such trains
under circumstances which preclude the
possibility of any member of the train
crew knowing anything about it.
Is it reasonable or just to give advan-
tage by law to the families of such per-
sons who themselves were violating the
law in stealing rides on trains, or in
trespassing on the track at the time
they met their death ? Ought not the bur-
den at least rest upon their representa-
tives to show how the accident occurred
and that it was through the want of
skill and care on the part of the em-
ployes of the railroad, rather than con-
clude that this was the case because the
facts are not known ? ?
It would be just as fair, where a ne-
gro was found dead some morning on a
plantation, to hold the owner responsi-
ble because he was unable to show just
how the death occurred. What would
the people of the State say about a stat-
ute that affected its planters in that
way? If unfair to them, is it not unfair
to the railroads?
I have often heard attorneys who
specialize in damage suits against rail-
roads say that they thought this a very
unjust statute, and that it ought to be
repealed. I do not believe there is any
fair-minded man who would seriously
undertake to defend it. If this is true,
why was it enacted, and why is it per-
mitted to remain a law and the weapon
by which the railroads of the State are
compelled to pay out many thousands
of dollars annually, which could certain-
ly be expended in other directions much
more to the benefit of their patrons?
Yours truly,
J. J. PELLEY,
Superintendent.
SAFETY FIRST
MINUTES OF SAFETY MEETING HELD IN THE OFFICE OF
MR. G. E. PATTERSON, SUPERINTENDENT AT 9:30 A. M.
SATURDAY, JUNE 23, 1917, McCOMB, MISSISSIPPI.
Present :
Mr. G. E. Patterson, Superintendent.
Mr. H. P. Campbell, Train Master.
Mr. J. L. Beven, Train Master.
Mr. T. Quigley, Road Master.
Mr. C. M. Starks, Master Mechanic.
Mr. J. D. Harrell, Traveling Engineer.
Mr. J. M. Hoskins, Traveling Engineer.
Mr. J. E. Schneider, Chief Dispatcher.
Mr. L. L. King, Division Storekeeper.
Mr. H. G. Mackey, Division Claim Agent.
Mr. J. J. Carruth, Division Claim Clerk.
Mr. J. L. Morgan, Agent, Jackson, Miss.
Mr. Wm. McCubbin, Chief Clerk, Secy.
The meeting was called to order by Superintendent Patterson at 9 :30
a. m. Reports from the General Manager in reference to have increase in
claims on account of personal injuries, also report for month of May from
General Chairman of Safety Committee covering personal injuries, were
fully discussed and a general discussion of local conditions followed.
Personal Injuries.
It was recommended that, at each freight house, a chairman and special
committee be appointed to investigate and render full report to the Agent
of all personal injury accidents. This committee to be instructed that, ns
soon as a personal injury accident occurs, they should immediately secure
the facts and render report to agent or head of department. A similar system
is in effect at all shops and roundhouses on this Division and it is thought
that extending it to important agencies will be of valuable assistance in
determining the facts and applying preventive measures.
Supervision and Observation.
Those present were fully impressed with the importance of what strict
supervision, observation and co-operation means, and what good results can
be obtained when the entire staff on a division works together in that
direction.
Wires on Flat Cars.
Attention was directed to flat cars, moving over the road with wires at-
tached to sides of cars, lying on the top of cars or hanging over sides
66
ILLINOIS CENTRAL MAGAZINE 67
creating hazard of accident. We are refusing to accept cars, in such condi-
tion, from our connections and are having agents call on our patrons who
unload cars, and have them promise to remove all wires at the time cars
are unloaded. Agents at all points have been instructed not to offer cars
for movement until such wires have been removed.
Motor Cars.
We feel that some standard type of motor car frame and seat arrangement
should be adopted. We recommend that seats be so placed over wheels that
the men will ride with their feet out beyond rail which gives them a better
chance to get off in emergency.
Road Crossings.
At some points it is a practice for the crossing flagman to leave crossing
unprotected during the noon hour, in order to go to his meals. This practice
should be strictly prohibited.
Station Platforms.
Some standard should be adopted for station platform, especially those
built between tracks, which are usually partly planked and the balance made
of gravel. We feel that some standard should be adopted so that when such
platforms are rebuilt they will be made standard.
Speed Restrictions.
Some restrictions should be placed on speed of motor cars; also, motor
cars should be provided with a whistle or a hand horn to give warning
signals approaching crossings, etc.
Physical Examination Road Department Employes.
While no specific cases were mentioned, attention was directed to possible
laxity in the physical examination of men employed for service, other than
that connected with the movement of trains. The protection, which the
examination of applicants insures the Company, will be lost if such ex-
amination is not a thorough one. The question comes up in connection
with present labor situation. There is not now a choice of labor; therefore,
more than ordinary precaution should be taken to prevent physically unlit
applicants getting into the service.
Blue Flags.
While we have not had any accidents on this division recently on account
of car men not properly protecting themselves with blue flags when working
under cars, every one present was cautioned to see that this rule is complied
with in all cases and to impress the importance of the matter continually on
subordinates.
It was also recommended that in outside yards blue metal flags be used
instead of cloth as cloth flags usually hang down against the staff and cannot
always be readily observed. It was the consensus of opinion that the
patented metal flag with rail attachment and lock clasps is a good thing.
'epartmeni
Freight Claims
By B. D. Bristol, Freight Claim Agent
Literally speaking, the Freight
Claim Agent is responsible for the
prompt and proper payment of every
freight claim that should be paid and
for the proper disposal of all others,
yet there are a great many other per-
sons indirectly responsible in deter-
mining what action may be deemed
proper. Close supervision will go a
long way toward claim prevention, but
once a claim has been bred, nothing
but facts can be reckoned with. The
burden of proof is upon the carrier to
free itself from negligence, and un-
less the facts with which to do this
are forthcoming the company's inter-
ests cannot be successfully defended.
We have issued what is known as
Freight Claim Agent's Circular J-34,
which, when carefully observed, ren-
ders a vast service. This circular re-
quires the agent to verify all bills and
invoices, and to furnish along with
Form 292 any and all other available
data that will in any way aid in ar-
riving at a proper solution of the prob-
lem at issue, and yet there are claims
reaching this department every day,
over the agent's signature, without one
word as to the merits or demerits of
the case. Every freight claim should
have the close scrutiny of the agent
before it leaves the local office ; it is
a part of the agent's work that can-
not be neglected without risk. The
same is as equally true of claim cor-
respondence. One of the very impor-
tant duties of a local agent is giving
careful and conscientious attention to
all matters appertaining to freight
claims.
Sometimes an agent is dilatory and
seems not to realize the responsibility
in him vested. A freight claim which
he knows to be excessive will be re-
ceived and forwarded to this depart-
ment with Form 292 and all the nec-
essary documents to support it, but
without a word of comment, leaving
the adjustment entirely with the
Freight Claim Agent. The Investiga-
tor to whom the claim is assigned re-
calls just such another circumstance
and after a great deal of corres-
pondence, without satisfactory results,
a Traveling Claim Agent is sent out on
the case and the claim is amended, with-
drawn or declined, and incidentally it
is learned that the agent was familiar
with all the facts and circumstances in
the first place, but involuntarily withheld
them.
No one not familiar with General
Office routine, can conceive of the enor-
mous amount of mail matter that comes
into and goes out of the Freight Claim
Office every day. No less than 13,000
communications are received in this of-
fice every week and there are a great
many more sent out. A substantial
saving in the time taken to adjust claims
and the expenses attending the investi-
gation can lie made by minimizing on
correspondence and preventing dupli-
cates through tracing for replies, etc. Es-
pecial care should be exercised to see
that all papers are securely attached and
that correct claim n Ambers and file ref-
erences are shown upon all communica-
tions, that they may be passed to the
proper person with the least possible
confusion. Unless these matters are
handled with efficiency and dispatch
there can be but one result — things will
not move along as they should, files will
become burdened and claimants dissat-
08
ILLINOIS CENTRAL MA.CA7.1XE
istied. Such conditions breed criticism
and help to pave the. way for adverse
railroad legislation.
Too many are content to reply to im-
portant communications in part and by
pencil notations, or by answering direct
questions only, often withholding im-
portant facts because in some instances
the Investigator, in attempting to be
brief, has failed to bring them out prom-
inently with his queries. This is not as
it should be ; we are all serving the same
company and for the same purpose,
whether in one department or another,
and it is our duty to guard the company's
interests as we would our own. If any
one withholds from the Freight Claim
Agent facts which, if supplied, would
enable him to successfully decline a
claim, or have reduced a claim that
should not be paid in full, or make
prompt settlement, he is surely guilty of
negligence ; the fact that he may not
have been asked the leading question
that might have brought out the addi-
tional data, should not exempt him.
In a number of states in which this
company operates there are laws which
allo\v only sixty days in which to adjust
claims on intrastate shipments and each
failure to conform to the law lays us li-
able to a penalty of $25.00. Super-
intendents should see to it that all uncter
their jurisdiction understand these laws
and that they are reminded of them
from time to time, or as often as the
occasion may require.
Failure to furnish all the facts or to
reply to important communications
promptly often involves the company in
lawsuits, necessitating the transporting
of employes, as witnesses, from one sec-
tion of the road to another, at times im-
pairing the service by taking men of
heavy responsibilities away from their
work when their services are most need-
ed, possibly for several days at a time,
as in the case of court delays or by the
postponement of the case from one term
of court to another. Even if the case
is followed to a successful conclusion
and judgment finally rendered in favor
of the company, lawsuits are a burden
and should be guarded against. In some
instances they are looked upon as a mat-
ter of necessity, but with a full and con-
cise statement of all the facts at the out-
set, many suits could be averted. There
is no one thing that tends to bring on
lawsuits more than the withholding or
suppression of facts; it is just as im-
portant that we know what the plaintiff
will be able to prove as if is to know our
own side of the argument.
The Freight Claim Account is a large
one and one which it would please the
company to abolish entirely, and while
this may be beyond hope of realization,
it is conceded by all alike that it can be
reduced in more ways than one. Space
will not permit of details, but suffice it
to say that anything done along the line
of prevention will materially assist in
reducing the Freight Claim Account,
and to this end the co-operation of every
one is solicited, that all may be brought
to realize the importance of these mat-
ters and that we may be assured that a
few words addressed to the proper one
will bring out all the available facts and
circumstances at the earliest possible mo-
ment, to be used profitably in preventing
similar cases and to enable speedy and
satisfactory disposition of the case at
issue.
TRANSPORTATION
DEPARTMENT
Psychological Influence
By P. E. Odell
The one great question that has a
vital bearing on railway transportation
today is "How can we best handle our
Employes to secure the maximum of
Efficiency ?"
Men will not work for money; they
merely go through motions, but they will
work for men and it seems to me that
some railway officials have overlooked
the value of a study of psychology in its
bearings upon railway service.
The result to be attained is simply one
of charging a mental attitude from one
of latent antagonism to a sympathetic
one, a sort of demonstration that the
managerial attitude is not wholly selfish
but rather co-operative towards em-
ployes, and may be concretely expressed
as "The Management desires to co-oper-
ate with you, its Employes, for mutual
good — whatever effort you may put
forth for the benefit of the service we
are glad to recognize and to meet you
half way in making that effort perma-
nently successful."
The present epoch is one of those criti-
cal moments in which the thought of
mankind is undergoing a process of
transformation and it is already clear
that on whatever lines the future is or-
ganized we will have to count with a
new power, with the last surviving power
of modern times, the power of the
masses.
Professional students of psychology
have lived apart from the masses ; have
always ignored them ; have always asso-
ciated crowds with crimes, but there are
heroic virtuous crowds and to lead them
one must be possessed of an instructive
knowledge of their character.
The history of the Illinois Central
changed over night not many years ago
and I firmly believe that psychology
played a strong part in the reform that
took place at that time, system concerted
action and co-operation supplanted chaos
because the chiefs were men who knew
What and When.
Personality is, of course, an essen-
tial qualification of the official who comes
in personal contact with employes. Great
power is given by affirmation, repetition
and contagion, by the circumstances that
they acquire in time that mysterious
force known as prestige — whatever has
been a ruling power in the world, has
in the main enforced its authority by
means of that irresistible force expressed
by the word prestige, and it is the main-
spring of all authority. There are two
kinds, acquired or artificial (which is
the most common), and personal pres-
tige— the latter is a faculty independent
of all authority and the possessor is
enabled to exercise a magnetic fascina-
tion on those around him. He forces
the acceptance of his ideas and senti-
ments and is obeyed.
I firmly believe that Psychological In-
fluence plays a strong part in the solu-
tion of our problems — co-operation and
faith in the work will take the place of
antagonism and as the palms of the
masses have been crossed with gold,
Dame Fortune decrees : That "there
aint goin' to be no such animal" as the
Iron Hand on either arm of the indus-
trial world.
Little Talks with
iiaonbler
''Service Noies
Tof Inieiesf.
Book Shop Philosophy
""THE Rambler had been away on an
•*• extended trip East, so that I had not
seen him for two weeks or more, hence I
was so glad on his return to see him pass
my door with grips in hand, that I fol-
lowed him into his office to welcome him
back, and in a general way to learn how
things were with him. As I stood at
his desk, not intending to remain long
enough to sit down, Snap Shot Bill came
rushing in with a letter in his hand,
which he gave the Rambler, apologizing
as he did so for breaking in before, as
he expressed it, the Rambler got his
breath, but excusing himself for so do-
ing on the grounds that the letter called
for immediate action, as otherwise the
granting of the request made therein, if
granted at all, would have to be post-
poned for a month. The Rambler
glanced through the letter hurriedly,
smiling as he did so at what proved to
be its uniqueness, and then tossed it over
for me to read, saying to Bill as he did
so, "I fail to see why this is not a matter
that you could have attended to your-
self without referring it to me. You
know," he added pleasantly, "that he
who is afraid to- assume responsibility in
the railroad business gets along but
slowly, to say the least." "Well," said
Bill respectfully, but not at all abashed,
"I was going to answer it in the nega-
tive, but I thought perhaps you would
like to know what 'Zip' says as to the
prospects of increased business at
Station." "Prospects and realization are
two different things, you know, Bill,"
replied the Rambler good naturedly,
"and I have a way of knowing when
prospects materialize into reality. So I
guess that letter could have waited; but
tell me," he continued with a half quiz-
zical look at Bill, "why if you had not
brought that letter to me would you have
settled the request it makes in the nega-
tive?"
The relations between the Rambler
and Snap Shot Bill, while at times strict-
ly formal, were also in a measure those
of personal friendliness, and I could
see that the Rambler, while apparently
questioning Bill in what might be called
an official way, was primarily in the
mood ^of giving him a little friendly
training.
71
72
ILLINOIS CENTRAL MAGAZINE
"Because," replied Bill in answer to
the Rambler's question, "to show -
Station in the Official Guide as is asked
is not in line with the general policy
adopted in the selection of the limited
number of stations that we can show
in that publication." "That's what I
thought," was the answer, ''and theoreti-
cally you are correct. But don't forget,
Bill, that sometimes occasions arise
where to be bound by hard and fast
theory is worse than a little yielding. In
other words, in addition to being una-
fraid of taking responsibility, don't be
afraid to change custom or policy when
by such change more is to be accom-
plished in the long run than by adhering
to some little pet hobby which may have
been the very best thing at the time it
was adopted, but which does not neces-
sarily always remain so. Lef s take this
case of. 'Zip's' request. He asks that a
station be added to a list in the Official
Guide, which station, at the time the
list was made, as it now reads, was not
of sufficient importance to be included
in view of the fact that a limited selec-
tion had to be made for want of space.
It now seems, however, that 'Zip/ who
is on the ground and ought to know even
better than we can at this stage, thinks
it should be shown and gives his reasons
therefor. However, we can't add it for
want of space unless we eliminate some-
thing that we already carry. But per-
haps, Bill, if you look carefully into the
matter you may find that some station
now in the table involved has become
less important than it seemed to be at
the time it was listed; or that in view
of what 'Zip' tells in his quaint way, his
station may now be, or is about to be-
come, of more consequence than some
other that we carry ever was. Check up
and see if you cannot find some station
already in the list that, based on popula-
tion, whether it is a telegraph station or
on the number of trains that stop there
per day, can be cut out without being
missed. If so. then cut it out and let
in the one 'Zip' asks to be shown. But
I still think you should have thought of
all this yourself," he concluded kindly,
as he thus practically dismissed Bill.
The letter was from one of our outside
representatives who rejoiced, for cause
entirely unknown, in the nickname of
"Zip," and who in writing letters to
small fry like Snap Shot Bill, between
himself and whom there was some per-
sonal friendship, delighted in indulging
in unique phraseology and spelling; and
to which letters the signing of his nick-
name thereto was also a delight. His
letter follows, in which connection it is
needless to say that "Zip" took liberties
with the name of the town from which
he wrote, and that his superscription
was intended for Snap Shot Bill and not
for any of his superior officers:
Boozeburgh, Julia — 191.7.
Dear, jolly ole Sir:
While in - - t'other day, I was
asked by a ticket agent "where -
was located."
I gave him the desired inflamation.
He told me that it did not show in the
Official Guide; upon investigation I
found that he was kee-reck. For your
information will state that — - is
now taking on some importance. As
how? Well, the furnace at that point is
being gotten into shape and they expect
to "blow in" very soon, and likely there
will be quite a lot of travel to on
that account, and it occurred to me that
it might be a good thing to show the sta-
tion in the Guide and in the schedules,
if it may be done without too much
troub. Of course I understand that
there are many small stations that are
not included in the lists in the Official,
and also the reasons for not showing
them. With our limited supply of fold-
ers we cannot always keep all of the
agencies supplied, but we endeavor to
keep the important ones supplied and
we do not think it necessary to increase
the expenditure for folders to cover our
field. All of which I am handlin' to
yuh, yourselluf.
With the very kindest regards an'
many of them,
Yours Sincerely,
Zip.
"Don't go yet," said the Rambler to
me, as I started to follow Bill after hav-
ing finished reading, "I am not going to
ILLINOIS CENTRAL MAGAZINE
73
tackle this mail until after lunch; and
listen now, while I think of it. I saw
Tyro on the way over from the station,
and he wanted me to be sure and tell
you to take a bite with him this evening.
I told him I would have you telephone.
Lucky you came in, so that I was re-
minded of his message."
"I'll do it now," was my response, and
picking up the telephone from the Ram-
bler's desk I arranged on the spot with
Tyro for the meeting he desired. "By
the way," I said, as I hung up, "where
did you happen to run across Tyro at
this time of the day? It's generally his
sleeping time, I believe."
"Oh," was the laughing response, "you
know he is an old book collector, and
I don't think he ever sleeps when it
occurs to him to chase down some vol-
ume that he thinks he wants. At any
rate, such was undoubtedly the cause of
my unexpectedly running into him this
morning on my way from the train. You
see, I had been away some time and had
come to the point where I didn't want to
swell my already considerable expense
account by coming over from the sta-
•tion in a taxi. Hence I walked. But as
it is so confoundedly hot this morning,
I took my time about it, and in doing so
tried to forget the sweltering tempera-
ture by taking in all the sights that were
of interest in passing. So, when going
by the old second-hand book shop on
the cross street, on glancing in at the
door who should I see but Tyro standing
on a low step ladder and just reaching
out to pull a book from the well-filled
shelves. I stepped in and hailed him,
and as there was no one else in the shop
and he seemed very much at home there,
we had quite a little chat together; for,
to tell you the truth, the coolness of that
somwhat dim shop was a relief from the
hot pavements under foot and the burn-
ing sun overhead, and I felt that I was
entitled to a little rest by the way. I
naturally asked Tyro what forgotten
gem in the book line he was looking
for, and he laughingly replied that as I
would never guess he might as well tell
me at once that it was an old school
reading book that he wanted, and he
wanted it mighty bad. 'I doubt, how-
ever,' he said rather despondently,
'whether I'll find it here, as it was never
common to this section of the country,
and my only hope is that it 'drifted out
here at some time in the past from the
East, where it was the universal school
reading book of my father's time. I
never used it in my school days, it hav-
ing been superseded by something
thought at the time to be more modern;
but there was a copy of it drifting about
the old home in my youth, and there
were three pieces of poetry in it that at
one time I knew by heart. I have often
wondered what became of that book
when the old home was broken up, but
certain it is that it is gone as far as I
am concerned and has been gone for
years. With it, too, went the memory
of how those three poems went, but a
short time since the sum and substance
of them returned to mind and has been
haunting me ever since. One of them
in particular I could use in an illustra-
tive way in my business. The story an-
other tells is too well known and too
often referred to to make it very vital
to my happiness; but still I would like
to read it again in the way it was origin-
ally put. The third, however, I am hun-
gry for on account of its jingle. It was
called, I think, The Wind on a Frolic,
and began something in this way :
The wind one morning sprang up from
sleep
Saying, now for a frolic, now for a
leap,
Now for a madcap, galloping chase ;
I'll make a commotion in every place.
" 'Then it went on to tell of the mis-
chief that the wind did during the day,
tearing down signs and overturning old
women's gingerbread stalls as it swept
through a town, whirling the country lad
about and leaving him standing in a
puddle in the lane, and so on through
various sections of the country out to the
sea, where it periled the mariner's bark,
until, the day being done and the wind
tired out, the latter went to sleep on a
lonely rock projecting out from the
ocean. There was a jingle about that
rhyme that haunts me yet,' continued
ILLINOIS CENTRAL MAGAZINE
Tyro, 'and I would give at least six bits
to just lay my hands on that wind poem
once more. The one referred to as be-
ing well known illustrated the advisabil-
ity of looking on both sides of a ques-
tion, and was the tale of the two knights
who met at a road crossing and viewed
from opposite points of view a shield
set up thereon. One claimed that it
was of silver and the other that it was
of gold. You of course remember the
story, how they got to fighting about it,
only to find in the end that both were
right, the shield being of silver on one
side and gold on the other. I don't
need the book for any facts in the case
as to the two knights and the shield,
but it would be rather a satisfaction to
be able to read it again in the language
of my boyhood days. But the real gem
that I want, and which I can use in my
writing, was called, if I remember cor-
rectly, The Returned Travelers, and was
in three verses. The first toid of two
travelers, who, returning at the same
time to their native village, were asked
what they had seen. The second verse
was the first traveler's answer, he tell-
ing, in effect, of the green fields, blue
skies and glistening seas that had come
under his observation. The third verse
was the second traveler's answer, and
was word for word the same as the
second. You see, these two verses were
purely a trick of inflection in the reading
and illustrated how different tempera-
ments saw the same thing. One of the
travelers went through his list as he had
gone through his travels, in a bored sort
of way, implying by his tone and manner
that he had seen nothing but green fields,
blue skies and glistening seas, and that
they were hardly worth while. To the
other, however, these same things had
been of interest. He had seen beauties
in the fields, skies and seas, and made
that fact manifest by the enthusiasm with
which he enumerated them as most in-
teresting sights of travel !'
"Well," laughed the Rambler, as look-
ing at his watch he clearly intimated
that it was time for him to go to lunch,
"I left Tyro still digging on one of those
upper shelves for that old reading book.
T hope he found it."
I met Tyro as agreed when the time
came. I think I have said on a previous
occasion that Tyro was more my friend
than he was the Rambler's. Between
him and the latter was more or less
of a casual friendship, while mine was
one of regular standing from boyhood.
Hence it was quite a common thing for
me, being free to come and go as in-
clination dictated, to take a meal with
Tyro in the small hours of the night
when his day's work ended. On such oc-
casions we frequently protracted our sit-
tings at the table, and on this evening we
made it unusually long. This for the rea-
son that Tyro had something particular
that he wanted to talk with me about, and
for which he had sent for me, and par-
tially because at one stage our conversa-
tion turned on the Rambler. I had said
to Tyro incidentally that I hoped he had
found the reading book that he had been
looking for that forenoon, to which he
replied in the negative, and with the
added remark that the Rambler had evi-
dently been telling tales. "How much,
I wonder, did he tell you of what we
talked about in that Book Shop?" "Not
so very much," I replied, "except that
he told me what you said about the three
poems you wanted to find." "Didn't
tell you what he said, I suppose?" said
Tyro. I shook my head in the negative
as I answered, "No doubt he found
some application of those poems to pas-
senger traffic. Tell me, what did he
say?"
"Well," Tyro began, "you know the
weather was hot and there is no doubt
but that the Rambler is growing fat,
hence he seemed to be suffering a little
from the heat. In consequence, I don't
think he got along as well as usual in
his comparisons, but he did make a try
at it. He passed over the wind poem
with the simple remark that it was like
some people, especially some of his com-
petitors in passenger traffic, to stir up a
fuss every now and then, and then go
themselves into quiescence, as did the
wind on its rock in midocean, leaving
the victims to struggle with the demorali-
zation caused thereby.
"It is easy to see that he compared the
ILLINOIS CENTRAL MAGAZINE
knights and shield story to the modern
method of employes and managers get-
ting together and discussing things. In
other words, thrashing out both sides
of a question, as against the old some-
times habit of arbitrary dictation on one
side and sullen obstinacy on the other.
"But the tale of the two travelers
seemed to appeal to him the strongest.
'Just like modern travelers,' he said.
'Some see good or find interest in some
or all things that come under their ob-
servation and others can find neither in
anything. In the first you have the ani-
mated, reasonably satisfied traveler to
deal with and in the other the chronic
grouch and kicker. We passenger men
and those affiliated with us in the moving
of our passenger trains know them all.
Perhaps I may add/ he continued re-
flectively, 'an intermediate type, namely
the philosophical. Those who, while
not wholly satisfied, good-naturedly
make the best of things, and who become
neither grouches nor kickers when they
cannot be enthusiasts. All three of these
classes I perhaps saw illustrated on my
recent trip. For example :
" 'One of the stages of my journey
was on what might be called a relatively
short run of about six hours. It was
into a region thick with summer resorts
to which travel was so heavy that trains
from twelve to fourteen cars every few
hours apart during the day were sent
out from the metropolis. The train on
which I traveled carried no dining car,
but did have six parlor cars up to a cer-
tain junction point, about one hundred
miles distant, from which they continued
on in varying directions. In some of
these parlor cars, at least the one in
which I rode and the one accompanying
it over the branch on which was my des-
tination, were buffets from which was
our only chance for lunch. One buffet
man handled the lunch feature in the
two cars, and by the time we had reached
the junction referred to he had evidently
finished with all who desired his services
in our car and had disappeared, it af-
terwards developed, into the second car
to serve the passengers there. At the
junction, however, a gentleman boarded
the car I was in and told the porter that
he desired a lunch. The porter, who
had nothing to do with the buffet, told
him nicely enough that the buffet man
would serve him as quickly as possible,
going at the same time into the other car,
presumably to advise the buffet man
there that he had a customer in his car.
Of course, I did not see for myself, but
the supposition was, based on what I
knew had happened in our car, that the
buffet man was still as busy as a boy
with snakes serving in that second car.
This the man did not, or would not, un-
derstand. He sat from the beginning
on the edge of which might otherwise
have been a comfortable chair for him,
and with gradually increasing sullen
looks grew impatient that he was not
approached to have his order taken. He
held up the car porter several times,
speaking by no means pleasantly to him,
and finally hunted up the parlor car con-
ductor and scolded him roundly for the
treatment he claimed he was receiving.
He even threatened to report the matter,
mixing with the threat some covert abuse
which even the generally mild-mannered,
courteous and heavily service-stripe-be-
decked conductor resented. In time,
however, he got his meal ; but it did not
allay his grouch, for an hour afterward
I overheard him in subdued tone but
vicious manner threatening the car por-
ter, who, as far as I can see, had been
helpless in the matter. Now of course
I do not know,' the Rambler continued,
'whether the exhibition of meanness dis-
played by that man — and he was mean
about it — was natural to him or whether
it just happened to be an unusual out-
break, but if I am any judge of human
nature he was a fellow that in his trav-
els, like the bored one in the poem, saw
but little of interest round and about
him.' "
Tyro laughed lightly to himself as he
recalled the Rambler's actions at that
stage of his talk. "He had been sitting,
you know," said Tyro, "upon the corner
of a table piled with books, swinging
his legs as he talked, while I was perched
on a little step ladder opposite. But on
finishing about the grouch he, on looking
76
ILLINOIS CENTRAL MAGAZINE
at his watch, jumped down from the
table, saying as he began picking up his
grips, 'Guess I'll be going now, Tyro.
Don't want to walk too fast because it's
so beastly hot, so I'll just take plenty of
time to get along slowly to the office.'
But I would not have it that way, for
between the mopping of the perspiration
from his face and the evident effort he
was having in fitting some illustration
to that poem, he amused me to an un-
usual degree. So I motioned him to
back up onto his seat as I said 'Not so
fast, Rambler; you have given me new
words to but one verse of my poem.
Now finish the other. Besides, you have
only illustrated one of your three types
of travelers. Come now, be fair and
finish up.'
" 'Oh, well,' he good-naturedly retort-
ed, as he sprang up again to the edge
of the table and, looking 'round to see
if the proprietor of the book store was
about, took out a cigar and lighted it,
'I have an easy one for the last verse.
That is, for your enthusiastic traveler
who thought his journey ings were worth
while for the green fields, bright skies
and shining seas alone. And it was right
under my nose, too,' he added, as he
noted with satisfaction that his cigar
had started right. 'You know my last
stretch was for a thousand miles. I had
a lower berth in the sleeping car, and
reaching the train immediately on its
being announced as being made up, I
had no difficulty in securing what right-
fully belonged to me, namely, the seat
facing the direction in which the train
was going, and for which seat I had
paid good money by virtue of my hold-
ing the lower berth. Good money !' he
repeated impressively, as though I had
challenged his statement, 'for you know
I was not traveling on our own line.
The train made a local city stop about
a mile from the terminal and at that
point a delicate appearing young man
came into the car, and on reaching my
section quietly asked its number, and
on being told, remarked that he was to
be my seatmate to a point which would
make us companions of the day until
shortly after the evening dinner time :
he on making the inquiry passing me
incidentally his Pullman ticket, which
was a seat ticket reading for my section.
I thought he looked a bit disappointed
at having to ride backward, and with
some little curiosity watched him try
first one position and then another in
which to get comfortable. He finally
settled by cuddling his back up against
the outside wing of the seat, and with
his knees drawn up and feet against the
side of the car under the ^indow, began
to ride practically sideways. When the
outlying station was passed and the
train was well . on the way, the porter,
as is usual on long runs, began to dis-
tribute pillows for those who later in
the day might desire to nap. He dropped
one in the unoccupied portion of my
seat, and not caring to use it myself at
the time, I passed it over to the young
man. He received it gratefully and put
it up against his back, remarking as he-
did so, in rather a quiet way, but not
at all, I am sure, intended as a hint to
me, that he was in doubt how he was
going to get along riding backwards and
the pillow might help. Now it makes
not a particle of difference to me/ the
Rambler added as an aside, 'which way
I ride, but I had something like twenty-
five consecutive hours to spend on that
train and the young man had but ten
hours. Hence, while I made a mental
resolve that later I would give him a
chance to ride my way, I would not be
in a hurry to establish what might be
construed into a future claim on my
seat by offering to change with him then.
From his unusual position the young
man was looking directly out of the win-
dow all the time, and he soon began to
show interest in what he saw in passing
and to talk to me about it. Shortly we
became quite companionable and after
lunch in the dining car, when I felt in-
clined to a little nap, I had some difficul-
ty in persuading him to let me occupy
his seat in which to stretch out while
he rode forward. He claimed that he
had not felt the difference as he had ex-
pected, but I am sure that for the re-
maining six hours of our being together,
during which he rode in my seat, he
ILLINOIS CENTRAL MAGAZINE
77
was really more comfortable in mind or
head, as the case might have been with
him, for, as I think I said, he did not
look to me particularly rugged. But
what I am coming to is this. Notwith-
standing his anticipated discomfort at
first, he never complained. On the con-
trary, he was enthusiastic as to the coun-
try through which he passed, made many
an interesting comment on what he saw
and asked me many questions. His in-
terest did not die out as long as we were
together. In other words, while possibly
uncomfortable through physical incapac-
ity, he saw green fields, blue skies and
shining seas with the enthusiasm of the
returned traveler in the reading book.'
"I had him going for fair," laughed
Tyro, as he sipped from the fresh glass
of water that the waiter brought him
and ignored the accompanying finger
bowl and check, which latter might have
been a gentle hint on the waiter's part
for his fee, that he would not have to
watch for our departure any longer.
"So," Tyro resumed, "I prodded the
Rambler on when he again showed signs
of departure by saying 'Now, how about
the philosophical traveler? Come, now,
you have been preaching a sermon which
is incomplete without its "lastly." '
'Well,' was the response, 'I will have
to make it short, but here it is, beauti-
fully illustrated on that same train, in
my car and in the opposite section from
me. At our first stop after leaving the
city, some fifty miles out, two gentlemen
whom it afterwards developed were seat
passengers, got into the Pullman and
seated themselves in the seat facing the
direction of the train ; making them-
selves comfortable in doing so by taking
off their coats and hats and throwing
them on the opposite seat and placing
their feet on the edge of the latter. They
were only going, it proved later, to a
point that would be reached at about
eight o'clock that evening, and they
had boarded the train at about eleven a.
m. At the next stop, however, a gentle-
man came in with a ticket for the lower
berth in that section reading through to
the destination of the train. The Pull-
man conductor, on looking at the man's
ticket and at the two occupants of his
seat, told the former to sit in the section
in front until things got straightened
out. As the seat facing forward was
vacant in the section to which he. was
assigned, he made no objection and rode
for a couple of hours or so in some one
else's section. Then a third party ap-
peared at one of the stops holding a tick-
et for the lower in the seat of which he
was riding, so that he then demanded of
the porter his own seat. The porter
went to the two usurping seat passeng-
ers and on making his errand known
they demurred at first at making any
change. Finally, however, one of them
said rather crossly, "Oh, let him have
it," and they moved over into the seat
that caused them to ride backwards.
Then the rightful holder moved over
into his seat and sat facing the other
two. From my seat opposite I was much
amused at the situation. For about fif-
teen or twenty minutes it was decidedly
tense, all three aiming to be decent and
gentlemanly, but not feeling that way,
and embarrassingly having to stare at
each other. Good nature finally pre-
vailed, however. Some one of them, I
did not notice which, broke the ice and
soon they were chatting together. An
hour later, on the train laying over at a
junction point for about twenty minutes.
I saw all three of them cross the street
and go into a thirst parlor to get a drink
together.'
"He told this," explained Tyro, "in
such a breezy, funny way that I was de-
lighted, and was for holding him still
longer, but he rebelled. 'Nothing do-
ing!' he exclaimed. _'I could tell you of
two more cases of the same nature that
occurred on that same car, but I won't.
Hope vou'll find your old book,' and he
was off."
"I wonder if that man Rambler," I
remarked, as Tyro paid the check and we
started to depart, "has any secret list,
tariffs or time schedules so arranged
that, as with a string of beads, he says
his prayers by them at night. He seems
to fit passenger traffic in some fashion or
other into everything.
Service Notes of Interest
ft will be recalled that some months ago
the Rambler had a story in this magazine
illustrating the desirability of agents mak-
ing an effort to sell upper berths in sleep-
ing cars as well as the lowers. The fol-
lowing extracts from an article on the same
subject in the Northwestern Monthly
Bulletin but emphasize what the Rambler
attempted to convey in story form:
"First: A saving of 20 per cent in the
cost is effected.
''Second: The ventilation in i:pper berths,
as a general rule, is better and the tem-
perature more even.
"Third: Individual and double curtains
which the Pullman Company is now intro-
ducing increases the sense of privacy and
security.
"Fourth: Improved ladders is another
new introduction by the Pullman Company
which adds greatly to the convenience in
getting to and from the upper berths.
"Fifth: The noise arising from the
movement of cars is less noticeable in the
upper berths on account of the greater dis-
tance from the wheels and rails.
"Sixth: The occupants of upper berths
are less likely to be disturbed by people
moving up and down the aisle than those
in the lower berths.
"Seventh: Clothes hangers, mirrors and
electric light fixtures are provided in up-
per berths in modern sleeping cars, as well
as lower berths, and the springs and mat-
tresses are equally comfortable.
"It is too bad, but nevertheless the truth,
that quite frequently ticket sellers, and
other solicitors of passenger traffic, dis-
courage the purchase of upper berths by
the manner in which they answer the in-
quiries of passengers. The way they say
'Only uppers left,' or the manner in which
they refer as a general proposition to the
upper kerth question, is more calculated to
discourage the purchase than otherwise.
"It is up to us to inspire the passengers
with the belief that the upper berths have
their advantages as well as the lower berths,
and when a passenger steps up to the
counter and asks for a sleeping car ticket,
don't start out with an apologetic air and
say there are no lowers left, but reach for
your diagram and say, 'I can give you a
nice upper, in the center of the car, Num-
ber Six,' or whatever the number may be.
in exactly the same tone that you would
use if you were selling Lower Six — if the
passenger says something about a lower it
can be explained that there are none left,
and then if objection is made to accent-
ing an upper, you can point out briefly
some of the advantages of the upper berths.
"As you know, there is a pressing need,
particularly in the railroad field, of prac-
ticing the most rigid economy in operation,
and a good way to help reduce the over-
head expenses is to sell not only the lower
berths in our sleepers, but the uppers as
well."
Following are several interesting points
made by Warren H. Fogg in an extensive
article entitled "Giving Correct Informa-
tion" that appeared in the July number of
"The Right Way Magazine," published by
the Central of Georgia.
' The old saying that 'No news is better
than bad news' contains a principle aptly
applicable to the general question of giving
information. That is to say, it is better far
to furnish no information at all than to
give your passenger that, which in street
parlance would be rightly called a 'Bum
steer.'
"Naturally, the Passenger Department of
a railroad cannot know everything, nor can
any ticket agent or soliciting representa-
tive speak with authority about many fea-
tures of the service of connecting lines,
but, he knows, perhaps better than anyone
else, the procedure to secure such informa-
tion with the least delay and if it is with-
in the bounds of reasonableness and pro-
priety he should do so.
"No reasonable passenger will object to
a clerk not knowing the answer to his
question, if the clerk shows a disposition
to find out from some one who does know.
"I have found that the chief requisite
for giving correct information, the very
first step to take is to find out just what
the passenger wishes to know; this is not
as simple as it sounds,, for more than half
the time the passenger does not know him-
self.
"I have found it a great help in con-
trolling the sale of many tickets and gain-
ing the confidence of the passenger, to
answer all of the passenger's questions
carefully and correctly, then volunteer addi-
tional information that tne passenger
should know."
The following convention announcements
for August, September, and October, 1917,
should be carefully gone over by agents and
kept in mind with the end in view of obtaining
business therefor in cases where applicable
to their territory:
Inland Daily Press Assn., Chicago, August
14, 1917.
78
ILLINOIS CENTRAL MAGAZINE
American Assn. of Title Men, Chicago,
August 15-17, 1917.
National Fraternal Congress, Chicago, Au-
gust 21, 1917.
American Power Boat Co., Minneapolis,
Minn., Aug. 23-27, 1917.
Nat'l Meeting American Home Economic
Association", Minneapolis, Minn., Aug. 22,
1917.
Nat'l Retail Jewelers Assn., St. Louis, Au-
gust 27, 1917.
Kappa Delta Sorority, Birmingham, Ala.,
Aug. 27, 1917.
Interstate Trap Shooters Assn. (Grand
Amer. Handicap), Chicago, Aug. 20-24, 1917.
American Federation of Catholic Societies,
Kansas City, Mp., Aug. 26, 1917.
Nat'l Federation Post Office Clerks, Mem-
phis, Tenn., Sept. 3, 1917.
Internat'l Assn. Prevention of Smoke, Co-
lumbus, O., Sept. 25-7, 1917.
Ak-Sar-Ben, Omaha, Neb., Sept. 26, 1917.
United Nat'l Postal Clerks, Fort Worth,
Tex., Sept. 1917.
Nat'l Council Congregational Churches, Co-
lumbus, O., Oct. 10-17, 1917.
National Dairy Assn., Columbus, O., Oct.
17-27, 1917.
Amer. Refrigerator Assn., St. Louis, Mo.,
Oct. 1917,
The Canadian Northern Railway an-
nounces that an interchange of passenger
traffic has now been completed for jthe
handling of Pacific Coast business, either
going or returning, via connecting lines
through Vancouver, Winnipeg or Duluth
gateways, and that only one coupon, read-
ing- Canadian Northern, is required between
these points.
It respectfully invites attention to the
fact that this is an entirely new route
through a most attractive and picturesque
section of the Canadian Rockies. Mt.
P-obson (13,087 ft.) the highest peak in the
Canadian Rockies,' Mt. Resplendent, Mt.
Cavell (dedicated to the memory of the
martyred nurse. Miss Edith Cavell), Mt.
Mary Vaux and many other peaks are lo-
cated on this tourist route through the
Yellowhead Pass. A few weeks after the
line was placed in operation, the longest
passenger train, it is alleged, ever hauled
across the mountains* by a single locomo-
tive, consisting of fifteen standard sleeping
cars, with a total weight of 1,119 tons, was
successfully run from Toronto to Van-
couver. The transcontinental eauipment of
the line consists of a thoroughly modern
tvpe of electric-lighted compartment-
library-observation cars, standard sleeping
cars, tourist sleeping cars, dining cars, and
first and second class coaches, all specially
constructed for this service.
The Chicago Evening American in a re-
cent editorial in regard to "Uncle Sam's
Playgrounds," the general tenor of which
is in regard to our national parks, includes
the following statement. The latter will be
of interest to agents, and may possibly be
a good thought for them to pass along to
patrons as opportunity occurs. Following
is the clause referred to:
"Uncle Sam is richer in scenery — as well
as in money — than any other country. But
his people haven't yet found it out. They
have flitted over seas to discover scenic
beauties which are far surpassed almost at
their own backdoors. But thanks to the
railroads, we are waking up to the good
sense as well as good fun of 'seeing America
first' — are realizing that the discomforts
and expense of globetrotting aren't com-
parable to the delights of a cool, smooth
trip on an American railroad where they do
things 'our way' and service is the first and
last thought of every official from the poised
and confident individual who answers your
million questions without ruffling, the while
he sells you your ticket, to the experienced
and kindly conductor in whose charge you
could travel anywhere feeling perfectly se-
cure."
The Peninsular and Occidental Steamship
Company announces that until further advice
"the following SURCHARGES' will be col-
lected from all passengers holding first class
tickets traveling on the ships of the Peninsu-
lar and Occidental Steamship Company be-
tween Port Tampa or Key West, Fla., and
Havana, Cuba.
ADULTS $2.50 one-way, $4.00 round trip.
Children under twelve (12) years of age $1.25
one-way, $2.00 round trip.
Ticket Agents when collecting this surcharge
will so endorse P. & O. S. S. Co. coupons.
When coupons are not so endorsed, Pursers
will make the collection when passengers
board ship.
This Company reserves the right of can-
celling or suspending the above surcharges, or
increasing the same if necessary to offset ad-
ditional cost of war risk insurance on vessels
and other increased expenses incident to war
conditions."
During the year 1917, the Salt Lake Route
will expend for various improvements, ex-
tension of line, new equipment, etc., approxi-
mately $5,445,000, including the following
items :
200 miles of 90 pound rails, new rock bal-
last, improving water supply at Las Vesras,
Automatic electric block signals in Nevada and
Utah, 230 miles, new concrete and steel
bridges, miscellaneous, new locomotives and
freight cars, new branch line from Pico to
Santa Ana. California, 24 miles.
The Santa Ana branch will leave the main
line at Pico Station, 10 miles east of Los
Angeles, and run South to Whittier. Fuller-
ton, Anaheim and Santa Ana, through one
80
ILLINOIS CENTRAL MAGAZINE
of the most productive sections of Southern
California.
It is expected that this new line will be in
operation during the present year. — Union
Pacific Bulletin.
The United States government has issued
an order prohibiting departure from the
United States of any citizen between the ages
of twenty-one and thirty without special per-
mit from the Provost Marshal General, Wash-
ington. An order has also been issued to
steamship companies not to accept as pas-
sengers on outgoing vessels destined to for-
eign ports any American citizen who is not
the bearer of a valid passport issued by the
Department of State of the United States,
which passport shall be submitted for exam-
ination and approval of United States Collec-
tor of Customs at port of departure. This
order also includes aliens.
The Erie announces a new time card effec-
tive August 5th, and calls particular attention
to its night train No. 8, out of Chicago, form-
erly leaving for New York at 10:50 P. M.,
which has been changed to leave at 10 :40 P. M.
The morning train, No. 4, leaves Chicago at
11:00 A. M. for New York as formerly.
West bound train No. 7 arrives at Chicago at
8 :30 A. M. instead of 7 :30 as formerly, and
train No. 3 arrives at 6:30 P. M. instead of
5:40.
The M. K. & T., announces that under re-
cent change of time card the Katy Limited,
train No. 9, will leave St. Louis at 9 :02 A. M.
instead of 9 :15 A. M., and that local passen-
ger train No. 7 will leave 1 :00 P. M. as here-
tofore, but will be operated daily except Sun-
day. No change made in the leaving time
of the Texas Special, train No. 1, or the Katy
Flyer, train No. 5.
The Central of Georgia calls attention to
the fact that in several recent movements of
troops intended for camps ~* Chicks man <*$
Park they have been ticketed in some in-
stances to Chickamauga, Ga,, and in other in-
stances to Chattanooga, Tenn. It requests
that all interested be advised that all troopc
destined to the camps in Chickamauga Park
should be ticketed to Lytle, Ga.
The adage "In Time of Peace, Prepare for
War" has its paraphrase with the railroads,
the latter reading to the effect "In Summer
Time Prepare for Winter Travel," or vice
versa. Hence it is somewhat apropos to state
that we have received advance proofs of the
list of hotels and boarding houses to be pub-
lished for the Florida Season of 1917-18.
The Los Angeles terminal of the Pacific
Steamship Company is now at Wilmington,
twenty miles from Los Angeles, and which
point is served by fast express trains of the
Pacific Electric Railway, the train service be-
ing included in all tickets to and from Los
Angeles via the Pacific Steamship Company.
By recent change on the Frisco Lines "The
Texas Limited," Train No. 5 for Springfield,
Mo., Fort Smith, Ark., Paris and Dallas,
Texas and intermediate poiots, now leaves
St. Louis at 8:43 P. M.
If you think you're beaten, you are;
If you think you dare not, you don't;
If you'd like to win, but you think you can't,
it's a almost a cinch you won't.
If you think you'll lose, you're lost:
For out in the world, we find
Success begins with a fellow's will,
It's all in the state of mind.
If you think you're outclassed, you are;
You've got to think high to rise;
You've got to be sure of yourself before
You ever can win a prize.
Life's battles don't always go
To the stronger or faster man.
But soon or late the man who wins,
Is the fellow who thinks he can.
—B. R. & P. Magazine.
There was a little flivver
That got stalled upon the track
And the 5:15 came spurting up
And hit the fliv' a crack.
A shooting star, a lot of dust,
And, golly, what a row!
There was a little flivver.
But I cannot find it now.
— Southern Pacific Bulletin.
Xobody ever added up
The value of a smile;
We know how much a dollar's worth,
And how much* is a mile;
We know the distance to the sun,
The size and weight of earth,
But no one here can tell us just
How much a smile is worth.
—Clipped.
Observer — "I noticed you got up and gave
that lady your seat in the street car the
other day."
Observed — 'Since childhood I have re-
spected a woman with a strao in her hand.
—the Right Way.
Master Mechanic Charles Ulric Linstrom. Illinois
Central System Loses One of Its Most Efficient
Officials and the Southland One of Its Most
Dependable Railroad Men While Human-
ity Is Robbed of an Ideal Exponent
When, at Seven o'clock, Sunday,
June 24, 1917, the Angel of Death sent
that reaper of the souls of men to claim
the mortal remains of Charles Ulric
Linstrom, it may be truly said that
Mankind should shed a pittying tear,
in order to rob from grief its pang.
While it is the inherent right of all men
to sing the praises of beloved departed,
any word that may be uttered in con-
nection with this beloved dead will
simply be an echo of the benedictions
of praise that were bestowed upon
him, while a Pilgrim thru life's path of
various and varied vicissitudes.
Endowed with mechanical genius,
perspective foresight and filled with a
"charity that knew no guile," he radi-
ated efficient service and marked suc-
cesses along the lines where duty
called him and sent thrills of coopera-
tive unity into the soul of thought of
all his associates in labor. Intrinsic
values to the company which he served
for more than 45 years, do not show,
in the minutest degree, his worth or
exponent efficiency.
Chooses America.
When the caress of maternity first
greeted enfrant Charles Linstrom, at
Motala. a suburb of Stockholm, Swed-
en, January 9, 1848, little was U
thought that annals of mankind would
cherish his memory and the world
could give assurance that it was better
on account of his having lived. From
his rural abode, daily he made his way
to a nearby plant where technical, me-
chanical and engineering training could
be had. How well he mastered the
uncertainties of energy and force and
with what skill he obliged them to
produce the motion that is the ever
needed momentum of the wheels of in-
dustry is too well told in his inventive
devices that remain to do the biddings
of nature's necessities.
Budding manhood developed in the
mind of Mr. Linstrom a desire to be-
come affiliated with the industrial life
of the liberty lighted world of America.
Coming to the United States, he visi-
ted and labored in a number of indus-
trial centers. His travels carried him
to many cities in the Central States
and then into the embryonic railroad
world of the Sunny South. In all
things and in all places he was a leader
of men and ever zealous and efficient.
Entering the services of the New Or-
leans Great Northern, now the Illi-
nois Central, at McComb City, in De-
ILLINOIS CENTRAL MAGAZINE
83
CHARGES U. LJNSTROM.
cember 1872, Mr. Linstrom has since
been connected with the endeavors
of this corporation. After service in
several capacities, he was made fore-
man in New Orleans in 1884; foreman
in Vicksburg in 1886 and master me-
chanic in the same city in 1893. Holding
this place till the time of his death,
there was never a time when duty
called or when hours of labor apart
from his regular duty could be of as-
sistance that he was not in the midst
of every physical and mental activity
of the many departments of the Y. &
M. V. Railroad. He saw the assisting
energy of his own endeavors combine
with the financial backing and coopera-
tion of other officials change a more
or less uncertain railroad proposition
into an ideal medium of transportation.
In interim, "Love's Old Sweet Song''
brought its favored fancy into the life
of the beloved departed and, in 1876,
affections' plea was awarded by re-
ceiving, as his life's mate, the hand of
Amelia Barrett. Charms of happiness
and day dreams of delight made up
their years of wedded bliss. Creation's
conceptions endowed the family with
Charles O., Armida (Died 1898) and
Clara Augusta (Mrs. J. H. Culkin).
The mingling tears of the thousands
of workmen who knew Charles Ulric
Linstrom as an aid and a paternal
guide and the ever ready plaudits of
the constituted authorities of the civic
and business world combine to tell of
the real worth of a man who followed
the way, the truth, the light, and who
Down thru years, ere void of tears,
In memory shall remain ;
Here sweetning life, in every strife,
While crossing o'er this plain.
Then far, far above, in a land of love,
We'll meet and love anew.
That loving heart, which did its part,
To make the world more true.
How to lave;
It is not tne Science 01 curing Disease so much as the prevention 01 it
tnat produces tne greatest good to Humanity. One of tne most important
duties of a Healtn Department should be tne educational service
A A A A teacning people now to live A A A A
Suggestions Regarding Hay Fever
HE approach of the end of the
summer months and the begin-
ning of the fall season is always
watched with great apprehension by
those who suffer from Hay Fever.
Hay Fever, or Autumnal Catarrah, is
an affection of the upper air passages
of the nose and throat, often associ-
ated with asthmatic attacks. The con-
dition' seems to be due to a peculiar
hypersensitiveness of the mucous
membrane of the nose and throat of
those who suffer from the afliction.
Next to Tuberculosis, Hay Fever is
one of the most common as well as
interesting diseases from a clinical
standpoint. It has received an enorm-
ous amount of study because of its
prevalence and the peculiarity of its
symptoms. However, as yet no speci-
fic cure has been found, although
some sufferers are benefited by cer-
tain medicinal treatment.
The disease is not serious in the
sense of being dangerous, but it is an
exceedingly distressing affliction and
with its annual visitation it lowers the
vital resistance of the body and no
doubt does induce other complications
because of the reduced vitality. In
this way Hay Fever becomes a serious
menace to the future well being as
well as the future comfort and. happi-
ness of the sufferer.
It is not the intention in this article
to go into the causes and detail of
treatment of this distressing disease.
It is simply desired that a few prac-
tical suggestions may be offered to
relieve and if possible make more com-
fortable any of our readers who may
be so unfortunate as to be afflicted
with Hay Fever.
There are three well recognized fac-
tors in all cases of this disease. First,
the external air-borne irritant ; second,
a sensitive or diseased mucuous mem-
brane ; third, an unstable nervous
system in which the individual finds
that he is peculiarly susceptible to
certain conditions. All three of these
factors must often be present before
we find a typical case of Hay Fever.
First, and as a preventive treat-
ment, he or she should see that the
sensitive mucous membrane of the
nose is properly treated two or three
weeks before the attack. Proper mas-
sage of the mucous membrane of the
nose is very beneficial. In addition
care should be taken to improve the
general condition of the individual as
much as possible preceding an onset.
The nervous system may be toned up
and the nerves quieted by cold baths
every morning. The stomach should
be kept in good condition, and it is im-
portant the bowels be kept open. It
is also well to have your physician
prescribe general tonic treatment for
two or three weeks in advance of the
expected onset. These preparations
will fortify the system and have it
better prepared for the attack.
During the attack it is extremely
84
ILLINOIS CENTRAL MAGAZINE
85
important that all dust should be
avoided insofar as practicable, and if at
all possible, the rays of the sun should
be avoided. Avoid foods that are
stimulating- and be very moderate in
taking animal foods. Care should be
taken to avoid those foods having a
tendency to produce acid in the sys-
tem, such as starches, fats and liquors.
There may be taken freely soups,
especially the clear or the vegetable
soups, and also weak beef tea or broths.
Fresh fish and raw oysters make an
excellent substitute for the red meats,
which should certainly not be taken
oftener than once a day. Mutton,
chicken or underdone roast sweet-
breads also make an excellent substi-
tute for heavier meats. The white of
an egg, either raw or shirred, in some
drink, such as lemonade, is palatable.
Toast, stale bread, bread from whole
wheat, rye bread, milk toast, rice
crackers, vegetables, oranges, lemons,
apples, apricots, pears, peaches, cher-
ries and stewed fruit form a variety
of excellent diet. Water should be
taken in abundance, especially in be-
tween meal time. Milk, buttermilk,
weak tea or coffee, without sugar, may
also be taken.
Foods That Should Not Be Eaten.
The Hay Fever sufferer should
avoid all rich soups, hard boiled eggs,
fried foods of all kinds, pickles, spices,
veal, pork, duck, goose, salmon, lobster,
preserved, dried and salted meats ;
salt fish, pickled pork, asparagus, old
peas, beans, tomatoes, mushrooms,
dried fruit, preserves, pies, pastries,
rich puddings, new bread, cheese,
sweetmeats, strawberries, rhubarb,
cider, sweet wines and fermented
drinks, such as beer and ale.
During the attack it is of advantage
to aid the elimination by taking a
small dose of Epsom Salts or Rochelle
Salts before breakfast and again at
bedtime. This also is a benefit because
of'tending to keep the system alkaline.
Light suppers should be eaten. Dur-
ing paroxysm a cold bath gives great
relief, as does also ice cold cloths laid
over the nose and eyes. During the
attack the nose and nasal passages
should be left alone. It only aggra-
vates the congestion in the nose by
using sprays at that time. It is best
to keep absolutely quiet and better to
remain in bed. Avoid the dust and
also avoid the hot rays of the sun.
Avoid excitement and avoid heavy
eating at any time. Avoid tampering
with the nose during the attack.
Avoid exposure to drafts, but use a
cold bath and ice cold packs over the
nose and eyes during the attack.
To those who are able to go to some
climate where complete relief is given
them during the Hay Fever season this
advice is not of benefit, but to the suf-
ferer who is compelled to go through
the torments of the disease at home
it is hoped that some timely sugges-
tions mav be found Herein.
Employes Are Reaping the Benefit of the Hospital
Department and Are Very Appreciative
of Attention Received
Dubuque. Iowa, September 12. 1916.
Dr. G. G. Dowdall, Chief Surgeon,
Chicago, 111.
Dear Doctor:
I was injured about the head in a derailment of train No. 72 on the Mississippi
River Bridge at Dubuque, May 23, 1916. After treatment in a local hospital, I went
into the Illinois Central Hospital at Chicago for further examination and treatment,
after which I was able to resume my duties as brakeman.
I wish to take this means of expressing my appreciation for the kind and con-
siderate treatment received at the hands of the Hospital Department, both at Du-
buque and Chicago. Very truly yours,
(Signed) John T. Hoeksma.
ROLL OP HONOR
Name
William J. Collins
Harley U. Richards
Howard W. Hall
Edward F. Chrisp
Joe Campbell
Charles Carney
John J. Egger
Augustus T. Franklin
Occupation
Engine Time Checker
Engineman
Gate Tender
Engine Inspector
Pumper
Supervisor
Boiler Inspector
Asst. Master Mechanic
Where
Employed Service
Chicago 22 yrs.
Cherokee 23 yrs.
Council Bluffs 16 yrs.
Water Valley 43 yrs.
Caneyville 33 yrs.
La Salle 50 yrs.
Centralia 53 yrs.
Jackson 36 yrs.
Date of
Retirement
6/31/17
3/31/17
5/31/17
4/30/17
7/31/17
7/31/17
7/31/17
7/31/17
THEODORE SHELTON
THE subject of this sketch was born
March 9, 1851, at Salem, Indiana.
When a boy he worked for his father
as carpenter and wood worker. When
not working he attended school and re-
ceived a common school education. At
the age of 19 years he entered the serv-
ice of the L. N. O. & C. R. R. (now the
Monon) as fireman and was promoted
to locomotive engineer when about 21
years old.
He resigned his position with the L.
N. O. & C. R. R. the latter part of 1882
and entered the service of the C. & O.
S. W. at Elizabethtown, Ky., January 1,
1883, as engineer, serving that company
and the N. N. & M. V. R. R. Co. until
taken over by the Illinois Central. He
was with the Illinois Central continuous-
ly from that time until May 1, 1917,
when he retired from active service and
was placed on the pension list.
During his long period of service
from 1883 to 1917, Engineer Shelton
states that he was never off duty \°ry
long at a time. He took one 30 days'
vacation visiting relatives in the west
and was injured in accident once, caus-
ing him to lose a few months. "Uncle
Bud," as he was familiarly known, was
well liked by all enginemen and round-
house employes and his frequent visits
to the roundhouse will be missed.
86
Development Bureau
Harvesting and Utilizing the 1917 Crop in Mississippi
and Louisiana
By J. M. Rigby, Agriculturist
TT HERE has not been a time in our
•*• country since the War Between the
States when more attention was directed
toward the conservation of food and
feed crops than at present. Too much
stress cannot be placed upon the proper
harvesting and handling of the present
crop. With favorable seasons from now
until harvest time, the south will raise
the biggest corn crop in its history.
The farmers and business men should
co-operate fully in handling this crop
without waste to the producer and over-
charge to the consumer. The farmer
should utilize every part of the crop. If
the grain is to be saved the stalk should
be cut early enough to be utilized for
feed after grain is removed. The best
way of feeding the dry stalk is by cutting
it into stover. Every silo should be filled
to capacity where live stock is kept in
sufficient numbers. All grain should be
stored, if possible, in rat proof cribs or
bins and treated to carbon bisulphide to
kill weevils and prevent destruction by
rats.
As a general rule the best method of
selling corn is by feeding same to hogs
or other forms of livestock and market-
ing livestock; however, this method is
not always practical and it is often nec-
essary to sell the grain. In disposing of
corn the farmers should always sell in
carload lots if possible. This can be eas-
ily done where farmers will co-operate
and ship together in car lots. For farm-
ers having corn for sale this fall, ar-
rangements should be made at once for
storing at least part of the crop until the
market needs it. Much money will be
lost to the farmer by putting all of this
corn on the market at harvest time when
there is an overplus of corn to be had. If
the farmers in a community are not in
a position to individually store their corn,
arrangements in many instances can be
made with warehouse companies to store
same and warehouse receipts issued by
which money may be obtained until pric-
es are satisfactory. Co-operative ware-
houses are in use in many parts of the
country.
It is very important that the hay crop
be given every attention possible, as
much of the higher priced protein feeds
may be substituted by a good protein hay,
such as lespedeza, peavine hay, alfalfa,
etc.. More native and mixed hays could be
?aved than ordinarily is saved, thus lib-
erating more first class hay for market.
It is desirable that as much hay as pos-
sible be consumed on the farm by live-
stock, but wherever it is not practical to
feed the entire output of hay on the
farm, arrange to have the hay carefully
graded, as better prices can be had for
uniform well graded hay than for mixed
hay Plenty of storage room should be
provided for the hay crop, as it is not
always best to sell hay direct from the
field. In fact, better prices usually pre-
vail for hay in late winter and early
spring than at harvest time.
Two important crops in the south to
be harvested this fall are the soy bean
and velvet bean. These crops are grow-
ing mostly in the rows with corn and can
be most economically harvested and most
profitably utilized by cattle and hogs.
Both crops are highly nitrogenous and
very valuable feeds. The soy bean crop
can best be utilized by grazing the crop
with hogs after about one-half of the
beans are ripe. The hogs may then be
finished for market on corn. The velvet
beans may be grazed after frost
88
ILLINOIS CENTRAL MAGAZINE
or picked and fed to dairy or beef cattle aid the farmers in utilizing their bean
or hogs. It is especially valuable as a crop.
dairy feed. In many places velvet bean There are many other smaller crops
mills are being erected to grind the beans which should receive careful attention,
and hulls into feed. Wherever these but which cannot be dealt with at this
mills exist the farmers have a ready mar- time. As a good policy for this crop,
ket for surplus beans. This industry "Let us save everything and waste noth-
should be encouraged, as it will greatly ing."
Appointments and Promotions
Effective August 1, 1917, at a meeting of
the Board of Directors, held in New York,
July 25, 1917, Mr. T. J. Foley was elected
Vice President in charge of Operation,
Maintenance and Construction, with head-
quarters at Chicago, vice Mr. W. L. Park,
assigned to other duties.
Effective August 1, 1917, Mr. A. E. Clift
is appointed General Manager, with head-
quarters at Chicago.
Effective August 1, 1917, the Lines North
of the Ohio River will be divided into two
grand divisions:
Northern Lines, comprising Chicago
Terminal, Illinois, St. Louis, Indiana and
Springfield Divisions.
Western Lines, comprising Wisconsin,
Minnesota and Iowa Divisions.
Mr. Lawrence A. Downs is appointed
General Superintendent of Northern Lines
with office at Chicago.
Mr. Walter S. Williams is appointed
General Superintendent of Western Lines,
with office at Waterloo, Iowa.
Effective August 1, 1917, Mr. John J.
Pelley is appointed General Superintendent
of Southern Lines, with office at New Or-
leans, La., vice Mr. Lawrence A. Downs,
transferred.
Effective August 1, 1917, Mr. Victor V.
Boatner is appointed Superintendent of the
Memphis Division, vice Mr. John J. Pelley,
promoted.
Effective Ausrust 1, 1917, Air. Floyd Mays
is appointed Superintendent of the New
Orleans Division, vice Mr. Victor V. Boat-
ner, promoted.
Effective August 1, 1917, Mr. Arthur M.
Umshler is appointed Terminal Superin-
tendent, with headquarters at Chicago, vice
Mr. Walter S. Williams, promoted.
Effective August 1, 1917, Mr. Samuel J.
Hays is appointed Terminal Superinten-
dent, with headquarters at Memphis, vice
Capt. John M. Walsh, resigned to enter
military service.
Effective August 1, 1917, Mr. Clarence R.
Smith is appointed Train Master Freight
Service, with office at Fordham, covering
territory South Water Street to Matteson,
vice Mr. Arthur M. UYnshler, promoted.
Effective August 1, 1917, Mr. Thomas
Whitby is appointed Train Master, with
office at Fordham, vice Mr. Clarence R.
Smith, promoted.
Effective August 1, 1917, Mr. Robert R.
Nethercott is appointed Terminal Train
Master, with headquarters at Memphis, vice
Mr. Samuel J. Hays, promoted.
Effective July 16, 1917, Mr. Houghton L.
Needham is appointed master mechanic of
the Springfield division with office at Clin-
ton, Illinois, vice Mr. William O'Brien
transferred.
Effective August 1, 1917, Mr. Hubbard W.
Williams is appointed train master of the
Cairo district, with headquarters at Fulton.
Ky., vice Mr. Harry B. Dezonia, assigned
to other duties.
Baggage and Mail Traffic Department
CARE IN HANDLING OF MILK CANS
So much tin is required for making
war material that the supply for any
other purpose is very limited. It may
be impossible to secure an adequate
supply of milk and cream cans until the
end of the war. It is essential that the
supply of tin be conserved in every pos-
sible way. Dairy farmers and transpor-
tation agents can help by the proper use
and care of the cans. Don't let the cans
now in use go to rack and ruin. Farm-
ers and cream buyers should intelligently
use and care for their cans. This means
that they should be promptly removed
from the railroad station when returned
from the creamery. Shippers should see
that they get their own cans and that
they do not take any cans belonging to
other shippers. Railroad agents and
train baggagemen should see that milk
cans are as carefully handled as they
would handle their own property. If a
can is put off at the wrong station the
agent should immediately forward it to
the proper destination. If cans are re-
ceived which do not belong to a station
and it is impossible to determine the
proper destination they should be for-
warded to the Manager of Baggage and
Mail Traffic properly marked to show
where they are sent from and when and
from what train they were received. An
inadequate supply of milk cans means a
curtailment of shipments and, conse-
quently, a decrease in the Company's
revenue. Any failure on the part of our
employes to properly handle milk cans,
both in respect to getting them to desti-
nation promptly and handling them so as
to avoid damage or deterioration, af-
fects the interests of the Company ad-
versely. Agents should urge upon ship-
pers at their stations the necessity of
promptly taking charge of and caring for
their cans and until delivered to owners
the cans should be properly cared for
and protected from depredation and
weather conditions.
MAIL FOR UNITED STATES MILITARY FORCES IN EUROPE
As readers of this magazine have
many relatives and friends serving in
the United States army in Europe, the
following will be of interest in connec-
tion with sending of mail to them.
The regular United States rate of
postage will apply in the case of all mail
matter addressed to any member of Unit-
ed States forces in Europe, but partic-
ular care should be taken to see that the
letter, paper, magazine or package is
fully prepaid, as matter which is not
fully prepaid will be seriously delayed.
In order to furnish our soldiers in
Europe with an ample supply of maga-
zines, the Post Office Department has
advised publishers to print the following
notice on the front cover of each maga-
zine :
Notice to Reader
When you finish reading this maga-
89
zine place a one-cent stamp on this no-
tice, hand same to any postal employe
and it will be placed in the hands of our
soldiers or sailors at the front. No
wrapping; no address.
Anyone wishing to send a magazine
to a particular addressee should, of
course, wrap same, address it and apply
the domestic rate of postage, which on
second class matter (papers and maga-
zines) is one cent for each four ounces
or fraction thereof, but persons desiring
to furnish our soldiers with reading
matter should take advantage of the ar-
rangement above mentioned, of placing
a one-cent stamp on any magazine hav-
ing the necessary notice as per copy
above. A one-cent stamp is sufficient
for any one magazine forwarded under
this special offer regardless of weight.
The government will distribute all such
maeazines equally among all companies
in Europe.
The Banana
Its Food Value and Importance as a Source of the Nation's Food Supply. Wholesome
Nutritious and Cheap. What Doctors, Editors and Scientists Say — Many
Striking Endorsements. Bananas Always in Season
Price Staple and Uniform.
Dear food is certain to be an affliction
and a source of complaint for a good while
(o come. People already talk about a food
dictator on the German and English plan
for this country of abundant production and
large food exports.
In that connection a correspondent points
out that two articles of food arc practically
always to be found in every part of the
United States, and almost always at a low
price when the distance which they are
transported is taken into account. The two
articles are oranges and bananas. The
price of the latter, in fact, is almost stable
and uniform all over the country year in
and year out, although bananas are a per-
ishable product and are shipped thousands
of miles.
Other food articles that are distributed
efficiently will occur to every patron of a
grocery, because the distribution is intel-
ligently organized. Organization and culi-
nary education are the first answers to the
food problem. — Saturday Evening Post, April
28, 1917.
FOOD IN A GERM PROOF
PACKAGE.
Envelope Protects It.
Obvious advantages appear in articles of
food that are packed in germ-proof pack-
ages, such as fruits or nuts with skins or
shells so impervious to germs that the
enclosure is practically sterile no matter
what happens to the envelope. The phrase
at the head of this article is the name ap-
plied by an editorial writer in the Journal
of the American Medical Association to
the ordinary banana, whose skin, he says,
is "a protective environment that calls for
more than passing mention." The banana,
he tells us, while still growing in popu-
larity is still under-estimated in Ameri-
can households, largely because it is eaten
when not fully ripe. — Literary Digest.
OFFICIALLY RECOMMENDED AS
SUBSTITUTE FOR MEAT.
Mayor Mitchel's Committee on Food Sup-
ply Makes This Suggestion.
In the pamphlet issued by Mayor Mitch-
el's Committee on Food Supply (of New
York City), George W. Perkins, chairman,
bananas are referred to as follows:
"Bananas contain most of the nourish-
ment that meat does, and if eaten with
bread and butter make an excellent lunch
without the addition of meat. Most chil-
dren prefer banana sandwiches to meat
sandwiches, and they cost much less."
A SUBSTITUTE FOR VEGETABLES.
Ohio Health Officer Strongly Endorses
Bananas.
The banana is not hard to digest and
is very palatable either raw, baked or
fried, declares Health Officer Landis.
Many people have entertained the false
belief that the banana is not digestible, he
says. Dr. Landis fully concurs in a bulle-
tin of the New York Board of Health is-
sued recently, in which housewives are ad-
vised to utilize apples, bananas and oranges
as food. The fruits contain ^nineral salts,
so they may be used as substitutes for
vegetables. In part the New York bulle-
tin reads:
"Baked apples, unsweetened, with the ad-
dition of a little butter substitute or oil,
may be used with meat as a vegetable. So
may unsweetened fried or broiled or
roasted slices of apple. Apples and rice
are an excellent combination. Apple
dumplings with a good sauce are sufficient
for a luncheon.
"Bananas and oranges are usually eaten
raw, and in this form they are quite as
valuable as in any other; but it is a pity
that baked and fried bananas are not better
known. Oranges that are too small and
sour to be eaten raw make the best of
marmalade. Bananas and marmalade, ba-
nanas and apple sauce are pleasing com-
binations, and all of them are very fine in
combination with rice." — Cincinnati Times-
Star, March 6, 1917.
THE BANANA'S SCIENTIFIC SIDE.
Higher in Food Value Than Any Other
Fruit — Statistical Comparison — Rich
Yellow of Skin Denotes Full Ripe-
ness and Fitness for Food.
Bananas to Take Place of Potato on Your
Table.
Bananas Compared With Other Fruits and
Potatoes.
How the banana equals the grape in
protein value and surpasses nearly all other
ILLINOIS CENTRAL MAGAZINE
91
fruits and excels the potato in percentage
of fat, carbohydrates and calories (heat
units) is shown in the following official
figures from the American Medical Journal:
Bananas
-1 Protein
•° Per cent
3 Fat
73 Per cent
^ Carbohydral
o Per cent
£ Calories
•a Per cent
Grapes
1.3
1 6
19 2
437
Plums
1.0
20 1
383
Cherries
1 0
0 8
16 7
354
Pears
0.6
0 5
14 1
288
Apples
0.4
0.5
142
285
Oranges
0 8
0 2
11 6
233
Peaches
0.7
0.1
10 8
213
Lemons
1.0
0.7
8.5
201
Muskmelons
Strawberries
Watermelons
Potatoes
0.6
1.0
0.4
2.2
0.6
0.2
0.1
9.3
7.4
6.7
18.4
180
169
136
378
Sweet potatoes
1.8
0.7
27.4
558
COMPARES BANANAS WITH STEAK.
Dr. Oscar Bowling, President of Louisiana
State Board of Health and Leading Sani-
tarian of the South, in an Interview
Proclaims Banana as Cheapest Food,
Compares it for Nutritive Value
with Porterhouse Steak.
Dr. Oscar Bowling has proclaimed bana-
nas the cheapest food on the market. Po-
tatoes and onions can now take a back
seat till the prices come down.
The average price of bananas in New
Orleans is two cents a pound. The edible
portion of the banana retails at a frac-
tion over two and a half cents a pound.
One pound of the edible portion con-
tains 460 calories. One pound of porter-
house steak contains 1,300 calories.
In other words, two and three-quarters
pounds of bananas, peeled, are equal to
a pound of porterhouse steak.
In approximate terms one dozen bananas,
the average price of which in New Orleans
is seven cents, are equal to one pound of
porterhouse steak in nutritive value.
"Now that potatoes and onions have gone
up so much in price," said Br. Bowling,
"the public should turn its attention to the
cheaper foods that will produce the same
results.
"Apples, oranges and bananas will yield
the same results to the body as onions, all
but the smell and the flavor. A pound of
apples, counting the edible portion, yields
290 food units. Bananas, the same propor-
tion, yield 460, oranges yield 240, while
onions, which are now so expensive, yield
only 220.
"It will be seen by these figures that the
banana, which is so cheap here, is one
means that we have of meeting the high
prices of other foods,
"It has been said the banana constitutes
a perfect food ration. I have never ex-
perimented to ascertain the truth of this,
but I have had several persons tell me
they lived on bananas alone for some time
to test this theory and that the results, if
anything, have been beneficial.
"It is a pity that people do not learn
more about the banana. There was a variety
of ways of cooking them so as to make
a change in the flavor and to avoid jading
the palate with continually the same thing.
I am told that bananas can be fried like
potatoes, and when they are not over-ripe
produce almost the same flavor.
"If our people would learn to take ad-
vantage of the cheaper foods when others
rise in price we would go a long way
toward cutting down the high cost of liv-
ing."— New Orleans Item, March 11, 1917.
COMMON PEOPLE'S LUNCH.
The banana is the lunch of the common
people.— Toledo (Ohio) Blade.
ITS CHEAPNESS COMMENBS IT.
The food that is cheaper than any other
fruit food to be had in the country and
that costs so little that it js called the food
of the poor man. — Williamsport (Pa.) Bul-
letin.
CHEAP BUT NOURISHING.
The banana, in a word, has become the
poor man's fruit, because of its cheapness
and nutritive values. — Peoria (111.) Star.
MILK ANB BANANAS FOR BREAK-
FAST.
The hungry child can purchase one for
a penny. The poor man can make a sat-
isfactory breakfast of two or three of them,
served with milk. — Scranton Tribune.
CHEAPEST FRUIT WE HAVE.
Bananas are centainly not a luxury, for
they are the cheapest fruit that we have. —
Portland (Me.) Press.
ENBORSEB BY EVERYBOBY.
If there is any fruit that is looked on by
Americans, high and low, rich and poor, as
a necessity, it is the banana. It is en-
dorsed by the palate, the doctors, the food
cranks, and the pocketbook. — Betroit Free
Press.
COMMON ARTICLE OF FOOB.
A fruit which has become a common ar-
ticle of food. — Providence (R. I.) Bulletin.
TASTES GOOB— COSTS LITTLE.
The banana is a palatable, nutritious, all-
the-vear-round fruit, and it is within the
reach of even the most modest purse. It
frequently has been called "the poor man's
fruit" because of its food value and its
cheapness, — Fall River (M??s.) Herald.
ILLINOIS CENTRAL MAGAZINE
ITS VALUE RECOGNIZED
Now regarded as a valuable food adjunct,
instead of a luxury. — Rochester (N. Y.)
Democratic-Chronicle.
WE
EAT EIGHTY-FIVE PER CENT
WORLD'S BANANAS.
Eighty-five per cent, of all of the bananas
of the world are consumed in the United
States where they are not grown. — Lyons
(N.Y.) Republican.
AVERAGE PRICE FOR AVERAGE
MAN.
Bananas are largely consumed by the
average citizen, and their price has been
kept down very reasonably for years. —
Boston Post.
APPRECIATED BY THE POOR— NEG-
LECTED BY RICH.
The banana occupies a unique position.
It is in a broad view more a food than a
fruit, and in no sense to be considered a
luxury. It is essentially a food product for
the poor man, and, except in sporadic cases,
is to a great degree neglected or condemned
by the rich. With the working classes it
is one of the staples. With the richer about
as far as it goes is as an occasional break-
fast dish, when other more expensive fruits
have palled, or, far more often, as a table
decoration to remain untouched at the close
of a costly multi-coursed dinner. — The Fruit-
man's Guide, New York.
NATIONAL— EVEN INTERNATIONAL
—FOOD.
It is well known that under the masterly
marketing methods of the United Fruit
Company the banana has become a national
food and even international. — Hartford,
C our ant.
ONLY FRUIT LEFT FOR SMALL IN-
COME PRODUCER.
The banana is the only fruit found on
the table of families with small incomes. — .
Mobile Item.
The banana is fit to eat as soon as it has
lost all the green color, and remains fit no
matter how black it may be. so long as the
skin is unbroken; for until the latter occurs
there can be no admission of air and no
decomposition. — The New York Sunda\ Tele-
graph.
AN IMPORTANT FOOD.
Whether viewed from the standpoint of
the dealer or the consumer, there is no
doubt about the banana being an important
food product. — Ansonia (Conn.) Sentinel.
MILLIONS EAT BANANAS.
An imported food which has become, in
the view of millions, a table necessity.—
Beaver Falls (Pa.) Tribune.
NUTRITIOUS AND COMON.
One of the most common and nutritious
articles of food. — Boston Commercial Bulletin.
ITS PRICE STAYS LOW.
The banana is the only food product
which has not risen in price in the last
twenty years. All other food products have
advanced, and many have doubled and
quadrupled in cost. — Scientific American.
EVERY ONE CAN AFFORD THEM.
The price of bananas is such that they are
within the reach of the poorest man.
— Indianapolis (Ind.) Star.
FOOD FOR MAN OF SMALL MEANS.
The banana is the fruit of the man of
small means. It is a food and not a fad.
Fort Worth (Tex.) Record.
UNAFFECTED BY H. C. L.
The banana alone of all food products has
not been influenced by the high-cost-of-living
tendency. — Framingham (Mass.) Tribune.
SCHOOL-CHILDREN DEPEND ON IT.
Millions, of school-children are heavy con-
sumers of a fruit which can now be pur-
chased at very reasonable prices.
— Fruit Trade Journal and Produce Record.
NATION OF BANANA EATERS.
Americans used to be called a nation of
pie-eaters. Today a more appropriate term
would be a nation of banana-eaters.
— Chicago Journal.
A DIET FOR THE POOR.
If there is any single article which is par-
ticularly the poor man's diet, it is bananas.
— Louisville Herald.
Enough bananas were imported into the
United States last year to encircle the earth
over seven times.
Meritorious Sorvico
Favorable mention is made of the
following conductors and gatekeepers
for their special efforts in lifting and
preventing the use of irregular trans-
portation in connection with which re-
ports (Form 972) were rendered to the
ILLINOIS CENTRAL MAGAZINE
93
Railway
Employes
Eyes are
Exposed to
Wind, Dust
and Alkali
Poisons
The Rush of Air, created by the
swiftly-moving train, is heavily
laden with coal-smoke, gas and
dust, and it is a wonder that train-
men retain their normal Eye-sight
as long as they do.
Murine Eye Remedy is a Con-
venient and Pleasant Lotion and
should be applied follow-
ing other ablutions.
Murine relieves
Soreness, Redness
and Granulation.
Druggists supply Murine
at 50c per bottle.
The Murine Eye Remedy Co.,
Chicago, will mail Book of
the Eye Free upon request.
auditor of passenger receipts, who, in
cases of this kind, advises the other de-
partments concerned, so that proper ac-
tion may be taken, all pass irregularities
being brought to the attention of the
vice president.
ILLINOIS DIVISION
During June the following suburban
gatekeepers lifted commutation tickets
account having expired or being in im-
proper hands :
Margaret Heldenbrand
Daisy Emery
R. J. Fraher
Suburban Conductor W. H. Gerry on
train No. 706, June 20, declined to honor
returning portion of card ticket, account
having expired and collected cash fare.
Passenger was referred to Passenger
Department for refund on ticket.
Conductor D. S. Wiegel, on train No.
23, June 2, No. 25, June 30 declined to
honor card tickets, account having ex-
pired and collected cash fares. Pas-
sengers were referred to passenger de-
partment for refund on tickets.
On train No. 24, June 19, he declined
to honor card ticket, account date of
sale having been altered and collected
cash fare.
Conductor H. B. Jacks, during June,
1917, declined to honor a number of card
tickets, account having expired, and col-
lected cash fares. Passengers were refer-
red to passenger department, for refund
on tickets.
On train No. 26, June 27, he declined
to honor going portion of ticket, account
the returning portion being missing; also
lifted trip pass, account having been al-
tered and collected cash fares.
St. Louis Division
Conductor C. T. Harris, on train No.
5-305, June 18, declined to honor trip
pass, account not being countersigned
and collected cash fare.
P/ione Hyde Park 4400
64-- St. and University Av.
Chicago
Popular Price
Family Hotel
American Plan
Kates:
Single $ 8 5P to $14 2? pet- weeL
Double 16 2P to 1J ^per weeL
Four blocks from new 63~ Street
depot and office building
94
ILLINOIS CENTRAL MAGAZINE
Indiana Division
Conductor J. Trott, on train No. 204,
June 2, lifted going portion of employe's
trip pass, account the returning portion
being missing and collected cash fare.
Wisconsin Division
Conductor F. Benkert, on train No. 29,
June 3, declined to honor card ticket,
account having expired and collected
cash fare. Passenger was referred -to
passenger department for refund on
ticket.
Conductor J. P. Reece, on train No.
120, June 9, lifted expired card ticket
from passenger who' admitted having
previously secured transportation on
same and collected cash fare.
Conductor J. H. Quinlan, on train, No.
11, June 16, declined to honor card
ticket, account of having expired and
collected cash fare. Passenger was re-
ferred to passenger department for re-
fund on ticket.
Conductor W. R. Spear, on train No.
215, June 23, declined to honor card
ticket, account having expired and col-
lected cash fare. Passenger was referred
to passenger department for refund on
ticket.
Conductor J. T. Birkmeyer, on train
No. 13, June 26, declined to honor foreign
interline ticket, account having expired
and collected cash fare. Passenger was
referred to passenger department for
refund on ticket.
Kentucky Division
Conductor M. J. Kierce, on train 321,
June 25, lifted mileage book, account be-
ing in improper hands and collected cash
fare.
Tennessee Division
Conductor J. E. Nelson, on train No.
1, June 5, lifted annual pass, account be-
ing in improper hands and collected cash
fare.
Mississippi Division
Conductor J. T. Nason, on train No.
34, June 1, declined to honor mileage
book, account having expired and col-
lected cash fare.
Conductor M. N. Ragsdale, on train
No. 24, June 6, lifted employe's trip
pass, account being in improper hands.
Passenger refused to pay fare and was
required to leave the train.
Conductor T. W. Merriwether, on
train No. 123, June 11, lifted mileage
book, account having expired and col-
lected cash fare.
Louisiana Division
Conductor M. Kennedy, on train No.
331, June 1, declined to honor mileage
book, account having expired and col-
lected cash fare.
Conductor R. E. Mclnturff, on train
No. 35, June 4 and June 28, declined to
honor card tickets, account having ex-
pired and collected cash fares.
On train No. 23, June 5, he declined
to honor card ticket, account date of
sale having been altered and collected
cash fare.
Colonial Hotel
£325 Kenwood dv.
•PAonc Widway 162G
Chicago
Europ
ean
$4°° to $7.^° <Per<WeeL
One block from new 63r-St.
office building and depot..
OscarEfflesibwy, Mgr.
Free to Oar Reader*
Write Marine Eye Remedy Co., Chicago, R*
43-page illustrated Eye Book Free. Write all
about Your Eye Trouble and they -will advis«
as to the Proper Application of the Murin*
Eye Remedies in Your Special Case. Your
Druggist will tell you that Murine Relievea
Sore Eyes, Strengthens Weak Eyes. Doesn't
Smart, Soothes Eye Pain, and sells for 60c.
Try It in Your Eyes and in Baby's Eyea fof
Scaly Eyelids and Granulatiou.
ILLINOIS CENTRAL MAGAZINE
On train No. 35, June 28, he lifted
30 trip family ticket, account being in
improper hands and collected cash fare.
Conductor E. S. Sharp, on train No.
314, June 22, lifted mileage book, account
being in improper hands and collected
cash fare.
Conductor A. E. Broas, train No. 4,
June 22, lifted mileage book, account
being in improper hands and collected
cash fare.
Conductor L. E. Barnes, on train No.
34, June 23, lifted 54 ride monthly com-
mutation ticket, account being in im-
proper hands. Passenger refused to pay
fare and was required to leave the train.
Memphis Division
Conductor J. S. Lee, on train, No.
401, June 20, lifted employe's term pass
account being in improper hands and
collected cash fare.
New Orleans Division
Conductor Chas. Gore, on train No.
733-33, June 3, lifted employe's trip
pass, account being in improper hands.
Passenger refused to pay fare and was
required to leave the train.
Di
ivision
News
Indiana Division.
Miss Harriett Bledsoe has accepted posi-
tion in office of Master Mechanic as sten-
ographer.
Mr. H. F. Runge. general foreman, an-i
family spent their vacation visiting rela-
tives in Paducah, Ky.
Mr. J. N. Hardwick, chief accountant in
store department, wife and son "Billy,"
spent their vacation visiting relatives in
Osawatomie, Kan.
Mr. C. C. Powers, general car foreman,
and Mr. W. M. Ballard, lead piecework
checker, are interested in gardening. They
have a small spot near shop where they
planted tomatoes and it is claimed to be
the best crop in this vicinity. The num-
ber of tomatoes were counted on one vine
and was found to have 33 tomatoes.
Wisconsin Division.
Claim Agent Roy W. Condit wore an
unusually broad smile when he dropped into
his office this morning (Tuesday, July 31st)
and immediately started passing around
the cigars. What was the occasion? Roy
said it was an eight-pound baby boy. That's
all!
Effective August 1st, Mr. George A. King
was appointed road supervisor, South
Amboy District, territory North Switch
Every
Watch Inspector's Report
a South Bend Testimonial
It's the remarkable accuracy of South Bend
Watches that makes them stand out from
the watch inspector's report.
The dependability and service of these
watches is but the natural result of excep-
tional skill and care in manufacture.
So great is our confidence in them, so fine
their record of performance, that each one
is backed by
A Guarantee
No Other Watch Maker Gives
South Bend Watches are not only guaran-
teed to meet the requirements of the road
you now work on, but any road to which you
may transfer within five years after purchase.
You will find these remarkable watches at
your jeweler's, distinguished by the Purple
Ribbon of Quality.
SOUTH BEND WATCH CO.
2C8 Studebaker St. South Bend, Ind.
Plea.se mention this magazine when writing to advertisers.
96
ILLINOIS CENTRAL MAGAZINE
Midway Yard to Mile Post 776, with head-
quarters at La Salle, 111., vice Mr. Charles
C. Carney, retired on pension.
Effective July 25th, Mr. Andrew G.
Howerton was appointed supervisor of
bridges and buildings of the Wisconsin
Division, with headquarters at Frceport,
ill., succeeding Mr. Robert J. McKee, de-
ceased.
Minnesota Division
Mr. H. S. Symons, Asst. Chief Clerk to
the General Superintendent at Chicago,
spent Sunday, July 8th, in Dubuque. It
was Mr. Symon's first visit to the City of
Seven Hills and he was much impressed
with its beautiful scenery. After spending
the morning hours viewing the city, he was
entertained by the Raspberry Outing Club
at their summer cottage.
Miss Esther McLaughlin, Train Master's
Clerk at Dubuque, spent the Fourth in
Carbondale, 111., visiting with Mr. and Mrs.
Wm. Atwill.
Cyril Cooney, better known as "Cy" who
has been messenger in the Superintendent's
office at Dubuque since Aug. 1, 1916, has
been promoted to Night Bill Clerk in the
Freight House, effective July 25th. His
successor's name is Wm. McFarland.
Miss Florence McShane, Secretary to the
Superintendent at Mattoon, 111., spent part
of her vacation visiting friends in Dubuque.
She left Dubuque on the 25th for Toledo,
Ohio, where she expects to remain until
about August 1st.
Mr. Fergus J. O'Connor, who has been
employed as OS&D Clerk in the freight
office in Dubuque for the past couple of
years, has accepted a position as Cashier
with the Fruit Dispatch Company at Du-
buque.
The home of O. J. Oster, Stenographer
to the Superintendent's Chief Clerk at Du-
buque. has been made extremely happy by
a visit from the stork, bringing with it an
eight pound boy. Congratulations, Alike.
Miss Lillian Gunstead, Stenographer in
the Master Mechanic's office at Waterloo
Shops, has returned from her vacation, the
first part of which she spent visiting in
Minneapolis. Later, she and a party of
friends took an extensive auto trip through
North Dakota, enjoying the beauties of
nature, particularly so on their trip through
the Bad Lands, although the heat crossing
there was quite intense. She also spent a
few days in the vicinity of Mott, North
Dakota, and visited the Black Buttes. Miss
Gunstead expressed herself as having had
a very enjoyable trip.
Driver Agents Wanted
Five-Pass., 34.7 H. P. :
82x81-2 Tin*
ve and demonstrate the Bush Car. Pay for
" it out of your commissions on sales, my
i agents are making money.
•* Shipment* are prompt.
Bush Cars guaran-
teed or money back.
Write at once for
my> 4?-P««? catalog
and all particulars.
/U4-lnch Wheelbase
v».vJ Ignition-Elect. Stg.&Ltg.
BUSH MOTOR COMPANY. Bush Temple. Chicago, 111. t
FOR SALE
Will sacrifice attractive six room Bung-
alow at Flossmoor, 111. Electric Light,
Gas, Screened-in Porch, Beautiivi
Grounds, Trees, Shrubs, Small Barn-
adjacent to four golf clubs.
G. L. CONLEY, 1018—72 W. Adams St.
Mr. K. G. Crowther, Chief Accountant
in the Master Mechanic's office, Waterloo,
and wife, are spending their vacation in
Colorado. When last heard from they
were taking a trip through Granite Canyon
on the Colorado Midland.
Arthur Ziesiness, Timekeeper, .Water-
loo Shops, has returned from his vacation
which was spent in Missouri, visiting his
parents. In connection with the high cost
of living, Mr. Ziesiness says that the pros-
pects for abundant crops in that section of
the country were never better.
Mr. E. L. Fox, Tool Room Foreman at
Waterloo, has been transferred to a similar
position at Burnside Shops. Machinist N.
W. Johnson at Waterloo, has been appoint-
ed to the position left vacant by Mr. Fox.
Mr. J. E. Miller, formerly employed as
Asst. Engineer, 22d street, Chicago, has
been transferred to Waterloo Shops as
Chief Engineer, succeeding Mr. H. C.
Schultz, resigned to engage in other busi-
ness.
Warehouse Foreman Lou Black, of Cedar
Rapids, Past Consul of the M. W. A., has
returned from the M. W A. convention at
Chicago.
FOR SALE
Ten room house with private garage (front
entrance), large yard, porch, beautiful trees
and shrubs, also barn and garage on rear which
rents for $25. One block from 67th and three
from 63rd St. station I. C. R. R. Terms if de-
sired. H. F. Barndt, 6612 Kenwood Ave. Phone
Hyde Park 944.
TOBACCO HABIT
I offer a genuine, guaranteed remedy for tobacco or snuff habit. In 72 hours. It is mild, pleasant, strengthening. Over-
comes that peculiar nervousness and craving for cigarettes, cigars, pipe, chewing tobacco or snuff. One man in 10 can
use tobacco without apparent injury; to the other 9 it is poisonous and seriously Injurious to health in several ways, causing
such disorders as nervous dyipepsia, sleeplessness, '-•:>-. belching, gnawing, or other uncomfortable sensation in _ _ _ _
stomach: constipation, headache, weak eyes, loos of vigor, red spots on skin, throat Irritation, STOP
until mil. bronchitis, heart failure, lung trouble, catarrh, melancholy, neurasthenia, impotency, lost RMIMIMR
I of memory ;and will power, impure (poisoned) blood, rheumatism, lumbago, sciatica, neutritis, heartburn, torpid " ' *
llrer, loss of appetite, bad teeth, foul breath, ennervation, lassitude, lack of ambition, falling out of hair, baldness, and YOUR
many other disorders. It Is unsafe and torturing to attempt to care yourself of tobacco or snuff habit by stfdden stopping— I I p p
Wp«pPY don't doit. The correct method is to eliminate the nicotine poison from the system, strengthen the weakened, fc i sr •
V Ei U II C I irritated membranes and nerves and genuinely overcome the craving. You can quit tobacco and enjov yourself a thousand times
C» ff f better while feeling always in robust health. My FREE book tells all about the wonderful 8 days Method. Inexpensive, re-
•T TV •& Ci liable. Also Secret Method for conquering habit in another without his knowledge. Full particulars including my book
on Tobacco and Snuff Habit mailed in plain wrapper, free. Don't delay. Keep thii; show to others. This advt. may not appear aenin.
iieniiQ.irroaimokeorchew. Address: EDW.J. WOODS, 189 W, Station E, New York, N . Y
Please mention this magazine when writing to advertisers
Illinois Central
Magazine
for
September i 9 ' *?
-Jter
SEP 3 §
jfotice to Reader
stamp on this notice, hand same to any postal employe and
11 mil be placed in the hands of our soldiers 01 sailors at
the front
No Wrapping - No Address
A
Stifel's Indigo Cloth
Standard for over 75 years
For Men's Overalls, Jumpers and Uniforms
Miss Stifel Indigo Cloth
the kid glove finish fabric for
Women's Overalls and Work Clothes
Look for the boot trade mark on the back of
the cloth inside the garment before you buy,
it is your guarantee of the genuine.
J. L. STIFEL & SONS
WHEELING, W. VA. 260 CHURCH ST., NEW YORK
Spencer Otis Company
RAILWAY SUPPLIES
Chicago, N«w York and St. Louis
P. W. NAGFL Established 1865 H. L. MEYER
NAGEL & MEYER, Jewelers
Third and Broadway PADDCAH, KY.
Expert watchmakers (only) employed to care for
your watches. Ball and other popular makes of
railroad watches for your selection.
New York
Houston
St. Louis
James Stewart & Company, Incorporated
Engineers & Contractors Westminster Building, Chicago
Grain Elevator Designing & Construction General Construction
Oklahoma City
Salt Lake
Toronto
NATHAN
BULL'S EYE
LUBRICATOR
A new type that may be
safely relied upon under
all conditions of mod-
em locomotive service.
The new form of "DISC" glass is unbreakable so
far as human agency can provide. Danger to
engmemen and delays to trains, resulting from break-
age, has been practically eliminated.
Every lubricator conforms to our high standard
of material and workmanship and is subjected to
tests of extreme severity before shipment.
Descriptive Catalogue on Request.
Nathan Manufacturing Co.
Injecton and Attachments
Lubricators and Oilers
Engine and Boiler Fitting*
85-93 Liberty St., NEW YORK
Western Office: 1612 Old Colony Bldg., Chicago
KERITE
Insulated Wires and Cables
Be guided by facts, not theo-
ries— by performance records,
not claims — by experience,
not prophecy. Every consid-
eration points straight to
KERITE for permanently
satisfactory and economical
service.
185O
KERITE
NEW YORK
1917
COMPANY
CHICAGO
KEMF1ILD-LIACH CO.. PRIHTIRS, CHICAGO
Grantley B. Harper — Frontispiece.
President Markham's Concluding Letter in James Case
Controversy 9
Public Opinion 13
Louisville, Ky 18
Military Department 24
Engineering Department
Draw Bridge Over New Basin Canal at New Orleans.... 29
Freight Traffic Department
Some Facts and Figures About Arkansas 32
Hospital Department
Conserve the Food Supply 36
Accounting Department s
Car Accounting 1 38
Safety First 41
Transportation Department
Help Win the War at Home 42
Roll of Honor 45
Judge Edward Mayes 46
Law Department 49
Claims Department 54
Passenger Traffic Department 63
Appointments and Promotions 70
Contributions from Employes
The Humble Puncher 72
A Costly Evil 73
There Is No Car Shortage 74
A Weighty Subject 75
Address of S. H. Park, Section Foreman, Tennessee
Division, at Maintenance-of-Way Meeting, Fulton, Ky.. 76
Safety, Economy and Efficiency 77
A Letter from a Former Employe 78
Complimentary to Mr. Frank T. Mooney 79
Intercommunication or the Democratization of Knowledge.. 81
Local Talent and Exchanges 86
Meritorious Service 88
A Laugh or Two .". 91
Division News 92
Published monthly by the Illinois Central 12.12,. G>.. in the
interest of the Company and its ^4CSD Employes
Advertising Rates on Application
Office 1200 Michigan Av_ Telephone Wakask 2200
Chicago Local 35
... 15$ per copy, $13? per year ...
GRANTLEY B. HARPER
General Development Agent Illinois Central Railroad Company,
Yazoo & Mississippi Valley Railroad Company,
Chicago, 111.
T^NTERED railroad service with the Yazoo & Mississippi Valley
f-* Railroad in 1887, as freight clerk, at Natchez, Miss. Was assigned
to train service in 1888, becoming conductor October, 1889. Was in
machinery department from June, 1890, to June, 1903; freight con-
ductor to June, 1905; agent at Harriston to November, 1906; travel-
ing passenger agent to November, 1907; traveling industrial agent
and city passenger agent at Birmingham and agent»at Natchez, Miss.,
to March, 1910; assistant industrial and immigration commissioner at
Memphis, to June, 1917. Appointed general development agent at
Chicago, June 15, 1917.
ILLINOIS CENTRAL
Magazine
Vol. 6 SEPTEMBER, 1917 No. 3
President Markham's Concluding Letter in James
Case Controversy
From The Sumner (Miss.) Sentinel,
July 26, 1917.
To the People of Tallahatchie County:
I ask your indulgence once more, to the extent of a reply to the tirade
of Mr. H. L. Gary, which appeared in the Tallahatchie county newspapers of
the 12th inst., and which was a fair sample of a jury speech made by some
lawyers in damage suits against the railroad. You perhaps noticed that Mr.
Gary said very little about the James case and a great deal about side issues;
that apparently he labored hard to detract your attention from the James case
by attracting it to other things. That is a part of the system under which rail-
road revenues are frequently made to suffer. Mr. Gary did not say a word to
you about Mr. Alex Smith, whom he eulogized in his published letter of June
6th and some of whose testimony I quoted from the record in my reply. He
found it convenient to drop Mr. Smith from the discussion and he dropped
him without any ceremony, although Mr. Smith was the main prop of the
James case. He made no attempt to explain Mr. James' absolute silence about
his claims from 1908 to 1914. He eliminated entirely the written record of
the trial which he talked so much about in his first reply. He dismissed the
subject of the high water in the Tallahatchie river of April, 1917, as a matter
unworthy of his attention, although it is admitted that the water was almost
as high as it was at its highest period in the six years complained of by Mr.
James in his suit. He tried his best to place the burden of the responsibility
for the James law suit, and the $100,000 verdict rendered by the nine jurors,
upon all the people of Tallahatchie county. He posed as your friend and
benefactor in his fight to divert railroad revenues from their regular chan-
nels into his own private pockets, but his supreme effort was to place me in
the light of antagonizing you. I believe there are something like 2,000 quali-
fied jurors in Tallahatchie county. Only nine of these had anything to do
with returning the verdict for $100,000 in the James case, and Mr. Gary failed
utterly to connect the balance with responsibility for this verdict. His effort
to appear as your chosen leader in a fight against the railroads falls of its own
weight. He would have you believe that the companies over which I preside
are antagonistic to the people of Mississippi, when it is well known the reverse
is true and that there never was a time in the history of these companies when
they were closer to the people of the state than they are at the present time. If
taking the people into our confidence and acquainting them with our difficulties
10 ILLINOIS CENTRAL MAGAZINE
and the obstacles which confront us in the operation of the railroad is antag-
onistic, if discussing our problems openly before the people is antagonistic,
if the payment of taxes amounting to approximately $1,000,000 annu-
ally into the treasury of the state is antagonistic, if advertising your wonderful
advantages and taking people into the state to invest their money in the develop-
ment of its splendid resources is antagonistic; if the expenditure of many
thousands of dollars annually to improve and enlarge the agricultural and
the live stock industries of the state is antagonistic, then Mr. Gary is right
and these companies are antagonistic to the people of Mississippi. I beg to
assure you that the attitude of Mr. Gary shall have no effect whatever upon
the policy of these companies and shall not in the least interfere with my
friendship for the people of Tallahatchie county, nor the deep interest which
I feel in their prosperity, nor my pride of being at the head of a company
which serves them. I am fully aware of the fact that the vituperation which
Mr. Gary has heaped upon me was because I dared to tell you something about
the James case, and drove him into the newspapers in an attempt to defend
it. However, I wish to give Mr. Gary credit for one thing. I refer to his
great "scoop" in regard to the Charleston depot. I missed the date of its
completion by about sixty days, due to misunderstanding of a report which was
received over the long distance telephone from Memphis. Mr. Gary quickly
seized upon this as a cloak for the James "damages," of which there is nothing
exposed whatever that could be photographed, not even a spot equal to the
size of a pile of lumber.
For the evident purpose of clouding the issue, which is the James case,
'Mr. Gary has injected into this controversy the question of freight rates, a
subject which covers a wide range, such as competition, commercial conditions,
traffic density, population, etc. He would have you believe that on account
of exhorbitant freight rates to Charleston the railroad company could give
Mr. James $100,000 and not miss the money. 1 quote his exact language :
"You cannot fail to be aware of the fact that your rates into here are un-
reasonable and unjust and your conduct in robbing the people through your rates
cannot be defended. I challenge you to compare these rates with those pre-
vailing in any other state, either eastern, central or southern." Mr. Gary pre-
fers to compare the Charleston rate \vith the Memphis rate because he knows
that Memphis enjoys competition with the Mississippi river, which is navi-
gable at all seasons of the year, and that the railroads are compelled to depress
the Memphis rate in order to get the Memphis business. Memphis is one of
the largest cities in the South and controls an enormous amount of tonnage,
while Charleston is located in an undeveloped territory at the end of a branch
of twenty-six miles of railroad built especially to serve it. Outside the prod-
ucts of one mill there is very little traffic on the Charleston branch, insufficient
in fact to employ fifty per cent of the hauling capacity of the small locomotives
operated there. While the Charleston rates are higher than the Memphis
rates, the policy of the railroad company has been to make its rates to Charles-
ton and the entire Delta country as reasonable as is consistent with good oper-
ation and with adjustments prevailing elsewhere on the line. The distance
from the Central West to Charleston is about the same as to Birmingham,
which is one of the largest cities in the South and perhaps its heaviest tonnage
producer. Birmingham is reached by a number of strong railroads and might
naturally be expected to enjoy favorable freight rates. Note some compari-
sons of the rates to Charleston with those to Birmingham on commodities
mentioned by Mr. Gary, as follows : From Chicago to Birmingham the dis-
tance is 651 miles and the rate on cultivating implements, such as plows, planters,
cultivators, etc., in carloads, is 44 cents. For other implements, such as har-
ILLINOIS CENTRAL MAGAZINE 11
vesters, binders, presses, etc., the carload rate is 50 cents, which would also
apply on mixed cars of cultivating and other kinds of implements. From
Chicago to Charleston the distance is 658 miles and the rate on all implements
in straight or mixed carloads is 52 cents. The Pittsburgh territory supplies
practically all the cotton ties used in the southern territory. From Pitts-
burgh to Birmingham the distance is 792 miles, or 145 miles less than the
distance from Pittsburgh to Charleston. The rate on cotton ties from Pitts-
burgh to Birmingham is 40 cents, and the rate from Pittsburgh to Charleston
is 41 cents. Anything very much out of line about that, Mr. Gary? From
St. Louis to Birmingham the distance is 476 miles and the rate on barbed
wire is 48 cents. From St. Louis to Charleston the distance is 446 miles and
the rate on barbed wire is 49 cents. Remember, I am comparing the Charles-
ton rate with a city which produces the largest tonnage of any city in the
South. The grain which our lines distribute in the South is drawn from the
fields of the Central West, largely from Illinois and from and through the
St. Louis market. Champaign, 111., is in the heart of the Illinois grain fields.
The distance from Champaign to Birmingham is 560 miles and the carload
rate on grain is 31 cents. The distance from Champaign to Charleston is 531
miles and the rate on grain, carloads, is 29^ cents. From St. Louis, the larg-
est, market from which the South draws its supply, the rate on grain to Bir-
mingham is 25 cents and the rate to Charleston is 23>4 cents. Mr. Gary chal-
lenged me to compare the Charleston freight rates with those prevailing any-
where, and I have compared them with one of the largest cities in the South.
I now challenge Mr. Gary to tell you of one single instance in the whole wide
world where a man was ever awarded a verdict by a jury against a railroad
company for $100,000 for damage to farm and crops by alleged improper
drainage, after a lapse of six years, except in the case of Mr. James.
The Charleston freight rates were recently brought to the attention of the
Interstate Commerce Commission. Both sides were heard by the commission
and a decision will undoubtedly be handed down soon, and whatever it may
be the railroad company will comply with it.
Mr. Gary is clever when it comes to discovering whether or not there is a
new depot in his home town, but I wonder if he knows anything about the
enormous increase in the cost of producing transportation. I wonder if he
knows that the increased cost of coal to the Illinois Central system amounts
to more than twto million dollars per year. It requires a great deal of coal
to haul the products of the farms to the markets, and the various commodities
back to the farms. I wonder if Mr. Gary knows that wages on this system
have increased five million dollars per year ; that switch engines for which
we paid $12,399 two years ago now cost $26,756 ; that freight engines which
cost us $22,163 two years ago now cost $41,660; that passenger engines which
cost $20,627 two years ago now cost $43,000 ; that refrigerator cars which
cost $1,279 two years ago now cost $2,600; that box cars which cost $S60 in
1914 now cost $2.450. I wonder if Mr. Gary knows about the great advance
in the price of steel rails, frogs, switches, machinery and tools of all kinds
which the railroad is compelled to have in order to produce transportation,
and I wonder if he knows we haul Mr. James' cotton to Memphis now at the
same rate We charged when cotton was selling for six cents a pound. I wonder
if Mr. Gary knows that the cost of everything which goes into producing
and marketing a bale of cotton has increased substantially except the freight
rate, wrhich remains about the same.
Mr. Gary says he is willing to take over the operation of the line from
Philipp to Charleston and is prepared to give necessary security to operate it in
the public interest. I thought he had designs on taking over a part of the rail-
road, and now it has been proven by his own admission. He fairly struts before
12 ILLINOIS CENTRAL MAGAZINE
you as one who thinks he has called a big bluff. He says he knows the Philipp-
Charleston line is a money-maker and he evidently has a desire to take over any
thing which promises to produce money. I suggested turning this property
over to Mr. Gary and Mr. James and I am unwilling to let Mr. James out of it.
If he can operate a. railroad under real difficulties as successfully as he has
operated his plantation under alleged difficulties, I think there is a chance that
he might make a go of it. Now, if Mr. Gary and Mr. James really want to
enter the railroad field, I will offer them the opportunity. I will advise the stock-
holders and directors of the Yazoo & Mississippi Valley Railroad Company to
turn over to them the line from Charleston to Philipp in its entirety at a nominal
rental of one dollar per year for a period of years to be agreed upon, provided
they will take care of existing contracts with our patrons as to use of the track
in a manner satisfactory to such patrons and provided the arrangement is ap-
proved by the Railroad Commission of the State, and that no legal obstacles
prevent. Mr. Gary and Mr. James will furnish their own equipment and roll-
ing stock, pay all the expenses of operating the line, receive the local rate on
business local to this line and on through business such proportions of through
rates as the Illinois Central and Yazoo & Mississippi Valley Railroads now allow
to other short lines in the Mississippi Valley. Of course, they are to pay taxes
and insurance, and enter into bond in an amount to be agreed upon with satis-
factory sureties, whereby they will undertake to protect the Yazoo & Mississippi
Valley Railroad Company against all claims, suits, damages and demands of every
kind arising during the time they are operating the property, and providing fur-
ther that they will turn the property back to the owner at the end of the period
in substantially as good condition as it was when it was turned over to them.
If the outline of this proposition is interesting to these gentlemen, and they will
advise me, I will immediately arrange for authorized representatives to meet
them in conference for the purpose of agreeing upon the details.
There is one other thing I desire to mention. It is 'unimportant, I will admit,
except to show how Mr. Gary occasionally loses himself when he rails about the
the James case. I quote as follows from his article published on the 12th inst.,
in which he refers to my article published June 28th. "In his reply to me he
quoted me as follows : 'Mr. Gary stated in his article that he asked every one of
the twelve jurors how they stood.' Now, President Markham, if you can con-
vince any minister of the gospel in this county that I made any such a statement,
I will give to that minister's church a donation of one thousand dollars, if I have
to mortgage my home to make good my word." Here are Mr. Gary's exact
words quoted from the eighth paragraph of his article dated June 2, 1917, which
appeared in the Tallahatchie Herald of June 6, 1917: "I was present when the
verdict was rendered and as soon as the jury was discharged talked to every
member of the jury. It was my understanding that the three jurors mentioned
were in favor of returning a verdict in favor of Mr. James, but did not agree
with the other nine in the amount." Now, I submit that Mr. Gary will have to
do some hair splitting if he avoids paying over that $1,000 to some minister of
Tallahatchie county.
Having wrung from Mr. Gary, as the representative of Mr. James, the admis-
sion made publicly before you that the James plantation has not been destroyed
and that Mr. James actually raised and marketed more cotton during some of
the years complained of in his suit than be ever raised and marketed before, and
that he knows nothing whatever about the high waters in the Tallahatchie river
of April, 1917 — higher waters than occurred in any of the years complained of
by Mr. James except the year 1912, and almost equaling the high water of that
year — the object of this controversy has been accomplished and I leave the case
with yon. Yours truly,
C. H. MARKHAM.
LIU UPINK7N
What the
RAILROADS ASSERT COAL
MOVEMENT IS GREATER
THAN EVER
Information Elicited from Testimony
Before Illinois Court
Chicago, August 25. - - Testimony
given by R. H. Aishton, president of
the Chicago & North Western Rail-
way, and Charles H. Markham, presi-
dent of the Illinois Central, before
Chief Justice Carter of the Illinois
supreme court showed that the railways,
both of the state of Illinois and
those of the United States, have moved
more coal within recent months than
they ever did before in their history.
The testimony was given at the hearing
on the question of fixing coal prices in
Illinois.
Mr. Aishton's statement was as
follows :
"Within a few days after declaration
of war and at the request of the Coun-
cil of National Defense, a meeting of
the railroad presidents of the country
was called and a railroads' war board
selected to -sit in Washington and give
such direction to the operation of the
railroads as would result in obtaining
the highest degree of efficiency. It was
agreed that for the period of the war
the railroads should be operated by the
board as a single system, eliminating all
individual and competitive activities.
One of the first orders issued by the rail-
roads' war board was that preference be
given to the movement of coal and iron
ore and the railroads were advised to de-
World thinks
vote all of their energies toward secur-
ing increased car efficiency. As a re-
sult of the extraordinary efforts put
forth in this direction in car mileage and
car co-operation of shippers there has
been a marked increase in car mileage
and car loading, the increase for May,
the first full month following organiza-
tion of the war board, showing about 16
per cent more freight service, with
practically the same number of cars and
locomotives as last year. For the four
months, April to July inclusive, this year
the coal carrying roads of Illinois repre-
sented at this meeting have loaded
7,173,746 tons more coal than for the
corresponding period last year, which
shows they are doing their part. All of
the Illinois roads are storing winter
coal to the extent of their ability, and
to the extent that coal can be stored for
that purpose, it will leave just that many
more cars available for commercial use
during the winter months. The use of
cars suited for coal loading, for handling
sand and gravel, as well as road and
building material generally, is being re-
stricted to the lowest possible use con-
sistent with our duties as common
carriers, and, notwithstanding the dif-
ficulty of obtaining labor and material,
the number of bad order cars is>" being
kept down to the lowest possible
minimum."
Mr. Markham's statement was as
follows :
"In addition to the ordinary normal
business, there has been a very large
increase in the regular commercial traf-
fic, such as manufacturing products and
14
ILLINOIS CENTRAL MAGAZINE
everything of that kind. The require-
ments of the government the last few
months; special movements of materials
of all kinds for the building of ships;
for the construction of cantonment
camps, and everything of that character,
have made a largely increased burden,
and in addition to that there has been
a complete change in the natural flow of
some important commodities, one of the
most important of which is coal.
"As an example, in ordinary years
31,500,000 tons of coal go up the lakes
by boat. This supply is generally dis-
tributed throughout the states of Wis-
consin, Minnesota, North and South Da-
kota, Nebraska and Iowa. This year,
owing to the enormous tonnage of ore,
there has been a shortage of vessel
tonnage, and there will be a shortage of
this class of coal from ten to fifteen mil-
lion tons, which will have to be made up
by the movement from Illinois, Indiana
and Kentucky fields. This, couoled with
the increased demand throughout the
territory naturally tributary to these
particular fields, has given the railroads
a task to move all of this additional ton-
nage. The railroads have realized this
situation. They have not been asleep.
They have been co-operating in .every
way through the National War Council,
the National Council of Defense and
other bodies, through a patriotic or sel-
fish motive, whatever you might call it.
There never has been a time when
the coal movements have averaged so
many miles per day. Coal is practically
preference freight today on every rail-
road, whether in the shape of an empty
car going to the mines or a loaded car
coming from the mines.
Through the co-operation of shippers
the average load of coal per car had
been increased nearly ten per cent,
which increase automatically increases
the supply of emptv cars ten per cent. —
Virginia, (Minn.} Virginian, August 25,
1917.
of the country have increased their haul-
ing ability from 10 to 40 per cent, ac-
cording to a statement by Charles H.
Markham, president of the Illinois Cen-
tral.
Markham stated that increased ef-
ficiency of employes, quicker loading and
unloading, loading of cars to capacity
instead of half to three-fourth capacity
as before, and moving cars faster had
worked wonders at relieving the car
shortage. "On our road," said Mark-
ham, "we formerly averaged a move of
thirty miles a day for each freight car.
Now, through more efficient handling,
we average forty miles a day. In other
words, we have practically increased our
equipment by 33 per cent. Other roads
over the country have done about the
same thing. I have not the slightest
fear that there will be any trouble this
winter, and think that the roads will
handle with reasonable promptness all
of the traffic offered them." — The Mar-
ion Evening Post, Wednesday, August
29,
SAVE RAILROAD POWER TO
HELP WAR WORK, EDICT
Fuel Is to Be Conserved, and Duplica-
tion of Trains to Be Eliminated
I. C. NOT AFRAID OF CAR
SHORTAGE.
Chicago, August 28. — Without anv
great increase in rolling stock, railroads
"Conserve the man power of rail-
roads for use in war activities."
This was the order which today went
out over the eleven big railroad trunk
lines of the West, coupled with an order
to economize in fuel. B. L. Winchell,
director of traffic of the Union Pacific
Railroad, chairman of the railroad com-
mittee of the West, told representatives
of the eleven trunk lines that it was
President Wilson's wish, as well as the
wish of the war board, in which the
railroads were asked to co-operate.
The war board appointed Mr.
Winchell chairman of the railroad com-
mittee of the West, and he called a con-
ference of representatives of the trunk
lines today. The representatives met in
the offices of the Union Pacific Railroad
in the Garland Building.
The economy in man-power and fuel
ILLINOIS CENTRAL MAGAZINE
15
is to be brought about by eliminating
duplication of passenger train service
wherever possible and by taking what-
ever other steps Mr. Winchell deems
will assist in the movement.
The following railroads were repre-
sented at the conference :
Union Pacific.
Chicago & Northwestern.
Chicago, Milwaukee & St. Paul.
Southern Pacific.
Missouri Pacific.
Atchison, Topeka & Santa Fe.
Great Northern.
Illinois Central.
Chicago & Alton.
Missouri, Kansas & Texas.
Chicago, Rock Island & Pacific.
Roads Alive to Situation
"The qountry, due to war activities,
may be short of fuel, power and men,
and the railroads will do their part in
the crisis by helping in the situation,"
said Mr. Winchell. "If there are any
duplications in train service which can
be avoided without inconvenience to the
public, the duplications will be avoided
and the man power and fuel thus be
saved for other purposes.
"One method of saving both man-
power and fuel will be to eliminate du-
plications in train service. Another
might be, where the traveling conveni-
ence of the public is the same, to in-
crease the carrying capacity of passenger
trains and to economize on the number
of runs. This, in short, is the scope of
the subiect the railroad representatives
will study and are determined to remedy.
"The Union Pacific Railroad at the
present time is doing all it can to re-
lieve the situation. Wherever our young
men have been drafted for army serv-
ice we are filling their places with
women — stenographers, telephone oper-
ators, telegraphers and clerks. Exten-
sion of this plan wall be another matter
considered." • — Chicago Post, August
28, 1917.
resident of Pittsburgh, having just re-
turned to his Chicago headquarters after
a comprehensive tour of the South,
writes to the Dispatch as follows :
"The South was never more prosper-
ous and conditions point to another ban-
ner year for the people south of the
Ohio River. The value of the cotton
crop last year amounted to $1,500,000,-
000. This year the value will be $2,000,-
000,000, and this is $1,000,000,000 more
than the total value two years ago. Cot-
ton prices continue high. Sugar, rice,
tobacco and corn all are good crops and
good prices, sugar selling for double
what it did three years ago. Cars are
moving more freely and there will be
no serious trouble moving crops this fall.
To me the South offers great opportuni-
ties. I look for high prices for cotton
for sometime." — Pittsburgh Dispatch,
August 25, 1917.
WITHOUT NEW CARS RAIL-
WAYS HAUL MORE.
Ten to Forty Per Cent Added to Ton-
nage Carried by Lines, Says
President of Illinois Central
PRESIDENT MARKHAM
OPIMISTIC
President Charles H. Markham of the
Illinois Central Railroad and a former
(By Associated Press)
Chicago, Aug. 28. — Without any great
increase in rolling stock, railroads of the
country have increased their hauling
ability from 10 to 40 per cent, according
to a statement by Charles H. Markham,
president of the Illinois Central.
Mr. Markham stated that increased
efficiency of employes, quicker loading
and unloading, loading of cars to ca-
pacity instead of half to three-fourths
capacitv as before, and moving cars
faster had worked wonders at relieving
the car shortage.
"On our road," said Mr. Markham,
"we formerly averaged a move of 30
miles per day for each freight car. Now,
through more efficient hauling, we aver-
age 40 miles a day. In other words, we
have practically increased our equip-
ment by 33 per cent. Other roads over
the country have done about the same
things. I have not the slightest fear
that there will be any trouble this winter
16
ILLINOIS CENTRAL MAGAZINE
and think that the roads will handle with
reasonable promptness all of the traffic
offered them." — Minneapolis, Minn.,
Tribune, 8-28-17.
TO LOAD GRAIN AT NIGHT
Illinois Central Will Follow Plan to
Facilitate Shipments
Elevator companies have been asked
to load grain cars during the night in
order to facilitate the movement of
crops, according to Fred Austin, com-
mercial agent for the Illinois Central
Railroad.
The railroads are arranging their
freight train schedules in order to move
the crops as speedily as possible, Mr.
Austin declared.
Movement of freight has been in-
creased forty miles per day since July
15, Mr. Austin declared. With the
co-operation of grain men, cars can be
"spotted" in the evening and loaded
that night, so movement can be com-
menced the next morning.
The demand for box cars has in-
creased during the last week, all railroad
offices report. The Northwestern is ex-
pecting new cars daily. Automobiles
will be shipped in open cars in order
to use the box cars for grain. — Sioux
City (fa.) Journal, August 23,
I. C. MAN TO DIRECT TROOP
TRANSPORTATION.
Baton Rouge, La., August 25. — Victor
E. Labbe, traveling passenger agent for
the Illinois Central lines, has been desig-
nated by the American Association of
Railways to take charge of railway ac-
commodations for the transportation of
Louisiana's drafted men to mobilization
camps. Mr. Labbe will direct the en-
trainment of the new troops on all rail-
roads in the state. He will open head-
quarters in the Adjutant General's of-
fice on August 28. New Orleans La
State, 8-26-1917.
EMPLOYES AS MOLDERS OF
SENTIMENT
The average employe in a commer-
cial business recognizes that his inter-
ests , and his company's interests are
identical. Unless the business pros-
pers he cannot hope for increased
wages, and consequently he promotes
the welfare of the concern in every pos-
sible way that he can. He is not only
energetic in discharging his routine duties
but keen to seize opportunities to raise
his company in public esteem. Un-
fortunately, railroad employes have been
lacking in this respect and much can
be accomplished if they are properly
stimulated. Sometime ago T. J. Foley,
general manager of the Illinois Central,
discovered what far-reaching results
followed a common sense expression of
opinion by a conductor favorable to his
road. This led him to consider the pos-
sibilities of enlisting train service em-
ployes as missionaries on public rela-
tions in conjunction with their duties in
daily contact with the patrons of the
company. In a bulletin, summarized
elsewhere in this issue, he calls the at-
tention of trainmen and enginemen to
the good effects of a statement of fact
now and then, when in the interests of
the road's welfare, and announces that
he intends to issue circulars from time
to time, setting forth concrete and
illuminating statistics concerning the af-
fairs of the Illinois Central and the rail-
road situation generally. Some of the
employes, prejudiced by a tradition of
antagonism toward the management,
may not be much assistance in the cam-
paign that Mr. Foley contemplates, but
the more intelligent men .will be able to
accomplish much if they are sufficiently
courteous in presenting their ideas to
the traveling public. Therefore, the
importance of tact and caution should
be strongly impressed on them. The
possibilities of a campaign of education
through train service employes are in-
deed great. Perhaps no other one factor
could more effectively assist the rail-
roads in securing recognition of their
real needs than a general presentation
of their side of the case by these em-
ILLINOIS CENTRAL M4GAZINE
ployes. No less important than the
direct advantages to the railroads accru-
ing from this plan would be the educa-
tional benefits to the men which would
be derived from a series of circulars
such as Mr. Foley contemplates. When
train service employes learn the truth.
17-
they will realize that the carriers can-
not be milked without end, but must be
nourished and fostered if the public is
to have satisfactory service and em-
ployes better wages. — Railway Age
Gazette, July 27, 1917.
YOU ARE SELECTED IN THIS CRISIS OF YOUR COUNTRY
to become an effective right behind the trenches! Distance is a matter of transportation.
Our transportation system can reduce your disadvantages as A FIGHTING MAN,
so that your bit done in this country will be work you are "selected" and best fitted for done
RIGHT BEHIND THE BATTLE LINE. Fight the devil with fire! Fight the
enemy with efficiency! Direct the efficiency of your own business into a practical sup-
port of your country in this crisis.
THINK! to win the war the resources of this couutry must be transported to the bat-
tie front! SUPPLIES ARE HELD AWAITING every excessive car you use or
delay I DISTANCE IS LACK OF TRANSPORTATION ! FRANCE to-day
IS NEARER THAN GETTYSBURG of 40 years ago.
Load Cars Heavily And Handle Them Quickly.
Average increase in weight per
carload shipment over same
months of previous year.
1917
Jan.
4200
Pounds
OUR RECORD
1917
Feb.
1300
Pounds
1917
Mar.
6024
Pounds
1917
Apr.
1917
May
9706
Pounds
RECORD OF LOADING AND UNLOADING.
Cars released before beginning
of free time. 15.68? 22.42? 23.30% 26.0? 24.01?
Cars released before eipiration
of free time. 92.81? 83.10? B5.78? 92.0? 90.29?
Average detention per car at
our New Orleans plant. 1 day 2/$ day 1 % day J/2 day I ^ day
NOT A BOAST - - A KNOWLEDGE OF WHERE WE STAND - - WE HOPE TO IMPROVE IT.
What Is Your Record Messrs. Shipper And Railroad Man?
TRAFFIC DEPARTMENT
June 30th, 1917.
PENICK & FORD, Ltd.
New Orleans, La.
L* "11
ouiswle,
the Kentucky Tvletropolis
•witk
and varied, attractions ..
w
In that great number of princely mu-
nicipalities tapped by the Illinois Central
Railroad, none stands out as a more typ-
ically American, modern city than Louis-
ville, the metropolis of Kentucky. It is
a city worth visiting. It is one in which
living is worth while, if the universal
testimony of its nearly 250,000 inhabi-
tants is to be accepted.
Level, well-paved streets, substantial
public and private buildings, imposing
factory districts and beautiful homes are
characteristics of the city which will lin-
ger in the mind of the visitor. A de-
lightful climate and a record for health-
fulness surpassed by no other city are
two other features which the citizen sel-
dom fails to call to the attention of the
stranger.
Louisville rightly boasts of its park
systems, with 1,700 acres of well-kept
lawns and woods, streams and drives.
There are twenty-three, playgrounds
owned by the municipality within the
city limits. There are 265 churches, of
every denomination. Sixty-three pub-
lic school buildings and numerous col-
leges and seminaries tell of the educa-
tional status of the city. A main public
library, with ten branches, circulates
more than 1,000,000 volumes a year.
The city's sewerage system, if laid in a
straight line, would stretch from Louis-
ville to Chicago. There are more than
100 miles of paved streets and the area
of the city is almost 18,000 acres.
Thus briefly may be described the big
urban community at the Falls of the
Ohio — a community whose past is glor-
ious, whose present is the epitome of
progress and whose successful future is
assured by the spirit and enterprise of
a determined citizenry.
Famed as a Convention Place
Louisville stands out so pre-eminently
as a metropolis easily accessible and a
place of famed hospitality that its self-
applied title of "America's Favorite
Convention City" is challenged by few,
if any, of its sister cities. Convention
getting and convention entertaining are
enterprises systematically carried on with
marvelous success the reward.
Under the auspices of the Louisville
Convention and Publicity League this
important work has been conducted in a
business-like manner for the past seven
years. Between 125 and 150 conven-
tions and other gatherings of state, in-
terstate and national interest are held
in the city each year.
Louisville has every requisite of the
ideal convention city. It is located less
than seventy-five miles from the center
of population of the United States. It
is estimated that nearly three-fourth of
the inhabitants of the union live within
twenty-four hours by rail of the Ken-
tucky metropolis. Nine trunk lines of
railway enter the city. Numerous inter-
urban electric lines connect it with the
cities and towns near at hand.
Excellent Hotel Facilities
No other city of like size can boast of
18
ILLINOIS CENTRAL MAGAZINE
19
better or greater hotel facilities. The
adequacy of accommodations for vis-
itors is readily apparent when it is borne
in mind that among the many large na-
tional meetings which have been held
here are the National Encampment of
rates are never raised by them on ac-
count of the influx of convention vis-
itors.
Facilities for caring for large crowds
are excellent. Louisville boasts of one
of the best city railway systems in the
the G. A. R., the Confederate Veterans' country. Large, comfortable street cars
- •
Public Library
Reunion, Triennial Conclave Knights
Templar, Biennial Encampment Knights
of Phythias, North American Saenger-
bund, National Dental Association and
scores of other equally large and impor-
tant gatherings. One proud and truthful
claim for the hotels of Louisville is that
traverse every section of the city and
passengers are provided with practically
universal transfers. All of the cars are
heated in winter.
Big Exposition Hall
In the First Regiment Armory a gi-
gantic floor space greater in area than
20
ILLINOIS CENTRAL MAGAZINE
Madison Square Garden offers excep-
tional opportunities for conventions and
expositions. All of the leading hotels
have commodious convention halls,
while theaters, public halls and churches
have ever furnished adequate assembly
rooms for the largest gatherings. As a
crowning aid to the facilities offered in
this direction, there will shortly be erect-
ed a magnificent convention hall to house
the largest attractions. Funds for the
structure have been raised and a site
has been purchased.
For the visitor there is a constant of-
fering of wholesome amusement. Good
theaters and innumerable movie houses
provide entertainment the year round.
In spring and fall there are races at
Louisville Board of Trade, offered the
government use of a rolling tract of land
comprising about 3,000 acres and situat-
ed on the southeastern outskirts of the
metropolis. The site is reached by both
steam and electric cars and is less than
twenty-five minutes automobile ride
from the heart of the city.
The contractors announced completion
of the cantonment on August 25, exactly
nine weeks after the work began. A
total of more than 1,200 buildings were
erected in that time; Numerous other
structures, not contemplated in the orig-
inal plans, are under way and will be
completed before the close of the cur-
rent month.
As this issue of the Magazine goes to
CEMENT PLANT, KOSMOSDALE, KY., NEAR LOUISVILLE.
Churchill Downs and Douglas Park.
Well-conducted amusement parks add to
the joys of citizens and visitors alike
during the summer months. Each Sep-
tember tens of thousands of Kentuck-
ians spend a week in the metropolis of
their state in attendance on the Kentucky
State Fair.
Site of "Camp Taylor"
One of the newest and most imposing
of Louisville's attractions is "Camp
Taylor," the cantonment wherein will
be trained a part of the new American
army. The selection of Louisville as a
site for one of the sixteen cantonments
followed when its citizens, through the
press there are upwards of 12,000 re-
cruits in the new national army at Camp
Taylor, drafted from Indiana, Illinois
and Kentucky, and with the calling of
the last members of the original army,
the camp will have more than 42,000 of-
ficers, soldiers and civilian employes
within its confines.
The extreme length of Camp Taylor
is more than five miles and the average
width two and a half miles. The group
of hospital buildings alone cost more
than $500,000.
Things Worth Seeing
Louisville combines the picturesque
past with the progressive present. The
ILLINOIS CENTRAL MAGAZINE
21
city had its beginning when Gen. George
Rogers Clark and his band of pioneers
floated down the Ohio River and landed
at Corn Island, a spot still distinguish-
able when the waters of the river are
low. The city was named after King
Louis XVI of France.
Some idea of those things which make
it a place of marvelous interest may be
gained by a journey over the wide, well-
paved streets and boulevards, starting
at the Court House on Jefferson Street,
shopping, hotel and theatrical district,
with splendid stores and high office
buildings lining the thoroughfares. At
Third and Green streets is located the
Courier- Journal, a newspaper made fam-
ous over the world by the pen of Henry
Watterson. On Walnut street, between
Third and Fourth, is the Pendennis
Club, widely known, and near to it the
beautiful club house of Louisville Lodge
No. 8, Benevolent and Protective Order
of Elks. The Postoffice and Custom
between Fifth and Sixth, in the very
heart of the city. Immediately in front
of the Court House, a massive-walled
building dating back to 1837, is the finest
and costliest statue in existence erected
to the memory of Thomas Jefferson. It
stands on the largest block of gray gran-
ite ever quarried. In the rotunda of the
Court House is the famous Joel T. Hart
statue of Henry Clay.
One block away, at Fourth and Jeffer-
son streets, the traveler enters the retail
House, a majestic building of granite,
is located at Fourth and Chestnut streets.
A journey one block south will carry
the traveler to Fourth and Broadway,
where the Warren Memorial Church is
one of the city's show places. At Third
and Broadway is the new Y. M. C. A.
and also the mammoth Weissinger-Gaul-
bert Apartments, the largest apartment
house in the world at the time of its
erection, a few years ago. .A block fur-
ther east is the handsome building of
22
the Y. W. C. A., while diagonally across
the street is the artistic home of the Y.
M. H. A.
Many Beautiful Buildings
At First and Broadway is the beau-
tiful Presbyterian Theological Seminary,
declared to be one of the architectural
wonders of the middle west. On Broad-
way also is the Southern Baptist Theo-
logical Seminary, the chief institution of
learning of this denomination in the
South. The traveler may turn from
Broadway into Third street and, moving
South, will pass the Louisville Free Pub-
lic Library at York street. It is a mag-
nificent combination of Greek and Rom-
an architecture. Palatial homes with
spacious lawns, greet the eye as the trav-
eler continues out Third street to Grand
Boulevard. Where the city street merges
into the suburban thoroughfare, a grace-
ful shaft stands, surmounted by the fig-
ure of a soldier. This is the Confederate
monument erected by the women of the
South.
Returning towards the city's center,
the new million dollar City Hospital will
be found at Floyd and Chestnut streets.
The largest winter wheat flour mill in
the world will be seen on a trip east on
Broadway as the journey progresses to-
wards "The Highlands," a beautiful res-
idential district. Cave Hill Cemetery,
the equestrian statue o'f Gen. John B.
Castlemen, the statue .of Daniel Boone,
the city's $3,000,000 filtration plant, the
monument to President Zachary Taylor,
the great Bourbon Stock Yards and a
score of other interesting things will
gree< the visitor to this section of the
city, and its equally attractive neighbor-
ing section, "Crescent Hill."
Nor should the traveler who enjoys
the combined handiwork of nature and
man fail to take a spin up the River
Road, with the Rhenish scenery of the
Ohio on one side and the country estates
of numerous wealthy Louisvillians on the
other.
Life Saving Station
Sights of rare interest greet the visitor
to the river front, where packets and tug
boats and pleasure craft are found in
numbers. Here, too, is the only govern-
mental life saving station on inland wat-
ers in America, made necessary by the
rapids plainly visible from the shore.
Three great bridges connect Kentucky
and Indiana at this point.
Traversing Main street from First to
Fifteenth, the sight-seer will behold the
largest whiskey market in the world,
and will travel for blocks through rows
of warehouses, known as the "Tobacco
Breaks!" Nowhere on earth will be
found a loose leaf tobacco market of such
importance.
Shawnee Park, a beauty spot on the
banks of the Ohio, and a great and inter-
esting factory district, will attract the
attention of the visitor to the Western
section of the city. If the journey is
then continued to the extreme south, the
reward will be a drive through Iroquois
Park, a great reservation of more than
1,000 acres, city-owned and reputed to be
one of the most beautiful natural parks
in the world.
Great Industrial Center
Although Louisville has long been rec-
ognized as an industrial center, particu-
larly rapid strides have been made in
this direction in recent years. In 1916
a concerted effort for the bringing of
new industries to their city was launched
by the citizens and the result was the
organization of the Louisville Industrial
Foundation; More than $1,000,000 was
subscribed as a working fund.
This city has the largest plow factory
in the world. Likewise, it claims the
largest bath tub factory, the largest han-
dle factory, and the largest tobacco and
whiskey markets on earth. Flour, boxes,
mahogany lumber, leather, cement, var-
nish, wagons, electric trucks, wire and
iron, soap, clothing, motors, pianos and
furniture are a few of the countless
products of Louisville industries shipped
to all points of the compass.
The central location of the city and
its rail and water transportation facili-
ties are not the least important of its
factors as a manufacturing community.
Ninety-three per cent of the city's popu-
lation is native born and it is one of the
most satisfactory labor markets in the
country. There are nearly 30,000 indus-
ILLINOIS CENTRAL MAGAZINE
23
trial operatives in the city. Cheap gas,
electric current and water are listed
among the attractions industrially while
housing conditions for workmen, togeth-
er with school, church and recreational
facilities are declared to be almost ideal.
On "The Dixie Highway"
Louisville is situated both on "The
Dixie Highway" and "The Midland
Trail" and consequently is a mecca for
tourists by automobile. About 100 miles
from the city and accessible either by
rail or automobile is Mammoth Cave,
one of the Eight Wonders of the World.
The national memorial to Abraham Lin-
coln, housing the martyred president's
birth cabin, is near Hodgenville, on the
Illinois Central, and a scant sixty miles
from the chief city in Kentucky. The
far-famed Bluegrass Region comes to
the very door yard of the city, as it were,
and can be toured in a day from this
point, while French Lick Springs, known
the world over, is but a ride of some
four hours through beautiful Indiana
scenery.
Sister Cities in Indiana
New Albany and Jeffersonville, on the
Indiana side of the Ohio, are so closely
linked with Louisville that no descrip-
tion of the latter would be complete
without including these cities. The gov-
ernment's largest Quartermaster's Depot
is located in Jeffersonville at .the junc-
tion of three trunk lines, and it occupies
acres of solid buildings and houses army
equipment valued at millions of dollars.
The three bridges connecting Louis-
ville with her Indiana sisters maintain
a permanent and certain gateway be-
tween the North and the South. Many
of the other gateways between the two
sections are automatically closed during
high floods, but in the highest floods that
have ever visited the Ohio River, com-
munication has never been cut off by
reason of the Louisville, New Albany
and Jeffersonville gateway.
The great Howard Ship Yards, which
build boats for every part of the world,
are located just across the river from
Louisville, and both New Albany and
Jeffersonville possess many large fac-
tories.
About 8,000 residents of the two In-
diana cities are employed permanently
in Louisville, and a large number of
citizens of Louisville maintain summer
homes,, and many of them permanent
homes, on the north side of the river.
The three cities are connected by the
Louisville and Southern Indiana Trac-
tion Company interurban lines and the
"Big Red Car" has become a familiar
figure in each of them. This line of cars
passes Glenwood Park, a beautiful nat-
ural bit of scenerv lying half-way be-
tween New Albany and Jeffersonville.
MILITARY
DEPARTMENT
Letter from a Former Illinois Central Employe Now
at the Front
Base Hospital No. 12, U. S. A.,
c/o General Hospital No. 18,
B. E. F., France,
August 9, 1917.
My Dear Mr. Mudge:
Many thanks for your kind letter, received at this end about ten days ago,
as well as the I. C. Magazine and booklet published by the D. L. & W. R. R.
Company.
The weather here for the past ten days has been of the worst variety I
ever experienced and certainly was a blessing for the F'ritzies during the last
offensive undertaken by the Allies. It rained where we are for seven succes-
sive days and nights. We would go to bed with it raining and get up with the
same downpour, and you can imagine how we felt when you take into con-
sideration the fact that we are under canvas that is not entirely waterproof.
Nothing but a brick could have withstood the water showered onto us and I
consider myself pretty lucky when I think that our tent had only two or three
leaks. At night all we could do was to blow out the candle, pull our shelter
half over our blankets (the wet, cold, clammy things) and go to sleep thinking
of how comfortable we used to be.
As you must realize, during the past week, or when the big drive was started,
we were extremely busy, but between carrying stretchers, etc. (a sort of side •
line for me that only took up about five hours out of -the twenty-four) and work-
ing extra time at the office (the last ten days of the month are our busy ones)
I took occasion to go through one of the hospital trains that happen to be
switched on a siding at this point. It was quite a revelation to me, and if
you wrll just think of a most modern hospital you will get a better idea of
it than if I should try to describe it. In the -first place the train is made up
of sixteen cars of steel construction and electric lighted throughout. Of
these cars, six are used for quarters of the nurses, doctors and orderlies,
kitchens, office space and supplies. Each train carries approximately forty-
five orderlies, three nurses and two doctors as well as a couple of office
men. In response to my request as to whether we (my two tentmates and
myself) could go through this particular train, the man in charge said "Cer-
tainly," and we started right in at the end. The rear two cars are for the
doctors and nurses and the first kitchen which supplies the doctors and
nurses with their meals and the first four cars of patients. Next come the
quarters for the orderlies and this car is similar to any of the equipment of
England, it being of the compartment style. For the serious cases, the cars
are open from end to end (by this I mean that there are no compartments)
with one aisle down the middle of the car and beds, three deep, on either side.
24
26 . ILLINOIS CENTRAL MAGAZINE
By this arrangement thirty-six can .be accommodated. In the middle of the
train is the car containing the office space (the names of the wounded together
with their regimental number, name of regiment, etc., are checked here as
against lists received from the Casualty Clearing Station from which they are
received, as well as the performance of other necessary detail work) and oper-
ating room. Of course, you understand that very few operations are made
en route between the Casualty Clearing Station and the base hospital to which
destined, but should a case come up where it is deemed inadvisable to wait
until destination is reached they are prepared to do all cutting. For the cases
that do not require constant care, the cars are of the compartment variety
with six to a compartment and six compartments to a car. In all cases, where-
ever it is possible, one man is placed in a compartment who is able to take
care of himself and at the same time be of some assistance to the other five
in the compartment. At the forward end of the train is another kitchen.
Electric fans are placed in all compartments, etc., the power being generated
the same as on Pullman Equipment.
Of course, it is not all work here although we are running extremely
short-handed and none of us get very much sleep. Reinforcements from Chi-
cago are expected some time this month. The other day we had a band concert
and I certainly wish we had the use of our cameras for the sight was one
which I will never forget. Gathered around the band on all sides were the
patients, the^ representing wounded soldiers from all parts of the world —
Austria, England, France, Portugal, South A.frica, Ireland, Scotland, Belgium,
Jamaica, Canada, and last, but not least, as the Germans will soon find out,
America. All, with the exception of the Americans, wore the hospital costume
of light blue trousers and coat, white shirt with roll collar and red tie — note
the red, white and blue colors. For the patients who could stand the open air
but who could not walk, the orderlies carried them on stretchers to where
the band was playing and gave them a parasol (Japanese) and this together
with the bright warm sunshine only added to make the scene kaleidoscopic
in its aspect. American .ragtime was mixed in with the balance of the program
and all had a very enjoyable time. It was such a success that I understand
that arrangements are n^w under way to give us a concert at least every ten
days.
We have our baseball games and get the major league results over here
so you see we are not entirely lost. I have noted lately that the states are in
the throes of another heat wave even severer to that of last year. I can imagine
how the beaches are filled by thousands trying to keep cool. They wouldn't
have much trouble doing that over here, although I am still wearing B. V. D.
(an article of clothing that is unknown by the natives over here). Was on
guard all last night and thought I would freeze to death for I had neglected
to take any blankets with me, thinking mv heavy army overcoat would suffice.
Never again. Often wish I was stretched out on the forward deck of the old
"Aitchpe," giving myself a sunbath after swimming.
Well, guess I'll get to work. Good-by.
Sincerely,
H. B. STRATTON.
Mr. Stratton at the time of his enlistment was employed as chief clerk to
Mr. H. N. Mudge, general advertising agent, passenger department, Illinois Cen-
tral Railroad Company. — Editor.
Interesting Letter from an Ex-Illinois Central Employe
Who is Now a Lieutenant in the American
Flying Battalion in France
Note: Young Bamrick is a son of R. P. Bamrick, now yardmaster of this company at Burnside. He
is 22 years of age and during vacation periods worked for the general storekeeper and shop superintendent
at Burnside. Later was employed in the Chicago postoffice. He also attended the De La Salle Institute
and was for five years a member of the Naval Reserves. — Editor.
Ecole d'Aviation, fours, France,
Indre et Loire, July 22, 1917.
My Dear Parents :
Received your letters last night when returning from flying, Father's let-
ter mailed June 19 and mother's on June 28, so you see it takes about a month
for the average mail to make the trip. When we write now the military mail
is held up in Paris for ten. days instead of opening, also civil mail. This gives
time for any military news td grow stale and become of no direct value. This
cuts down the censor's staff. So Bill is at home, so it is said. The arrival
of the U. S. Army at St. Nazzaire certainly "raised Cain," as they cannot
stand the idea of champaigne selling at 10 francs (less than $2.00) per quart.
We were doing our stunts far off the ground when they landed. They were
not near us at all, as we were in France much ahead of them. But, then, they
are jusv regular soldiers. (Snobbishness.) We get along very well here.
And as far as eats, everything is satisfactory. Breakfast at 4 :15 ; we get cof-
fee, bread (war), cheese, chocolate. Dinner, 10:30 a. m. ; soup, salad, roast
beef — never a change — beans, potatoes, bread, coffee, cherries. On Sunday
same, only apple butter for bread. Supper, 4 :30 p. m. ; same as dinner, with
cheese added attraction. Then when we return from our night's flying, we
spend a franc or so in the canteen. We have hot chocolate, two fried eggs,
good bread and country butter. So is our life. When we have time and
spare energy, we walk, Harry and I, to a place in a village about three miles
from here and get a real feed. Hope Aunt Soph is very well by now. Do not
overdo yourself, mother, in the way of work. There is no reason to give a
Top row- Left to Right: —
Harry Harrell, Len Bruton, .Ternigan, C. H. Hammann, Instructor M. Thienot,
Del Conley, arrow indicates Eclw. J. Bamrick, French Mechanician.
Bottom row — Left to Right: —
French Mechanician, Chas. Boylan, "Speed" Manley.
Class — French Caudron No. 16.
C-2895
28
ILLINOIS CENTRAL MAGAZINE
worried thought about me, so do not. Just write frequently, that's all. Send
some candy, if you want to, but do nothing extra to make it. Best wishes to
all, including visitors. Much love. Your affectionate son,
Ed.,
First Aero Detachment, U. S. Navy.
Care of P. M., New York, N. Y.
The Railroads' War Board
Special Committee on National Defense
Washington, D. C, Aug. 16, 1917.
The following statement is authorized
by Fairfax Harrison, Chairman of the
Railroads' War Board:
Reports just received by the Rail-
roads' War Board show that the rail-
roads of the country, in their co-operative
effort to give to the country the greatest
possible amount of freight service, have
effected an extraordinary improvement
in freight car supply.
These reports show that the excess of
unfilled car requisitions over idle cars,
or what is ordinarily but inaccurately
termed car shortage, was only one- fourth
as great on August 1, 1917, as on May
1, 1917.
The excess of unfilled car requisitions
on May 1st was 148,6.27; on June 1st
it was 106,649; on July 1st it was 77,-
682, and on August 1st it has been re-
duced to 33,776.
This result has been accomplished at
a time when the railroads are supply-
ing from fifteen to twenty per cent more
freight service with the same number of
cars than was, being given this time
last year, for the railroads handled in
July a tremendous increase in both gov-
ernment and commercial traffic.
The movement of cantonment supplies
alone occupied the full services of more
than 30,000 cars. There was also an
extraordinarily heavy demand for cars
to transport food products, as well as
materials to and from munition factories.
The result above achieved has been
accomplished by co-operation with the
railroads of shippers, regulating bodies
and the public in general. This co-opera-
tion has made possible the extensive
loading of freight cars, prompter unload-
ing, the elimination of a large amount of
unnecessary passenger train service, and
an opportunity generally to utilize the
railroad plant efficiently.
The aim of the railroads at the present
time is to put each car to the greatest
possible use, to have empty cars placed
where they are most needed, to prevent
overlapping and unnecessary service — in
other words, to make the entire railroad
system of the United States the most
effective possible transportation agency
in winning this war.
EN5-IN BERING-
DEPARTMENT
Draw Bridge Over New Basin Canal at
New Orleans
S. F. Grear, Chief Draftsman, Bridge Department
HP H<E Illinois Central and Yazoo &
Mississippi Valley railroads own a
large tract of land at New Orleans which
is being gradually developed into an im-
mense terminal for the handling and
storing of local freight. This is known
as the Poydras Yard Terminal. Four
concrete freight houses have been built
and a number of old brick warehouses
are still in use for storage. The facili-
ties also include a grain elevator and
team tracks.
The only entrance to this terminal is
a single track crossing New Basin Canal
near Broad Street. This track was or-
iginally the main line of the Y. & M. V.
before the present Union Station was
built.
The New Basin Canal is a ship canal
connecting the shipping basin just east
of the Union Station with Lake Pont-
chartrain. The passing ships and boats
require the bridges to be opened on an
average of about twelve times per day.
The old bridge at this point consisted
of a swing span supported on timber pile
piers and was turned by hand. Figure
No. 1 shows a picture of the old span.
This span was built in 1882-3 and was
designed for very light traffic. This re-
quired that all switching in Poydras
Yard be handled by light engines, and in
1914 it was decided to put in a heavy
span suitable for present conditions.
The type of span adopted is technically
known as the Strauss Trunnion Bascule
Bridge, patented by the Strauss Bascule
Bridge Company. The steel work is a
duplicate of the span erected at Galena
the year before.
On account of the heavy traffic in
the canal it was necessary to change the
location so that the new bridge could be
built without interferring with the oper-
ation of the old bridge.
The foundations consist of two con-
crete abutments and one pier, the greater
portion of the load being carried on the
pier. On account of the steel being so
close to the water, the amount of con-
crete was comparatively small, but con-
siderable difficulty was experienced in
keeping water out of the excavations.
The main pier was carried to a depth of
16.5 feet below the water line and is car-
ried on sixty-three timber piles 50 ft.
long. The greatest difficulty was expe-
rienced in putting in the west abutment,
which was carried 15.5 feet below the
water line or about 20 feet below the
ground, this abutment being in the bank.
On account of encountering quick sand
the sheathing failed and it was necessary
to redrive a portion of it with longer
sheathing. This abutment is carried on
seventy-two piles, as the piles did not
have as good a bearing as in the center
pier. The east abutment was not carried
so deep, and there was no difficulty in
constructing it. The masonry work was
done by the Gould Construction Com-
pany.
The steel work consists of a moving
leaf over the channel, 99 ft. 3 in. long,
and an anchor span of 62 ft. On ac-
29
30
ILLINOIS CENTRAL MAGAZINE
across NewBasm Canal
New Orleans .La.
count of crossing the canal at an angle,
the clear opening for boats is only 60 ft.
The moving leaf operates by rotating
about the main trunnion pin directly over
the pier. One of the accompanying pic-
tures shows the completed bridge closed
for the passage of trains, and another
shows the bridge open during the erec-
tion. It was necessary to erect the
bridge in this position so as not to inter-
fere with the passage of boats. All steel
was erected by company gang under
Foreman Perry.
The weight of the moving leaf is
counterbalanced by a large mass of con-
crete weighing about 250 tons. This
ILLINOIS CENTRAL MAGAZINE
31
counterweight is suspended directly over
the track and when the bridge is opened
it swings down within a few inches of
the rails.
The bridge may be opened or closed in
three minutes. It is operated by an elec-
tric motor with power from city wires.
The operating machinery was designed
and installed by C. H. Norwood.
The bridge contains about 600 tons of
steel and the total cost was about $70,-
000.00.
LETTER OF THANKS FOR TREATMENT RECEIVED AT THE HANDS OF
CONDUCTOR A. N. WAKEFIELD, TOGETHER WITH SUPER-
INTENDENT ATWILL'S REPLY.
Sup't. W. Atwill, Kuttawa, Ky., August 16, 1917.
Carbondale, 111.
Dear Sir — On July 1 my little daughter left St. Louis for Kuttawa, Ky., and the
train which she was on reached Paducah too late to make connection with the Kuttawa
train, so she had to stay over all night in Paducah, Ky., and this letter is to inform you
of the kind and courteous treatment she received at the hands of Conductor A. N.
Wakefield. He took her to the hotel and cheered her up and looked after her as care-
fully as if she had been his own little daughter. Anything you can do for him will be
greatly appreciated and I shall ever remember his kindness to my daughter. It is a
pity that all conductors are not pleasant and kind to the traveling public like he is.
Wishing you success and happiness, I am,
Yours truly,
J. W. Sanders.
Carbondale, August 20, 1917.
Dear Sir:
Mr. T. W. Sanders,
Kuttawa, Ky.
I wish to acknowledge receipt of your letter August 16, having reference to your
little girl making trip, St. Louis to Kuttawa, Ky., reaching Paducah too late to make
connection with train leaving Paducah for Kuttawa, and the kind treatment accorded
your daughter by Conductor A. N. Wakefield. »
As requested, your letter was referred to Conductor Wakefield for his information.
In this connection, will also state that the management of this company, as well as
myself, appreciate receiving letters of this kind.
Yours truly,
W. Atwill, Superintendent.
Some Facts and Figures About Arkansas
By Hugh Hardin, Commercial Agent
I N the year 1682 France acquired, by
right of discovery and by taking pos-
session, an immense region in America
extending from the Gulf of Mexico on
the south, northward to the Canadian
Line, and from the Mississippi River on
the east to the Pacific Ocean on the
west, and which they named Louisiana
in honor of Louis XIV, then King of
France. This 'territory was acquired by
the United States from France in the
year 1803, in what is known as the
Louisiana Purchase. Of this territory
twelve states and three territories were
formed, Arkansas being one of the
states.
Arkansas was admitted to the Union
June 15th, 1836. The state covers an
area of 52,000 square miles. It is situ-
ated in the center of the continent and
in the heart of the Mississippi Valley.
Its surface is in places low and level, in
others hilly and in others extremely
rough and mountainous. Along the
southern and eastern borders it has an
elevation of about 281 feet above the
Gulf -of Mexico, and along the northern
boundary it has an elevation of 2,340
feet. The highest point between the
Rockies and Alleghenies is Mount Mag-
azine, in Logan County, Arkansas.
Little Rock, the capital, is located
about the center of the state, on .the Ar-
kansas River. Its population is about
80,000. Little Rock was named by De
Soto and his band of explorers, who on
their journey from the Gulf of Mexico
up the Mississippi River, thence up the
Arkansas, saw no rocks until they
reached a point on the Arkansas River
near which the City of Little Rock was
afterward built. The other principal
cities in the state in the order named
are Ft. Smith, Pine Bluff, Hot Springs,
Helena and Texarkana.
Hot Springs, Arkansas, is famous the
world over for its wonderful medicinal
waters and from a climatic standpoint ;
the Hot Springs could not have been
more advantageously situated, as they are
removed from all extremes and northern
visitors find there a sure escape from
the severities of their winters, while
the summer heat is tempered by an
elevation of 1,000 feet above sea level.
The differences in latitude, longitude
and altitude give Arkansas as great a
variety of climate and soil formations
as are found in any state in the Union.
This variety of soil and climate has made
of Arkansas a state that is not dependent
upon any other state or country. It
would be possible to supply the needs
of the inhabitants of this state from
products of Arkansas soil or factory
without the aid of outside sources. This
is due to the great variety of crops that
can be raised in Arkansas and the other
developed and undeveloped natural and
artificial advantages.
The mineral resources of Arkansas
are worthy of more than passing notice,
32
ILLINOIS CENTRAL MAGAZINE
and while developed to some extent, the
development has not been complete by
any means. Arkansas is one of the
wealthiest states in the Union in mineral
resources. In fact, Prof. Jno. C. Bran-
ner, who made the original geological
survey in the state, is quoted as saying
that Arkansas is the richest state in min-
eral resources of commercial value of
any state in the Union, not excepting the
state of Pennsylvania. She has by far
greater value in her mineral resources
undeveloped than those developed. .The"
following minerals are now being mined
profitably in the state : Manganese, lead,
zinc, marble, tripoli, diamonds, granite,
clay, Fuller's earth, phosphates, coal and
Bauxite. It has been stated that the zinc
mined in Arkansas is the best grade of
metallic zinc found in the United States.
Arkansas coal has been specified a num-
ber of times for use in the United States
Navy, and more than a million tons are
mined annually.
Arkansas is the only diamond produc-
ing state in the Union. In fact, the dia-
mond mines in Pike County, near Mur-
freesboro, Arkansas, are the only known
diamond mines of value in North Amer-
ica. The diamonds found in this state
have stood the test and have been pro-
nounced by recognized authority as equal
or superior in quality to any discovered
in South Africa. In this field over four
thousand genuine diamonds have been
mined to date.
Aluminum ore (Bauxite) is one of the
principal ores mined in Arkansas. The
deposits developed lie in Saline and Pu-
laski counties, only a short distance from
Little Rock. The American Bauxite
Company is the owner of the largest de-
posits, and is engaged in mining the ore
and shipping it out for purposes of man-
ufacture. This company also operates a
railroad about three and one-half miles
long in connection with its ^mining inter-
ests, which is known as the Bauxite &
Northern, and which connects with the
Rock Island at Gibbons, Arkansas, and
with the Iron Mountain at Bauxite Junc-
tion, Arkansas.
Arkansas is one of the few states
which still have large areas of commer-
cial forest awaiting utilization. There
are 1,751 establishments manufacturing
lumber products in the state, which fur-
nish employment to about thirty-five
thousand wage earners. Their annual
output is approximately two billion feet,
or five percent of the total for the United
States. The total lumber production ot
Arkansas is only surpassed by three
states — Washington, Louisiana and Mis-
sissippi. In cut of red gum and hickory
Arkansas ranks first, producing one-
third of the total amount of red gum
for this entire country. Lumbering be-
gan in the state on a small scale a cen-
tury ago, and cutting has gone on ever
since. Systematic lumbering in Ark-
ansas, however, is comparatively recent
and the State is today one of the richest
in lumber resources. Sixty of the 100
kinds of trees in Arkansas are cut and
sold ; not more than one-hatf , however,
are commonly distinguished as separate
species in the regions where they are
cut. Arkansas furnishes one-tenth of
the hardwood of the world arid is
seventh in the production of yellow pine.
There are also fifty million feet of cy-
press cut in Arkansas annually.
As to agricultural resources of the
State, any southern crop can be success-
fully grown in almost any part of Ark-
ansas and live stock and poultry raising
are numbered among the State's most
successful industries.
Benton and Washington are the two
largest apple growing counties in the
United States and the largest peach or-
chard in the world, (6,000 acres in one
orchard), is in Pike County. This
County also produces a very superior
grade of cantaloupes, which are said to
be equal to the famous Colorado
product.
Arkansas strawberries are becoming
better known every year in the eastern
markets and last year hundreds of cars
were shipped from this State.
Arkansas is a land of double crops.
Almost alwavs two and sometimes three
crops can be obtained .from the same
land each year.
Arkansas rice ranks high in quality
and yield and this comparatively new
crop is reaching large proportions. The
estimated acreage of the crop this year is
ILLINOIS CENTRAL MAGAZINE
35
110,000, and the average yield is fifty
bushels per acre. The average cost of
production of rice per acre is $25.00,
and the average amount received by the
farmer per acre is $50.00. This average
cost of production includes every ex-
pense, from the first plowing to deliver-
ing the rice to the mill. Rice is grown
principally in the prairie counties of the
State — Arkansas, Lonoke, Prairie and
Monroe Counties ; however, twenty-six
counties in Arkansas produce rice.
There are at present six large rice mills
in the State which are operating day
and night.
Arkansas is fifth in cotton raising.
Only about 15 percent of Arkansas
land is enclosed by fences.
The average value of all farm prop-
erty per farm is $1,900.00, 85 percent
increase in a decade, and the average
value of land per acre in Arkansas is
$14.13, an increase of 123.6 percent in
the last decade.
The first railroads were chartered in
this State between 1850- and 1860. In
1858 the first railroad was built. It was
part of which was afterwards the Little
Rock and Memphis Railroad, and which
is now a part of the Rock Island Sys-
tem. The first section was built from
Memphis, Tennessee to Madison, Ark. ;
the second section from Little Rock to
De Vails Bluff. The Middle section,
from Madison to De Vails Bluff was
not built until many years later. The
intermediate distance was covered by
stage coach or by steamboats from
Memphis down the Mississippi and up
the White River to De Vails Bluff.
Surveys were made for the Cairo & Ful-
ton Railroad, now a part of the Iron
Mountain, but no part of it was con-
structed in Arkansas before 1860. To-
day there are fifty-four regularly char-
tered railroads operating in all through
the State of Arkansas.
The importance of Arkansas to the
Illinois Central and The Yazoo & Mis-
sissippi Valley Railroads from a traffic
standpoint can be readily seen by a
glance at the map. With their splendid
geographical situation and gateways at
Memphis, Gale and East St. Louis we
are in position to handle all kinds of
Arkansas traffic, and render excellent
transportation service to and from al-
most any point in the wide territory we
serve.
H
OW to
It is not the Science 01 curing Disease so much as the prevention 01 it
that produces the greatest ^ood to Humanity. One of trie most important
duties of a Health Department should be trie educational service
* A A A teaching people now to live A A A A
Conserve the Food Supply
' I ^HE following instructions as to
what the private citizen can do to-
wards winning the war through the con-
servation of food and fuel have been
formulated • by Mr. Herbert Hoover,
United States Food Administrator. Each
individual should take it under himself
to economize on foodstuffs in order that
the necessary economy may result.
SAVE THE MEAT. Beef, mutton
or pork should not be eaten more than
once daily. Use freely of vegetables
and fish. When meat is ' served, care
should be taken to serve smaller por-
tions, and boiled meats are to be recom-
mended instead of steaks. Made-dishes
should be prepared from all "left-
overs." If these things are carefully fol-
lowed, there will be meat enough for
everyone at a reasonable price. Today
we are killing dairy cows and female
calves as a result of the high prices of-
fered. If each person saved one ounce
of meat each day, we would have an
additional supply equal to 2,200,000 cat-
tle. Therefore, eat less and eat no young
meat.
SAVE THE WHEAT. Have one
wheatless meal a day. Use corn, oat-
meal, rye or barley bread and non-wheat
breakfast foods. Order bread 24 hours
in advance of your requiring so that your
baker will not bake beyond his means.
Cut the loaf on the table and cut it only
as required. Use the stale bread for
cooking, toast, etc. . Eat less cake and
less pastry. Our wheat harvest is far
below normal. If each person saves one
pound of wheat flour weekly, that would
mean 150,000,000 more bushels of wheat
for the allies to mix in their bread. This
will help to save democracy.
SAVE THE MILK. The children
must have milk, especially very young
children. Use every drop. Use butter-
milk and sour milk for cooking and
making cottage cheese. Use less cream.
SAVE THE FATS. The "United
States is the world's greatest fat wast-
ers. Fat is food. Butter is essential
for the growth and health of children.
Use butter on the table as usual, but not
in cooking; other fats are as good. Re-
duce use of fried foods. Save daily one-
third ounce of animal fats. Soap con-
tains fats, so do not waste it. Make
your own washing soap out of the fats
that you save. If you use one-third
ounce less of animal fats per day, 375,-
000 tons will be saved yearly.
SAVE THE SUGAR." Sugar is
scarcer. We use three times as much
per person as our "allies. In order that
there may be enough for all at a reas-
onable price, use less candy and sweet
drinks. Do not stint on the sugar in
putting up fruits and jams, for they will
save butter. If everyone in America
saves one ounce of sugar daily it would
mean 1,100,000 tons for the year.
SAVE THE FUEL. Coal comes
from a distance. Our railroads are over-
burdened by hauling war material. Help
relieve them by burning fewer fires. Use
wood when you can get it.
USE THE PERISHABLE FOODS.
Fruit and vegetables we have in abund-
ance. As a nation, we eat too little
36
ILLINOIS CENTRAL MAGAZINE
37
green stuffs. Double their use and im-
prove your health. Store potatoes and
other roots properly and they will keep.
Begin now to can or dry all surplus gar-
den products.
USE LOCAL SUPPLIES. Patron-
ize your local producer. Distance means
money. Buy perishable food from the
neighborhood nearest you and thus save
transportation as well as food.
GENERAL RULES.
Buy less ; serve smaller portions.
Preach the "Gospel of the Clean
Plate."
Don't eat a fourth meal.
Don't limit the plain food of growing
children.
Watch out for the wastes in the com-
munity.
Full garbage pails in America mean
empty dinner pails in Europe and Amer-
ica.
If the more fortunate of our people
will avoid waste and eat no more than
they need, the high cost of living prob-
lem of the less fortunate will be solved.
Kitchen economy is one of the most
important things to be practiced and
carefully followed at this time. Here
are a few valuable suggestions for house-
wives :
Don't throw out any left-overs that
can be reheated or combined with other
foods to make palatable and nourishing
dishes. Every bit of uneaten cereal can
be used to thicken soups or gravy. Stale
bread can be used as a basis for many
attractive meat dishes, hot breads and
desserts.
Every ounce of skimmed or whole
milk contains nourishment. Use every
drop, either to drink or to add to ce-
reals, soups, sauces and other foods.
Sour milk and butter-milk are valuable
in many kinds of cooking. Do not waste
any. Every bit of fish or meat left over
can be combined with vegetables or ce-
reals for making fish and meat pies, meat
cakes, and to add flavor and food value to
other dishes. Every bit of clean fat
trimmed from meat and every spoonful
of drippings and every bit of meat that
rises when meat is boiling can be clarified
and used. Don't fatten your garbage
pail at the expense of your bank account.
Valuable food and flavoring get into
the water in which rice and many other
vegetables are cooked. Use such wat-
ers for soup making. Careless paring
of fruits and vegetables means waste.
The following excellent advice was
recently formulated by the Bureau of
Home Economics of the New York As-
sociation for improving the conditions
of the poor:
1. Spend from one-fourth to one-
third of your money for bread, cereals,
macaroni and rice.
2. Buy at least from one-third to
one-half a quart of milk a day for each
member of the family.
3. Spend as much for vegetables and
fruits together as you do for milk. If
you use half a quart of milk for each
member of the family, this may not al-
ways be possible. Then spend as much
for vegetables and fruit as a third of a
quart of milk a day would amount to.
4. Spend not more for meat and eggs
than for vegetables and fruit. Meat and
eggs may be decreased with less harm
than any of the other foods mentioned.
The amount spent for meat may de-
crease as the amount spent for milk in-
creases.
WE HEARTILY CONCUR IN
THESE RECOMMENDATIONS.
-//ccoun/ma 2A
ma
'eparbnenl
Car Accounting
The object of this article explaining
in detail some of the work of the Car
Accountant's Office will be to interest
those to whom we must look for reports
from which to compile statistics and to
furnish information to the shipping pub-
lice covering the movement of traffic in
which they have a vital interest, and
to endeavor to impress upon agents,
conductors and others concerned the
fact that if sufficient care is token in
compiling their reports it will eliminate
almost all the present correspondence
relative to errors in interchange reports
and conductors' wheel reports.
Figures to the average reader are dull
and uninteresting, if indeed not abso-
lutely tiresome, but in order 1 D give some
idea of the work performed in this of-
fice, figures will be resorted to from
time to time.
To illustrate:
Approximately 1,500 pieces of mail
are dispatched from this office daily,
which require about 300 envelopes.
These envelopes must be addressed and
each piece of mail folded and inserted
and envelopes sealed. More than 1,200
pieces of mail aside from conductors'
wheel reports and agents' interchange
reports are received daily. This means
more than 1,000 envelopes to open and
mail sorted and distributed to the various
desks. Approximately 2,000 conductors'
wheel reports and 1,500 agents inter-
change reports are received daily. These
must be taken from envelopes, and
sorted, the wheelage reports according
to district number for convenience in
securing information which can be
secured only from these reports. Of
the wheel reports about 1,200 represent
operation of freight trains and show
in connection with other information
the numbers and initials of cars handled,
whether loaded or empty, the points
from uid to which handled and the date
handled.
In connection with each report is a
narrow sheet showing in duplicate the
information outlined which sheet is
detached from the report immediately
upon receipt by the Division Superin-
tendent and forwarded to this office.
These sheets are then passed to the sort-
ing bureau.
Agents' interchange reports of our
cars delivered to connecting lines should
be plainly written, care being taken to
write only between lines in spaces pro-
vided for car number, initial and other
information on the pink and yellow
sheets, (sheets 1 and 2 of form 21-B)
for when received in this office they
go to the sorting bureau and are as-
sembled in lots of from 50 to 100 and
cut into individual slips, each slip repre-
senting one car. The narrow sheets
from conductors' wheel reports are cut
in the same manner and these slips, or
tags are sorted. The first sorters
separating I. C. cars from foreign rail-
road cars. The second sorters then
sort I. C. cars numerically and foreign
railroad cars according to owning road.
The tags are then passed to the car rec-
ord bureau, where is recorded the run-
ning record of all freight equipment.
It is just as essential for agents to see
that the yellow sheets covering cars re-
ceived from connection lines are made
out properly and carefully checked to
ascertain if they received all cars
handled. The reports of cars received
from connecting lines who do not use
the (cut up) system of interchange re-
ports are passed to the typists, who
transcribe the records on tags, similar to
those into which the delivery reports
and subdivided sheets of the freight
wheel reports are cut, showing initial,
car number, date, point of receipt and
38
ILLINOIS- CENTRAL MAGAZINE
39
road from which received. These tags
are then sorted hy the sorting bureau.
This bureau sorts, and transmits to the
record bureau, approximately 75,000
tags per day.
The top sheets of the interchange
reports go next to the interchange. desk,
and requests by the management. The
reports are then filed according to
station and road.
It is doubtful if the agents realize the
importance of these reports. The mere
fact that the I. C. C. requires so much
information based upon them should be
where they are recorded by road, June- sufficient reason for their knowing that
Residential District, Louisville
tion point, sheet number and date re-
ceived. This desk also records the num-
ber of I. C., foreign railroad and pri-
vate line cars and the total number of
loaded and empty cars delivered and
received each day, and compiles various
.statements based on interchange reports
to meet certain I. C. C. requirements
they are absolutely correct. The I. C. C.
has a purpose in asking for this informa-
tion and with th'e information as a basis
it enacts laws which govern the opera-
tion of the railroads. Any erroneous
information might be very damaging or
even disastrous, so too much cannot be
said or done towards perfecting agents'.
40
ILLINOIS CENTRAL MAGAZINE
interchange reports. A too common
error made by agents is in correcting
the top sheet, or any one of the sheets
and not making corresponding correc-
tions on all of the six copies which gives
connecting lines and this office dif-
ferent records, thus again causing con-
fusion when we are making our pay-
ments to foreign railroads for- per diem
earned by their cars while on our rails
and checking up our own cars to see
that we receive all per diem due. These
errors and omissions in reports cause
the agents to be burdened with tracers
which could be avoided in a great many
instances if the party making up or
checking these interchange reports would
exercise a little more care. The elimi-
nation of these tracers would effect a
saving in time, labor and expense in this
office also and there would thus be
obtained a step along the road towards
efficiency.
What has been said about the inter-
change reports will apply to the con-
ductors' reports of both freight and
passenger trains. Quite frequently the
conductor will list the car number cor-
rectly, but will show all the cars as I. C.
cars when they should appear as foreign
railroad cars; and when they set out a
number of cars at a junction point they
not infrequently show them as going
thru to the end of the line which con-
fuses our records and makes it im-
possible to give correct and prompt in-
formation to shippers or consignees ;
and one of the surest means of pleasing
a shipper or consignee is to give
promptly information sought, while the
inability to give this information will
have precisely the reverse effect, and
it is an acknowledged fact that a pleased,
satisfied customer is the best possible
ad or recommendation.
Another report which is of vital im-
portance to our records is one made out
by all agents on the last day of each
month on form 19 showing all cars on
hand at all stations at that date. No
matter what class of equipment it is or
if it has been included in previous re-
ports, it should be shown as on hand so
that we can enter the information in
our record books; this enables us to
check up I. C. equipment and also to
pay all per diem due to owners of foreign
railroad cars on our rails up to the last
of the month.
What is needed more than anything
else, perhaps is closer co-operation be-
tween this office and the various offices
along the line. By offices along the
line is meant not only the agents, but
Division Superintendents and all who
report directly to them. What we must
do is explain to them clearly and
courteously, what we want and why we
want it, bringing them to a full realiza-
tion of the importance of their reports
to us. Make them see that the wel-
fare, or perhaps even the existence of
the road, and surely its prosperity de-
pends in a great measure upon their re-
ports to the various offices. If we could
do this there will be closer harmony and
co-operation, or as they say in football
and baseball games, TEAM WORK.
The individual ball player may play a
very brilliant game individually, but if
he does not play in harmony with the
other members of the team, ten to one
his team will play a losing game ; but
when each player watches all his team-
mates and plays into their hands ten to
one, this team will win, and teamwork
will apply to the employes of the rail-
road company just as to the members
of the ball team.
SAFETY FIRST
Pointed Paragraphs
From. Various ^MLagazims and ^Bulletins
"It is important to protect property; it is more
important to protect life.
"Better a year too early than a minute too late/'
"Carelessness is the short cut to the grave.
"The safety movement is not a theory, it is a
crusade/*
"Under the safety flag all men are allies.
"Safety is the corner stone of efficiency/'
"A bed at home is worth two in the hospital;
careful men keep clear of accidents.
"Do not take short cuts through dangerous
places ; take time to be safe/'
"Let one accident prevent another : profit by
the experience of others/'
"Safety First means a clear mind, steady
hand and quick action in emergencies.
41
Ill III
TRANSPORTATION
DEPARTMENT
Help Win the War at Home
By H. Battisfore
A'
T this moment, because of the par-
ticipation of our Country in the
world war, our management is con-
fronted by a most appalling responsi-
bility, which I believe is fairly well un-
derstood and appreciated by the rank
and file of railroad men, or at least by
those who have kept themselves in-
formed of the momentous events that
have transpired in rapid succession since
the advent of the present year, and each
of us is duty bound to decide what part
he is willing to assume in support of our
company in the performance of the ardu-
ous task assigned it. I do not believe
the confidence reposed by the govern-
ment in the railroads, as indicated from
the many expressions emanating from
those in authority, will have been mis-
placed.
Are we willing to share the responsi-
bility of our management ? Are we doing
our utmost to help win the war, or are
we depending upon some less timid soul
to win it for us ? It is not necessary that
we wear a uniform and carry a gun to
do our part, but for all who feel that
they owe a duty to the glorious land
that has bred and nourished them, there
is ample opportunity in these soul stirring
times to afford outlet for the surgings
of the red blood that courses in the veins
of all who are not "slackers," and it
is indeed fortunate that few of this type
of the species "homme" have found their
way into the ranks of the great railroad
army.
Few of us are unfamiliar with the
stirring appeal made by our President
for the undivided support of . the rail-
roads and their employes to bring to a
successful and honorable consummation
the most stupendous undertaking in
which our country has ever engaged.
Further, few railroad men have failed to
grasp the full import of the President's
words, and with usual alert intelligence,
realize to the utmost to what extent suc-
cess or failure is dependent upon the ef-
ficient and continuous operation of all
lines of transport. It rema'ns, then, for
all of us, regardless of our own inclina-
tions or personal comfort, to consider
well and seriously in what manner we can
best serve the interests of our country and
hold up the arm of our President, an arm
on which hangs, as by a thread, the fate
of a planet, the happiness or woe of all
humanity, the freedom or slavery of a
world seemingly gone mad. The res-
ponsibility seems beyond human endur-
ance to bear, but we each and every one
must share it, and woe to him who by
any act of omission or commission shall
sever the thread at the end of which our
fate and the fate of posterity is sus-
pended. Let us take counsel together and
see if we are doing all we can humanly
do to make our link in the transporta-
tion chain as perfect as it must be to
insure against failure of any part of the
plans laid out by those who are account-
able to history for their deeds. Although
not in uniform, or under martial control,
are we not to be held to strict account-
ability by our consciences for performing
to the best of our ability and to the extent
of our intelligence our full duty as a
soldier of the transportation reserve, eq-
ually as will the gallant boys at the front
ILLINOIS CENTRAL MAGAZINE
43
be held responsible for their deeds by
the authorities into whose charge they
have been given?
This condition into which we have
been trust against our will and inclina-
tions, however abhorrent and regrettable,
must be met in a manner as deemed ex-
pedient by those whom we have selected
to guide us, and our part is the part of
a good soldier. Therefore, let us do our
utmost, regardless of the inconvenience
to ourselves or the discomfort and sac-
rifice it may entail, to fulfill our destiny
in a manner befitting our citizenship in
a country that is an example for all na-
tions to aspire to equal and that will be
the source of pride and a sense of grat-
itude to posterity.
How many of us, since the fateful
fourth of April, when we struck back at
the hand that had maligned and perse-
cuted us for almost three years, can
truthfully say that we have done all that
we could and should have done in the
performance of our everyday duties to
promote the cause for which we are
fighting? Has none of us through care-
lessness or neglect been responsible, con-
sciously or unconsciously, for some fail-
ure in the plans carefully made by our
government, for executing our part of
the responsibilities assumed when we un-
dertook to become an active partner with
the other nations battling for the free-
dom of, the world? As we have been
repeatedly told by those in a position to
know, the successful outcome of our
struggle is dependent more than anything
else upon the exercise of severe and
rigid economy by all the people, and the
railroad fraternity, perhaps, are better
situated than any other considerable
class or organization to render assistance
in this respect, because of the vast
amount of property and supplies of all
descriptions that passes daily through our
hands, and we should not fall into the
error of assuming that in making his
appeal for economy, the President had
in mind economy only as applied to our
personal or domestic affairs, but beyond
a doubt what he had in mind was a con-
certed movement for the conservation of
our resources, to the end that when the
final test of endurance conies, we shall
so far overbalance the resources of our
opponents that the decision will not long
be in doubt. Therefore, we must all
constantly be on the alert to eliminate
waste of any description, and there is a
splendid opportunity in this field for all
classes of railroad employes, if we will
only look about us, with our eyes and
ears open, to take advantage of the many
conditions confronting us each day and
hour we are engaged in the discharge
of our duties.
We shall first consider the trackmen,
who at first thought we may believe have
very little opportunity for the exercise
of any economical inclinations they
may possess. Nevertheless, each man
engaged in track service is in position to
save almost as much as his wages amount
to each month by eliminating waste of
materials, particularly those of metal-
lurgical origin, passing through his
hands monthly. The same is true with
respect to tools, which, unless guarded
carefully, are lost or otherwise destroyed,
and there is little doubt the wastage of
metals in track construction and main-
tenance alone on the railroads of the
United States, heretofore has been of
such magnitude as to have provided ma-
terial sufficient to furnish projectiles for
a battle of the first magnitude, and it
is the patriotic duty of our trackmen to
eliminate this waste, at least during the
period of the war, not only because of
the swollen values, but in order that the
materials may be available for the build-
ing of ships and the manufacture of
machinery and munitions so desperately
needed to combat and confound the ef-
forts of our foes to destroy us.
Next we shall consider the part sta-
tionmen, train and enginemen, yardmen
and others engaged directly in the han-
dling of trains and cars can perform.
During the six months January to June,
inclusive, this year, this company paid
out in settlement of claims for lost and
damaged freight the enormous sum of
$411,315.15, a vast portion of which could
undoubtedly have been saved by more
careful handling while in process of
transportation and better protection by
44
ILLINOIS CENTRAL MAGAZINE
employes through whose hands the
freight passed. Principal among the
items going to make up this great sum
and which it will be readily seen could
have been averted, is : robbery from car
or package, $10,701.74; wrecks, $16,-
527.21 ; improper refrigeration and ven-
tilation, $24,213.00.; delays, $31,701,74;
loss of packages, $56,194.46; unlocated
loss from package, $13,646.60 ; unlocated
loss bulk freight, $20,965.12 ; loss account
defective cars, $82,884.72; rough han-
dling of cars, $75,191.68; unlocated
damage, $66,922.74; damage account
leaky roof or sides of cars, $15,435.54.
A little thought will convince the most
skeptical mind that few if any of these
losses were unavoidable had each em-
ploye involved in the handling of the
many shipments on which claims were
filed performed his work as he to a cer-
tainty knew that it should be performed.
The losses enumerated above do not by
a long cry cover all the wastage, as to
the item of wrecks must be added the
damage to equipment, which for the
month of July alone amounted on North-
ern Lines to $15,428.08, and practically
all the other items mentioned likewise
have correlated amounts representing
losses which follow as a natural se-
quence the payment of lost and damaged
freight claims, not the least of which
is the withdrawal of business from our
lines, because of dissatisfied patrons
whose property we have lost, broken up
or destroyed, causing them also an end-
less train of loss, inconvenience and dis-
satisfied customers.
A few of the means we may employ to
eliminate the enormous wastage of which
we are guilty, and thus assist our coun-
try's resources in its hour of need are:
For car inspectors, trainmen and en-
ginemen, as well as other employes who
have an opportunity to observe passing
trains, to scrutinize all equipment in
trains more closely than ever before to
discover any ' defects that if permitted
to go may in time cause a serious wreck.
for which there has been no better pre-
ventive found than careful and pains-
taking inspection. The next important
step is to handle all freight entrusted to
our charge carefully and in such a man-
ner as to avoid damage and protect it
to prevent pilferage.
Conserve freight equipment by in-
sisting that all cars be loaded to full
capacity, refusing to accept orders for
less than f ulkcarloads. Have billing fur-
nished promptly and see that it remains
with the shipment to destination, thus
avoiding delays awaiting revenue billing
at junction points or destination, and
see that all necessary documents neces-
sary for export freight accompany the
consignments. Don't permit cars to be
used as storage warehouses, either for
revenue freight or for company mate-
rial, and if you require assistance to pre-
vent this, take up by wire with your im-
mediate superior. Persuade shippers to
avoid reconsignment of freight in tran-
sit when possible to do so, as this prac-
tice is one serious cause of delay to
equipment. Enlist the co-operation of
our patrons to insure prompt loading and
unloading of cars ; they have intelligence,
and when the importance of the matter
is explained to them, they will be as
anxious to show their patriotism as we
are.
There are a multitude of other phases
of this important question that will oc-
cur to all of us if we but permit our
minds to dwell upon it seriously, and
with the idea in mind that we must in
some manner "do oUr bit," even though
we cannot go to Europe to do it, as have
some of our more fortunate associates
and co-workers, let us resolve that after
the victory has been won by the Home
Guards, no less than by those who have
gone to the trenches, it shall not be said
we had no part in the accomplishment
of the most laudable and unselfish ambi-
tion for which any nation has ever sac-
rificed its sons and daughters and stakes
its all, i. e., to make all peoples free.
ROLL OP HONOR
CHARLES CARNEY
P X-SUPERVI'SOR Charles Carney,
*-^ who was retired August 1 , was born
at North Dixon on the right of way
May 27, 1855. Mr. Carney went to
work as a tool boy, taking care of tools
for stone cutters under Foreman Frank
Egan, in May, 1867. He worked cm
section as laborer during his school va-
cations from 1867 until 1875. During
this period of Mr. Carney's services the
old chair iron rail was used and Mr.
Carney tells some interesting stories in
regard to railroading in these early days,
in which they used to relieve the rails
from the track by replacing them with
others temporarily w^hile the old rail
was taken to the blacksmith shop for
repairs. At that time angle bars were
unthought of, and the rail was joined
together at the ends by means of a chair
which held the rail in place by a flange
on this chair.
Mr. Carney states that the present
trouble of rail creeping in the track was
also very serious at that time, but worse
than at the present on account of the
rails running out of the chairs.
Since July, 1875, Mr. Carrey went to
Iowa in charge of extra gang laying rail
at Independence, and has been in charge
of section and extra gangs until 1882,
at which time he was appointed Super-
visor, until December 1 of same year.
Mr. Carney was made Supervisor at
Sioux City May, 1883, and remained in
this position until 1889, when he was
transferred to Cherokee, and in 1894
was transferred to same position at
Waterloo. He was Supervisor at this
CHARLES CARNEY.
point until he was transferred to La
Salle, which was March 5, 1906, which
position he held until the present time.
Mr. Carney has been a very good and
loyal employe, and has always taken a
deep interest in his work. He com-
mands the respect of his subordinates
and superiors. We regret very much
losing so loyal an employe and trust
that he will remain among us for many
years to come. We also wish him the
best of health and good cheer.
45
Judge Edward Mayes
Mississippi has lost her foremost mem-
ber of the bar in the death of Judge Ed-
\vard Mayes, who passed away at his
home on Fortification Street Thursday
afternoon, in his 72nd year.
Judge Mayes was a lawyer, both by
instinct and training Had he sought
honors in his profession he would have
taken rank among the great jurists of
America. But he seemed to prefer pri-
vate practice to service on the bench, and
it was as a practitioner that he achieved
national distinction. Nature had won-
derfully endowed him with the judicial
temperament. His splendid mind
seemed to infallibly find the right paths
through the tortuous mazes of the law7,
and so profound was the respect of other
lawyers for his opinions that they daily
sought his advice and suggestions when
handling complicated cases.
It is a fact not generally known, but
very few important laws have been
placed on the Mississippi statute books
during the last twenty years that were
not first submitted by their authors to
Judge Mayes for his opinion as to their
constitutionality. Advice of this char-
acter was freely given. He gave away
more advice, without hope or desire for
compensation, than the average lawyer
is called upon to render for pay in a
whole lifetime.
There was no love for fame in the
make-up of this truly remarkable man.
His modesty was hardly short of
timidity. In his long and honorable
career he never sought an office. The
Chancellorship of the University of Mis-
sissippi was given him without the ask-
ing, and, after a thorough revision of
the curriculum and administrative policy
of that institution he returned to private
practice. In the earlier years of his life
he had ample opportunity, and many
temptations,- to seek political honors, but •
invariably, passed them by. In 1905 he
declined a place on the Supreme Court
bench, and shortly afterwards refused
46
the Chancellorship of the University.
The latter office was again tendered him
by Governor Brewer only three years
ago, and again declined.
Judge Mayes was an indefatigable
worker. He realized, early in his career,
that accuracy and diligence are much
more necessary to a lawyer than great
comprehension of mind or brilliancy of
speech. Daniel Webster once remarked
that ''he who would be a great lawyer
must first consent to become a great
drudge," and it can be truly said of
Judge Mayes that he never sought to
gallop over the fields qf law on Pegasus,
npr fly across them on the wings of
oratory. He observed the ethics of his
profession with scrupulous exactitude.
He was utterly devoid of the mischief-
making, money-getting spirit which is
all too common among modern practi-
tioners of the law. In truth, the mate-
rial side of the profession occupied but
little of his thought. He was a true
disciple of Blackstone, believing that
law is a science which employs in its
theory the noblest faculties of the soul,
and exerts its practice in the cardinal
virtues of the heart.
\Yhile he was best known as a law-
yer, Judge Mayes was also a profound
scholar, a man of deep learning, a thinker
whose philosophy was on a firm and en-
during base. In the realms of literature
his range of reading went far afield. He
had the true manner of the scholar, for
he was without ostentation, and never
sought to parade his views. "Whether
the question be great or small, one could
gather his opinion only by inquiry.
Through unremitting study he acquired
the learning that makes a man fit com-
pany for himself, and a delight to his
friends. And, while he mingled but
little with his fellow-men, to those who
had been graced with his friendship he
was a never-failing source of delight, a
genial, lovable, companionable gentleman.
In this troublesome period of the
JUDGE EDWARD MAYES
48
ILLINOIS CENTRAL MAGAZINE
world's history, when millions of men
are being slain each year, the dissolution
of a human body is an insignificant event,
but the loss of a wonderful brain is a
matter of much moment. The death of
Judge Mayes causes sorrow in the hearts
of friends and loved ones, but the still-
ing of his splendid intellect is a loss to
the entire commonwealth that can never
be repaired.
Hundreds of Mississippi's ablest men,
now holding eminent rank in their pro-
fession, or adorning the bench of our
state, have sat reverently at the feet of
this quiet, modest man to learn wisdom
from lips that never spoke falsely and
to draw inspiration from a noble char-
acter that was never vacillating or un-
true. As dean of the faculty in the Mill-
saps law school he had trained nearly a
score of classes graduated from that in-
stitution, and the influence he wielded
in the lives of these young men is beyond
all estimate. He gave to this work a
passionate devotion, an ardor of spirit,
a tireless toil and a peerless genius that
cannot be measured by worldly stand-
ards of value, and the hundreds of boys
who have gone out from that school to
take their places in the world owe to him
a debt of gratitude that can never be
repaid. He gave the impulse to wave
after wave of the young manhood that
has passed out into the troubled sea of
social and political life, and it can be
truly said that he always endeavored to
imbue them with the highest ethics of
the legal profession, to convince them
that truth is better than falsehood, hon-
esty better than policy, and courage bet-
ter than cowardice.
Another remarkable fact in connection
with this remarkable man was the sim-
plicity of his faith. Despite his wide
reading and broad scholarship, he was
an unquestioning believer in the great
verities of the Christian religion. His
spiritual sensibilities were strangely acute
and easily impressed. In his thinking
he dealt not only with the coldly ma-
terial phases of the law, but his mind
invaded the realms of the unseen. He
was early imbued with the spirit of the
Christian religion and he carried through
life the simple faith and unquestioning
guilelessncss of innocent childhood.
The mind of this man seemed to have
been cast in a large and serious mold.
To many he appeared lofty, gloomy, or
abstracted, which is characteristic of any
man who dwells in the higher realms of
thought. He had the loneliness and
sometimes the moodiness of genius. He
studied and mastered great principles.
Beneath the surface of facts he saw their
philosophy and discovered their unerring
tendency. There was no room in his
mind for the smaller commonplaces of
life.
It was the dying boast of Pericles that
he had never made an Athenian weep,
and it can be truthfully said of Judge
Edward Mayes that no act of his public
or private life brought reproach on his
native state. As was so aptly said of
his illustrious kinsman, L. Q. C. Lamar,
on the day of his burial :
"In his character there was no fault
which it was necessary to minimize, in
his utterances no speech for which to
apologize, in his life no act that requires
explanation or defense." Jackson Daily
Neivs, Jackson, Miss., Aug. 10, 1917.
M27u.. nnnmnrmfinrTnmnmri . , nnnnnn n n n n n n nnrinrtt
y
nnrmnnnnnnnnnr
FROM THE LAW DEPARTMENT
New Laws Concerning Interstate Commerce
1. Commission's membership increased. Members divided into several divi-
sions. No increases in rates until January I, 1920, ivithout first obtaining Com-
mission's approval.
By an amendment to the Act to Regulate Commerce, approved August 9,
1917, being Public Act No. 38, 65th Congress, the membership of the Interstate
Commerce Commission was increased from seven to nine Commissioners. Section
17 of the Act was amended so as to authorize the Commision to divide the
members into as many divisions as it may deem necessary. In all proceedings
before any such divisions relating to reasonableness of rates or to alleged dis-
crimination, not less than three members shall participate in the consideration
and decision ; and in all proceedings relating to the valuation of railway property
under the Physical Valuation Act, not less than five members shall participate
in the consideration and decision. Paragraph 2 of Section 15 of the Act to
Regulate Commerce was amended by adding thereto the following: "Provided
further, until January 1, 1920, no increased rate, fare, charge, or classification
shall be filed except after approval thereof has been secured from the Com-
mission. Such approval may, in the discretion of the Commission, be given
without formal hearing, and in such case shall not affect any subsequent pro-
ceeding relative to such rate, fare, charge, or classification."
On August 10, 1917, the Commission made the following announcement of
its interpretation of the new law :
"This means that the approval of a proposed increased rate, fare, charge or
classification must be secured before the tariff containing it is forwarded to the
Commission for filing.
"As tariffs are at all times in transit to the Commission for filing, and in order
to avoid unnecessary complications due to invalidation of such schedules, the Com-
mission approves without hearing such increased rates, fares, charges, or classifi-
cations as may be included in tariffs which are forwarded for filing prior to Aug-
ust 15.
"As to increased rates, fares, charges, or classifications contained in tariffs that
are issued or forwarded for filing on or after August 15, the approval of the Com-
mission to the increased rate, fare, charge, or classification must be secured before
the tariff is forwarded for filing; and as to all such tariffs that are issued on or
after August 25, the title page must bear reference to the serial number and date
of the Commission's approval."
2. Persons aiding in obstructing or retarding interstate commerce are subject
to fine and imprisonment. President may require carriers to give preference
in transportation of shipments essential to national defense.
On August 10, 1917, President Wilson approved Public Act No. 39, 65th
Congress, reading as follows :
49
50
An Act to amend the Act to Regulate Commerce, as amended, and for other
purposes.
Be it enacted by the Senate and House of Representatives of the United
States of America in Congress assembled. That section one of the Act entitled
"An Act to regulate commerce," approved February fourth, eighteen hundred
and eighty-seven, as heretofore amended, be further amended by adding thereto
the following:
"That on and after the approval of this Act any person or persons who shall,
during the war in which the United States is now engaged, knowingly and
willfully, by physical force or intimidation by threats of physical force obstruct
or retard, or aid in obstructing or retarding, the orderly conduct or movement
in the United States of interstate or foreign commerce, or the orderly make-up
or movement or disposition of any train, or the movement or disposition of any
locomotive, car, or other vehicle on any railroad or elsewhere in the United
States engaged in interstate or foreign commerce shall be deemed guilty of a
misdemeanor, and for every such offense shall be punishable by a fine of not
exceeding $100 or by imprisonment for not exceeding six months, or by both
such fine and imprisonment; and the President of the United States is hereby
authorized, whenever in his judgment the public interest requires, to employ
the armed forces of the United States to prevent any such obstruction or retarda-
tion of the passage of the mail, or of the orderly conduct or movement of
interstate or foreign commerce in any part of the United States, or of any
train, locomotive, car, or other vehicle upon any railroad or elsewhere in the
United States engaged in interstate or foreign commerce: Provided, That
nothing in this section shall be construed to repeal, modify, or affect either section
six or section twenty of an Act entitled 'An Act to supplement existing laws
against unlawful restraints and monopolies, and for other purposes," approved
October fifteenth, nineteen hundred and fourteen.
"That during the continuance of the war in which the United States is now
engaged the President is authorized, if he finds it necessary for the national
defense and security, to direct that such traffic or such shipments of commodi-
ties as, in his judgment, may be essential to the national defense and security
shall have preference or priority in transportation by any common carrier by
railroad, water, or otherwise. He may give these directions at and for such
times as he may determine, and may modify, change, suspend, or annul them,
and for any such purpose he is hereby authorized to issue orders direct or
through such person or persons as he may designate for the purpose
or through the Interstate Commerce Commission. Officials of the United States,
when so designated, shall receive no compensation for their services rendered
hereunder. Persons not in the employ of the United States so designated shall
receive such compensation as the President may fix. Suitable offices may be
rented and all necessary expenses, including compensation of persons so desig-
nated, shall be paid as directed by the President out of funds which may have
been or may be provided to meet expenditures for the national security and
defense. The common carriers subject to the Act to regulate commerce or as
many of them as desire so to do are hereby authorized without responsibilty
or liability on the part of the United States, financial or otherwise, to establish
and maintain in the city of Washington during the period of the war an agency
empowered by such carriers as join in the arrangement to receive on behalf
of them all notice and service of such orders and directions as may be issued
in accordance with this Act and service upon such agency shall be good service
as to all the carriers joining in the establishment thereof. And it shall be the
duty of any and all the officers, agents, or employes of such carriers by railroad
or water or otherwise to obey strictly and conform promptly to such orders,
ILLINOIS CENTRAL MAGAZINE 51
and failure knowingly and willfully to comply therewith, or to do or perform
whatever is necessary to the prompt execution of such order, shall render such
officers, agents, or employes guilty of a misdemeanor, and any such officer,
agent or employe shall, upon conviction, be fined not more than $5,000, or
imprisoned not more than one year, or both, in the discretion of the court.
For the transportation of persons or property in carrying out the orders and
directions of the President, just and reasonable rates shall be fixed by the
Interstate Commerce Commission; and if the transportation be for the Gov-
ernment of the United States, it shall be paid for currently or monthly by the
Secretary of the Treasury out of any funds not otherwise appropriated. Any
carrier complying with any such order or direction for preference or priority
herein authorized shall be exempt from any and all provisions in existing law
imposing civil or criminal pains, penalties, obligations or liabilities upon carriers .
l-\ reason of giving preference or priority in compliance with such order or
' i* ection."
\pproved, August 10, 1917.
Commerce Decisions
1. Supervision of embargoes by the Commission in connection with export
i,rain at Baltimore. In Baltimore Chamber of Commerce v. B. & O. R. Co.,
15 ICC 40, opinion by Chairman Hall, the Commission said, among other things:
'We cannot close our eyes, particularly in the present international situation,
,c the necessity of making every possible effort to move certain products,
noluding food products, as the immediate needs, foreign and domestic, may
demand. To produce food and insure its expeditious movement to the place
A'nere it is to be used may properly be regarded as a measure of national defense.
\Ye cannot look with disfavor upon any suitable plans adopted by the carriers
\- ith that commendable object in view." * * *
"Complainant requests the Commission to 'assume and exercise jurisdiction,
supervision and control over the defendants in the matter of said embargoes
ind all other embargoes.' Our jurisdiction to determine the lawfulness of the
defendants' practices, including the declaration of embargoes, is not questioned.
The Act to Regulate Commerce does not inhibit the declaration of an embargo
by a carrier, and the advisability 6r the necessity of declaring embargoes is a
matter of policy to be determined in the first instance by the carrier. Perm.
R. R. vs. Puritan Coal Co., 237 U. S. 121, 133. Our jurisdiction is limited to
determining the lawfulness of the practices in this respect and to requiring,
after full hearing, the establishment and maintenance of such regulations or
practices as we may find to be just, fair, and reasonable, except as that juris-
diction has been enlarged by the amendment to Section 1 of the Act, approved
May 29, 1917, after the submission of this case, and therefore not here con-
sidered."
The syllabus of the report reads : "For the past two years the carriers
owning export elevators at Baltimore, Md., have declared embargoes from
time to time on grain for export. Two of them have adopted the practice of
accepting such grain for transportation only upon assurance that a vessel will
he available to receive the grain at the port. The complainant alleges that this
practice is unreasonable, unjustly discriminatory, and unduly preferential; that
the defendants' practice of declaring, modifying, and suspending embargoes
without sufficient notice to shippers has subjected certain persons to undue
prejudice; and that undue prejudice also results from the defendants' practice
of embargoing shipments of grain from certain territory while contemporan-
eously accepting grain from other territory; Held: (1) Under the transporta-
tion conditions which have obtained for many months, and in view of those
52 ILLINOIS CENTRAL MAGAZINE
which the existing state of war necessarily creates, a practice of accepting
shipments of grain in bulk for export only upon satisfactory evidence that
arrangements for its immediate exportation have been made is not inherently
unreasonable or otherwise unlawful. But the practice complained of, as applied
to shipments of grain in bulk to Baltimore for export, does not accomplish
the results desired and unduly prefers the persons to whom permits are issued,
because the use made of the permits is not adequately policed and safeguarded.
If the permit practice is maintained, the defendants should submit within 60
days for our approval rules which will eliminate the unlawful features of the
present practice; (2) the evidence of record with respect to embargoes on corn
:s too meager to warrant a definite finding as to the lawfulness of the defend-
tnts' practices in that respect; (3) the allegations that undue prejudice results
from the defendants' failure to give advance notice of their embargo bulletins,
and also from their practice of embargoing grain shipped from certain specified
cerritory, are not sustained by the evidence."
2. Car peddling. In Nebraska State Grange vs. Union Pacific R. Co., 45 ICC
49], opinion by Mr. Commissioner Harlan, it was held that the use by a shipper
of a car upon the carrier's tracks at destination, as a place for peddling or
vending to the public the carload shipment arriving in it as a service of trans-
portation, has no sanction at common law or in the Act to Regulate Commerce ;
and that the mere toleration by certain carriers through a period of years of such
use of their property affords no basis for a ruling that the practice has grown into
a shipper's right and carrier's duty. It was further held that tariff items provid-
ing free time for unloading, and demurrage charges for a further detention of a
car for that purpose, do not embrace the use of the carrier's equipment and station
grounds as a place where the carload shipper may transact business with the public
for his own profit; that the business of a carrier is transportation, and that its
property may not be subjected against its will to a use not connected with trans-
portation ; and the Commission condemns the discrimination in according or with-
holding a car peddling privilege, but makes a distinction between car peddling and
consolidated shipments to agents of oranges and other farmer organizations.
3. Long and Short Haul Clause as Applied to Transcontinental Traffic. In
Transcontinental Rates, 46 ICC 236, the Commission held, in the reopened Fourth
Section applications, that the existing water competition is a negligible factor in
affecting the rates by rail between Atlantic and Pacific Coast terminals ; that rates
on commodities from Eastern defined territories to Pacific Coast terminals
lower than the rates on like traffic to intermediate points are not justified under
existing circumstances ; that the present effective rates on certain specified com-
modities from all Eastern defined territories to the Pacific Coast terminals are
not unreasonably low and are not found to have been induced by water compe-
tition ; that the present effective rates on other commodities and schedules B and
C found as a whole unreasonably low from the territories east of the Missouri
River to Pacific Coast terminals; and that rates on barley, beans, canned goods,
asphaltum, dried fruits and wine from Pacific Coast ports via rail and water
routes through Galveston to the Atlantic Seaboard should be revised to accord
with the requirements of the long and short haul clause of the Fourth Section of
the Act to Regulate Commerce.
4. Long and Short-Haul Clause as Applied to Traffic from New Orleans to
Kansas City. "Carriers engaged in transporting traffic from New Orleans, La.,
and Galveston, Tex., to Kansas City, Mo., Omaha, Nebr., Sioux City, Iowa, and
other Missouri River cities through the territory west of the line of the Kansas
City Southern Railroad, seek authority to continue lower rates on domestic and
import business to the said points than rates contemporaneously in effect on like
traffic to intermediate points in Kansas; Held, (1) carriers whose routes are
ILLINOIS CENTRAL MAGAZINE
53
reasonably direct are not justified in charging higher rates to intermediate points
than to Missouri River cities. Fourth Section relief denied, and (2) carriers
whose lines are 15 per cent or more longer than the direct line, authorized to con-
tinue lower rates from New Orleans and Galveston to Missouri River cities than
to intermediate points in Kansas." — (Rates from New Orleans and Galveston to
Missouri River Cities, 44 ICC 727.)
5. Defeating Interstate Rate by Us%. of State Rate Unlawful. In Kanotex
Refining Co. v. A. T. & 5". F. R. R. Co., 46 ICC 495, opinion by Mr. Commissioner
Harlan, the Commission reaffirmed its holding in the original report (34 ICC
271), that it was unlawful for the complainant to bill its oil shipments to a point
near the boundary of the state in which they originated, and thence to the ulti-
mate destination in another state, for the purpose of defeating the through inter-
state rate.
6. Basket Rates. In Merchants Basket & Box Co. v. Illinois Central R. Co.,
45 ICC 489, the Commission held that the rate on fruit and vegetable baskets,
carloads, from Grand Tower, 111., to St. Louis has not been shown to be unreas-
onable or unduly prejudicial as compared with rates from Paducah to East St.
Louis.
7. Lime Rates. In Natchez Chamber of Commerce v. Y. & M. V . R. R. Co.,
el al, 46 ICC 60, the Commission held on July 5, 1917, that the rates on lime in
carloads from producing points in Alabama, Tennessee, Georgia and Kentucky
to Natchez, Miss., are not shown to be unreasonable or unduly prejudicial as
compared with rates from the same and nearby points of origin to New Orleans.
CLEANINGS
from me
OAIMS DEPARTMENT
Jnterostmy - J\'QTVS • of- 'Doings - of
Clam ants • Jn • dW - (7«£ - of* Court
WOULD YOU LIKE TO HELP
SAVE 100,000 HUMAN
LIVES?
Attention is directed to the simple
picture which accompanies this article.
The scene is the north and southbound
Illinois Central main tracks at a point
one-half mile south of Villa Ridge, 111.
It will be noted that the tracks are in a
deep cut at a place where there is an
abrupt curvature of the roadway. High
speed trains run over these tracks at
this place at every hour of the day and
night. There is no chance for trespass-
ers to see the trains at any considerable
distance, nor is it possible for engine-
men to see trespassers on the track in
time to avert accidents by slowing down
or stopping. Trespassing on railway
tracks is responsible for an annual toll
of killed and injured, which has reached
staggering proportions and which is on
the increase. If we were to undertake
to publish in this magazine, stories con-
cerning all the accidents occurring on
tlfe Illinois Central Lines where tres-
passers are killed and maimed, we could
fill each issue of the magazine from
cover to cover and there would be no
room left for any other kind of reading
matter. However, we have thought ft
might be well to give the facts in an
occasional case so as to impress upon
our employes and, through them, upon
the public, what a deadly thing it is to
trespass upon railroad tracks, particu-
larly at points like the one described in
the picture, and there are many places
like that on the Illinois Central system.
At the place where the cross anpears in
the picture, at midday on July 21st, 1917.
Mrs. Bertha lohnson, age 32 years, and
her 11-year-old daughter, Mildred John-
son, were killed and Carl Fritz, age 7,
was maimed for Hfe. They were on the
north-bound track, walking towards
Mounds. They saw a freight train com-,
ing and crossed over to the south-bound
track just at the time No. 5. a high
speed passenger train, rounded the curve.
The little boy became confused, and
realizing the danger he was in, Mrs.
54
ILLINOIS CENTRAL MAGAZINE
Johnson and her daughter, who had
stepped off the track into a place ot
safety, rushed to him just in time to be
struck by the locomotive of No. 5. The
verdict of the coroner's jury which held
an inquest over the bodies of Mrs. John-
son and her daughter, exonerated the
railroad company from any blame what-
ever for the sad accident. We have re-
ceived a pathetic letter from the mother
of Mrs. Johnson, reciting the fact that
the untimely death of her daughter and
granddaughter had left her entirely
alone in the world. This heart-rending
story is the story of one case of tres-
passing on the railroad tracks. If the
thousands of cases occurring annually
could all be grouped in one picture and
that picture placed before the eyes of
every legislator, both state and national,
in the land, something might be done to
prevent trespassing on railroad tracks.
Why it is permitted is inexplicable. No
money can be collected* from the railroad
company for the death of Mrs. Johnson
and her daughter and the mainting of
Carl Fritz. Our desire to prevent tres-
passing is not based upon saving money.
It is based upon the saving of human
lives. In perhaps ten, fifteen or twenty
years, trespassing on railroad tracks will
he prohibited but in the meantime a
hundred thousand lives may be sacri-
ficed. What a pity it is the public can-
not be aroused to the importance of tak-
ing this thing in hand and doing some-
thing now. If you would like to help
save 100.000 human lives, you can do
so by using your influence to prevent
people using the deadly railroad tracks
as a public walk-wray.
THE USELESS SLAUGHTER OF
HUMANITY GOES ON
For a period of twenty-one days, from
July 24th to August 13th, 1917, nine
were killed and twenty-three were in -
jured in automobile grade crossing acci-
dents on the Illinois Central, as follows :
Date Killed Injured Place
•24 1 1 Aurelia, la.
27' 4 Monroe, Wis.
27 1 Ponchatoula, La.
28 2 Coulterville, 111.
Tulv
ILLINOIS CENTRAL MAGAZINE
57
July
Aug.
28 2 2 Storm Lake, la.
29 2 Tamaroa, 111.
2<> I 2 Belleville, 111.
30 1 Champaign, 111.
30 1 Green Valley, 111.
30 DuQuoin, 111.
31 4 -Allenville, 111.
1 1 Water Valley, Miss.
821 Pomeroy, la.
10 1 Homewood, 111.
11 1 1 Grayville, 111. -
13 1 Chicago Terminal
9 23
the manner in which he handled this
case.
CONDUCTOR SHARP'S
TACTFULNESS
Conductor E. S. Sharp, of the Y. &
M. V., showed tactfulness and high effi-
ciency in the handling of a recent case.
A woman and four children boarded
train No. 314 at Tchula by mistake. At
the time the lady boarded the train, the
flagman, whose business it was to in-
spect all tickets, was at the moment at-
tending to some other duty and the con-
ductor was at the depot registering.
When Mr. Sharp found the lady and
children on his train, he saw that there
was nothing to do but carry them on to
Greenwood, where they could be made
comfortable and send them back to
Tchula on train No. 313. This he did
and the lady seemed perfectly satisfied.
She even went so far as to say that she
did not blame anybody for the mistake
but herself, and while she was in that
humor, Mr. Sharp thought it. would be
a very good time to pay her a small
amount and take her full release of the
company, which he did. The release
was sent in to the claim department and
Mr. Sharp was promptly reimbursed. If
no settlement had been made by the
conductor, the lady might have changed
her mind about who was at fault and
brought suit against the company and
caused the entire train crew to waste a
lot of time hanging around the court
house waiting to be called as witnesses,
thus interfering to that extent with in-
creasing efficiency on the railroad. Con-
ductor Sharp is to be commended for
The supreme courts of the various
states are continuing to draw a distinc-
tion in automobile grade crossing acci-
dents from other classes of crossing acci-
dents. In Nebraska, where the doctrine
of comparative negligence is in force,
the supreme .court, on July 3, 1917,
handed down a strong decision in the
case of Morris vs. C. B. & Q., holding
that a passenger in an automobile driven
by another cannot recover if the pas-
senger failed to request the driver of
the automobile to stop and take neces-
sary precautions to avoid danger before
crossing over a railway track at grade,
even though the railway company was
negligent in the failure of the enginemen
to sound the bell or whistle for the
crossing. The following is quoted from
the opinion of the court:
"Under the circumstances in this case,
one who by invitation- rode in an auto-
mobile driven by another and remained
in it, with knowledge that it was ap-
proaching a dangerous railroad crossing,
without requesting the driver to stop or
to take other necessary precautions to
avoid danger, was guilty of contributory
negligence, and cannot recover for per-
sonal injuries sustained from colliding
with a passing train, even though no
signal by the locomotive bell or whistle
was given. It is the duty of a traveler
upon a public highway when approach-
ing a railroad crossing to exercise ordi-
nary care, and if he fails to do so, and
is injured at the crossing by a collision
with an engine, and his failure to exer-
cise ordinary care contributed to such
injury, he cannot recover therefor. To
recover for an injury alleged to have
been sustained at a railroad crossing by
a collision with an engine on account of
the neglect of the railroad company to
cause a bell or whistle to be sounded
as its engine approached such crossing,
it is not enough for the injured person
to show that he was injured at the cross-
58
ILLINOIS CENTRAL MAGAZINE
ing, and that no signal of a bell or
whistle was given, and that such default
of the railroad company was negligence ;
but, to recover, the injured person must
further show that the default and negli-
gence of the railroad company were the
proximate cause of the injury sued for."
The courts are taking the correct view
that putting all of the responsibility on
the railroads for automobile accidents
at grade crossings does not have a ten-
dency to decrease accidents, but, on the
other hand, has a tendency to increase
them. In this connection the Jackson
(Miss.) Daily News remarks:
"If these crossing accidents continue
the railroads will have to put up signs
warning the engineers to Stop, Look and
Listen for automobiles. Wouldn't it be
pleasant to travel on a train that stopped
at each and every crossing!"
THE
CLAIM DEPARTMENT'S
CONTRIBUTION TO
THE WAR
The claim department's contribution
to the war in men, so far, has not been
great in number, but mighty fine in ma-
terial. Claim Agent J. D. MaGee, of
Springfield, entered Fort Sheridan, Chi-
cago, and Claim Agent W. B. Livings-
ton, of Paducah, entered Fort Benjamin
Harrison at Indianapolis. Both were
recently commissioned second lieuten-
ants, Mr. MaGee in the quartermaster
corps and Mr. Livingston in the artillery.
Lieutenant MaGee was born August
4, 1887, at New London, Mo. He ^was
educated in the public schools of Mis-
souri and graduated in law at the Mis-
souri University, soon after which he
entered the claim department of this
company. He has a large acquaintance
on the Illinois Central and by his uni-
form courtesy and gentlemanly bearing
has made many friends on the railroad
who will watch his career in the army
with great interest. He is every inch
a man. Lieutenant MaGee will be sta-
tioned at Camp Grant, Rockford, 111.
Lieutenant Livingston was born Oc-
tober 4, 1890, at Churdan, la. He grad-
uated from the Fort Dodge (la.) High
School in 1909, later spending two years
at Grinnell College and three years at
LIEUT. J. D. MAGEE
LIEUT. W. B. LIVINGSTON
ILLINOIS CENTRAL MAGAZINE
59
the State University of Iowa, from
which he graduated with degree of LL.
B. Soon after graduating from the
university, Mr. Livingston entered the
service of the claim department of this
company and remained with it continu-
ously until last May, when he resigned
to enter the army. Lieutenant Livings-
ton has the kind of stuff in him out of
which heroes are made, and if given an
opportunity is sure to distinguish him-
self in the war. Down on the Kentucky
Division, where he is best known, his
friends are legion. Lieutenant Livings-
ton will be stationed at Camp Taylor,
Louisville, Ky.
CLAIMS OF PASSENGERS FOR
ALLEGED IMPROPER TREAT-
MENT BY EMPLOYES
'There is probably no class of claims
against railroads where so frequently
exorbitant damages are awarded with
less foundation than those where pas-
sengers sue for alleged improper treat-
ment by employes or passengers. The
degree of care and diligence to which
passengers are entitled for their safety
and comfort by railroads and their em-
ployees has long been settled. That fe-
male passengers in particular are entitled
to such care is not questioned. That the
law is wise and proper is not debatable.
That it is at least sometimes misused
as the basis to procure unjust and ex-
orbitant damages is also true.-
The duties of a conductor are at best
trying and difficult. It requires a man
of much tact, discretion, good judgment,
patience and diplomacy. Embarrassing
complications as to what action he
should take are frequent. For instance,
it sometimes occurs that a women pas-
senger, with five of her children accom-
panying her, will insist that neither of
them is upwards of five years of age and
liable for fare. Under such circum-
stances, what is the conductor to do?
He dare not question the accuracy of
the statement, and yet if he permits a
child over the stipulated age to be trans-
ported without fare, he is unjust to his
employer, fails to comply with its rules
and regulations, violates the law, and
encourages bad conduct upon the part
of passengers. Yet if he questions the
statement he certainly will bring trouble
to the railroad and probably to himself.
In the case of Ransom vs. Georgia,
S. & F. R. Co., 6 Ga. App. 740, plaintiff,
a woman passenger, with two small chil-
dren, had misplaced her ticket. The
conductor went to her several times for
it. He gave her ample time and oppor-
tunity to find it. She was unable to
find it, and, as she claimed, he finally
paid her fare and stated to her, in the
presence of other passengers, "You are
a woman. You can take advantage of
me. I will just pay your fare for you
in the presence of these gentlemen."
On the first trial a verdict for $700.00
was rendered. A new trial was granted.
On the second trial a verdict for $1,000
was rendered. On the third trial a ver-
dict for $700 was rendered, and was
affirmed. The defendant submitted evi-
dence of the reputation of the conductor
for uniform politeness and courtesy to
passengers, but it evidently availed it
nothing. — The Memorandum, July, 1917.'
HERE IS ONE THAT SHOULD GO
THE ROUNDS
Some people have no sense of humor.
This fact was demonstrated upon the
trial of a large damage suit against the
Illinois Central. A darkey was on the
witness stand, testifying in behalf of the
defendant. He had been put through,
a gruelling cross examination by the
plaintiff's attorney, every effort being
made to break him down, but without
success. Finally the attorney in his des-
peration asked the negro if he had ever
been convicted of any crime. Receiving
an answer in the negative, he then asked
if he had ever been in jail or the peni-
tentiary. The darkey replied that he had
not. The attorney then retorted, "Then
you have escaped detection so far." The
darkey quickly replied, looking the law-
yer squarely in the face, "Yas, sir; a
whole lot of us is, jedge." Now the
lawyer is wondering why the whole
court room laughed.
60
ILLINOIS CENTRAL MAGAZINE
CHILD NEAR DEATH ON RAIL-
ROAD BRIDGE
But for the prompt action of Engi-
neer Frank Calkins of northbound Illi-
nois Central freight train No. 192, Floyd
Passmore, a lad of seven years, would
have met a tragic death on the railroad
bridge over Rock river, Saturday after-
noon, for the little fellow was trapped
helplessly on the high structure when
the local freight pulled onto it at 3
o'clock.
The child was at about the middle
of the bridge when the train, in charge
of Conductor O'Rourke and Engineer
Calkins, ran onto it. Bewildered and
frightened, he stood helpless between
the rails.
Horror-stricken, Engineer Calkins
applied the emergency brakes and re-
versed the ponderous locomotive, taking
desperate chances on derailing the en-
gine on the bridge, but the heroic meas-
ure brought the heavy train to a stand-
still less than five feet from the child.
The boy was put on the train, which
was backed up so he could be let off on
the south side. — Dlxon (111.) Evening
Telegraph, July 10, 1917.
CUSSES RAILROADS BUT
WANTS FAIR PLAY
Editor Sentinel'. In a report from
Dermott, Ark., in Friday's Commercial
Appeal, the reporter puts it this way:
"The accident occurred 1000 feet from
the depot. A cotton gin cut off the view
of the automobile from the train and
it was impossible to stop the train." You
would suppose if the cotton gin had not
been there the train should have stopped,
and the joy riders generally think that
the train should stop and see if the
coast is clear before crossing any dirt
road.
If the people haven't sense enough to
conserve their own safety, it would be a
good idea to pass a law compelling autos
to come to a full stop before crossing
a railroad.
In this case there were five people
killed, and no doubt the railroad com-
pany will pay big damages, when as a
matter of fact, the railroad company
was not responsible or liable.
Don't understand me as being a fan-
atic on railroad persecution, and that
the State of Mississippi is the Cyclops,
the acme of railroad persecution. I cuss
the railroads myself, but I believe in
fair play! — "Zulpeck," The Yasoo
Sentinel, August 8, 1917.
"LEST WE FORGET"
Kankakee, 111., Sept. 2, 1917.
Mr. H. B. Hull :
I have just been looking over the sev-
eral circulars and reports from your
office, also the comparative statements
as to how the several divisions rank and
desire to call your specific attention to
the following position of the Illinois
Division :
Rank
Casualty statement Jan. 1 to July 1.... 3
Personal injury settlements Jan. 1 to
July 31 1
Casualty statement July, 1917 2
Damage to stock settlements Jan. 1 to
July 31 2
Damage to stock settlements July,
1917 , "... 3
Personal injury settlements July, 1917 1
You will note we have never been be-
low rank 3 in any of the statements, and
in all settlements both for the month and
6 months rank 1.
That Harriman medal still looks good
to me.
Yours very truly,
CHARLES D. CAREY,
Claim Agent.
THE FOOL AND HIS CAR
When I read of the wrecking of motors,
I feel
The car that goes wrong has a fool at
the wheel.
The amateur racers, the gluttons for
speed ;
Divorce from the car is the law that they
need.
The fool and his car should be parted.
The driver who takes all the crossings
on high
ILLINOIS CENTRAL MAGAZINE
61
And never looks out whether trains be The chauffeur who drives with an arm
rtearby. 'round a lass
Who runs down the watchman and The fool who converses and turns back
smashes the gate, his head
And puts all his trust in the kindness ro hear what his friends in the tonneau
of fate— have said—
That fool and his car should be parted. Such foois and their cars should be
parted.
The chauffeur who tears along populous
' s.' The fool is a creature that never can
Who misses the trolleys by marvelous .
feats learn,
,TT, ' lt\ ,1 ,„ i f The fool very often has "money to
Who burns up the road and prefers „
the wrong side,
burn,'
And tells of his exploits and voluble And drivers who cariT more dollars than
pride— sense
That fool and his car should be parted. Just charge UP their fines to the run'
ning expense —
The driver who mixes his drinks and That fool and his car should be parted.
his o-as> — C. L. Edholm in Motor Life.
The Freight Train Finds a Friend
to take in with the eyes a good deal of its
length, and still close enough to distin-
guish the different cars.
A great jointed monster, it groans and
grumbles at the load it carries; either
that, or the lumbering noise of the wheels
is the laughter of the train, which goes
a.t its task with such earnestness it can-
not help but rejoice.
There are cars from every section of
the nation and loaded with every con-
ceivable item of commerce. Big cars and
little ones, high ones, and those without
height at all. Sealed cars and open cars,
red ones and yellow ones and brown
ones, and ones having no color at all
save the hue given by the weather to the
wood, a motley combination of shapes
and colors and sizes, but all going to
make up a living, breathing benefactor
of the race. You need not consider the
hardy fellows in charge of the thing ;
they are your brothers, and you ought
to know them. But the monster itself, or
the good giant with his wealth of joy
for all who meet him — the freight train
itself, that is the inspiration to which we
would direct your attention, for behold-
ing it, you can weave your own fantastic
imaginings. — From the Jackson (Miss.)
News.
The meek and lowly freight train of
other days has come to be the real aris-
tocrat of the railroad these days. The
vestibuled trains with their splendidly
equipped palace cars do not come in for
so much attention, either upon the part
of the railroad people themselves, or the
general public. It would not surprise us
to see soon the engineers on the pas-
senger trains being promoted to places
on the freights, just as they used to be
promoted from the freights to the pas-
senger trains.
The truth is, the world is finding itself
through war. It is coming to under-
stand relative values better than ever be-
fore— and when its education is com-
plete along these lines, the freight train
will have the right of way over the pas-
senger train, because of its greater worth.
To delay a train of 50 carloads of food
intended for hungry people, that a hun-
dred excursionists may reach a summer
resort a little earlier will some day be'
considered a crime.
But the freight train itself — stand by a
crossing out in the country some time
and study it as it passes. Or, better
still, if you have the opportunity, watch
it from across the field, far enough away
.
Ijissenqer Traffic
M., ... '.';,. ^Jf _
EL.EEEEE
F [ F EEEE
FFFEEEE
When the Soldiers Passed
"Listen to this," said the Rambler.
"It reminds me of Slim's early days with
us," and he read as follows from the
morning paper: "He said himself that
he did not think he was an especially
diligent pupil, because he was interested
in the railroad. Every time a train whis-
tled for the station he had his book up
in front of his face peeping out of the
window, watching with envy the won-
derful performance of the men who
walked the top of the freight cars, and
often waving their arms in wigwagging
signals to the engineer. It fascinated
him."
"That, however," the Rambler laugh-
ingly said, as he concluded the reading,
"is where, I fear, the similarity ends
between Slim and the railroad president
from an account of whose career I have
been reading. However, I don't know,"
he added reflectively. "The latter seems
to have been a dreamer in the first stage
and so certainly was Slim. You never
can tell. As everything helps, perhaps
dreams are but the incentive to achieve-
ment after all. At any rate, aside from
remembering the adage to be good to the
office boy, as you can never tell how
soon he may be your boss, I'm going to
continue to keep an eye on Slim for his
own sake. But don't you think for a
minute that when he really gets into his
stride he is going to lean on me or any-
one else. He will either make or break
himself. However, I must confess to
not seeing in him yet future presidential
timber; but that he will eventually rank
creditably somewhere in the force I have
no doubt. By the way, just at present
he seems to be particularly happy, hav-
ing found in the much riding of troop
trains a combination of mild hardship,
unusual and oftentimes genial personal
relations and a line of responsibility
out of the ordinary routine rather fitting
to his individual temperament. In fact,
he acts as though, like the freight trains
of that president's boyhood, the work-
fascinates him. But speaking of troop
trains, what's that martial music we hear
outside?"
64
ILLINOIS CENTRAL MAGAZINE
Acting on his inquiry, we went to the
window and saw coming down the ave-
nue a regiment of the National Guard,
lead by their band, which was playing a
spirited air as the head of the column
reached a point opposite our window.
We watched them in relative silence as
they passed, for we both felt deeply in
the matter of the war, and the passing
column naturally brought up thoughts of
what it represented in that connection.
The regiment was in heavy marching or-
der, and in its general bearing and swing
of step looked very business like ; for in
addition to its then intensive training
it was one that had seen service on the
border. As its ambulance corps, bring-
ing up the rear, was lost to view the
Rambler remarked as we turned from the
window, "as some newspaper corres-
pondent that I read recently put it,
'this has become a time clock war,' and
he then went on to say in effect, in con-
nection with our troops in France learn-
ing to 'dig in,' that in the modern battle
the soldier leaves the trenches at a given
time and must advance only so far. ev-
ery step of infantry having been prev-
iously worked out with artillery. Hence
the time clock idea," the Rambler con-
tinued, "which idea in a way is akin to
railroading. That is, one part of its
operation has to be nicely timed to all
its other constituent parts. Even pas-
senger traffic is an important part of the
machine; in fact, one of its vital units,
iust as that regiment that has just passed
is a unit of a brigade, the latter in turn
being one of a division and so on
through the corps to the army. Pas-
senger traffic is like a brigade or a di-
vision, its work having to come in on
time in relation to what other units are
doing to accomplish a general whole."
"Nothing new about that, Rambler,"
I challenged good-naturedly, more to
wake him up than to criticize ; for, while
T understood he had in mind the work-
ing of the industrial-railroad army in
distinction to its organization, his train
of thought was clearly suggested by the
passing regiment and his speech was
subdued and unusually thoughtful, I
thought, in consequence.
"I know it," he replied, arousing him-
self, "but there is a phase of it that I
was coming at that may vary the simile
a little. Those soldiers, with their rhyth-
mic marching and impressive formation
while devoid of spectacular trappings,
made an inspiring sight even in their
khaki. Now, with the possible exception
of some crack passenger train bowling
along through the country at a high rate
of speed, such as the Panama Limited,
there is nothing in the railroad to com-
pare with the military from a show point
of view. The latter is relatively concen-
trated, whereas a railroad is stretched
out over a vast territory. Hence its ac-
tivities, in a broad way, are always the
same from day to day and from year to
year, and so spread over entire systems
as to be hardly noticeable, or even heard
about, in the sense that are military man-
euvers or accomplishments. Neverthe-
less, it is winning its commercial battles
for the good of the country just as truly
as will our boys in khaki win for us se-
curity for our democratic form of gov-
ernment. Furthermore, of necessity, the
railroads are doing their bit in clock-like
manner, with many of its phases abso-
lutely dependent on time clock operation.
In fact, modern warfare has not origi-
nated the time clock system; it has sim-
ply learned to extend its adoption from
organization, discipline and maneuvers
to its actual righting methods. The rail-
roads have always to a greater or less
degree been in the time clock class."
"Well," I said reflectively, as the Ram-
bler seemed to have finished, "there may
be something in your thought, but it
seems to me it admits of some reasoning
out, and possibly some qualifications.
But — don't begin now !" I interjected on
noticing that he was about to answer
me. "Let me tell you what I came in
for. I have a letter from Boy."
"You have ? Good ! Let's see it," and
he held out his hand eagerly for the let-
ter I had taken from my pocket and
that I was extracting from its envelope.
But I would not let him have it. In-
stead I held up its spread out sheets that
he might see the liberal cutting out from
it of words, lines and whole paragraphs
ILLINOIS CENTRAL MAGAZINE
65
by the censor. "Huh ! That censor made
it look like a gridiron, didn't he?" was
his remark, as he again reached out for
the letter. "No," I said, 'Tm used to
the interruptions in the text made by the
censor's sharp knife and I guess I had
better read it to you first. You can
have it later if you want it." The fact
was, I did not want him to see that let-
ter until I had marked the effect on him
of a reference made in it to these "Lit-
tle Talks with the Rambler" that I have
been repeating so freely for our Maga-
zine family. In beginning to make him
famous by reporting his talks I had not
consulted him, and was a little piqued
when on the first of them appearing he
made no mention of it to me, or anyone
else as far as I have ever been able to
learn. Furthermore, he never has al-
luded to them in any way to this mo-
ment, and I was anxious at the time of
receiving that letter to see if it would
not start something in the matter with
him. Of course, in my reports of his do-
ings and conversations I have always en-
deavored to be strictly truthful and not
to so color them as to give the Rambler
occasion to claim either that I did him
an injustice or that I unduly magnified
him. So it naturally followed that I was
anxious for his verdict. The Boy's let-
ter was from "somewhere in France,"
he being the first to get into actual serv-
ice from Passenger Traffic Headquar-
ters. He is with one of the base hospi-
tal units, which organization experienced
one of the contingencies of war almost
immediately after departing from "an
Atlantic port." He was chief clerk in
my office, and while in years he had
reached man's estate and generally con-
ducted himself accordingly, at times in
his hours of relaxation he let loose such
an exuberant youthful spirit as to have
earned from the Rambler the cognomen
of "Boy," by which term he was gener-
ally spoken of between ourselves since
his going from us. His letter, which I
now began to read aloud, commenced as
follows :
, "Well, here I am, sitting down at the
old typewriter far away from you and
the rest of the office force of the Pas-
senger Traffic Department, but the first
thought that comes to my mind while
pounding away is of you and Mr. Ram-
bler. By the time you get this you will
probably be deep in thought as to what
you will ramble for the month of July,
and believe me I do not envy you your
job at that time. I certainly wish I
could give you an idea in this connec-
tion, but none comes to me unless it is
a comparison as to railroading across
the pond and in the good old U. S. A."
I stopped reading at that point and
said pointedly to the Rambler "he evi-
dently thinks I make up those magazine
stories. He used to help me sometimes
on the dictation and typing of them, but
I never told him ,of our many conversa-
tions and little adventures together."
The Rambler's only response was to
shift a bit in his seat and then reach
down to one of his desk drawers and
take therefrom a box of cigars, out of
which he carefully selected one to his
liking and then put the box in place
without deigning to follow his usual cus-
tom of first passing it to me. This last,
however, I attributed to preoccupation
of mind although I must admit I thought
I caught a momentary flash of a lurking
smile and an amused twitch of the cor-
ners of his mouth as he did so. But he
answered me not a word, so I continued
with my reading:
"What traveling we have done so far
— ('censor's cut of many words') and
from the latter place through ('more
cutting') to our present position has been
third class, corresponding to our coach
service with the exception that six travel
in a compartment and the car is made up
of about nine such compartments. In
France the character of such cars is
much poorer, at least the ones we rode
on were, and the rate of speed here is
much slower. In England the roadbed
is rock-ballasted and in perfect physical
condition, and the speed is as great, if
not greater, than that made in the states.
They have first, second and third class-
es and then Pullman cars. The Pullman
equipment seemed to me to be wonder-
ful and superior to ours, especially their
dining cars. While food is good and
66
ILLINOIS CENTRAL MAGAZINE
wholesome, one becomes tired of practi-
cally the same ration, and looking in
the dining cars with their luxurious up-
holstered arm chairs certainly made
one's mouth water for a cup of good
coffee and ham and eggs."
The Rambler burst into a laugh and
said, "ham and eggs! And I'll bet it was
at breakfast time he had that longing.
If it was, he only showed himself to be
a true American, for I never knew one
of my countrymen for the first time in
a country of coffee-and-rolls-breakfasts
that didn't set up a holler for our great
national dish of ham and eggs for his
morning meal. However, Boy was mod-
est in his desires even at that. It seems
only yesterday that I «aw him enjoying
a dinner in the dining car of No. 3,
starting with 'giblet with rice' soup, fol-
lowed by two delicious lamb chops with
'au gratin' potatoes, and with olives and
head lettuce salad on the side, the repast
ending with ice cream and cake and a
demi tasse of coffee. And he paid for it
all out of his own pocket, too. Oh, but
I like that little ham and eggs touch ; it's
so human. But the best of it," he con-
tinued more seriously, "is the evidence
that Boy is game and not complaining of
his present lot, but saying, 'food is good
and wholesome.' But go on with the
reading."
"The freight equipment," I continued,
"is far from being as far advanced as
ours, the capacity being about fourteen
tons per car. That is quite different from
our large all steel one hundred ton gon-
dolas." "He evidently meant to say,"
interrupted the Rambler, "one hundred
thousand pounds, having in mind our
fifty-ton gondolas." "However," I went
on, "they naturally travel considerably
faster than ours. I know this is not
much, but then I have seen you make a
sixteen page story out of much less."
Again I looked at the Rambler signifi-
cantly, but as before he ignored my pur-
pose of drawing him out by looking at
me in an inquiring sort of way as if
waiting for me to go on, so I aeain read
from the letter, which continued : "Our
trip so far has been very interesting, as
you may imagine, with everything new
and all sights unusual. — — ('censor's
knife here eliminates over four lines').
T certainly wish you could have seen the
country between those two places and had
your camera with you. Never did I see
anything that would compare with it.
Every bit of land was under cultivation.
Hills that I do not see how they could
be plowed and right up to within three
feet of the tracks were all made use of,
Our stay at ('cut') was very
pleasant, we being billeted at different
nouses, about ten to a house
('censor busy with his knife again') —
night ('cuts') and arrived in
('cut') about five in the morning, leaving
the latter city for - — ('cut') about
8 :30 AM the same morning. You can
imagine therefore that we did not get
much of a chance to see the largest city
in the world, but I hope to later."
"Boy was simply ahead of the times
in his trip through 'the largest city in
the world,' " interrupted the Rambler.
"This morning's paper tells in a dispatch
from London of our expeditionary army
training in England having given for
the first time its 'Sammies' their first
leave privilege in considerable numbers,
and of their frolics and fraternizations
on the streets of that wonderful city."
As he talked he had reached over and
taken up the paper, laughingly remarking
as he glanced through it to find the article
he had in mind, that among other things
it said was that the "Tommies" were
delighted with the American game of
craps that their "Sammy" brothers were
teaching them. Finding what he wanted
he read as follows :
'The American soldier is a mystery to
the Englishman. Those in London today,
having just been paid, had their pockets
full of money which they were anxious to
spend. They dined at the best hotels,
some of them occupying tables adjoining
those at which British offcers were seat-
ed. The only difficulty which they ex-
perienced with English money had to do
with the value of the coins, to which they
are as yet unaccustomed. They passed
over pound notes in payment for small
ILLINOIS CENTRAL MAGAZINE
67
Friday, Jtm* 15, li)17.
BkM Ho«j.lt*.l f!2 .
ATB7 ft Off 10* #16
r ar a**? fro* r» and
l tb* f lr*t
ant Mr. Bambl*r. »y
f*nd from
} hia b*«& third el***, oorrvipaadlng 1
• with tb* *woption that *lx trar«l la » oospartaMUt and th*
p of about aja* wnob ooovartmt*. to twano* th* obaraotor of aaob
poor** at l*a*t tb* on** w* rod* on **r* and th* rat* of *p«*d
ilo*«r. In jfarlaod tax* roadbad i» 'roox ball«ft*d and la p**f*et
Ltlom wad tb* «p**d 1* a* gr**,t If not gr««t«r tban that a«d* la u<*
»? ha** flr*t. ••Oi^nd aM third Ola**** and tb*o Pollawai oar». tb»
:«*nt ••«*•! to •* to b* vondarftil axid *vp*rlor to oar*, **p»clally
\» MBM rat lea* *a& looking la tb* diolng <
«d *88». BM fNltfit oaulpHBt U far from U
o MpMltf B*ln« aiout fourton toad p»r aw. a
I*TB» All BtMl OM boaAr*d toa* goalolM. So
e<jMld«*bly fMUr than our*. I too* tola 1.
B y^a Mk* a •IxtMn fug* «tory oat or m«i !«•«.
<ter trip *o far l.w o*m TO? lnt«r«.tU« « JO
. «• :ad a Yvry nic« r«o*ptloD, •• •arobM Uuroagb tt* 1
.•tane* of about fir* mil** with a band f|ootti*a} at o«r
•v«rTwb«r« » w*r* grMt*d with "Hello, A««rio*n.- &• »tr**t* w*n
poopl* baglag out of window*, ind, althuotfi w* w*r* •ighty tLr*d vi<
oar • uljaMUt, It «** ai jhtr lavplrlag and r«*U)d*d BM of *torl** I b
tb* o*n*or will net allow iw to tfho*. Talk about • city of Untal '
larg* circD***. On« thing that took ay «7* b*r« wa* te* *«*lng of ,
girl* drlYlag A*d Croat awtbttlaao** . And th*? ar* not balpl*** *«a a
A* you awjy gvM* Z am worklag In tb* offlo* and «y datla* i
I AC In the b*et v? li*-ul*i..«nd *pirit* and wlah 700 would alt down ai
* l*tt*r In jour owe brwxj *^1*. a*awnbor a* to all of 07 aaioc:
•ffiM and toll 14 and Uu Mhrwn* not to do too auch work durli^ tl
dlotato a*
tM in th*
SHOWING WORK OF THE CENSOR ON "BOY'S" LETTER.
purchases, and took back a handful of
change without counting it. 'What's the
use of counting.' said one. 'We could
count the number of coins, but that's all.
So we just trust to luck.' From the tops
of crowded buses men and women waved
to the Americans. It is agreed unani-
mously that London likes them as much
as they like London."
""But let's get on with that letter, it's
interesting" the Rambler said as he tossed
the paper aside. So I began reading
again. "The city of - —('cut') was
very interesting, the streets being narrow
and small. From - —('cut') we
crossed the English Channel to —
('cut again, for the last time') and it was
here that we had a very nice reception.
We marched through the town to our
quarters, a distance of about five miles,
with a band (Scottish) at our head and
everywhere we were greeted with 'Hello
American !' The streets were lined with
people hanging out of windows. And
although we were mighty tired with no
sleep the night before and the weather
hot and we carrying about fifty pounds
on our back, our equipment, it was mighty
inspiring and reminded me of stories
I have read of the Civil War."
At that point the Rambler was again
reminded of something he had read in
the newspapers and motioned for me to
stop. He reached over his desk and
passed me a clipping, saying as he did
so "It is a portion of the newspaper
account of the parade in London of
Pershing's troops soon after their arrival
on the other side. It sums up the Ameri-
can soldiers as seen by the English in a
way that rather stirs my blood. Read
it, will you ? I have done so many times,
but want to get it by heart." I read it
aloud, the item being from a London dis-
patch and was as follows under the sub
heading of "United States Type."
68
ILLINOIS CENTRAL MAGAZ1XE
"The evening newspapers unite in
praise of the American soldiers. The
Standard displayed on the front page the
large headline, 'Sons of the Pilgrims
Back in London.' under which it says :
'Lean, lithe, straight-backed, sallow, thin-
lipped, set-jawed, they impress everybody
as doers rather than dreamers, men of
few words who look you straight in the
eye, take your measure at a glance, give
you their opinion in a rough epigram
and then get to business. They are a
distinct set of men of a definite type. Not
Canadian, not Austrian, not New Zea-
lander, but in the snap of the eye and
the expression of the mouth something
distinctly United States.' J; "I like that
too," I remarked as I handed the clip-
ping back. Not fulsome, but rather close
to the facts in my opinion. Yes, Boy I
reckon is one of them even if he was not
in that particular parade. Although
'mighty tired with no sleep the night
before and the weather hot and carrying
about fifty pounds' on his back, he still
found the experience 'mighty inspiring.'
He and his companions in that little unit
undoubtedly held their own with the
'lean, lithe, thin lipped and set jawed'
countrymen that marched more preten-
tiously some weeks after in that city he
was so anxious to see. But let's finish
his letter," I continued as I took up his
page again and read : "The next day we
took train for our present position which
the censor will not allow us to show.
Talk about a city of tents ! That's us.
I never saw so many people under canvas
in my life and I have seen some mighty
large circuses." "Bet he has," I remarked
as an aside and then continued. "Qne
thing that took my eye here was the
seeing of English girls driving red cross
ambulances. And they are not helpless
when a puncture occurs either.
As you may guess I am working in the
office and my duties are pleasant. I am
in the best of health and. spirits and wish
you would sit down and dictate me a
letter in your own breezy style. Remem-
ber me to all my associates in the office
and tell - - and - - not to
do too much work during the hot
months."
"Fine letter" said the Rambler, "and
very characteristic," I added. "I surely
will write him that letter, but am not
confident as to whether there will be
sufficient mental wind at the time to make
it breezy. 'As everything helps,' as you
say Rambler, why don't you try to write
him a 'breezy' letter?" "I will" was
the response.
Service Notes of Interest
The Railroads' War Board's Circular No.
11 of Official Information, has the follow-
ing to say of the planning of the largest
troop movement ever scheduled in the his-
tory of this country, which are now being
perfected by the American Railway As-
sociation at the request of the United States
Government:
"Altogether, 687,000 men will have to be
transported to the various cantonments that
the government is building to house the
new National Army. The movement will
start September 5. Between that date and
September 9 the railroads will complete the
entrainment of 200,000 men, or approxi-
mately 30 per cent of the total number
scheduled to be moved to the various train-
ing camps.
"It is expected that a second movement
approximating 200,000 men will begin
September 19, continuing for four days
thereafter, and a third movement of the
same size on October 3.
''Some conception of the magnitude of
the task confronting the American Rail-
way Association in preparing schedules
that will assure the safe and prompt trans-
portation of these armies without interfer-
ing with regular traffic may be gleaned from
the fact that to move merely one field
army of 80,000 men requires 6,229 cars made
up into 366 trains with as many locomo-
tives and train crews.
"Meanwhile, in addition to moving the
687,000 recruits for the National Army, the
railroads have been asked to supply trans-
portation for the 350,000 members of the
National Guard to their training camps.
This National Guard movement has alre-ady
started and will continue in increasing
volume until all have been moved.
"A bulletin, covering the movement of
ILLINOIS CENTRAL MAGAZINE
69
the National Army to the training camps
and explaining the plans which the govern-
ment wants carried out, has just been
issued for distribution to the various rail-
road officials of the country. That bulletin
in part is as follows:
" 'The citizens selected to form the Na-
tional Army will begin to move to their
respective training camps on September 5.
" 'The number to be selected stands at
present at 687,000 men.
" 'Four thousand, five hundred and thirty-
one points in the United States have been
designated by the Provost Marshal General
as points of local concentration, at one
of wnich each individual will be required to
report at a stated time and from which the
parties will proceed by railroad to the can-
tonment to which they have been assigned.
" 'The American Railway Association has
been directed to prepare schedules for the
movement of each of these parties from
originating points to destination. These are
being prepared by the Passenger Associa-
tions in conference with representatives of
the operating departments.
" 'The first movement will consist, ap-
proximately, of 30 per cent from each local
concentration point, a total of about 200,-
000 men. It will beerin on Wednesday,
September 5, and entrainment is to be com-
pleted on Sunday, September 9.
" 'In preparing schedules, due regard will
be paid to the necessity for providing for
the feeding of these men at convenient
points, either by use of eating houses, din-
ing cars, or by furnishing box lunches on
the train.
" 'The American Railway Association will
place a qualified official of the passenger
department in the office either of the gov-
ernor, or of the adjutant general, as mgy
be deemed most suitable by the state
authorities in each state. This official will
keep in touch with the state authorities in
any emergency which may arise and will
assist them in carrying out the schedule.
" 'It is expected that a second movement
of 30 per cent will take place beginnin^
September 19, continuing for four days
thereafter; and a third movement of 30
per cent will begin on October 3, to con-
tinue for four days thereafter.' "
From time to time we hear outbursts
against "malefactors of great wealth," and
not the least among those who have really
deserved what has been said about them
arc the railroads.
But when you see all of the railroads of
the United States pooling their interests for
patriotism — literallv handing their prooer-
ties to the general government, and say-
ing: "Take these and run them as you see
fit until such time as our common enemy
has been vanquished" — well, it makes you
realize that even if a corporation is classed
as "soulless" it still has heart and mind
and intensely practical loyalty.
When the railroads of the United States
pass under government control without a
dissenting voice, without the expenditure of
a cent and without even a guarantee of
dividends, it certainly speaks highly for the
willingness of wealth to sacrifice for the
common good.
Volunteering 250,000 miles of railroad
and having the offer accepted without even
so much publicity as a paragraph in the
newspapers, is just exactly what occurred,
but who of us, six months ago, would have
believed it possible? — Los Angeles Herald.
The following convention announcements
for September, October and November,
1917, should be carefully gone over by
agents and kept in mind with the end in
view of obtaining business therefor in cases
where applicable to their territory:
International Association Prevention of
Smoke, Columbus, Ohio, September 25-27,
1917.
Y. M. C. A. Secretaries, Niagara Falls,
September 19-21, 1917.
National Spanish War Veterans, Cleve-
land, Ohio, September 23-27, 1917.
Illinois Clay Manufacturers' Association,
Murphysboro, 111., September 10-15, 1917.
Prepared Roofing and Shingle Roofing
Manufacturers' Association, Chicago, Sep-
tember 12, 1917.
Ak-Sar-Ben. Omaha, Neb., September 26-
October 6, 1917.
Rock River Conference (Methodist
Episcopal Church), Belvidere, 111., October
4, 1917.
American Meat Packers' Association,
Chicago, October 15, 1917.
Northern Hemlock and Hardwood As-
sociation, Milwaukee, Wis., October 27,
1917.
National Association of Motion Picture
Engineers, New York, N. Y., October, 1917.
National Council Congregational
Churches, Columbus, Ohio, October 10-17,
1917.
National Dairy Association, Columbus,
Ohio, October 17-27, 1917.
American Refrigerator Association, St.
Lou's, Mo., October, 1917.
Central Association, Science and Mathe-
matic Teachers, Columbus, Ohio, November
28-30, 1917.
National Industrial Traffic League, Chi-
caj?o, November, 1917.
National Jewish Congress, Washington,
D. C., November 18, 1917.
We have always felt that the station
agent in a small town has a snap. We
have watched him intermittently for twenty
years or more. All that he has to do is
to sweep out the station, take care of the
fires, empty the ashes, make excuses to
70
ILLINOIS CENTRAL MAGAZINE
the patrons for trains that are late, ride up
and down the track on a three-legged hand
car, and fill the switch lights, count the
cash, do the telegraphing lor the whole
town and the railroad at the same time,
carry nine tons of baggage every day, an-
swer 9,000 fool questions, take the numbers
of freight cars in the yards, work the sema-
phore, keep a cool head with the train dis-
patchers, check trunks, answer the tele-
phone, chase the hoodlums off the platform,
pull tramps out of box cars, watch the track
tor bad rails and joints, take care of the
express, keep the water cooler filled, sell
tickets two or three feet long without mak-
ing a mistake, handle the parcel freight,
carry suit cases for old ladies, make out
way bills and figure freight rates to Hono-
lulu and Vancouver, B. C. After that
nothing to do till tomorrow. Ho, hum.
It's a gay life. — 'Biggar Independent.
The National Forests should not be con-
fused with National Parks; they are en-
tirely distinct and separate. The Forest
Service of the Department of Agriculture
has issued maps and circulars descriptive
of these forests which are to be found in
24 states from Maine to California, and
from the Gulf of Mexico to the Canadian
line. There are 152 National Forests in the
United States, with an area of about 150,-
000,000 acres. They occupy principally the
more rugged and heavily timbered regions
of the White Mountains, Appalachians and
Ozarks of the East, and the Rocky Moun-
, tains, Sierra Nevada and Coast Ranges of
the West.
The National Forests are free to all, and
visitors are welcome to camp and motor
where they will. Fire arms are permitted,
and there are no restrictions on fishing and
hunting except those imposed by game laws
of the states in which the forests are lo-
cated. Railroads and auto highways make
the National Forests readily accessible;
even the more remote and out of the way
parts of the mountains being easily reached
over goods roads -and trails built and main-
tained by the Forest Service. — Clipped.
The Railway War Board has announced
a curtailment of railway passenger service
that will doubtless surprise the traveling
public inasmuch as probably not one pas-
senger out of ten has been at all incon-
venienced by the curtailment that has been
made effective. The Railway War Board
announces that the railroads of the country
have eliminated passenger trains aggregat-
ing 16,267,028 miles of train service per
year. This is done to save man power,
fuel and motive power which can thus
be applied to the transportation of freight
necessary for the successful continuation of
the war. The elimination of passenger
service as now reported will make available
for other purposes over one million tons of
coal. As a result there has been added the
capacity of 779,000 freight cars and three
billion ton miles within a single month.
It has been suggestively pointed out that
no nation except the United States has a
total freight service equal to this addition
to the railway facilities of our country.
It is remarkable that this change has been
brought about without noticeable criticism
from those most dependent upon the use of
passenger trains. — Travel Bulletin of the
American Express.
The San Geronimo Day festivities at
Taos, N. M., are held September 30 of each
year. This year the 30 happens to be on a
Sunday. Information has been received that
the celebration will be held on Sunday,
as the Indians do not make a change on
account of the day. — Rio Grande Service
Gazette.
The small son of a visiting minister was
presented to the regular minister after the
sermon. The regular minister, somewhat
absent minded, later asked the little boy
his name.
''Thomas Jones," said the lad.
"Ah, yes — the son of the Rev. So-and-So,"
exclaimed the pastor. "And how old are
you, Thomas?"
"I was four and a half vears old on the
frain coming here," said the truthful
Thomas, "but I'm really six." — Erie Circular.
Appointments and Promotions
With the view of enlarging the Loss and
Damage Bureau to include additional impor-
tant matters, a new bureau will be created,
effective September 1, 1917, that of "Freight
Service."
Mr. John L. East appointed Superinten-
dent Freight Service, with headquarters at
Chicago.
Effective September 1, 1917, Mr. John J.
Desmond is appointed roadmaster of the
Louisiana Division, with office at McComb,
vice Mr. Thomas Quigley, promoted.
Effective September 1, 1917, Mr. Charles
A. Maynor is appointed roadmaster of the
Mississippi Division, with office at Water
Valley, vice Mr. John J. Desmond, pro-
moted.
Effective August 3, 1917, Mr. Matthew G.
Kennedy, is appointed trainmaster, New
Orleans Division, with headquarters at Wil-
son, La., vice Mr. Floyd R. Mays, promoted.
Effective September 1, 1917, Mr. Frederick
T. Gibbs is appointed trainmaster, Branch
Junction to Irvington, with headquarters at
Centralia, vice Mr. Donald L. Carlyle, as-
signed to other duties.
The Humble Puncher
By Helen Lee Brooks, Stenographer in Superintendent's Office, Mattoon, 111.
puncher" is the ugly duckling
of business correspondence. No
one enjoys writing- them and still less
does one enjoy receiving them. It is
not pleasant to be reminded of a debt
one owes or agreeable to have one's
attention directed to an obligation not
discharged. This is why "punchers"
are apt to be greeted with expletives.
They are the "You owe mes" of busi-
ness correspondence.
The despised "puncher" undoubtedly
has its use, but at present it occupies
entirely too large a place in railroad
correspondence and indicates ineffi-
ciency, indolence or lack of interest
on the part of certain employes. A
great deal has been said of late about
cutting down correspondence, and not
a little has been accomplished in that
direction. As one of our officials
jocularly remarked, "We are saving
a million words a day." But there is
room — much room — for still further
improvement and the most effective
method of reducing correspondence is
to answer letters promptly when it is
at all possible to do so. Every one
knows that "procrastination is the
thief of time," and the longer a duty
is put-off the more difficult of perform-
ance it is. If the information is avail-
able, why not reply to a letter the
day it is received instead of waiting
two or three weeks? If a report is
due on the first day of the month, why
not send it in on that date, and not
wait until the tenth or fifteenth, delay-
ing business in other offices, entailing
additional work on other people, and,
as a reward, receive a curt "puncher."
If the negligence of one correspondent
affected his own offi-ce or department
only the result would not be so ser-
ious; but such is not the case. A letter
unanswered, or so imperfectly an-
swered as to be worthless, the omis-
sion of one necessary fact, may dis-
arrange the plans of half a dozen
offices and inconvenience a score of
people. Take, for instance, the ques-
tion of reporting personal injuries.
The instructions are explicit and so
simple a child can understand them,
and they have been issued and reissued.
Let us suppose that John Smith, em-
ployed as section laborer, through
carelessness of himself, or some one
else, (probably the latter), steps on a
nail protruding from a board. The
nail penetrates his foot and Smith is
incapacitated for work for a week.
The section foreman makes a report
of the accident to his supervisor, but
fails to say whether it is the right or
left foot which is injured. The su-
pervisor transmits the report to the
road master, he in turn to the division
superintendent and the division super-
intendent makes report to the claim
department. The omission is not de-
tected until the report reaches the last
office and it is necessary to retrace
the entire course to get one small but
essential fact which should have been
incorporated in the original report.
Such instances occur daily, enorm-
ously increasing correspondence and
annoying every one from the head of
the claim department to the luckless
72
ILLINOIS CENTRAL MAGAZINE
73
section foreman who overlooked his
instructions.
As stated above, the "puncher" has
its legitimate place. Often letters are
received which cannot be answered
until information not immediately
available is secured. It is merely a
waste of time to attempt to reply un-
til the necessary facts are at hand ;
therefore, the correspondence is laid
aside. The writer of the original let-
ter, however, is perhaps not aware of
the situation, and after waiting what
he considers a reasonable time for a
reply, sends a tracer. This is the
only strictly legitimate office of the
"puncher." Stress of work or unusual
conditions may arise to delay corre-
spondence occasionally, but not suf-
ficient to invite an,' avalance of
"punchers." "Punchers," however,
like the rains from heaven, "fall alike
on the just and the unjust." A well-
conducted office, like a well-regulated
household, must have system, and as
in the latter there is a time known as
"spring cleaning," when the male in-
habitants take to the streets and the
club, so in the former there is a period
sacred to "punchers." It is not a
pleasant season and is one that chief
clerks and stenographers would gladly
forego. It is not agreeable to the re-
cipient of these persistent naggers,
"Please hurry reply," "Give imme-
diate attention," "Answer by return
mail," etc., etc., since too often one
must admit they might have been
avoided by not putting off until to-
morrow what can be done today, and
done better. Correspondence increases
in volume the longer it is neglected
and is far more difficult to handle sat-
isfactorily. The circumstances with
which it is connected are no longer
fresh in the memory ; pertinent facts,
easy to secure at the time the incident
occurred, are not available ; important
records have been lost, and, most irri-
tating of all, "punchers" and more
"punchers" have crept into the file.
Useless correspondence is an evi-
dence of inefficiency, a waste of
energy, a lack of economy. The ca-
pable correspondent is not the one
who writes the longest and most let-
ters, but the one who accomplishes re-
sults most quickly with the fewest and
shortest letters. Time is too valuable
an asset to be wasted.
Good results are usually brought
about by co-operation, but if the irri-
tating "puncher" is ever to be relegated
to the background where it belongs,
it must be done by individual effort.
The mission of the "puncher" is to
remind one that he is not doing all
that is expected of him. The only way
to eliminate them is to give corre-
spondence prompt and careful atten-
tion.
A Costly Evil
By G. L. Roberlson, Train Dispatcher, Fulton, Ky.
The pressing demand for efficient and
rapid transportation is upon us. Rail-
roads are taxed with business. Power
for handling is exceedingly costly, and
owing to unsettled conditions it may be
said the price is almost prohibitive. Fur-
ther, the railroads have been denied an
increase in freight rates, except on a
few commodities. Our company has
adopted a liberal attitude toward its em-
ployes in granting increases, in the face
of all this. Our officers are devising all
methods possible to handle the business
safely and promptly, and need the co-
operation of every man connected with
the company to meet the increasing de-
mands. The smallest clerk who may
think himself isolated from the trans-
portation department, thru error may
cause a car to be set on the siding for
days, waiting for disposition. It be-
hooves all of us to realize that we are
a part of the organization and to put
forth our best efforts. I shall now get
to my theme. I consider it timely to
call attention to one of the lesser evils,
74
ILLINOIS CENTRAL MAGAZINE
which we constantly have with us ; in
name it sounds trivial and meaningless,
but in fact it is a real mountain, thus —
the Hot Box Evil.
To my knowledge good runs are
spoiled every day, not to speak of the
cost of fuel and time wasted, by a
naughty little hot box. Transportation
men know that often a ten minute delay
to a train at one point means several
hours' delay to the train before comple-
tion of trip. It is my belief that the
Trainmen and Carmen of each district
will welcome this move and support it
wholeheartedly; the plan being simply
this — conductors on arrival at terminal
make a report to the Chief Car Inspect-
or showing number and initial and lo-
cation in train of hot boxes and near hot
boxes. Upon receipt of this informa-
tion the inspectors give special attention
to such cars.
A small share of willingness on the
part of each man finally leads to a per-
fected organization covering the system,
which means the elimination of the hot
box evil. Who reaps the benefit of this
little corrected evil? The shipper has
his goods expedited, which probably
means a saving to the consumer. The
train crew reaches home quicker, with
a smooth run to their credit. The car
inspector is pleased by a report from the
conductor that every car is running cool.
The yardmaster can get his trains out
on time and reduce extra switching, the
switchman thereby profits, and at last,
to whom we owe our very best, our com-
pany profits. By reducing the delays to
passenger trains, by reducing the liabil-
ity to pull out draw bars, by increasing
car miles, by reducing liability of jour-
nals breaking, elimination of claims due
to delayed shipments, reducing extra
stops, lessening the chance for rough
handling of freight* and many other
minor defects, which in time eat into
the profit side of the ledger, and at last
establishes an attractive record and rep-
utation for the railroad for prompt de-
livery of all shipments, which means in-
creased business for our line.
There Is No Car^Shortage
The Situation as' Seen by a Box Car
By F. B. Wilkinson, Agent, Jackson, Tenn.
I AM neither citizen nor soldier, yet with-
out me the war which is being waged by
the United States cannot be won by the
allied nations, who are fighting the battle
of humanity against mediaeval despotism.
Battles are no longer won by man power.
The flower of the German Army, attacking
in mass formation by tens of thousands,
hurl themselves in vain upon our positions
when the big guns pour into them a hail
of steel and high explosives, but when
our cannon lack ammunition our soldiers
must die by thousands in repulsing the
attack.
Men and guns must be fed and America
has responded nobly to the call of the
President by increasing the acreage of food
stuffs and by conserving the resources of
farm and factory and store.
But of what use is flour at Minneapolis,
shells at Rock Island or supplies at Chi-
cago to the soldier in France who must "go
over the top" at daylight to die because
the artillery has lacked the ammunition
necessary to destroy enemy trenches and
hold enemy reserves with a curtain of fire?
Who is this soldier who must die? Is he
a stranger? A foreigner? No. He is an
American. Your boy, who has been sacri-
ficed upon the battlefield because YOU
are a slacker in whom the love of money
outweighs patriotism and love of kinsman!
You are not a slacker? You love your
country? You would risk your life to save
that of an American soldier?
Pray then for wisdom, for in your igno-
rance you are giving aid and comfort to
his enemies and your own and cheating
him of his rightful protection, the protec-
tion of the big guns, by delaying the am-
munition for those guns and the food for
this soldier who is laying his life upon the
altar of his country that you may still be
free.
CARS! We must have cars to load our
shells. We must have cars to move our
army rations. We must have cars to haul
the food to feed the multitudes working
day and night in our munition plants, tex-
tile mills, laboratories, and factories.
From Maine to California; from Canada
to Mexico, comes the cry. Cars! Cars!
ILLINOIS CENTRAL MAGAZINE
75
More Cars! And the worst is not yet. Soon
the draft will be made and then cars will
be needed to haul materials for shelters.
Cars to haul clothing for soldiers. Cars
to haul guns and ammunition and supplies
to them. Ships must be built to take the
place of those sunk by the submarine. Ship-
building materials cannot be transported
and assembled without cars. Where are the
cars?
Where are the cars Mr. Broker? You
whose boy is in training at Fort Ogle-
thorpe? The car you bill to Mounds for
reconsignment is delayed because you were
busy and neglected to issue instructions
promptly. Is this fair to your boy?
Where are the cars Mr. Railroadman?
Your son is with the Fleet. You placed
a large car for loading when a small one
was ordered. You delayed a car because
vou were in a hurry and put off movin^
it until "tomorrow.' What does your son
think of a shirker?
Where are the cars Mr. Coalman? You
are chairman of the Defense Committee
Several loads reached you this morning.
It will cost extra money to emolov addi-
tional men and teams to unload them
today. And you have five credits due you
on the Average Agreement. Why then
should you hurry?
Where are the cars Mr. Manufacturer?
You wear the Flag upon your coat. You
load direct from your ~->achine to the car
and delay the car. Yo'i could complete
the manufacture of the shipment and then
load the car within five hours. But it costs
less to move the goods direct from machine
to car, for it saves rehandling. How about
the loss of the car?
Where are the cars Mr. Wholesaler? You
with the Liberty Bond button on your coat?
The bill of lading is in the bank, but you
figure that you will save a few cents interest
it you wait until tomorrow to lift it and
the car is de-layed. What have you really
saved?
Where are the cars Mr. Businessman.
You wear the Red Cross emblem conspicu-
ously displayed. You will be forced into
bankruptcy should the transportation lines
fail, yet you order a minimum instead of a
maximum load and a car loses fifty per
cent efficiency in its journey to you. Why
the minimum if it was not intended that
you use it? Was that minimum not fixed
during the lean years when business was
light and cars plentiful and fixed too by
YOUR commissioners? The railroads
should raise the minimum if it is too low?
Can they?
We do not need more cars, but we need
car efficiency.
Materials and skilled workmen are
needed now to build ships, contonments,
prnis and aeroplanes and the myriad things
necessary in war.
They cannot be spared to build cars for
you to delay.
Let the emblems of freedom and of
mercy upon your lapel mean something.
In this mighty struggle for world free-
dom each must do his part and should your
oath of duty lie among the cars do not
mistreat them.
Hold up the hands of President Wilson
and our great Army and Navy by doing
vour full duty by the cars which must,,
unhampered, carry their burden of sup-
plies to man and beast and gun if this war
shall be won by America and her Allies
and "The world made safe for Democracy."
A Weighty Subject
By B. W. Fredenburg, Commercial Agent
A FARMER holds his 100-pound pig and
fattens it with corn until it weighs
200 pounds before he puts it on the market.
Stand near the railing of any large bank
and watch the little man with a wrinkled
forehead and tortoise-rimmed spectacles
arguing with the cashier for a loan. His
manner shows that he has a system (all his
own) mapped out that ought to convince
even a cold-blooded bank cashier, but in-
variably he escapes without the necessary
funds. Immediately thereafter a 200-pound-
er "blows" through the swinging gate and
without taking time to sit down mauls the
banker's desk with a brawny fist. He gets
the money or the cashier follows him out
through the lobby with a sickening apology
for not being able to produce the lucre
and waves him a cordial farewell.
Weight counts in a bank. They weigh
the gold and silver to determine their value
and by the same token why should they
not intuitively judge their patrons by
weight?
The thrifty housewife cautions the butch-
er "not to weigh his hands" as he places
the pot-roast on the scales, and holds it
there while the indicator edges around to a
figure that assures him a profit. She can-
not afford to pay for something she Would
not eat even if she could.
The railroads quote rates at so much per
ton or per hundred pounds, as the case
may be, and like the bank weighs the goods
to determine the value in freight charges.
The past few years have developed new
conditions. The cars constructed are grow-
ing bigger while the loads appear to be
growing smaller, simply because the space
contracted for is larger than the customer
76
ILLINOIS CENTRAL MAGAZINE
thinks he needs or cares to take the trouble
to utilize.
The unusual shortage of equipment has
brought to the attention of the railroad
managers that valuable space is being
wasted, or, in other words, being hauled
for nothing. If every car placed on a side-
track or loaded at a freight house was
stuffed 10 per cent over capacity instead of
under, some expert might be able to figure
that before long there would be a shortage
of freight instead of equipment.
Weight and car capacity have become
paramount issues and the railroads like the
banker and thrifty housewife, watch the
scales with eagle eyes.
Address of S. H. Parks, Section Foreman Tennessee
Division, at Maintenance of Way Meeting,
Fulton, Ky.
Gentlemen, we are all speaking of "hard Estimated number of bushels — 300
times." I found January, February and at $2.00 600.00
March were my hardest months. My actual
expenses for those months were $38.00 to Total Cleared $ 544.70
$40.00 per month. One bad day in Febru- 6*/2 Acres Corn
ary I went home "blue." My wife asked Breaking land and planting $ 22.75
me what was the matter. I told her to get Cultivating corn 8.75
pencil and paper and we would take inven- Miscellaneous 14.95
tory. I had already talked to Mr. Crocker r
in regard to getting some "right-of-way." Total expense $ 46.45
From that night we decided to make our Estimated number of bushels — 260
own living be self-supporting, instead of at $1.00 260.00
bringing our living to our home in "paper
sacks," and eat our own stuff. Total cleared $ 213.55
. I started preparing land in February for 2 Acres Sweet Potatoes
corn, potatoes, beans, etc. From that time Breaking land for setting potato
to this I have intended solving -the problem slips 2.75
"High Cost of Living" on our part. If we Sweet potato slips 3.00
all get land, work like we should, we can Setting out potato slips 3.12
be self-supporting, can buy our property,
own our own homes, if we wish to. I tell Total expense $ 8.87
you, gentlemen, if all of us railroad men Estimated number of bushels — 100
don't work together, raise foodstuff and at $1.00 100.00
do our part during this period all will
starve and the railroad company will be Total cleared $ 91.13
bankrupt. 3^ Acres Peas
I have also heard a lot of talks in Obion Seed, planting, etc $ 4.25
County about "food," "food raising," etc. Estimated number of bushels — 200
Sometimes I think we haven't taken advan- at $1.00 200.GO
tage of our opportunities as we should have.
We should all raise more, and if we raise Total cleared $ 195.75
more than we need we cten sell to our sec- */$ Acres Navy Beans
tion laborers cheaper than they can buy Breaking land $ 1.50
from a grocery. I believe in living square — • Planting .87
"Living and Let Live." Seed .* .50
When I bought my potatoes they were
very high, paying $4.00 to $4.50 per bushel. Total expense $ 2.87
In raising my crop I haven't laid down on Estimated numbr of bushels — 5(5)
my work, when I come off my .section I $8.00 40.00
go to work.
These figures I am giving you on ex- Total cleared $ 37.13
penses are accurate, and the figures on the Estimated grand net profit $1,082.26
proceeds are estimated, as I have had some This fall I am going to purchase a team,
farmers to help me figure. hire me a man to work it and stop the
V/2. Acres Irish Potatoes "High Cost of Living" on my part and
Breaking land $ 6.50 help on the part of my men. As I have
Seed potatoes 31.25 said my expenses were $38.00 to $40.00 per
PJanting potatoes 4.90 month, I have reduced them to $12.50.
Cultivation of potatoes 10.25 after two months, will reduce it $4.00 more
Arsenate of lead 2.40 per month.
Gentlemen, this is a serious proposition
Total expense $ 55.30 we have before us, the question of "food"
ILLINOIS CENTRAL MAGAZINE
77
and war. I have given my son to the U.
S. and I think I am due to give everything
above living expenses; I have also bought
a "Liberty Bond," and have given $50.04 to
the "Red Cross."
Gentlemen, I also have 150 hills of pump-
kins that are growing nicely, in addition
to my other stuff. Most of the time when
we plant in Spring that is usually the last
time. We would not only plant once, but
plant so that we will have stuff when it
frosts, and then be able to lay away
enough supply for the winter months.
My truck patch in addition to my right-
of-way grows about 300 head of collards.
When a boy, my father used to make us
dig a ditch along fences, bury collards, hill
up turnips, etc., for winter use.
We should all get busy and quit hanging
around the Roadmaster and wanting more
wages, but get some right-of-way, and
work it. As I have talked to the Road-
master several months ago, I want to say
again that we have the best jobs we have
ever had.
We should all get together, work, help,
live for one another, and then when old
age takes, us out of the service, we can
walk up to the "General Manager" under
the head of the Department, and find in-
scribed "Well done, good and faithful ser-
vant."
Safety, Economy and Efficiency
By J. S. Eubanks, Engine Foreman, East St. Louis, 111.
THE switching and classification of
freight at large terminals, and the dis-
posing of same requires very much consid-
eration and study. There are three things
that enter into this work that are probably
of as much consideration as the work itself.
First, safety. The second, economy, and,
third, efficiency. All cars should be handled
to the safety of all men concerned, and also
with a view to the safety of contents of
car. A great many commodities are broken
in switching by injudicious handling or
rough usage. Therefore, to the safety of
all, great care should be taken in switch-
ing of merchandise or house cars.
Second, economy is the next thing that
should enter into handling and classifying all
freight. Where one engine is switching and
classifying freight for transfer from one yard
to another, care should be taken that these
cars should be in line or all freight going
to the same place, whether it be inbound
house or outbound house, team track or
transfer, should be placed in bunches so
that when the next engine takes hold of
these cars, he would not have to spend the
time to reswitch same. If the second en-
gine has to switch the same cut of cars,
then the company must pay two crews to
switch the same cut of cars, or in other
words, it is costing double the amount, or
nearly so, to get cars to destination. If
cars were turned over in line, the next en-
gine would simply have to place cars with-
out the second switching, which would not
only be a saving from the standpoint of
time, but also a saving to breakage both of
cars and contents, and the engine to which
said cars are delivered would have more
time on its own classification of cars leav-
ing its district for other yards. Also great
care should be taken that all cars moving
from one district to another in the same
yards that none should be taken but the
cars that belong in that district. The prac-
tice of letting a car go to save time for
one engine in many cases not only costs
the same amount of time from two and
sometimes three crews to get car back in
line for movement, and in many cases the
company pays two or three crews for
switching the same car. when one switch-
ing should be enough if the car is handled
correctly the first time.
The third is efficiency. Now, this takes in
all who are engaged in the handling of
freight. We understand that the railroad
employes are like a large machine, each
department being a part of this great ma-
chine that handles the commerce of the
country, and if one part becomes ineffi-
cient, then "its fall down or failure is in-
stantly felt by the next department, and in
manv cases causes delay to commodities
handled and wastes time for engine and
crew handling same. Therefore, to gain
the highest point of efficiency, all must
study closely existing situations and we
must have pure organization and team
work, each deoartment working into close
coniunct'on with the next and so on,' until
all freight will be handled with the smallest
amount of personal injuries, the smallest
amount of damage to shipments and the
smallest amount of time. If this is prac-
ticed closely, we will have good results
and in a short time would show a vast im-
provement, and in time, by paying close
attention to these- things, we might hope
to reach the highest point of safety, econ-
omy and efficiency.
Live Stock Pavilion, State Fair Grounds. — Derby Day at Churchill Downs.
Louisville, Ky.
A Letter from a Former Employe
Chicago, 111., Aug. 18, 1917.
Editor of the Illinois Central Magazine.
Dear Sir: — After having spent several years with the Illinois Central Railroa 1
Co., as General Foreman of the Electrical Department, and becoming acquainted
with fellow employes located at practically all points on the system of any size and
not having time or opportunity to bid each and every one a personal farewell, I wish
to take this as a means of reaching all to announce that I have severed my con-
nections with the company to accept another position which will be in line of promo-
tion for me.
I wish to state furthermore, that the treatment that has been accorded me while
with this company has been all that any person, with their right mind, could expect,
and at this time to thank each and every one of my many friends on the system
for the many favors that have been extended to me at different times and will
frankly state that I have no personal grievance or enemity, that I know of, towards
any other person or the company which could not be forgiven, "The other person
being willing."
From personal observation and coming in contact with the many employes of
the company, I have noted that the one broad policy of fair play and courteous
treatment of fellow employes and the public is embedded in the minds of such a
large proportion of them that when one meets and learns to know one with other
views, or otherwise speaking, one with a mask, they are and should be treated as
strangers.
Wishing the company and all employes a success,
Yours very truly,
J. H. WICKMAN,
General Foreman of Electrical Department.
78
Complimentary to Mr. Frank T. Mooney,
"SUPERINTENDENT MOONEY"
Frank Mooney leaves a post of high
responsibility and promise to become su-
perintendent of the Orleans police. His
present salary is probably not much dif-
ferent from that of the police superin-
tendency. Mere continued industry and
good behavior on his part would, in the
natural order of things, have retired him
from the Illinois Central service on a
liberal pension — if suddenly incapacita-
ted, or when reaching the age limit.
It would not surprise us if some won-
der, therefore, why Mooney should make
this exchange of places at this stage of
his career. Without information from
himself on this point, we should answer
the question by saying that he is the kind
of fellow that likes this kind of job. He
looked at the police headship with ^earn-
ing eyes years ago, when the late Chief
O'Connor was given the place. Unless
our recollection deceives us he was also
an active candidate for it when it went to
"Jim" Reynolds. In addition to being
the type of fellow who likes this sort of
work, Mooney is also of a type that
often makes conspicuously good at such
wrok.
He is known to us personally and by
repute as a man of good personal hab-
its, clean family life, and good average
decent outlook on living — the sort of
man we indicated a few days ago that
the head of a police force ought to be to
command respect from his men and the
public, and to appreciate his duties to
both.
Mooney's railroad training has given
him the management of men in large
numbers. He has worked his way from
the bottom well toward the top, and es-
tablished a reputation for being a good
disciplinarian and a man of resource,
courage, and stable temperament.
We think New Orleans will be very
favorably predisposed, for the most part,
to regard Mr. Mooney's appointment
with favor and to await in the friendli-
est spirit his development of the oppor-
tunities of his new position. — The New
Orleans Item, New Orleans, La., August
8, 1917.
THE NEW SUPERINTENDENT.
The Mayor and Council are to be con-
gratulated on their selection of Mr.
Frank T. Mooney as successor of the
late Mr. Reynolds as superintendent of
the police department. They are for-
tunate in being able to draft from a great
corporation an official who has made a
record of 100 per cent efficiency in a po-
sition of large responsibility and calling
for the handling of a large body of men.
It is but stating a fact to say that the
public, in the light of what occurred last
week, looked to the council to pick for
the vacancy a strong organizer and dis-
ciplinarian, a man more or less familiar
with local police conditions, and of
proved courage, having the respect and
confidence of the best elements of the
city. In the present condition of the de-
partment the choice of a weak head, of
negative ability and meager experience,
could only have led to further demorali-
zation and grave consequences.
Mr. Mooney, we believe, meets the
demands of the hour. He is a self-made
man who has risen to high station in a
private corporation without political or
other pull. He started as a flag-boy with
the Illinois Central and came up through
all grades, including that of road detec-
tive, to superintendent of terminals, his
present position, by diligent effort and
demonstrated ability— and by always
staying on the job. The highest compli-
ment that can be paid him is to say that,
despite the strictness of his discipline
and his intolerance of drones and incom-
petents, all the men who have ever
worked under him swear by him.
Mr. Mooney will bring to his new of-
79
80
ILLINOIS CENTRAL MAGAZINE
fice not only a great deal of enthusiasm,
but an ambition to make the department
a strong, effective and well-drilled body
of men and a credit to the community.
He is entitled to and will have such lati-
tude, we are confident, as will enable him
to achieve this end.
If he fails, if he does not soon restore
the morale of the force, weeding out the
inefficient men in the service, and if he
does not speedily win for the depart-
ment the confidence of the community,
it will be a failure wholly incompatible
with the record he has made with an ex-
acting private corporation. — The New
Orleans Daily States, New Orleans, La.,
August 8, 1917.
NEW POLICE SUPERINTEND-
ENT.
Mr. Frank T. Mooney, elected police
superintendent by unanimous vote of the
Commission Council last Tuesday night,
comes to the place from an executive
position with one of the great railway
systems and after more than thirty years'
service with that corporation. The rec-
ord of his successive promotions in that
employ, and his experience as superin-
tendent of terminals, an office requiring
executive ability and efficient leadership
of men, speak strongly in his favor. His
long residence in New Orleans and inti-
mate acquaintance with local conditions
should help him in his new duties. The
fact that his associates in railway service
and his friends in the business com-
munity speak well of his character and
capacity is likewise a favorable augury:
And the fact that he has had no direct
or official connection with the police de-
partment may, in our judgment, be set
down as a point in his favor.
But Mr. Mooney. as police superinten-
dent, is an unknown quantity. His
achievements as railway employe and of-
ficer do not guarantee his success as
commander of the New Orleans police.
As police superintendent he will be
judged — not by his record, however cred-
itable, in other capacities — but by the
record he has yet to' make. His oppor-
tunity is as broad as his responsibilities.
He takes .command of the police depart-
ment at a time when faithful, courage-
ous, unswerving performance of duty
will count more heavily and directly,
perhaps, than it has ever counted before.
A new policy of law enforcement is in
the making. The law-abiding and law-
defying elements of the community are
both watchfully awaiting the outcome in
definite results. The police department
is, by way of speaking, up against an
"acid test." The outcome of that test is
in turn squarely up to the new police su-
perintendent. He may round out his
career by rendering conspicuously fine
service and achieving a national reputa-
tion* as police commander, or he may
mar his fine record as railway executive
by throwing away his new opportunity
for constructive public service.
In organizing his force, we trust that
Mr. Mooney will be given a reasonably
free hand, so long at least as his methods
and measures produce results in the way
of greater efficiency and better law en-
forcement. The department can stand a
good deal of improvement, as we believe
its most ardent admirers will admit. And
that improvement should not be thwart-
ed by interference from outside, political
or otherwise. This newspaper snares in
the general hope that the new police
superintendent will "make good" in the
largest sense of that term. — The Times-
Picayune, New Orleans, La., August 9,
1917.
Intercommunication
or the
Democratization of Knowledge
A Plan for the Direct Interchange of Useful Information
By Eugene F. McPike, Manager, Perishable Freight Service,
Illinois Central Railroad, Chicago
A T a time when nearly every one is
thinking of the war, it is difficult to
secure serious consideration of any new
project, however meritorious it may be,
unless it gives promise of direct assist-
ance in the furtherance of America's
purpose to make the world safe for
democracy. Yet second only to the pure-
ly military and political aspects of the
general situation existing, we must give
high place to the humanitarian efforts in-
volved, because upon them will rest the
permanency of the ultimate results at-
tained for the common welfare.
Permeating all these things and of su-
preme importance is the democratization
of knowledge, both theoretical and prac-
tical. A philosopher would say that the
road to happiness is much safer and
surer by the way of knowledge than by
the way of anything else, even including
wealth and power. Popular government
is successful only in direct proportion to
the diffusion of useful knowledge, the
proper function of which is to act as a
kind of mental currency or medium of
exchange between people in their rela-
tions with each other. In order, how-
ever, to facilitate interchange of useful
information, there is need of a clearing
house which might take the form of a
society for the advancement of knowl-
edge or an education extension soci-
ety having reasonable facilities for the
registration of the names and addresses
of its members throughout the United
States and Canada, and eventually the
entire English speaking world, with a
clear indication of the subjects of direct
interest to them respectively. In this
way isolated students, regardless of their
place of residence, would be afforded
the needed opportunity for getting into
direct intercommunication by corre-
spondence with others interested in the
same study, subject of inquiry or inves-
tigation, without involving any sacrifice
of time or money and without interfering
with their regular occupations. The in-
auguration of such a plan ought to be
of particular service to large numbers of
young men and women on the farms or
in the smaller towns, who are ambitious
to fit themselves for new and larger
spheres of work. If, under normal con-
ditions, they could thus be encouraged to
remain at home a little longer before go-
ing into the crowded cities, this might
be of incalculable benefit to the agricul-
tural and rural interests of America as
a whole. Were such results to be ac-
complished on any large scale, it would
probably help not a little toward the solu-
tion of several important problems, in-
cluding the maximum development of the
natural resources of the country.
The successful evolution of the pro-
posed organization to promote direct in-
tercommunication could best be insured
by a suitable endowment or guarantee
fund. Here is an opportunity for a new
philanthropic effort. In the meantime its
practicability could be demonstrated on
a self-supporting basis. Its work for the
most part would be automatically taken
care of by and between the individual
members themselves. It would be neces-
sary for the society to maintain a general
index of the names and addresses of its
members with the subjects of interest to
them. Such subjects might in the aggre-
gate cover, at least potentially, the entire
range of human knowledge without in-
volving any monumental task, because in
81
82
ILLINOIS CENTRAL MAGAZINE
the very nature of the scheme the work
would be limited by the actual wishes of
participants from time to time and would
be divided by and between the different
members as they might mutually desire
in connection with their direct inter-
change of useful information. Every-
body possesses some useful knowledge
and to the extent that each would place
that which he has at the service of oth-
ers, to just that extent the cause of uni-
versal education would be advanced.
There is always room at the top. The
imparting of knowledge is like bread cast
upon the waters which surely doth re-
turn, because, generally speaking, the dis-
semination of knowledge insures a gen-
erous harvest in which both giver and
receiver may jointly profit.
Nature has no place for inertia either
in the physical or mental world. Alex-
ander Pope has told us that "Strength
of mind is exercise, not rest." It be-
hooves everyone, therefore, to bestir him-
self or herself, with energy, to seek, to
secure, and to impart such useful infor-
mation as may be of the most practical
value. Emerson, in his essay on "Educa-
tion," said that the most useful knowl-
edge is that knowledge which is of most
use. He pronounced in favor of the
study of general science, but in this mod-
ern, work-a-day world, our attention is
directed chiefly to technology in its many
forms, old or new and ever changing. In
addition, there are many other branches
of useful knowledge, some of which will
appeal to some persons and some to oth-
ers, according to their respective train-
ing, qualifications or inclinations.
The purely humanitarian advantages,
including the educational and social ben-
efits which ought to be secured through
such an organization, are obvious. Man
is indeed a social, if not always a soci-
able creature to whom ordinarily any
protracted isolation is disagreeable or
hurtful. He cannot long endure separa-
tion from his fellows. This quality is at
the foundation of human society as a
whole and of its product which we call
civilization. The farmer and his family
or even the lighthouse-keeper on a lone
rock at sea is not more isolated than the
stranger in a crowded city who has not
yet found any congenial environment.
Isolation may quite as easily be mental
as physical and, indeed, it is often more
necessary to overcome the former than
the latter. The world is full of people
of earnest purpose who have interests in
common with each other, but who lack
any practical means of intercommunica-
tion. To many such, life would quickly
take on a new pleasure and yield a new
profit were they to find available a gen-
eral clearing house wherein they could
register their names and addresses with
suitable references as well as the sub-
jects of special interest to them. The
students of a foreign language or of any
other topic might thus exchange letters
pertaining to their chosen study. The in-
clusion of professional experts or spe-
cialists within the scope of such an or-
ganization would be entitled to serious
consideration, for this would open other
fields of enormous possibilities.
Individual members desiring to have
special researches or special investiga-
tions undertaken for their personal use
could make arrangements through the
general office of the society for- such
work to be assigned to and performed
by a competent specialist for reasonable
compensation, mutually satisfactory.
These latter features of the program
could be kept entirely distinct from the
strictly educational or social activities of
the society.
The interchange of useful information
by direct intercommunication is just as
worthy of definite organization and
maintenance as the diffusion of knowl-
edge from a common center. The mem-
bership in the proposed society could be
properly restricted and all applicants re-
quired to furnish suitable references.
The membership fee, which ought to in-
clude some official organ published at
stated intervals, need not exceed $3.00
per year, upon payment of which the in-
dividual members would be entitled to
receive also the names and addresses of
a reasonable number of other members.
These details of operation could be prop-
erly predetermined by suitable by-laws.
Even the barrier of different mother-
ILLINOIS CENTRAL MAGAZINE
8:5
tongues might eventually be overcome 382.
by the use of an auxiliary language 385.
founded upon the correct scientific prm- 390.
ciple of maximum internationality as 398.
governed by regularity and facility. Prof. 400.
Otto Jespersen, the eminent philologist in 408.9
the University of Copenhagen, has said 420.
"That international language is best 427.
which is the easiest for the greatest num- 430.
ber of people." ("Ta internaciona lin- 440.
guo esas la maxim bona quo esas la 450.
maxim facila por la maxim multa 460.
homi.") Lord Northcliffe has recently 470.
thrown open the columns of 'The Daily 480.
Mail' (London) to the propaganda of 495.
the international language "Ido" (pro- 500.
nounced, ee-doh). Private advices from 520.
London, Paris, Copenhagen and other 540.
European centers indicate that among 549.
the first of the social questions to be de- 550.
termined after the war will be the offi- .551.
cial adoption of an auxiliary language. 555.04
All the subjects of interest to the mem- 571.
bers of the society could be arranged and 572.
classified into orderly groups in accor- 578.
dance with the Dewey decimal system and 580.
thus greatly simplify all the work under- 581.6
taken. The tentative list of subjects 590.
given below will serve to show the pos- 595.
sibilities of the plan under consideration : 598.
000. GENERAL WORKS. 600.
001. General Research and Intercom- 608.
munication. 614.
010. Bibliography. 614.3
100. PHILOSOPHY. 614.8
150. Psychology. 629.1
172.4 War and Peace. 629.17
177.7 Philanthropic effort in general. 630.
178. Temperance and Prohibition, 630.7
179.2 Children, prevention of cruelty
to. 631.
179.3 Animals, prevention of cruelty 632.
to. 633.
300. SOCIOLOGY. 634.
324.3 Suffrage. 634.9
326. Negroes. 635.
331.3 Child labor. 636.
332. Banking. 636.5
340. Law. 637.
361. Red Cross 638.
364. Prisons. 639.
368. Insurance. 640.
374. Self education. 649.
380. Commerce; Communication. 653.
Foreign trade.
Railroad and express.
Customs (manners).
Folklore and Proverbs.
PHILOLOGY (Language?).
International language.
English.
English dialects.
German.
French.
Italian.
Spanish.
Latin.
Greek.
Eastern Asiatic languages.
NATURAL SCIENCE.
Astronomy.
Chemistry.
Mineralogy.
Geology.
Caves (geology).
Speleology.
Caves (natural dwellings).
Ethnology.
Microscopy.
Botany.
Herbalism.
Zoology.
Entomology.
Ornithology.
USEFUL ARTS (Technology).
Inventions.
Public health.
Pure foods.
Accidents.
Automobiles.
Aeronautics.
Agriculture.
Study and teaching of agricul-
ture.
Soil, Fertilizers and Drainage.
Pests, Hindrances.
Grains, Grasses, Fibers.
Fruits, Orchards, Vineyards.
Forestry.
Kitchen garden.
Domestic animals.
Poultry.
Dairy.
Bees.
Fishculture.
Domestic arts.
Child-welfare.
Shorthand.
84
ILLINOIS CENTRAL MAGAZINE
656. Transportation : Railroading.
659. Advertising.
700. FINE ARTS.
710. Gardening (landscape).
710. Town (city) planning.
716. Gardening (flower).
720. Architecture.
770. Photography.
780. Music.
794. Chess.
796. Outdoor sports.
797. Boating.
800. LITERATURE.
808. Quotations.
900. HISTORY.
910. Geography and travels.
913. Archaeology.
913.32 Egyptology.
920. Biography.
A suitable name for the society would,
have to be selected with due regard to its
scope and purposes. Among the names
which have been suggested for possible
adoption are the following :
Society for the Advancement of
Knowledge.
University Extension Society.
Education Extension Society.
Plans of the general character out-
lined above are being considered by a
Chicago publisher whose organization
and facilities would enable him to take
over the whole matter and to proceed in
the proper manner. He may perhaps
decide to establish a limited number of
associate memberships without payment
for the first year in order to put the so-
ciety on a practical working basis with
the least loss of time. It is anticipated
that a considerable number of members
will desire to enter into general inter-
correspondence with other members
without restriction as to specific subjects.
The proposition herein described is the
outgrowth of some previous suggestions
by the writer in an article on "Research
and Intercommunication" which was
published in The Did (Chicago) for July
16, 1912, also in another paper on an
"International Society for Intercommu-
nication" which was published in Public
Libraries (Chicago) for April, 1916.
It may be pointed out that the pro-
posed society would serve also as a very
useful medium for the promulgation of
authentic data pertaining to various im-
portant problems of national scope con-
cerning which the general public may
not be fully informed. Such data might
be published in the official organ of the
society or perhaps enclosed therewith in
the form of separate monographs.
It has been suggested that pending the
organization of the proposed society,
some of its objects might be attained, at
small expense, through the medium of
existing agencies, notably the public li-
braries and institutional libraries of the
United States and Canada, provided that
the American Library Association would
prepare for general use a uniform index
card for the registration of questions
on any subject of interest to the individ-
ual inquirer. A very small charge might
be made for such registration of index
cards and for any subsequent report as
to sources of useful information. It
might be found possible and desirable
to make this plan available to the sol-
diers and sailors in the United States
Army and Navy during the war, without
any charges. There are undoubtedly
large numbers of patriotic citizens who
would be willing and glad to undertake
in some measure such correspondence
with the soldiers and sailors regarding
matters of interest to the latter.
jBouisville
THE PERSONNEL AT "X"
By A. G. Hill
You have read a lot of items,
From the boys out on the line,
So no doubt 'twill be quite proper,
For to hand you some of mine;
On the General Telegraph Office,
Where we earn our little checks,
Just a peep at Room 900,
At the bunch that works in "X ;"
First there's Mr. J. J. Howard,
Who's our Manager and chief,
The man upon whose shoulders,
Falls the load of office grief;
He's a steady-going fellow,
With a smile that won't be hid,
But he claims his pet. aversion,
Is to work with some poor "lid !"
Then there's Mr. Peter Healy,
Traffic chief, from 8 to 4,
At the switch-board, shootin' trouble,
Or at work out on the floor ;
H. Ray Esler on St. Louis,
Moves a mighty hefty load,
He is also "some cartoonist"
But prefers to sling the code ;
Mr. Jurgeleit, (Sir Michael),
At 300 tips the scale,
Gets away with lots of business,
On the line to Carbondale ;
On' the Iowa divisions,
There's a canny Scot named Auld,
Who's been working Hawkeye circuits,
Till they've got him almost bald;
And its Ignatz Q. Wazeka,
Shoots the bull on 415,
Now believe me, he's some artist
On that Remington machine;
When a guy wants information,
'Tis to Watzy that he goes,
'Cause the boys say "Just ask Watzy,
He's the man that always knows!'*
Then its Monsieur George C. Castle,
Who, to earn his bread and greens,
As a bear-cat on bananas,
Whoops 'em up with New Orleans;
Little Eddie McNamara,
Bashful, blushing Newlywed,
Hums "The Harp That Once Thro'
Tara"
When the Memphis circuit's dead;
Now at noon the pencil-pushers,
Hand us just about a ton,
Tracers, home-routes, and diversions,
Till they have us on the run;
Every fellow at the tables,
Thinks "Oh Gee! how many more!"
So at 1 P. M. we welcome,
Jimmy Cravens at the door,
Then at 4 o'clock Pete Healy,
Says "I've done enough today,"
That's the cue for David Buckley,
Who till midnight holds full sway ;
And as this aforesaid Buckley,
Looks to see what's on the bill,
Second trick gets reinforcements,
In the shape of Fox and Hill ;
Later on, when Mr. Cravens,
For relief begins to pine,
86
ILLINOIS CENTRAL MAGAZINE
87
Tis the new man Mr. Harris,
Who releases him at nine ;
When at midnight, graves are yawning,
And the spooks all roam at large,
Then we hear that by-word "Wee- Wee !"
Dutchy Diemer's taking charge;
And to keep the Dutchman comp'ny,
Through the stilly hours o'night,
Mr. Kimmel works the south end,
And you bet he does it right ;
That's the roster of our fellows,
Who manipulate the lines,
And that you may recognize 'em,
I'll just give you all their "sines,"
"H" stands for Howard,
The boss of the works,
"K" stands for Healy,
And Pete never shirks ;
"J" is for Jurgeleit,
- Tender and frail (?)
"S" for Wazeka,
The man with the kale;
"Z" stands for Esler,
On St. Louis way,
While Auld is distinguished,
By the lone letter "A."
It's Second Chief Buckley,
Who sines the big "U,"
Hill goes him one better,
Adds a dot and sines "Q ;"
"CS" stands for Castle,
Of the newly-wed men,
And the newcomer Harris,
You may know by his "N;"
It is Ed. McNamara,
Sines 'em all with "ED"
While lanky Jim Cravens,
Just labels 'em "C";
"JO" stands for Diemer,
That wily old bird,
And "B" stands for Kimmel,
His partner on 3rd;
And last but not least,
One who cheers for the Sox,
Comes the lad who sines "F",
Which indicates Fox;
These "Sines" like the editor,
"Stand for," a lot,
So maybe you'll read this,
And maybe" you'll not!
Can I live and be a Christian
On the railroad with its care,
With its thousand frets and worries,
Aggravations here and there?
Can I live and be a Christian?
With so much to make me sad?
Can 1 keep m^ heart uncalloused
With no Sabbath to be had?
Yes, though there be temptations
Turn whatever way I will,
I can live and be a Christian
Working on the railroad still.
If my purpose is to follow
Jesus, who was crucified,
I can live and still be faithful,
Though I may be sorely tried.
But 'tis hard to have no Sabbath,
God's appointed day of rest;
Yet He nut me on the railroad
And he knoweth what is best.
I. can tell you why He did it,
For His sake I'll suffer loss;
He will surely make me faithful,
Leading trainmen to the cross.
And some day 'mid awful crashings,
Some stout-hearted engineer,
Or some worthv, faithful fireman
May just need a word of cheer.
Or. may be a brave conductor
Or a hero at the brake
Will need by hurried whisper:
"Father, Save, for Jestt^ Sake."
So I'll work upon the railroad,
Taking all things as they come,
SERVING CHRIST and hoping daily
T *nav be a help to some.
Till that day when He shall call me
To that glorious land of rest,
Then if I have done but little,
Christ will know I've done my best.
— Exchange.
riGritorious Soivico
FAVORABLE mention is made of the
following conductors and gatekeepers
for their special efforts in lifting and pre-
venting the use of irregular transportation
in connection with which reports (Form
972) were rendered to the auditor of pas-
senger receipts, who, in cases of this kind,
advises the other departments concerned,
so that proper action may be taken, all pass
irregularities being brought to the attention
of the vice-president.
Illinois Division
During July the following suburban gate-
keepers lifted commutation tickets account
having expired or being in improper hands:
Anna Smith, Eleanor Jacobs, May Helden-
brand and Belle Onsel.
Suburban Flagman E. Brennan on train
No. 223, July 28, lifted employe's suburban
pass account having expired and collected
cash fare.
Conductor L. N. Turpin on train No. 9,
July 3 and No. 24, July 4, declined to honor
card tickets account having expired and
collected cash fares. Passengers were re-
ferred to passenger department for refund
on tickets.
Conductor D. S. Wiegel on train No. 1,
July 5, declined to honor foreign interline
ticket account having expired and collected
cash fare. Passenger was referred to pas-
senger department for refund on ticket.
On train No. 2, July 22, he declined to
honor card ticket account having expired
and collected cash fare.
Conductor R. W. Carruthers on train No.
525, July 11, declined to honor card ticket
account having expired and collected cash
fare.
Conductor H. B. Jacks on train No. 34,
July 11, declined to honor card tickets ac-
count having expired and collected cash
fares. Passengers were referred to pas-
senger department for refund on tickets.
Conductor J. McAninch on train No. 2,
July 29, lifted going portion of employe's
trip pass account return portion being miss-
ing and collected cash fare.
St. Louis Division
Conductor J. H. Lewis on train Xo. 9
July 23 lifted employe's trip pass account
limit having been altered and collected cash
fare.
Conductor C. T. Harris on train No. 302.
July 25, declined to honor card ticket ac-
count having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Springfield Division
Conductor j. B. Stewart on train No. 124,
July 4, declined to honor simplex ticket ac-
count having expired and collected cash
fare.
Tennessee Division
Conductor S. E. Matthews on train Xo.
6, July 3, declined to honor card ticket ac-
count having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Conductor J. E. Nelson on train No. 4,
July 21, lifted annual pass account having
presented for transportation of other than
party named thereon. Passenger purchased
other transportation to cover trip.
Mississippi Division
Conductor F. J. Hines on train No. 6.
July 23, declined to honor mileage book ac-
count having expired and collected cash
fare.
Lou'siana Division
Conductor G. O. Lord on train No. 1,
June 21, lifted mileage book account being
in improper hands and collected other tratis-
portation to rover trip.
Conductor E.. S. Sharp on train No. 31 3,
July 1, declined to honor mileage book ac-
count having expired and collected cash
fare.
Conductor R. E. Mclnturff on train No.
35, July 14 and Xo. 23, on July 21, declined
to honor card tickets account having ex-
pired and collected cash fares.
Conductor L. E. Barnes on train No. 34,
July 11, lifted employe's term pass account
having expired and collected cash fare.
On train No. 34, July 13, he lifted em-
ploye's term pass account passenger not be-
ing provided with identification slip Form
1572. Passensrer refused to pay fare and
was required to leave the train.
On train No. 34, July 19, he lifted monthly
school ticket account having expired and
collected cash fare.
Memphis Division
Conductor J. S. Lee on train No. 402.
July 4, lifted employe's term pass account
having expired. Passenger refused to pay
fare and was required to leave the train.
On train No. 403, July 10, he lifted em-
ploye's term pass account passenger not be-
inar provided with identification slip Form
1572 and collected cash fare.
Conductor W. G. Beanland on train No.
42, July 7, declined to honor mileage book
account having expired and collected cash
fare.
Conductor H. J. Lawrence on train No.
14, July 13, lifted mileage book account be-
ing in improper hands and collected cash
fare.
New Orleans Division
Conductor A. L. Williams on train No.
88
ILLINOIS CENTRAL MAGAZINE
89
34, July 1, declined to honor mileage book-
account having expired and collected cash
fare.
Conductor M. J. Moody on train No. 21,
July 2, declined to honor time pass account
being presented for transportation of pas-
senger not entitled to passage thereon and
collected cash fare.
Illinois Division
Conductor McNeill has been commended
for discovering Southern 181227, moving in
train extra 1780, June 29th, improperly
billed. Car was set out in old yard at
Champaign and reported to dispatcher at
Hayes.
Switchman M. Thompson has been com-
mended for discovering and reporting car in
extra south, June 30, with broken flange.
Car was set out in order that repairs could
be made. This action undoubtedly prevented
possible accident.
Conductor J. McManus has been com-
mended for discovering and reporting F. C.
T. S. S. cars 12 and 13, train extra 1728,
June 30, with no light weight stencilled on
same. Arrangements were made to have
cars stencilled.
Conductor H. C. Flora has been com-
mended for discovering and reporting I. C.
122338 without light weight stencilled on
same. Arrangements were made to have
car stencilled.
A. L. Barnard has been commended for
inducing a gentleman going to Marshfield,
Wis., to use our service from Memphis in-
stead of going via St. Louis, which route he
had contemplated.
Operator G. DeMoss has been commend-
ed for discovering brake rod hanging low,
train 18. Train was stopped at River Bridge
rod properly adjusted.
Conductor George Lindsay has been com-
mended for discovering and reporting I. C.
107481 with no light weight stencilled on
same. Arrangements were made to have
car stencilled.
Section Foreman P. G. Beaudreau has
been commended for discovering and re-
porting brake beam on car in extra 1635
north, April 7, passing Gilman. Train was
stopped and brake beam was removed,
thereby preventing possible accident.
Towerman Geo. Lippe, Forty-third street,
has been commended for precaution taken
before;.- giving clear interlocking signal to
express suburban 415, July 12. This action
undoubtedly prevented possible accident.
Mr. B. F. Dressier has been commended
for discovering broken rail on track No. 3
north of Flossmoor depot, 5:15 a. m., June
2, and notifying dispatcher at Chicago. This
action undoubtedly prevented possible ac-
cident.
Mr. P. McDonough has been commended
for discovering brake beam dragging under
'M. C. freight train north bound engine 7884,
track 4, near 31st Street 4:20 p. m., July
14, and flagging train and advising crew.
This action undoubtedly prevented possible
accident.
Car Repairer Gustow Motschall has been
commended for discovering broken flange
on M. C. 6406, passing Kankakee Junction,
extra south, June 30, and taking necessary
action to have car set out. This action un-
doubtedly prevented possible accident.
Foreman P. G. McGuire has been com-
mended for discovering hot box on extra
1752 south, and notifying crew who took
necessary action to avoid accident.
Switchman James Markland has been
commended for discovering broken flange
on I. C. 86443, extra north 1663, and calling
attention of crew to same who handled car
carefully to avoid derailment and notifying
car foreman in order that repairs could be
made. This action undoubtedly prevented
possible accident.
Mr. George Smith of Melvin has been
commended for discovering and reporting
broken flange on I. C. 110829, passing
Melvin, extra 1778 north, July 21. This ac-
tion undoubtedly prevented possible acci-
dent.
Flagman R. O'Connor, Suburban train
634, has been commended for discovering
and reporting cattle guard at bridge 168 at
Harvey on fire, July 29. Fire was extin-
guished before considerable damage oc-
curred.
Conductor A. E. Burke has been com-
mended for discovering and reporting P. M.
10141 improperly stencilled while moving in
extra 1658 south, August 3. Arrangements
were made to have car restencilled.
Brakeman W. J. Rapstock has been com-
mended for turning in at Kankakee 30
pounds of babbitt, saved from hot boxes
given attention on his train.
Conductor H. C. Flora has been com-
mended for discovering and reporting I. C.
86709, extra 1598, August 23, with no light
weight stencilled on same. Arrangements
were made to have car stencilled.
Conductor Geo. Lindsay, extra 1635 south,
August 19th, has been commended for dis-
covering and reporting B. R. C. 367 with no
light weight stencilled on same. Arrange-
ments were made to have car stencilled.
Conductor H. F. Carroll has been com-
mended for discovering bad order draw bar
in car passing Gilman, extra 1576 north,
August 12, and . notifying train crew by
whom car was set out, thereby removing
possible cause for an accident.
Car Inspector Herman Gresen at Kanka-
kee has been commended for discovering
P. M. 11000, extra 1595 north, August 8,
with broken arch bar, and notifying con-
ductor. This action undoubtedly prevented
possible accident.
Conductor H. C. McElroy, extra 1729,
July 21, has been commended for discover-
90
ILLINOIS CENTRAL MAGAZINE
ing and reporting I. C. 112539 improperly
stencilled. Arrangements were made to
have car stencilled properly.
Towerman Campbell, Harvey, 111., has
been commended for observing something
wrong with trucks of third car, passing
Harvey August 2, and reporting same
promptly so that train could be stopped at
Matteson and inspected, at which time it
was discovered that brakes were sticking.
This action undoubtedly prevented possible
accident.
Springfield Division
Brakeman L. D. Banks, Clinton, 111., has
been commended for discovering arch bar
under I. C. 119509, train 164, broken. Car
was set out at Ramsey, in order that neces-
sary repairs could be made. This action un-
doubtedly prevented possible accident.
Conductor C. H. St. John, Brakeman
J. W. Potter, Brakeman Thomas Brooks,
Engineer J. E. Mclntyre and Fireman H. E.
Zook, extra 1592, June 30, have been com-
mended for discovering and extinguishing
fire bridge 273-9, second bridge south of
Mont. Section men at Mont were instructed
to go and look after the situation.
Agent J. F. Umpley, Dunkel, 111., has been
commended for discovering and reporting
two broken angle bars at rail joint near
south switch leading to siding, July 9. This-
action' undoubtedly prevented possible acci-
dent.
Brakeman C. D. Majors, Champaign, 111.,
has been commended for firing engine from
Lincoln to Clinton when fireman on engine
484, train 692, July 17, became sick. This
action undoubtedly prevented possible de-
lay.
Mr. Robert Corrigan, Car Inspector A. W.
Tilly and Switchman John McCormick have
been commended for discovering and ex-
tinguishing fire on Coach 2036, Clinton, July
15, thereby preventing material damage to
the coach.
Brakeman Guy Parkison, Clinton, 111., has
been commended for volunteering to fire
engine 739, Walker to Clinton, train 196,
August 10, when engineer was called to
Clinton on account of sickness of his
brother. This action prevented delay.
Switchman J. R. Williams, Decatur, 111.,
has been commended for discovering and re-
porting broken arch bar of U. R. T. car
1569, train 152, passing over Wabash cross-
ing Decatur, August 3. This action un-
doubtedly prevented possible accident.
Brakeman Roy Tarvin has been com-
mended for voluntarily firing engine 1766,
train 172, July 24 to Clinton when fireman
became sick at Decatur. This action pre-
vented delay, which would have resulted in
procuring another fireman.
Minnesota Division
Signal Foreman H. E. Bishop, East
Dubuque, has been commended for discov-
ering and reporting brake beam dragging on
car in extra 1774 east, east of East Cabin,
July 10. Train was stopped and necessary
attention giving to dragging brake beam,
thus avoiding what might have been a
serious accident.
Section Foreman G. W. Parker has been
commended for discovering and calling Con-
ductor Schiel's attention to bent axle on
S. R. L. 16050, August 6, while train 2nd
71 was heading in at Earlville. Car was
set out in order that necessary repairs could
be made. This action undoubtedly pre-
vented possible accident.
Fireman R. W. Demming, employed as
night watchman on wo'rk train near grant
has been commended for discovering derail-
ed car P. M. 51834, train extra 1588 west,
August 14. Conductor was notified. This
action undoubtedly prevented serious acci-
dent.
Wisconsin Division
Signal Maintainer H. C. Mattis has been
commended for discovering and reporting
serious washout east of culvert 45-6, be-
tween Bowes and Plato Center, July 18.
This action undoubtedly prevented serious
accident.
Memphis Division
Section Foreman Joe Rogers, Duncan,
Miss., has been commended for discovering
Railway '
Employes
Eyes are
Exposed to
Wind, Dust
and Alkali
Poisons
The Rush of Air, created by the
swiftly-moving train, is heavily
laden with coal-smoke, gas and
dust, and it is a wonder that train-
men retain their normal Eye-sight
as long as they do.
Murine Eye Remedy is a Con-
venient and Pleasant Lotion and
should be applied follow-
ing other ablutions.
Murine relieves
Soreness, Redness
and Granulation.
Druggists supply Murine
at 50c per bottle.
The Murine Eye Remedy Co.,
Chicago, will mail Book of
the Eye Free upon request.
ILLINOIS CENTRAL MAGAZINE
91
and reporting brake beam dragging under
car in extra 687 north as train passed section
house at Duncan July 4. Conductor was
notified and beam removed, thereby prevent-
ing possible accident.
Driver Agents Wanted
BANANA RECEIPTS— EASILY
PREPARED
• Sliced Bananas' — For breakfast, ba-
nanas sliced with any variety of cereal
or breakfast food makes an especially
nourishing and appetizing meal. Or
sliced alone, with cream and sugar, and
served with the coffee and toast, consti-
tute a pleasing meal.
Banana Croquettes — Peel the bananas
— cut into short lengths, rounding the
cut inside — dip in beaten egg — roll into
sifted crumbs and fry until tender and
brown — serve hot with any kind of roast
meat.
Bananas with Bacon or Ham — Pre-
pare the fruit as for banana croquettes.
Cook in the same manner, using bacon
fat in place of butter, and serve on the
platter with broiled bacon or ham. This
dish with a salad makes an exceedingly
good luncheon.
Fritters, Hot — Cut bananas length-
wise in two — dip them in a frying bat-
ter— fry them in very hot fat or lard —
dry and sprinkle with powdered sugar —
serve with wine of sherry sauce.
Fried, Hot — Cut some bananas length-
wise in two — roll them in finely pulver-
ized macaroons and then in flour — fry
in very hot oil or lard until they ac-
quire a good color — serve with a sweet
sauce.
Club Style, Hot — Cut one strip of the
skin of a banana one inch wide and
about two-thrids of the length of the
banana just to expose a part of the in-
side— sprinkle with powdered sugar and
bake in a hot oven.
Salad — Fresh bananas cut in slices or
dice, mixed with grape fruit and oranges
— add plenty of sugar.
A LAUGH OR TWO
Teacher — Now, Willie, where did
you get that chewing gum? I want
the truth.
Willie — You don't want the truth,
Five-Pass., 34.7 H. P. pri,
c 3 1-2 Tires
'115-Inch Wheelbase >v_-^ j'="'H"''Bush. Pres!
Delco Ignition-Elect. Stg. & Ltg. DeptT'iMS
BUSH MOTOR COMPANY. Bush Temple. Chicago, HI. I
i and demonstrate the Bush Cai ' Pay for ™
enta are making money.
Shipments are prompt.
Busb Cars guaran-
teed or money back.
48-
Colonial Hotel
G325 Kenwood <Av.
<Phone. Widwqy 1626
Chicago
European
Kales
$ 4.°?
.?? <PerWeeL
One block from new 63r-Si.
office building and depoi..
QscarEtWesiburg, Mgr.
teacher, an' I'd rather not tell a lie.
Teacher — How dare you say I don't
want the truth. Tell me at once where
you got that chewing gum.
Willie — Under your desk.
A child of strict parents, whose
greatest joy had hitherto been the
weekly prayer meeting, was taken by
its nurse to the circus for the first
time. When he came home he ex-
claimed:
"Oh, mamma, if you once went to
the circus1, you'd never, never go to
prayer meeting again in all your
life."
ILLINOIS CENTRAL MAGAZINE
John Phillips, the magazine editor,
has a suspicion that form letters are
sometimes dangerous. Not long ago he
wrote a letter of complaint to a Wes-
tern railroad explaining in detail why
he had preferred to sit up all night in a
smoking compartment rather than
share his berth with a fine line of bugs
that are not called by their first name
in polite society. The letter of apology
that he received was so much of an
apology and so reasonable an explana-
tion, that Mr. Phillips felt perhaps he
had been unreasonable in filing his com-
plaint, when he happened to notice that
his original letter, through error, had
been returned with the letter of apol-
ogy. Looking at it, he saw scrawled
across the top this blue-pencil indorse-
ment:
"Send this guy the bedbug letter."
What the Menu Means
First Customer — Waiter, bring me a
bottle of Medoc!
Second Customer — Waiter, bring me
a bottle of St. Emilion !
Third Customer — Waiter, bring me a
bottle of Pomade !
Fourth Customer — Waiter, bring me
a bottle of Clos-Vougeot !
Waiter — All right, gentlemen. (To
kitchen) — Four bottles of red wine. —
Le Pele-Mele.
Division News
General Offices
The Chicago Tribune, under date of
August 23rd, announces the departure
of Miss Mary H. Wood with a group
of Red Cross nurses to join Hospital
Unit No. 12 in Europe. Many employes
will remember Miss Wood as one of the
nurses at the Central Hospital and wish
her success.
WISCONSIN DIVISION
The Government Cantonment known as
"Camp Grant," Rock ford, 111., (of the Free-
port District, Wisconsin Divison) which has
been in process of erection for the past sixty
days, is now nearing completion'.
Camp Grant is located one mile south of
the city limits of Rockford, on the east side
of Rock River, and on the north side of
Kishwaukee street, comprising 3,500 acres.
rtlfiisBook
BEFORE
BUYING A
TYPEWRITER
e Save You Money
TILL MAKES $10 to $5O
Why pay high prices for a typewriter when we
can supply you with any standard make of machine at
less than one-third the manufacturer's price? All machines
rebuilt by the famous " Young Process." Every machine guar-
anteed and sold under a TEN DAY trial plan. Before investing
a cent in a machine read our book. Catalog free. Send NOW.
YOUNG TYPEWRITER CO., Dcpt. 484 , Chicago
Hotel Hayes
and Annex,
Pdone Hyde Park 4400
64" St. and University Av.
Chicacjo
Popular Price
Family Hotel
American Plan
Kates:
Single $ 8*?to $14 <&per weeL
Doufie 16 '29 to 19^ 'P<
Four blocks from new 63~ Street
depot and office building
Free to Oar Reader*
Write Murine Eye Remedy Co., Chicago, R»
48-page illustrated Eye Book Free. Write all
about Your Eye Trouble and they will advise
as to the Proper Application of the Murinc
Eye Remedies in Your Special Case. Your
Druggist will tell you that Murine Relieves
Sore Eyes, Strengthens Weak Eyes. Doesn't
Siuart, Soothes Eye Fain, and sells for 60c,
Try It in Your Eyes and in Baby's Eyea lot
Scaly Eyelids and Grauulatiou
Please mention this magazine when writing- to advertisers.
ILLINOIS CENTRAL MAGAZINE
93
Books of Every Kind
<J Illinois Central Magazine readers can obtain through us practically any book or set
of books published. We have on hand at all times a more nearly complete, more
carefully selected and more thoroughly representative line of books of all American
publishing houses than can be found on the shelves of any dealer in the United
States.
<J For the man who aspires to something better — who wants to fit himself for a
particular line or trade we offer a most complete collection of technical books
from which to choose.
Military Books
tj The most complete line of Military Books to be found anywhere, including all the
necessary Drill Manuals for all branches of the service and hundreds of auxiliary
books. A list of Military Books mailed upon request.
A.C.McClurg&Co.S
218-224 So. Wabash Avenue
etween Adams and Jackson
Chicago
To Illinois Central Men
Continental"
means
Income Protection
Liberal Policies
Courteous Agents
Fair Claim Settlements
Abundant Resources
Casualty (Enmpamj
H. G. B. Alexander, President
— __ __ _ __ __ _— — — — — Tear off and mail today __ __ _ „„ __ __ _^ __ .
CONTINENTAL CASUALTY COMPANY. 910 Michigan Ave.. Chicago.
Please send me information in regard lo health and accident insurance.
Name Age
A ddresa
Occupation
I. C. R. R.
Please mention this magazine when writing to advertisers.
94
ILLINOIS CENTRAL MAGAZINE
It is four miles from the center of the city
to the center of the camp.
It is impossible in a short sketch to re-
flect the amount of work occasioned in the
erecting of this Cantonment Camp, which is
to house some forty thousand soldiers, in
this short period of time, but some idea may
be gained when it is known that all of the
buildings thereon have been equipped with
all the conveniences of a modern city, such
as water, sewer, gas, electricity, hospital
buildings, etc. The sanitary conditions are
nearly perfect as is evidenced by the fact
that there are but seven or eight patients
confined in the hospital at this time, al-
though there has been employed on an aver-
age of eight thousand workmen per day at
this site. Also some several hundred sol-
diers on guard duty.
A modern fire station has been built and
all equipment installed necessary for the
prevention of fire losses.
All construction work has been done by
Bates & Rogers Construction Company of
Chicago and the pay roll of that company is
worthy of mention. Same is handled by
twenty paymasters under the supervision of
twenty government inspectors. The pay-
roll for the week ending August 25, amounted
to $361,639.00.
When the last census of Rockford was
taken in July, 1917, the populaton was shown
as 60,000. It is claimed that the actual pop-
ulation, including surrounding suburban
towns is about 70,000, to which when added
the number of soldiers who will shortly ar-
rive at Camp Grant, will give the city of
Rockford a total of from 110,000 to 120,000
inhabitants.
Camp Grant is now under the personal
command of Major General Thos. H. Barry
and a new residence has been erected for
the personal use of himself and family.
INDIANA DIVISION.
A. D. Bullock, piecework checker and
D. W. Branan, clerk in general car fore-
man's office, Mattoon, have enlisted in mili-
tary service in the signal corps and are now
located at Ft. Sam Houston, Texas. On
account of these vacancies D. McLean and
Garland Leach have entered the service.
Several persons on Indiana Division have
heard from Warren Stephenson, of Master
Mechanic Bell's office, and J. A. Law, con-
ductor, who are now with the Illinois Cen-
tral regiment "somewhere in France," and
they seem to be enjoying the life over there.
Miss Helen Lee Brooks of the superin-
tendent's office has returned from an ex-
tended trip to California and other western
points.
Miss Edna Riggs is spending a month in
Dubuque, Iowa. She is being relieved by
Miss Lillian Hoffman.
Miss Victoria Gustafson of the chief dis-
patcher's office is having a vacation, spend-
ing most of the time resting at home.
The dispatchers are also vacationing. P.
G. Evans is expected back in a few days,
being relieved by Extra Dispatcher O. H.
Hallmann, when J. N. Smith will leave for
Kansas. Chief Dispatcher Keene was gone
the early part of August, visiting Dubuque,
Iowa, and various places in Indiana.
George Lahey is a new clerk in the ac-
counting department. Earl Brown^ who for
several years has been on Indiana Division,
accepted a position with the auditing de-
partment, and is now located at Dawson
Springs, Ky.
A. B. Cameron has relieved H. T. Rivers
as chainman in the roadway department,
who was transferred to Dawson Springs, Ky.
The movement of melons has been late
this season; due to the cool weather they
have been slow in ripening, but the members
of Indiana Division office force will vouch
for the quality and quantity of each water-
melon, basing their judgment on the samples
sent us from Posey county.
Wm. Bosley, engineer, will leave soon to
visit in Detroit, Mich.
M. Boulware, stockeeper Mattoon shops,
has returned from a camping trip. Of
course, he had "one good time."
Miss Florence McShane of the superin-
tendent's office has returned to work after a
vacation.
LJ A D|TConanerlt
HAISI I happily In
3 ilav*, improve your health, prolong life, avoid M< mach
trouole, nei-vousness. foul breath, heart .disease. Ifegain
manly vigor, calm nerves, clear eves and superior mental
strength. Whether you chew; or smoke pipe, cigarettes, oipars.
Get interesting Tobacco Book. Worthitsweiehtingold. Mailed
free. E J. WOODS, A 189, Station E, New York, N. Y.
T. S. LEAKE & COMPANY
GENERAL CONTRACTORS
7th Floor, Transportation Building
608 SOUTH DEARBORN ST., CHICAGO, ILL.
Telephone Harrison 7682
Railroad Buildings Our Specialty
fl&orfcen jfrog anfc Crossing TOorfcs
SPECIAL WORK /or STEAM'onc/ ELECTRIC ROADS
Office
Chicago
—IN-
OPEN HEARTH— BESSEMER and MANGANESE
Work*
Chicago Height t
You blow
Stifeb Indigo Cloth
standard for over 75 years
which, since the first railroads has been
made into fast color never-wear-out
OVERALLS, JUMPERS AND UNIFORMS
Now meet
the new Mdflove finish doth for
WOMENS OVERALLS AND
J. L. STIFEL & SONS
WORK CLOTHES
Miss Stifel Indigo has
the same fast color and
other indestructible
qualities in her makeup
that made her "big
brother" famous the
country over as the last
longest overall cloth.
It's the cloth in your overalls
that gives the wear.
Men and women, you can be sure you are getting
the maximum wear cloth — genuine Stifel's Indigo
and Miss Stifel Indigo — in Overalls and Work Clothes
if you LOOK FOR i HE BOOT
trade mark on the back of the
cloth inside the garment before
you buy. REGISTERED
Indigo Dyers and Printers,
WHEELING. W. VA.
New York....
Philadelphia.,
Boston
Chicago
....260-263 Church St.
1033 Chestnut St.
31 Bedford St.
,2.'i W. Jackson Blvd.
San Francisco. Postal Telegraph Bid?.
St. Joseph, Mo Saxton Bank Bids.
Baltimore Coca-Cola Bldg.
St. Louis 928 Victoria Bid?.
St. Paul 238 Endicott Bide.
Toronto 14 Manchester Bid?.
Winnipeg 400 Hammond Bldg.
Montreal Room 508 Read Bid?.
Vancouver 506 Mercantile Bide,
.. PRINTERS, CHICAGO
CONTENTS
John J. Pelley — Frontispiece.
Letter from Vice-President T. J. Foley 9
Public Opinion 12
Brookhaven, Miss - 17
Military Department —
Letter from Ernie Carr, Formerly Employed in the Gen-
eral Manager's Office of the Illinois Central Rail-
road Company 27
Song of the American Railroad Man 28
Flag Raising at Wildwood, 111 32
Development Bureau —
Good Roads 37
Engineering Department —
New Concrete Coal Chute at Effingham, 111 39
Hospital Department —
Measles: How Contagious and When Infectious....: 42
Accounting Department —
A Brief Review of the Auditing of Agency Accounts 45
Freight Service —
Loss and Damage Meeting, Vicksburg Division 46
Baggage and Mail Traffic Department —
Information and Instruction Bulletin No. 12 47
Claims Department 50
Locomotive Engineers Interested in Stop, Look and Listen
Legislation to Control Automobilists at Railway Grade
Crossings 57
Employes Discuss Mr. Foley's Letter About the Affairs of
the Company and Enlist to Do Their Bit 61
An Interesting Letter Written Fifty-five Years Ago by the
Agent at Sandoval to His Superintendent 66
Law Department 67
Roll of Honor —
William T. Buck 69
Appointments and Promotions 71
Passenger Traffic Department 72
Contributions From Employes —
Economy 82
The Division 83
A Letter From Council Bluffs, Iowa 83
Bill's B oy 85
A Laugh or Two 86
Meritorious Service 87
Division News ., 89
Published montkly by the Illinois Central R. 12.. Co.. in the
interest of the Company and its JJ4GD Employes
Advertising Rates on Application
Office 1200 Michigan Av- Telephone Wab"ask 2200
Chicago * Local 35
15 $ per copy, $1^? per year
JOHN J. PELLEY
Mr. John J. Pelley entered service as track apprentice Aug. 29, 1900.
Appointed Supervisor on Indiana Division Aug. 1, 1904. Transferred to
Memphis Division of the Yazoo & Mississippi Valley Nov. 1, 1905. Ap-
pointed Road Master on Louisiana Division, with headquarters at New
Orleans, Jan. 15, 1908. Transferred to the Tennessee Division June 6, 1911.
Appointed Superintendent Tennessee Division, with headquarters at Fulton,
Ky., May 10, 1912. Promoted to Superintendent of the Memphis Division of
the Y. & M. V., headquarters Memphis, Tenn., Sept. 15, 1915. Appointed
General Superintendent Southern Lines of the Illinois Central, headquarters
at New Orleans, La., Aug. 1, 1917.
ILLINOIS CENTRAL
Magazine
Vol. 6 OCTOBER, 1917 No. 4
Letter From
Vice-President T. J. Foley
Letter No. 2
Chicago, September 27, 1917.
TO TRAINMEN AND ENGINEMEN:
At this critical period in our history, due to the titanic struggle in which
the country is engaged, the government and the people are asking of all rail-
road men the maximum of efficiency. Here are the words of President
Wilson : "To the men who run the railways of the country, whether they be
managers or operative employees, let me say that the railways are the arter-
ies of the nation's life and that upon them rests the immense responsibility
of seeing to it that these arteries suffer no obstruction of any kind, no ineffi-
ciency or slackened power."
Mr. Daniel Willard, chairman of the Advisory Committee on National
Defense, recently said in a memorable address that the railroads will not be
able, no matter how hard they try, to carry all the freight that will be thrown
upon them during the war. He said they would be able to carry all the food-
stuffs necessary, the coal and munitions, the steel to make new ships, and all
of the things necessary from the standpoint of winning the war, which would
require 75 per cent of their carrying capacity, leaving only 25 per cent of
capacity for the ordinary business of the country.
Hon. Edgar E. Clark, member of the Interstate Commerce Commission,
and representative of the Commission on the Railroad War Board, in an
address delivered July 11, 1917, among other things said : "We realize that
this situation, the congestion on the railroads, the abnormal demand for
transportation, came almost out of a clear sky. We realize, as the average
person does not realize, that the demands for transportation probably exceed
the possibilities even if the maximum of efficiency be worked out. It follows
that somebody may have to go without transportation he desires to have."
Mr. Charles H. Markham, President of the Illinois Central, in an article
published September 14, 1917, showed how, within five days after the declara-
tion of war, representatives of all the railroads in the country met in
Washington and voluntarily merged the railroads into one great organization,
placing 265,000 miles of railroad under the direction and control of a Railroad
War Board composed of five men, Mr. Fairfax Harrison, Chairman ;
Mr. Howard Elliott, Mr. Julius Kruttschnitt, Mr. Hale Holden and
Mr. Samuel Rea, with headquarters at Washington. This stupendous act
on the part of the railroads is without parallel in the history of the world.
Mr. Markham said : "When we entered the war the prohibition against con-
9
10 ILLINOIS CENTRAL MAGAZINE
certed action and unified operation ceased to be enforced and with the helpful
co-operation of shippers the managements of the railways have since made
increases in efficiency that are remarkable. In 1916 they handled much more
freight with each mile of line, each car and each locomotive than ever before ;
but they are at present far exceeding the record made in 1916. F6r example,
in June, 1917, they handled 23 per cent more freight traffic with each mile of
line, 21 per cent more with each freight locomotive and 20 per cent more with
each freight car than they did in June, 1916."
It would seem that the only slack left in the railroads is the slack which
the people themselves, who are asking for maximum efficiency, have placed in
them. Little impediments to operation, in the aggregate, constitute great
obstructions. For instance, on the Illinois Central system there are 480 speed
restrictions. Practically every hamlet, town and city has its speed restriction,
the great majority of which are six miles per hour for freight trains. These
restrictions, in many instances unreasonable in the extreme, constitute an
enormous burden on interstate commerce. On the main line of the Illinois
Central between New Orleans and Chicago there are 91 places 'where the
speed of freight trains is restricted, either by ordinance or state law, the total
distance embraced in these restrictions being 57 miles. There are 48 places
where passenger trains are required to reduce speed to six miles per hour.
Between Omaha and Chicago there are 36 speed restrictions for freight trains
and the same number for passenger trains. Many of the places where trains
are required to slow down to six miles per hour are mere villages.
The loss of time resulting from complying with unreasonable speed re-
strictions on the Illinois Central system is equivalent to a day's work of
49,883 men in each year. This waste is particularly burdensome at this time
when the shortage of labor is a tremendous handicap to efficient operation.
Ten thousand more men could now be used on the Illinois Central system if
they were available. Complying with these restrictions means the waste of
361,533 tons of coal per year, of the value of $758,030.00 at present prices.
It means the waste of 10,021 locomotive days in each year, and there is an
unprecedented shortage in locomotive power. It means the waste of 248,522
freight cars for one day in each year. Figuring this waste, due to unreason-
able speed restrictions, another way, I find, that if these speed restrictions
were abolished, the Illinois Central could haul 99,408 additional freight cars
100 miles per year with the same number of locomotives and men, or it could
haul 1,705,080 additional tons of freight a distance of 100 miles with the same
number of locomotives and men. Assuming that speed restrictions through-
out the United States average the same per 1,000 miles of track as they do on
the Illinois Central system, there are 21,200 speed restrictions in the United
States. Complying with these speed restriction laws means the loss to the
country of 2,203,210 men for one day in each year. It means the loss of
15,967,840 tons of coal of the value of $33,479,570.00. It means the loss of
442,550 locomotive days in each year, and the loss of 10,934,968 freight cars
for one day in each year. It means that if these unreasonable speed restric-
tions were abolished the railroads of the country could haul 4,373,952 ad-
ditional freight cars a distance of 100 miles, or that they could haul an
additional 75,023,520 tons of freight a distance of 100 miles in the course of a
year. In these calculations, no allowance is made for the loss of time and
money occasioned by pulling out draw-bars and damage to equipment on
account of slowing down and starting up heavy freight trains, and railroad
men will understand that this loss is considerable.
I have not heard that there is a disposition anywhere to co-operate with
the railroads by removing unreasonable speed restrictions. Shippers have
ILLINOIS CENTRAL MAGAZINE'
11
taken a lively interest in co-operating with the railroads in increasing their
efficiency, but the authorities in the villages, towns, cities and states have not
done anything. Perhaps this is because they have not been asked to do so.
I think it would be meet and proper for you gentlemen to discuss this matter
with the people whenever you have an opportunity.
Speed restrictions are intended to make it safer for pedestrians and occu-
pants of vehicles, both horse-drawn and motor-propelled, regardless of the
inconvenience to transportation. It is thought by many that if trains are
required to go through towns slowly and softly, with enginemen and train-
men on the lookout, that there will not be so much danger of accidents. The
effect of this is to educate the public to become careless about railroad tracks.
There ought never to be anything done towards teaching the public that rail-
road tracks are safe. The public ought to be taught that they are dangerous
in the extreme, and the more dangerous they are the more care will be taken
by the people themselves to avoid accidents. The idea of placing responsi-
bility on the railroads for safety at railroad crossings is wrong. In theory it
sounds fine, but in practice it does not prevent accidents. I believe the
tendency of the people to rely on crossing flagmen, gates and alarm bells,
instead of relying on their own faculties, has been responsible for more cross-
ing accidents than it has prevented. Crossing flagmen occasionally err in
giving signals and this results in accidents. The most approved gates once
in a while get out of order, for a short time, it is true, but usually long enough
to cause an accident. The same is true of alarm bells, and even when they
are in order they ring so much that the public become neglectful of them.
Crossings considered the most dangerous, we know from experience, are the
scenes of fewer accidents than crossings considered comparatively safe. If
speed restrictions were removed, in my opinion, accidents would not increase,
because the people would become educated to look out for themselves at
railroad tracks, instead of depending upon others to look out for them.
Every railroad man, from laborer to president, constitutes a part of an
army of 1,750,000 railroad men in this country who are subordinating every-
thing else to helping win the war. The great strides which the railroads
have made towards increasing efficiency proves that railroad men are loyal
and patriotic and will not be outdone in winning the war by any other class
of citizens. No part of such a body of men ought to be required to become
lawbreakers in order to fulfill the obligations resting upon them of speeding
up the country's commerce at this time when so much depends upon rapidly
transporting foodstuffs, munitions and men. The trains should have the
right of way. Yours truly,
T. J. FOLEY,
Vice-President.
J What the
OUR MONTH'S PLEASANT VA-
CATION
Lest I weary my readers by further
prolongation of my memorable vacation
and how it pleased me, I shall close the
series of sketches with this, the last one,
begging pardon for having afflicted them
with personal recollections of no inter-
est to them.
My trip was educational in the ex-
treme, for it was taken at a time of life
when the mind is in a receptive mood
for garnering information that travel
only can impart. It impressed me pro-
foundly with the glory and beauty, the
might and grandeur, the industrial de-
velopment and thrift of this great coun-
try of ours, whose titanic energies are
harnessed for and directed toward win-
ning a substantial peace for mankind,
above and beyond the lust of autocratic
power for conquest. A life passed re-
volving in the orbit of a small commun-
ity can form no adequate conception of
what these United States are and what
they represent in power and resources.
If an individual leaves home cherishing
the conceit that he is a unit of great im-
portance in the affairs of the world it is
soon taken out of him by the discovery
of the Tennysonian fact "that the indi-
vidual withers and the world is more" —
that as his own insignificance dawns
upon him the world looms up larger and
larger until he finally concludes that the
individual is as a grain of sand upon
the boundless beaches of humanity. If
for no other reason than this the conse-
quential man should go abroad and min-
gle with the outer world and make the
discovery for himself that a big I at
home is a microscopic object abroad. Or-
dinarily, the garrulous and loud-
mouthed at home are mute and timid
abroad.
Getting back to the university, I must
say a word in praise of the patriotism
of the student body. When the tocsin
of war was sounded, 2,300 students quit
their studies to join the colors. In fact,
the entire student body was thrilled by
the call, resulting naturally in the de-
moralization of the whole. When I vis-
ited the campus, it looked deserted.
Those who did not volunteer at once
went home to make preparations to do
so. The university being co-education-
al, there is a large number of young
women enrolled, so it will be seen that the
2,300 young men that volunteered for
military service comprised quite half of
the male student body. I feel proud
over this patriotic record of my alma
mater.
Returning to Washington I took up
again the thread of sight-seeing. Our
hosts renewed their attentions to us and ,
made us feel that there was nothing too
good for us and no expense too great
for them to incur to make our sojourn
with them pleasant and memorable.
Maurice Spencer is a bon vivant and his
gracious wife is a pastmistress in culi-
nary accomplishments ; hence it will be
seen that the inner man was provided
for without stint with the best that
Center market afforded, and this is the
ILLINOIS CENTRAL MAGAZINE
13
largest and best market in the country
and is a wonder to those who visit it and
inspect its many departments, teeming
with the best there is in meats, poultry,
fish, fruits, vegetables and game. While
down town alone with Mr. Spencer he
introduced me to two friends of his,
Mr. Ginger A. Highball and Mr. Little
N. Clam — acquaintance I was pleased
to make. What Mr. Spencer does not
know about these things is not worth
knowing.
Before closing I must say a word or
two about this former citizen who left
Crystal Springs more than twenty years
ago to enter the service of the govern-
ment. He has been very successful.
He has purchased an elegant brick resi-
dence which is comfortably furnished
and has all modern conveniences. At
the head of this cozy establishment is his
gracious wife, one of the most handsome
and amiable women it has been my plea-
sure to know. I have been acquainted
with her for many years, but it was not
until this summer that I came to know
her and to know her is to love her and
this is the feeling that I cherish for one
who did much to make our visit to her
home one of the most pleasant memories
I shall cherish of my sojourn under her
roof in Washington.
One observation more and I am done.
I traveled over many of the best rail-
roads in the United States during my
junket, but none excelled in comfort,
speed, equipment and polite attention the
great railroad that passes our doors —
the incomparable Illinois Central. On
my return trip to Louisville, I felt that
I saw the face of an old friend when a
coach on a siding bore the inscription
"Illinois Central." The sight of land to
the mariner at sea was not more wel-
come to him than to me was the legend
on the passenger coach, which means so
much to those who by contrast learn to
know the good from the bad. Our own
great system is without a rival in the
luxurionsness and safety of the service
it renders the public.
To all who have read these random
shots we bid adieu. — Crystal Springs
(Miss.) Meteor, Sept. 14,
I. C. PURCHASES TRACTOR
OUTFIT
Will Till Right of Way from Cen-
tralia North on Both Lines
The Illinois Central is going to pur-
chase a tractor and gang plows for the
energetic cultivation of their right of
way between Centralia and Mattoon on
the branch, and between Centralia and
Pana on the main line.
G. B. Harper, general development
agent of the Illinois Central, expects to
have the tractor equipment here the first
of next week, and Dairy Commissioner
Matthews is going to begin work at once,
continuing more rapidly and efficiently
the patriotic work this great system is
doing for the increasing of the food sup-
ply of the country by putting its right of
way under cultivation and producing for
the benefit of the people, as well as
affording demonstration of modern agri-
cultural methods to the farmers residing
along the line.
It is estimated that four-fifths, ap-
proximately, of the right of way between
the above mentioned points can be culti-
vated. Wheat will be sown first as an
emergency crop to aid in feeding our
soldier boys, following which it is the
purpose to sow ground in sweet clover
and alfalfa and such leguminous croos
as will aid in building up the land, while
at the same time furnishing feed for
dairy cattle — the real end in view in the
Illinois Central development work of
making this part of the state a profitable
dairy section.
The ground just above the junction
of the two lines is now being brought
under cultivation, and Commissioner
Matthews has already made a good start
for the Illinois Central idea of doing
rather than preaching. When the trac-
tor outfit arrives the first of the week it
will start on the work on the right of
way between here and Mattoon, and it is
hoped to be able to either get another
tractor for the work toward Pana, or
hire one so the work may be prosecuted
with energy on both lines.
14
ILLINOIS CENTRAL MAGAZINE
Mr. Harper is putting the punch be-
hind the work and is enthusiastically
backed in the dairy development work
in this section by Vice-President F. B.
Bowes.
Such constructive and practical work
cannot help but be profitable eventually
to all the communities along the line. —
Centralia Evening Sentinel, August 24,
1917.
SPEEDING UP THE RAILWAYS
The chairman of the Railway War
Board announced yesterday that passen-
ger trains aggregating over sixteen mil-
lion miles a year had been saved by its
processes of operating the railways as a
unit.
Our freight service has been increased,
with the assistance of methods of admin-
istration of equipment obviating the
necessity of decrease in accommodations.
Shippers are co-operating in quicker
loading and unloading, and thus setting
cars free for other users. Carloads have
been increased, and engine power which
had been wasted has been put to hauling
longer trains. The capacity of 779,000
cars has been added without buying the
cars, and three billion ton miles have
been added within a single month. No
nation outside of the United States has
a total service equal to the addition to
the railway facilities of this country.
There are those who will wonder why
this was not done before, and who will
regard it as implying the vindication of
the Interstate Commerce Commission in
its advice that the railways should not
ask higher rates until they had made
better use of the earning power of their
existing facilities. That leaves out of
account that the railways are now being
helped where they were hindered, and
that their prospective profits will come
from withholding many free or unneces-
sary services which their customers were
constantly asking and getting without
anv increase of rates. Free storage,
lighterage, frequency of train service,
luxury of travel were among forms of
competition of service which, succeeded
competition in rates. That form of com-
petition has been checked, if not stopped,
with the result that the customers of the
railways are getting a larger aggregate
of service of a lower standard of accom-
modation. The luxuries have given way
to necessities, and a great deal is being
endured which would have aroused spir-
ited protest under other conditions. —
New York Times, July /p, 1917.
RAILROADS DOING THEIR
DUTY
No class of our citizens have shown a
greater readiness than those in charge of
the operation of railroads to co-operate
with those in authority in making their
service as effective as possible in support-
ing all efforts of the government in the
transportation and distribution of sup-
plies affecting the war preparations or
prosecution.
The railroads are represented on the
Council of National Defense and the
War Board, and their representatives are
working harmoniously with those of the
government. This is much better for
both the railroads and the government
than giving the latter direct control and
arbitrary power. What the railroads
evidently need and desire is sufficient
authority to adjust their business to re-
quirements for both the government and
the public.
The railroads are really submitting to
a good deal of hardship in striving to
comply with demands and requirements.
Their liberty is a good deal restricted
and they are subject to extra expense
without any ability to adjust their in-
come. They may need to expend much
in increased facilities, with costs unusu-
ally high, but they cannot increase their
charges for any class of service without
special permission.
The railroads are engaged in a "quasi-
public service" and are subject to regu-
lation, but they have corresponding rights
necessary to the full performance of
their duties. There is an opportunity
now for public authority and private in-
terest to get together for mutual support
in a common cause. — New York Journal
of Commerce, June 23, /p//.
ILLINOIS CENTRAL MAGAZINE
15
RAILROADS GIVING SERVICE
The railroads which, a year ago,
seemed more or less unable to meet the
traffic demands of the country, are to-
day giving the nation the finest exam-
ple of efficiency in meeting the emer-
gencies which the war condtions have
produced. This is being accomplished
by co-operation, such as the pooling
of equipment and the utilization of
equipment so as to get the most serv-
ice out of it — two things railroads
never did during their useless and ex-
pensive competition.
Under the direction of the railroads'
war board executive committee, freight
cars are being sent where the traffic de-
mands are the heaviest, and shippers are
compelled to load cars more nearly to
their capacity. The report of the first
month's results of this system has been
made public, and it shows that without
any additional equipment the railroads of
the country hauled 16 per cent more
freight in April of this year than in April
of last year.
The April results are the minimum
the railroad war board expects to get
from its reorganization of railroad ser-
vice, because that was the first month
the new methods were employed, and
neither railroads nor the shipping public
had adapted themselves to the change.
The board announces it expects, without
any additional equipment, to make the
efficiency system it now has in operation
eciual to 779,000 additional freights cars.
New Orleans, La., Item.
HELPING TO WIN
The American Railway ' Association,
through its special committee on national
defense, has issued a circular to all rail-
road men, the principles of which are
certainly possible of general adoption.
The committee points out that every
time the handler of a single truck in a
freight warehouse puts extra effort into
the handling of his truck, and thereby
expedites just that much the handling
of freight, he has done something to in-
crease the effectiveness of the United
States and bring it just that much nearer
to victory. Every time the crew of a
railroad locomotive adds fifteen miles a
day to the running power of that locomo-
tive they will have done something to put
an end to the war. Every time that crew
is extra careful in the handling of that
locomotive, and thereby keeps it just that
much longer out of the repair shop, it
has put an extra punch into the chances
of the United States being a victor in
the war.
When it is remembered that the great
problem in connection with the war is
the supplying of food and munitions it
will easily be seen how vastly important
are these suggestions regarding the in-
crease of transportation. — San Antonio,
Tex., Light.
GOOD WORK OF RAILROADS
Not only have the railroads virtually
placed their trackage, rolling stock and
equipment at the disposal of the gov-
ernment for the movement of troops and
military supplies — to do which necessi-
tated the curtailment of a vast amount of
remunerative business of a civilian
nature — but they have gone to consider-
able pains and expense to provide them-
selves with altered or additional equip-
ment to conform with possible govern-
mental needs.
Which, of course, is in line with the
patriotic duty of an industry which has
thriven under the flag's protection. It
all comes about in line with what the
business and industrial interests of the
country generally are doing, and in a
sense is nothing more than was reason-
able to have been expected of the rail-
roads.
But the great rail systems of the coun-
try have even gone outside of their basic
functions of freight and passenger trans-
portation in order to assist the govern-
ment, and in the production and conser-
vation of the food supply they have ex-
erted, and are exerting, a splendid aid
and influence. — Atlanta, Ga., Constitu-
tion.
WHAT THE RAILROADS ARE
DOING
It must be said that among the various
boards established to promote industrial
16
ILLINOIS CENTRAL MAGAZINE
efficiency for war the Railroads' War
Boprd shines in a number of favorable
contrasts. It is not making much noise
or occupying much newspaper space or
frittering away its energies in fruitless
internal wranglings. It has been quietly
at work, and it is evidently doing its
work.
As an example, under its powers of
co-ordinating railroad effort over the
whole country, it brought about an in-
crease of 26 per cent during June in the
car movement of bituminous coal. As
another and more remarkable example,
notwithstanding this speeding up of coal
distribution, it has not only prevented
any lessening of the movement in other
freight, but has enlarged that as well. —
New York World, July 21, 1917.
but by business men who are making a
business of helping the country in war.
— Minneapolis Journal.
RESULTS OF RAILROAD CO-
OPERATION
The special Committee on National
Defense of the American Railway As-
sociation went on the job to help the
country win, shortly after a state of war
was declared. While farmers of the
-Northwest were setting out to make two
blades of grass grow where but one
grew before, the railroads prepared to
do their bit by making one freight car do
the work of two.
The railroads are now hauling the
greatest tonnage they have ever moved,
and the pressure is intense.
Some really big things are being done
in the country in a quiet way, many of
them not by the Washington officials,
OUR RAILWAY "SOLDIERS"
Students of the system evolved by
the Railroad War Board for taking care
of government needs pronounce it a
model of efficiency, and the railway of-
ficials who take orders from the War
Board, not only call themselves "sol-
diers," but they behave as soldiers.
When a regulation is found to be nec-
essary it is accepted in good spirit, how-
ever seriously it may effect a particular
line. All the lines are operated prac-
tically as a part of a great system, and
there cannot be absolute equality, from
the nature of things. The Eastern lines,
for example, are under greater pressure
than those of the South. — St. Lo-uis,
Mo., Globe-Democrat, July 21,
RAILROADS IN THE WAR
Some idea of the demands which the
government is making of the railroads
for war work may be gathered from
the fact that the roads were recently
ordered to move nearly 69,000 empty
cars in order to concentrate them on
roads which will be used to move lum-
ber for ships and cantonments and grain
and cattle from the West and Southwest.
The promptness and vigor of the rail-
roads' response is another illustration
of the wav in which Americans in every
walk of life are measuring up to their
duty. — St. Louis, Mo., Republic.
I OCATED 500 feet above sea level,
1-1 129 miles North of New Orleans,
La., and the Gulf Coast, with the Gulf
breezes rendering the nights cool and
the climate delightful ; with its beauti-
ful homes and shaded streets, with a
cultured and friendly population,
Brookhaven is in truth a paradise, a
garden, wherein the stranger is wel-
come and wherein there is remunera-
tive and healthful employment for all.
Real happiness. and contentment con-
sists in peaceful and satisfactory em-
ployment of time and in Brookhaven
and Lincoln County everyone is busy.
Railroads
A section may well be judged by its
transportation facilities. The great
Illinois Central main line running from
New Orleans, the greatest port in the
South, to Chicago, the greatest city in
the West, splits Lincoln County and
Brookhaven wide open. Our popula-
tion has the advantages offered by the
fast and frequent passenger service de
luxe, and the prompt and efficient
freight service of this vast system.
The Mississippi Central Railroad
running from Natchez on the great
Mississippi River to Hattiesburg to
the west, passes through Brookhaven
and connects with the Y. & M. V. at
Roxie, the N. O. G. N. at Wanilla and
the Gulf and Ship Island at Silver
Creek, giving unequaled communica-
tion with outlying rural and urban cen-
ters traversed by these lines.
The Brookhaven and Pearl River
Railway connects Brookhaven with
Monticello, the county seat of Law-
rence County, and passes through a
well populated and fertile country.
Hotels
For the comfort and convenience of
travelers we have a commodious and
well equipped hotel, costing $75,000,
with all modern conveniences and
many smaller hostelries, and numerous
sanitary and attractive restaurants.
Industries
Brookhaven has two newspapers,
one weekly and one semi-weekly, bpth
alive to the public interest and tireless
in their efforts to promote the general
welfare. Both papers maintain large
printing establishments and handle
job and book work of large propor-
tions.
There are ninety or more enterpris-
ing mercantile establishments, includ-
ing three large department stores, that
would be a credit to a much larger
city, and one wholesale grocery house,
with traveling men covering South
Mississippi.
Brookhaven is in the heart of the
yellow pine district, with large lumber
mills all about it, and these large inter-
ests maintain their general offices in
Brookhaven. The wholesale lumber
market in Brookhaven is probably as
good as any in the South. There are
two large planing and finishing mills
17
ILLINOIS CENTRAL MAGAZINE
19
located in the city itself, and a large
handle factory utilizing the available
hardwoods.
There is a large pickling plant and a
splendid, well equipped canning fac-
tory taking care of such products as
tomatoes, cucumbers, beans, cabbage,
sweet potatoes, sorghum and cane.
These products are raised in abund-
ance and shipped in their natural state
no better oil mill in the State than that
at Brookha^ven. Highest prices are
paid for seed and farm products, and
a feed and mixing mill is a department
of the plant, as well as one devoted to
the handling of heavy grains and foods
in a wholesale way. Our cotton com-
press has a yearly capacity of 40,000
bales, and is a storage warehouse for
cotton issuing storage receipts nego-
to Northern markets in great quanti-
ties. We have in the accompanying
cuts tried to illustrate the nature and
extent of this great money crop.
There is a 50-ton ice plant supply-
ing the city with the purest of ice,
manufactured from pure distilled wa-
ter, with unexcelled service. A large
brick plant turning out common build-
ing brick and high class facing brick.
Our public buildings are faced with
these brick and they are being daily
shipped to adjoining states. There is
tiable as security for advances at any
local banks. There are numerous well
equipped and convenient garages and
service stations for the motoring pub-
lic.
Brookhaven has two first class
creameries. These are fostering and
promoting the dairy industry, which is
one of our later developments and
promising to become the greatest boon
to our farmers. With this article can be
seen some views of the growing dairy
herds and the luxuriance of the agri-
20
ILLINOIS CENTRAL MAGAZINE
cultural pictures may be attributed to
the use of the home made fertilizers
from these dairy cattle. Brookhaven
butter is famous throughout this state
and adjoining states, and its quality is
the highest in the South and equal to
the product of the older dairy sections,
as evidenced by scoring contests con-
ducted under the direction of a repre-
sentative of the Department of Agri-
culture of the United States Govern-
years ago, and whose influence is re-
flected in the cultured community.
Women prominent in all walks of life,
in all parts of the country, have re-
ceived their educational training at this
institution and are always drifting back
to renew their acquaintances in the
beautiful little city, the home of their
Alma Mater. There are two graded
public schools with nine month terms
and a school and convent under the
prookhaven Mi<-
LfSf-,Jit Ofin
ment. And, while no names are pub-
lished when these tests are made pub-
lic, the creameries being represented
by numbers, Brookhaven butter is
always at the top.
Roads
Brookhaven has over 20 miles of
hard graveled streets, and there are
over 100 miles of graveled highways
radiating in every direction from the
city out into the rich country districts.
and travel by automobile is easy and
pleasant for the country resident.
Schools
This city is the home of Whitworth
Female College, established over 50
care of the School Sisters of Notre
Dame.
Public Buildings
All denominations are represented
here, and the religious spirit of the
community is well attested by the
beautiful places of worship that have
been erected and which form social
as well as religious places of meeting
for the various creeds. In a commun-
ity so much given over to the attention
to things spiritual the morals are, as
a matter of course, good, and this is
singularly so of this city. Notable
among our public buildings is the U.
S. Post Office Building, costing up-
ILLINOIS CENTRAL MAGAZINE
21
ward of $100,000, and being one of the
best government buildings erected in
the state.
This building provides everything
needed to take care of the postal re-
quirements of the city itself and for
the rural delivery system raidating
out of Brookhaven to nearby towns
and country. The city has its own
office building, in which the mayor and
other city officers have their private
and public offices. A large auditorium
on the second floor provides a place
for public meetings of all sorts, and
on the ground floor is handsome quar-
Indus tries
truck conveys the firemen and appar-
atus to danger points at a moment's
notice. Water in Brookhaven is pure
and plentiful. The city is supplied by
deep wells in which the water rises to
a few feet below the surface and water
can be secured from small bored wells
at from 35 to 60 feet.
Fraternal Orders and Societies
The Masons have a beautiful build-
ing combining commercial property
and a lodge building, which is also the
home for various other orders and so-
cieties. Most every national order or
society is represented here. The W.
ters for the growing public library. A
full time librarian is in charge of this
branch and the library is fast assum-
ing notable proportions. In the rear
of this hall and really a part of it are
the quarters for the fire fighting ap-
paratus and the paid fire fighting force.
Public Utilities
Brookhaven owns and operates its
own water works and electric lighting
plant, and pure water and reliable pow-
er is provided at a minimum cost.
This plant provides a large storage of
water for fire purposes, which is dis-
tributed through mains with hydrants
conveniently located. Fire pumps are
provided and a high powered motor
O. W. is very strong and maintains a
full time secretary and handsome quar-
ters. There are two strong and ac-
tive social and literary societies for
women, exerting an elevating and ma-
terial influence, and accomplishing
numberless public benefactions and
improvements. The great society of
King's Daughters is strong and ag-
gressive here and conducts a modern
sanitarium and surgical hospital. Much
charitable and uplift work is done by
these good women and the poor and
needy are looked after by them.
Amusements
In the accompanying picture of
Whitworth College may be seen the
22
ILLINOIS CENTRAL MAGAZINE
Lampton Auditorium, where, under Quartette, Rudolph Ganz (pianist),
the auspices of the musical director of Tilly Koenen (contralto), Theodore
the college, Miss McVoy, the city is Bohkmann of the Cincinnati Conserv-
visited each year by the most famous atory, are among those who have de-
musical and literary figures the world lighted the Brookhaven people in re-
affords. Such attractions as Frances cent years. There is an opera house
Alda (prima donna soprano, : Metro-
politan Opera Co.), Cecil Fanning
(barytone), David Bispham (bary-
tone), Maud Powell (violinist),
Jacque Thibaud (violinist), Jenny Du-
fau (Chicago Opera Company), Karl
Jorn (tenor, Metropolitan Opera Com-
pany), Harold Bauer (pianist), Ossip
Gabrilowitsch (pianist), I'Scharwenka
(pianist), Charles Wakefield Cadman
and the Indian Princess, The Zoellner
seating 1,000 people, and a modern
and beautifully equipped moving pic-
ture house, seating 750.
From the foregoing it may be seen
that Brookhaven is a live, progressive
little city, with unsurpassed educa-
tional and social advantages. But it
is our purpose in this article to stress
what is back behind this and that
brings us back to the soil. We are.
strictly speaking, an agricultural sec-
ILLINOIS CENTRAL MAGAZINE
23
tion and look to the farm and farmer
as the origin of everything- good and
lasting. When President Wilson is-
sued his appeal to the South to feed
itself, Lincoln county was among the
earliest to respond. There had already
been an evolution from the all cotton
other food stuffs crop that will not
only be sufficient for our own needs
but leave us a handsome surplus to
help feed the armies of our country at
a time when food will decide the issue.
This does not include the vast quanti-
ties of truck that have already gone
farm to the diversified idea and the
importations of heavy feeds had de-
creased, but this call of our President
was the signal that marked the begin-
ning of the great move to put Lincoln
County from the debit to the credit
side in the movement of food and food
stuffs. We are now harvesting a cot-
ton crop that will run far over the
million dollar mark, and a corn and
forward early in the spring to give
our Northern neighbors a taste of
something green while winter still had
him and lands frozen in. Nor does
this include the fine herds of cattle
now rounding out for shipment and
the hogs that have been going out
each month from the bermuda pas-
tures and the skim milk troughs of our
dairies. There are no cheaper and no
ILLINOIS CENTRAL MAGAZINE
25
better lands today that the lands of
Lincoln County. There is pasturage
nine months in the year and a little
labor with oats, vetch, clover, rape
and rye will provide green grazing the
other three months. Nowhere can live
stock be maintained at lower cost, and
feed be produced at such a low figure.
In this connection we draw attention
to the accompanying picture of a late
corn field. This corn was planted on
June 28th, and the picture taken on
September 27th. The corn was then
ready for silage and heavily fruited.
There is enough peas between the
corn to pay the entire cost of harvest-
ing and producing the crop. This land
yielded a fall oat crop of 33 bushels
to the acre. This is the third year of
cultivation from a wild state. It was
what is known as cut over land and
has been fertilized with stable manure
and phosphate ground rock. We have
splendid values to offer in this land,
but there are also improved farms for
those who do not care to pioneer.
We want farmers to come to us and
we want them to use our Board of
Trade for such information as we can
furnish and if they will do this we can
save them much valuable time and
money. We maintain a paid Secretary
devoting full time to our Board of
Trade affairs and we always have at
the head of our Board one of our most
progressive business men, and we are
never too busy to give you information
of any kind.
We have banks with combined re-
sources of over TWO MILLION
DOLLARS. They are conducted by
experienced and practical bankers and
are always ready to meet the needs ot
the farmers and business people gener-
ally.
OUR BANKS ADVANCE MONEY
ON LIVE STOCK.
COME AND DWELL AMONG US;
IT WILL DO YOU GOOD.
MILITARY DEPARTMENT
A Letter From Ernie Carr Formerly Employed in
the General Manager's Office of the Illinois
Central Railroad Company
France, August 20th, 1917.
My Dear Mother :
We have arrived in France and I surely like the country. The people in this
country think a lot of Americans. I am getting so I can understand a little French.
At least, I can get a general idea of what they are talking about. The people
over here treat us the best they can. We were in London for a day and the whole
regiment, together with two other railway engineer regiments, paraded through
the streets. We saw all the places of note, Buckingham Palace, Houses of Parlia-
ment, River Thames, Wellington Barracks, and several other places. King
George of England reviewed our regiments and stood there in front of Bucking-
ham Palace; it took just 30 minutes for the American troops to pass. They had
a large article in the London Mirror, as well as in several other London daily
papers. I carried the American flag past King George and he rendered a salute,
ft was the first American troops, also the first armed troops of any nation, to
pass through the streets of London and past the King of England. I am the
first American in all history to bear the American flag before the King. I am
going to send to the London Mirror and have them send you several copies of
the London Mirror. It has a very good picture of me and the other Color Ser-
geant and guards. I have one copy of the paper but I want to keep it. As soon
as possible will write to the paper and get them to send the copies to you. It is
not permissible for me to send direct to you. Some of the officers of the regi-
ment were very enthusiastic over the article and advised me to get as many
copies as I could. The people of London turned out by the thousands and every-
where we received a warm welcome, cheering the troops and the flag all the time.
Am feeling fine and think of you many times and only wish I could drop
in to see you all, even if for but a few minutes. I wonder how you are and what
you are doing. When I arrived in Europe I sent you a cablegram to let you know
everything was O. K., and I hope it reached you ; I know of no reason why it
should not. I haven't yet received a letter from home and would give almost
anything to get one. Neither have T received a letter from Ada. I know it takes
a long time to get a letter through and know one will come in a little time. I
would be satisfied to just get a few words to let me know all at home are well.
Have had no chance to write to anyone but you and have not written as
much to you as I would like. I think of father many times and wish that T could
visit Millington once more, but I know you go to the cemetery as often as possible
and will remember that my heart is always with you. You should not worry,
27
28
ILLINOIS CENTRAL MAGAZINE
Mamma, for it will happen to all of us sooner or later. Our stay on this earth
is only a matter of a few years and we will all go the same way. I want you to
remember me to all your friends and will try to write a few letters to Mrs. Allen,
Rupp Smith, Gertie Downing, and a few others.
Last evening I, with a few others, visited an old church built several hun-
dred years ago. It sure contains some wonderful work, and must have taken
a long time to build, considering the facilities they had to work with. It is much
taller than any of the churches in America, although it does not seat as many.
I am writing this letter on the typewriter because it does not take as long as
by hand. Will close, as I would like to write Ada a letter, and I haven't much
time to myself. Write a letter soon. I am waiting for one from you.
Your loving son,
Ernie.
73- Engineers (Railroad)
marching in London
t
K;
Song of the American Railroad Man
We are the wings of the Eagle, spread to the scarlet sky —
Sturdy and strong we speed along, heeding our Master's cry.
The Eagle's beak is the Army — the Navy its curving claws,
And both may fight through day and night, and the wings will never pause.
We are the wings of the Eagle, and our steel lined tips are spread,
From shore to shore where the oceans roar — from North to the Gulf Stream's
bed.
Let the soldier look to his rifle and the sailor look to the sea,
And what they need with an eagle's speed be sure they will get from me.
ILLINOIS CENTRAL MAGAZINE
29
We are the wings of the Eagle, flecked with our labors' foam,
With freight and mail we blazed the trail for a mighty nation's home.
As in peace we have been your servant, so in war we will be your slave,
And our wings will hum, and our pulses drum till the flags of freedom wave.
We are the wings of the Eagle, eager to prove our worth ;
Fitted by skill to do your will with the best trained men on earth.
Then load us up with the burden and fire the opening gun,
And remember, Sam, the railroad man is ever your loyal son.
— Southern Pacific Railway Bulletin.
English Beer and Weather Worst Complaint of
U. S. Railroad Fighters
Battalions Encamped in Green Meadow of Hampshire Praise British Hospitality — Gas
Mask Drill Chief Requirement Before Going to France
London, Aug. 25 (by mail). — Some-
where in Hampshire, which I suppose is
as near as the censor will let me come
to it, there is at present part of one of
Uncle Sam's new railroad battalions.
They are under canvas in a green Eng-
lish meadow, bounded on one side by a
wood in the full glory of its August
leafage and on the other side by hills
now purple with heather.
Their lot has fallen to them in pleas-
ant places, for they have inherited an
English camp ready made, with floor
boards in the tents, field ovens, kitchens,
commodious washing places and, in a
word, all the comforts of home.
Two years and a half ago one remem-
bers this place as a sea of mud, collo-
quially known as "the flea place," but
time and the need to grow vegetables
have worked wonders, and today it is as
pleasant a spot as a man could want to
live in, with potato fields and 4ruck
patches fringing the parade ground.
Have Few Hours' Leave
Since they crossed the Atlantic, on
which they had a brush with a German
submarine, the men of this battalion
have only had a few hours' leave and
have not been able to get farther away
from camp than Aldershot, but they are
enthusiastic as to what they have seen
of England so far. Two legitimate
"grouches" they have, however, and
these are English beer and the weather.
It takes a goodish time for the Amer-
ican palate to become habituated to Eng-
lish "ale," even at the best of times, and
the beverage is so deficient in malt and
hops that it would take many, many
quarts for any one to get any forrader
on it. Pity, therefore, the sorrows of
the poor railroader. As for the weather,
it is unfortunate that last week was the
wettest experienced in England for 60
years, and that in those seven days more
rain fell than usually falls in a month,
but, if you try to explain that to the
"Sammies" they look at you with a cold,
disapproving, skeptical glance, what
might be termed a Missourian glance, ex-
actly as if they were prospective purchas-
ers of real estate, and you were a Seattle
real estate man trying to prove that it
does not always rain on the sound.
Railroaders Have Trouble
The officers have sorrows of their
own, and these sorrows were chiefly
caused by the British habit of ab-
breviating all official army titles into
initials. You may have been an expert
railroad man for 20 years or more and
know all about breaking strains, 90-
pound steel and how to lay it, and the
best method of building cantilever
bridges, but you cannot tell by the
30
ILLINOIS CENTRAL MAGAZINE
unaided light of nature that a D. A.
D. O. S. is a deputy assistant director
of ordnance stores or that a P. M.
O. I. I. P. is the principal medical officer
for inspection of injured patelles.
These, however, are only the crushed
rose leaves in an otherwise comfortable
bed, and Major Bent, the commanding
officer of the battalion, a West Pointer,
with war service in Cuba and the Philip-
pines to his credit, was loud in his praises
of English thoughtfulness and generos-
ity.
"They have done everything they can
for us," he said, "and made things easy
for us in every possible way."
All extra equipment, in addition to
that brought over from the United
States, is forthcoming from the British
ordnance stores, and the British army
service corps sees to the rationing. With
the A. S. C. on the job, the wants of the
inner man are well looked after, and the
dinner I saw today was as good as
hungry men could want.
Can Supplement Rations
It consisted of good roast beef and
plenty of it, potatoes, a rich gravy thick-
ened with flour, and a pudding consist-
ing of chocolate, sugar and starch. In
fact, it is not too much to say that the
men fare nearly as well as the officers.
Anything that they want to supplement
their rations they can buy at the canteen
on the Y. M. C. A. automobile.
An interesting feature of the organ-
ization of this battalion and the sister
battalion that with it makes up a regi-
ment is that each of the six companies
in the regiment — there are only three
companies per battalion in a regiment of
railway engineers — is made up of offi-
cers and men from one railroad.
Thus Company A is composed of Illi-
nois Central men, Company B is drawn
from the staff of the Rock Island. Com-
pany C from the Chicago Great Western,
Company D from the Chicago, Milwau-
kee and St. Paul, Company E from the
Chicago and Northwestern and Company
F from the Santa Fe.
The advantages of this system are
obvious. The rank and file of these bat-
talions expect to go back to work for the
same companies on the termination of
hostilities, and, as casualties in a regi-
ment of railway engineers are neces-
sarily very small, there is every chance
that most of them will.
Work Under Same "Boss"
In the meantime theses men are work-
ing for the most part under the man who
has been their immediate "boss" in civil
life and who will be their "boss" again
after the war and it is safe to say that
very few of them will be foolish enough
to jeopardize their chances of future ad-
vancement after the war by slackness
and poor work while they are in France.
This organization, then, will make for
efficiency when the boys go across the
channel, and in the meanwhile it adds a
keener zest to the intercompany baseball
games.
Before the railway men cross the nar-
row seas they are being given a little
musketry and infantry training, but this
is more for the sake of smartening them
up than for anything else, as it is in the
last degree improbable that any of them
will ever fire a rifle while they are in
France.
Not Expected to Fight
Railway battalions are not expected to
act as infantry, and so small was the ex-
pectation in Washington that they would
ever play any role than that for which
they are primarily intended, that I betray
no military secret in saying that they are
armed with old-fashioned Krag-Jorgen-
sens.
One item in their training, however,
is important, and in that they are prac-
ticed assiduously. This is gas helmet
drill. In these days when the Huns
are using gas shells, tear shells and that
deacHy new liquid which turns into a
heavy, penetrating gas when the shell
containing it explodes, even those work-
ing far behind the fire trenches can af-
ford to take no chances.
Already most of the men can get on
their masks smartly and without bun-
dling, and today they were given their
"baptism of gas," being marched through
a dugout full of phosphate gas. Even
with a mask on this is not altogether
ILLINOIS CENTRAL MAGAZINE
31
pleasant, and none of the boys were any
the worse for the ordeal.
Few From Regular Army
None of Major Bent's officers and
very few of his men belong to the old
regular army. Nearly all of them are
railroad men coming straight from civil-
ian life, who have simply enlisted for
the duration of the war. Practically all
of them were personally known to their
officers prior to enlistment, and the re-
sult is a comadery and a certain relax-
ing of the. bonds of discipline which,
while it would be intolerable in an ordi-
nary infantry unit, is perhaps under the
circumstances hardly to be wondered at
in a battalion of specialists such as rail-
way workers.
They remirid me a good deal of the
story of the Anzac colonel, who one
morning in Egypt harangued his bat-
talion on parade. He told them that an
English general was coming to inspect
them that afternoon and wound up his
touching appeal with, "Now, boys, re-
member ; when that English general's
here, for God's sake don't call me 'Bill' !"
— Exchange.
Railway Trainmen Give Sweaters to B. R. T.
Selectives
The meeting of E. B. Carr Lodge, No.
115, which was held at Odd Fellows'
Temple last evening in honor of the
members of that organization who will
leave tomorrow with the second Steph-
enson County contingent of drafted men,
was attended by a large number of the
.
members, and a very enjoyable meeting
was held. The session was presided over
by F. W. Stockwell, who introduced the
speaker of the evening, County Judge
R. J. Carnahan. A very interesting ad-
dress was delivered by Judge Carnahan.
after which each of the soldier members
was presented with an army sweater by
the lodge. The presentations were made
by H. A. Muchow, president of the or-
ganization.
Following the presentation of the
sweaters a smoker was enjoyed by those
who attended. The men who are in-
cluded in the next contingent are C. W.
Redman, M. P. Lorbrick, W. T. Hogan,
A. C. Murphy and Joseph Swaboda. —
Free port Journal-Standard, Sept. 21,
1917.
LOUIS I. PHILLIS.
LOUIS I. PHILLIS
Louis I. Phillis, only son of H. W.
Phillis, employed in the 'Baggage and
Mail Traffic Department, Chicago, has
successfully passed the physical examina-
tion for the Aviation Corps and reported
for training August 6th at the Georgia
School of Technology, Atlanta, Ga.
Louis has been taking Mechanical En-
gineering at the University of Illinois and
has worked for the Illinois Central dur-
ing his summer vacations for the past
four years. During the past two sum-
mers he has been working in the valuation
department under Messrs. Robertson
and Sloggott.
Flag Raising at Wildwood, 111.
Address by David E. Shanahan, Speaker House of Representatives, at Wildwood,
Saturday, July 28th, 1917
Mr. Chairman,
Members of the Illinois Cenral R. R. Agri-
cultural Club, and Invited Guests :
I desire to thank the committee for their
kindness in asking me to address the club on
this occasion, and assigning to me the sub-
ject of Agriculture and the Flag.
First, I wish to congratulate the officials
and men of the railroad in responding so
quickly to the appeal of the President of the
United States to use every effort to add ad-
ditional acreage of food products and aid in
conserving the same.
Whether it be the housewife or the day
laborer who at the end of the day's work
planted the back garden, or the one who joined
with his fellow workman in planting some,
near-by vacant space, all were doing a patri-
otic duty in raising that much additional food
to help support our people and our army.
We live in one of the greatest agricultural
states in the Union and its total products
run into millions of dollars. And I am going,
to take a little time to give you an idea of
the amount and the value of crops in this
state :
The total value of the corn crop in Illinois,
in 1916, was about 140 million dollars, yield-
ing a profit to Illinois farmers of over $65,-
000,000 :
The oats crop for the same year was over
thirty millions of dollars, yielding a profit of
about $12,000,000.
While we are in the habit of thinking of
corn and oats alone, our state is rich in
other lines. I find that in 36 other products,
values run into the thousands of dollars :
Wheat $20,000,000
Hay 20,000,000
Cattle 50,000,000
Horses 25,000,000
Hogs 4,000,000
Poultry 3,000,000
Efrgs 3,000,000
Milk 20,000.000
Butter 3,000,000
A comprehensive idea of the importance of
the agricultural output may be gained from
what Prof. Holden says in a recent report
to the press :
"The Panama Canal is not alone from an
engineering, but from a financial standpoint,
one of the most colossal undertakings that
the world has seen culminate successfully.
And though the figures representing the cost
are staggering, last year's "American corn crop
would have built seven Panama canals, — the
world's crop of 1914, of 3,500,000,000 bushels
of which the United States produced two-
thirds, the value of which to this country was
about $2,000,000,000."
From crop estimates of the United States
Department of Agriculture, I am gratified to
note that the prospects are for an enormous
crop this year, and in the aggregate it will
be the largest in the country's history, the
increase in acreage being unusually great.
And we will not only have enough of crops
to support and maintain our people at home,
but plenty to maintain our armies in France
and aid our allies on the other side of the
ocean.
When it became known early in the year
that our country would become involved in
war, it was found that it would be absolutely
necessary to produce every bushel of grain and
every pound of garden vegetable that it was
possible for the soil to yield.
A movement was started throughout the
country to induce the people to plant their
garden lots in order that each family might
raise, in part, vegetables for their own home.
How succesful that movement has been is
demonstrated in every section of the country.
Back yards, where once tin cans and weeds
.van riot, are today beds of lettuce, radish,
tomatoes, onions, carrots, potatoes and corn.
In many instances, beautiful lawns of years
standing have given way to the vegetable
garden.
In many manufacturing plants and business
institutions, clubs have. been formed and the
vacant space and lawn surrounding the fac-
tory have been turned over to produce garden
truck for the families of those employed
therein.
In many instances these clubs went to a
distance from their factories and took up
vacant land and are raising large amounts of
vegetables to be distributed pro rata among
the members. In some cases they are run on
a strictly business basis, hiring a farmer to
cultivate the ground and gather the crop, and
either sell the same and divide the profits
among the members or divide the crop pro
rata among the members after selling enough
to pay the expense.
In the outcome of this great war in which
we are now engaged, agriculture will probably
play the most important part. While it
takes machinery, guns, bayonets, bullets, etc.,
to fight the war it takes food to feed the
32
ILLINOIS CENTRAL MAGAZINE
33
FLAG RAISING AT WILDWOOD, ILL,.
armies and keep the men in condition fit to
fight. In the end, the side that can produce
the greatest yield from its agricultural prod-
ucts, will eventually win.
So that agriculture and the flag go hand
in hand this day, when our boys are prepar-
ing to depart to participate in the greatest war
the world ever knew.
The United States Government Agricultural
Department reports there are eight banner
agricultural counties in the United States. Of
these eight, four are Illinois counties :
No. 1. Los Angeles County, Cal... $14,700,000
No. 2. Lancaster County, Pa 13,000,000
No. 3. McLean County, 111 12,800,000
No. 4. Whitman County, Wash 12,500,.000
No.. 5. Livingston County, 111 11,400,000
No. 6. Iroquois County, 111 10,600,000
No. 7. La Salle County, 111 10,200,000
No. 8. Aroostock County, Maine.... 10,100,000
34
ILLINOIS CENTRAL MAGAZINE
There can be no greater service to the
honor of the flag and the ideals which it
represents, than the production of foodstuffs
and its conservation. The farmer or the home
gardner who makes profitable a waste spot
by cultivation is serving his country and honor-
ing the flag.
These are the producers and promoters of
civilization, and they are what our Flag
denotes.
The Flag of the United States does more
than proclaim a glorious history; it declares
the purpose and heralds the ideals of the
Republic. It upholds the inherent rights of
all men. It tells us to stand for Justice and
take the consequences without fear. It calls
upon the American people to conserve prop-
erty, health and morals. To open every
school to all the people; and to lead an hon-
orable and clean life, as an example to all
the world.
Our present Flag Law was passed by Con-
gress, April 4, 1812, the year that our be-
loved Illinois was admitted to the Union.
The law describes the Flag of thirteen
stripes, representing the thirteen original
states and a star for each state of the Union,
until today it has forty-eight stars on its
banner. The American flag was first saluted
abroad by France, to Captain Paul Jones,
February 14, 1776, by the French Admiral La
Motte Piquet
The flag stands for liberty and union, or-
ganized institutional liberty, free institutions
under organized and just laws.
Washington said of the American flag :
"We take the stars from Heaven, the red from
our Mother Country England, separating it by
white stripes, thus showing that we are
separated from her ; and the white stripes
shall go down to posterity representing
liberty."
Senator Henry Cabot Lodge said : "The
flaer stands for all we hold dear, freedom,
democracy, government of the people by the
people and for the people."
While the United States is the youngest of
the great nations, its flag is the senior flag
and has been in use longer than any in use
today. It is eight years older than the flag of
Spain ; seventeen years older than the tri-
color of France ; twenty-three years older than
the present British ensign : thirty years older
than the national standards of Italy; forty-
one years older than the flag of Japan, and
fifty-three years older than the flag of the
German Empire.
A rare honor was paid to America this year
when on April 20th our flaer was raised on
the tower of Great Britain's House of Parlia-
ment and hung- in St. Paul's Cathedral. And
a great multitude — including the King of
England, George the Fifth joined in singing
The Star Spangled Banner on the occasion
of the entry of the United States into the
great war for humanity and democracy. A
great change from the day when our flag was
first reported in England, when it was called
"The Thirteen Rebellion Stripes."
On May 7th, 1917, Marshal Jpffre, of France,
and his party visited Springfield, 111., as the
guests of the State of Illinois and to visit
the tomb of the immortal Lincoln. Every-
where the Stars and Stripes and the Tricolor
were intertwined. Marshal Joffre laid a
wreath on the tomb of Lincoln, and then
was taken to the Capitol Building where
elaborate services in his honor were held by
the officials of the state.
A few days later the distinguished and
honored party, after having saluted the
Liberty Bell in Independence Hall, Philadel-
phia, went to the little old house on Arch
Street, the home of Betty Ross, where the
"Hero of the Marne" stopped and saluted the
humble spot where "Old Glory," our beloved
flag, was born.
The Stars and Stripes were probably first
unfurled over the United States military
forces at Fort Stannix, August 2nd, 1777. It
is said to have been made at Fort Stannix,
out of a white shirt, a blue army overcoat,
and a red flannel petticoat, belonging to the
wife of one of the soldiers.
The great Robert G. Ingersoll said of the
flag, "The flag for which the heroes fought,
for which they died is the symbol of all we
are — of all we hope to be. It is the emblem
of equal rights. It means free hands, free
lips, self government and the sovereignty of
the individual. It means that the schoolhouse
is the fortress of liberty. It means that it
is the duty of every citizen to bear his share
of a public burden, to take part in the affairs
of his town, his state and his country. It
means that every citizen of the Republic — na-
tive or naturalized — must be protected at home,
abroad, in every land and on every sea. It
means that there shall be a legal remedy for
every wrong. The flag was given to the air
in the Revolution's darkest days. It repre-
sents the sufferings of the past, the glories
yet to be, and like the bow of Heaven is the
child of storm and sun."
We love our flag and the principles and
ideals for which it stands. These must be
preserved or Democracy is a failure and must
die. Every lad who takes service under this
flag is a hero, a Knight Errant for civilization
and liberty. All of them are heroes in this
glorious cause. It may be that many will be
martyrs, fated to give up his life's blood to
preserve it's honor.
This nation in the past has given freely of
her sons to maintain the honor of the flag
and the dignity of the country. As she has
done in the past, so she will do in the future.
Many of the sons of this country go forth
today, consecrated by the prayers of the
American people to maintain that flag, and to
proclaim from mountain top and valley, and
across the seas that bv Americans, for
American ideas, dark regions shall see the
light of true democracy.
ILLINOIS CENTRAL MAGAZINE
35
A story is told by a speaker who made an
address on the "Flag of All Nations" to a
public school gathering in the most congested
district of New York where a large propor-
tion of the children were of foreign birth ;
he showed the flags of the various countries,
saying as he did so : "This is the flag of
England. How many of you are English?"
Very few responded. He showed in the same
way the French flag, the German, the Irish,
the Italian, Russian, Swedish and other flags,
with few children responding to his ques-
tion as to their nationality. He finally un-
furled "Old Glory" and said, "This is the
American flag; how many of you are Ameri-
cans?" A shout went up and the children
cried, "I am an American ; that is my flag."
Yea, they come from all the lands, from
over the mountains and over the seas, a
babel of tongues to this land of liberty. They
salute all flags, and honor them ; but their
flag becomes that of the free.
"We'll never have a new flag,
For our's is the true flag,
The true flag, the true flag,
The red, white and blue flag.
"Hurrah, boys, hurrah ;
We'll carry to the wars
The old flag, the free flag
The banner of the stars."
I.C. Passenger Station,
Brookhaven, Miss.
The OnlyJBand^from Cook County Given a State
Fair Contract
The Illinois Central Band left Central
Station at 10:30 P. M., Sept. 10th, for
Springfield, to play at the State Fair,
this being the only band from Cook
County awarded this contract. On the
llth, the I. C. R. R. Band was detailed
to the military body by the chairman of
the Music Committee. See what the
Illinois State Journal says, of Sept. 12th:
"At 2 P. *M. yesterday virtually all
commotion stopped while the flag and
the troops marched by, the Illinois Cen-
tral R. R. Band, led by their veteran
band director, of Chicago, once the
Burnside Band, promptly at 2 :15 P. M.,
as the troops stood at ease, the band,
which had continued marching, started
back on the race track opposite the
grandstand, stricking up the strain of na-
tional airs. The troop presented arms
when the bandmaster stepped 15 paces
in front of his band; taking off his cap,
the band struck up the 'Star Spangled
Banner,' a most beautiful sight *rom
the thousand that were on the grand-
stand and surroundings.
There may be more famous bands, and
bands of greater accomplishment at the
fair, but for the"Star Spangled Banner"
the Illinois Central Band cannot be ex-
celled for the military tinge they gave it.
Field music is their forte.
Development Bureau
Good Roads
By Mark Fenton, Assistant General Development Agent
This is a subject that is engrossing
the present attention of the nation and
one which has an important bearing upon
industrial and agricultural conditions in
every town, city and community. There
is no one subject in all of the economies
of the people today that more deserves
to excite the closest study, the greatest
endeavor and the highest exercise of
judgment than that of "Good Roads."
Millions of dollars have been spent by
the railroads in penetrating agricultural
districts. Unless connecting lines in the
form of highways are built from the
farm to these railroads, full advantage
will not be taken of these main arteries
that on their rails carry the commerce
of our country. The question of trans-
portation from the farm to the market
or railroad station is of the utmost im-
portance, for without adequate trans-
portation the highest possible tax is paid
annually on the labor of the farmer in
marketing his produce ; while improved
roads may add to the taxes, we must not
overlook the very material cost of haul-
ing farm produce to market over bad
roads, a large portion of which cost can
be saved by road improvement.
Over 90 per cent of all the freight
handled by the railroads of this country
is also hauled over wagon roads. The
interest of the railroads in public high-
ways will therefore be readily appreci-
ated. The Illinois Central was the first
railroad in the United States to run a
"Good Roads" train in co-operation with
the National Goods Roads Association
and the United States Government,
engineers. This train was oper-
ated from Chicago to New Orleans,
demonstrations being given at various
points, and the results were highly grati-
fying. In the spring of 1911, it was sug-
37
gested by the president of the Illinois
Central Railroad that a mile of standard
wagon road be constructed at points
where it could be seen from the tracks,
the object of constructing these sample
roads being to illustrate the methods to
be employed in building good wagon
roads out of the materials most conveni-
ently at hand, whether sand, clay or loam.
One mile of this road was built in Illi-
nois, one mile in Iowa and another mile
in Louisiana. Their construction was
very inexpensive, and they are today
furnishing a practical demonstration of
the advantages of good wagon roads.
The difference in hauling in Belgium
and the United States is 13 cents per
mi,le. This means a waste of one hun-
dred and thirty-seven million dollars in
one year's farm crop alone. It costs
l2l/2 cents to haul a ton of anything one
mile over good roads, double that
amount over average roads, and from
four to ten times that amount over, or
rather through, bad roads. The aver-
age hauling cost in the United States
over wagon roads is 23 cents per ton
mile. It costs more to haul a load of
wheat ten miles to the railroad station
than to ship it from New York to Liver-
pool under normal conditions.
Of the two million three hundred
thousand miles of public highways in the
United States, less than 300,000 miles
are improved, and these only partly so.
There are approximately twenty-five
million horses and mules, one million six
hundred thousand horse-drawn vehicles
and over four million automobiles in the
United States. These travel over two mil-
lion miles of countrv road, unimproved,
muddy, dusty and dangerous and about
three hundred thousand miles of im-
proved roads, such as they are.
ILLINOIS CENTRAL MAGAZINE
Around each market or shipping point
there is a boundary line enclosing the
area that can be cultivated profitably for
delivery at such point. If this area is
considered as bounded 'by a circle, it is
apparent that its size will depend upon
the good road mileage.
The people of a northern city con-
summated plans for bringing the pro-
ducer and consumer together by means
of a city market. The people hoped to
reduce the cost of living, the scheme pro-
viding that the farmer haul his produce
to the market and, sell directly to the
housewives, who hoped to be able to buy
more cheaply than at the stores. Theor-
etically effective as this scheme of co-
operation appeared, it was erroneous.
The housewife arrived at the market
with her basket, but the farmer failed to
arrive. Protracted rains had made the
roads impassible with mud. The lesson
taught was that a town surrounded by
bad roads might about as well be on an
island. Improved roads increase farm
values within one mile five dollars per
acre. The enormous loss of millions due
to bad roads is shared by the producer
and the consumer, lessening the net profit
to the producer due to the high cost of
hauling his produce to market over bad
roads and adding to the cost to the con-
sumer of the delivered product, for the
same reason.
Recent laws enacted in some states
governing highway administration and
providing for state aid in the improve-
ment of road^, together with the interest
manifested and material assistance ren-
dered by the Federal Government, should
materially promote good road construc-
tion. It is gratifying to note that many
states are making rapid progress along
these lines.
Good Ronds,
near Brookhaven , Miss.
ENG-INEBPIN5-
DEPflPTMENT
New Concrete Coal Chute at Effingham, Illinois
By C. Van Gundy, Building Inspector
The Illinois Central has recently put
into operation a 600-ton reinforced con-
crete, electrically operated, bucket type
coaling plant at Effingham, Illinois.
Several coaling stations of this capac-
ity and type of operation have already
been installed on the system, but this is
the first plant of reinforced concrete
construction built by the road.
The new plant is 33 ft. x 26 ft. in
dimensions and is supported above the
receiving track by four concrete girders
on eight concrete columns arranged in
two rows of four each.
The storage bin is divided into two
pockets, the lower pocket serving a pass-
ing track on the east and northbound
main track on the west. The upper
pocket was made necessary in order to
serve the southbound main track, the
coal being carried across the* northbound
main by means of steel chutes. The
upper pocket occupies only one side of
the bin and is formed by an 18 in. x
6 ft. concrete girder extending longi-
tudinally across the upper part of the
bin, and an 11-in. concrete floor ex-
tending from the lower side of the beam
on an angle of 50 degrees with the hori-
zontal to the west side of the bin.
The floor of the lower pocket is also
sloped at an angle of 50 degrees with
the horizontal, the two slabs extending
from just below the lower gate open-
ings on each side and meeting in a ridge
at the center of the bin. The bin walls
are 10 in. thick, being supported at in-
termediate points by pilasters.
The depth of bin from lowest point
of floor to top of walls is approximately
30 ft., the total height of top of bin from
ground being 50 ft.
The roof of the coal chute as well as
the bucket tower, which extends 30 ft.
above the top of bin, consists of struc-
tural steel trusses and frame work cov-
ered with corrugated sheet steel.
The receiving track which runs through
under the bin and over the receiving
hopper is on a one per cent grade and has
a storage capacity sufficient for 10
loaded cars. The track is carried over
the hopper by structural steel cross and
track beams. Breaker bars of 1 in. x 4 in.
steel bars spaced at 6 in. centers are
placed over the hopper flush with the
base of rail of receiving track.
The receiving hopper is 16 ft. x 38 ft.
inside dimensions at the top. The sides,
or rather bottom of the hopper slope
downward to the gate opening in the side
of the bucket pit at an angle of 45 de-
grees. The bucket pit, just east of the
hopper and directly under the bucket
hoist way, which passes up through the
bin immediately inside and at the cen-
ter of the east bin wall, measures about
10 ft. x 12 ft. and is 30 ft. deep.
Coal is elevated by means of a single
bucket of 2l/2 tons capacity running
between two 30-pound rail guides. The
coal is fed into the bucket from the re-
ceiving hopper through a Schraeder
Feeder which is automatically operated
by the descent of the bucket. The ele-
vating bucket has a hinged door at the
side and near the bottom which is held
shut by rollers running on a second pair
of 30-pound rails. These rails make a
90-degree bend at the top of the hoist
way, allowing the door to drop open.
The. coal is discharged into a short steel
chute and is dropped down in the center
39
ILLINOIS CENTRAL MAGAZINE
41
of the bin, part of it falling into the
upper and part into the lower pocket.
The bucket is operated by a 220 volt,
60 cycle, 3 phase Fairbanks-Morse elec-
tric motor of 20 horse power direct con-
nected to a "Rands" worm gear traction
hoist. The automatic feature of opera-
tion is furnished by a Cutler-Hammer
automatic controller which, by means
of switches located in the tower and
operated by the bucket and counter-
weight, slow down and reverses the
movements of the elevating bucket. No
attendant is necessary from the time
hoisting, is started until it is to be
stopped. The hoisting capacity is 85
tons per hour. The motor and hoist and
the switchboard are enclosed in a hoist
house just south of the bucket pit.
The chute is supplied with six coaling
aprons and gates, two to each of the
three coaling tracks. The gates are of
the overcut type.
Access to the tower is obtained by
means of an outside spiral steel stair-
way. Steel ladders lead up to the gates
and aprons and are also placed on the
inside of the bins.
Work on the new chute started the
latter part of July, 1916. The excava-
tion was completed about the middle of
September. About 1,000 cubic yards of
excavation was necessary and three-inch
tongue and grooved sheeting was pro-
vided as the indications were that con-
siderable water would be encountered.
The ground below the top soil, however,
proved to consist almost entirely of blue
clay mixed wtih a small amount of gravel
and small boulders and the small amount
of seepage water was easily taken care
of by one ll/o-in. syphon pump.
All the concrete used in the construc-
tion of the plant, excepting the column
footings, is of a 1-2-4 mixture. The col-
umn footings are of 1-3-6 concrete. A
total of 750 cubic yards was poured and
46,000 pounds of high carbon corru-
gated reinforcing steel was used.
Arrangements had been made for
using steel forms altogether in the plac-
ing of all the concrete above ground, but
due to the destruction by fire of the old
timber chute on the night of September
19 and in order to hurry completion of
the new plant, it was decided to use
wood forms on the inside of the bin
leaving all the steel forms available for
use on the outside.
Due to a period of unusually cold
weather, however, the chute was not
put into operation until the middle of
February, 1917. The plant was com-
pleted and accepted by the railroad on
February 25, 1917.
The construction of the plant was con-
tracted for by the Roberts & Schaefer
Company of Chicago, and built under
the supervision of Mr. F. L. Thompson,
assistant chief engineer, and of Mr F.
R. Judd, engineer of buildings of the
Illinois Central Railroad.
How to lave;
It is not me Science of curing Disease so much as trie prevention or it
tnat produces trie greatest good to Humanity. One of the most important
duties of a Health Department should be tne educational service
A A A A teaching people now to live A A A A
Measles : How Contagious and When Infectious
Measles is an acute, highly infectious
disorder and is one of the most common
diseases of childhood. Occasionally,
however, it attacks an adult and is then
a much more serious disease. Children
have a much greater resistance to it but
the disease is liable to have serious com-
plications.
This disease usually comes on like a
severe cold in the head, with discharge
from the eyes and nose and with a
moderate amount of fever followed usu-
ally within twenty-four hours by a
cough. Sometimes there is nausea and
vomiting and also a headache. The
throat may show a reddened condition
and in this situation the fever is usually
high.
Usually on the fourth day, when the
fever has reached its height, a rash ap-
pears upon the cheeks and forehead and
spreads over the neck and breast. When
this eruption becomes well developed
the face becomes swollen and covered
with reddish blotches which have a
rounded outline. This rash disappears
on pressure, but in the more severe and
malignant type of disease it assumes a
dark purplish color, like blood beneath
the skin. The general symptoms do not
abate with the occurrence of the erup-
tion but persist until about the sixth day
when, as a rule, all symptoms are
abated.
Measles is probably not infective af-
ter convalescence but this disease is
thoroughly contagious from the appear-
ance of the first symptoms, but not be-
fore, nor is it contagious after seven
days from the appearance of the erup-
tion, possibly even a less time. The
period in which there is greatest danger
of contagion is on the day of the ap-
pearance of the rash.
The virus or poison is contained in
the blood and in the secretions of the
nose and mouth. After thirty-six hours
the blood loses its infectivity and the
secretions from the nose and mouth also
become non-infectious with the begin-
ning of convalescence. It is almost im-
possible to transmit the disease by
means of scales, being infected the op-
posite of scarlet fever.
With the appearance of the eruption,
therefore, we find the height of infec-
tivity, which, however, does not extend
beyond seven days after the appearance
of the eruption and probably does not
extend beyond the establishment of
convalescence in the average case.
It is unwise to conclude that this is
an inevitable disease of childhood which
cannot be controlled by proper measures
to prevent the spread of the disease.
It is entirely profitless and aside from
the question to argue that children will
have measles anyway and that it is bet-
ter for them to have it early in life and
get over with it. This is a pernicious
doctrine which could have been applied
with equal force to any of the more seri-
ous contagious diseases, such as diph-
theria, small-pox and typhoid fever be-
fore it was learned how to control them.
Measles is at present a sufficiently im-
42
ILLINOIS CENTRAL MAGAZINE
43
portant cause of death to warrant stren-
uous measures for its control.
How to Control Measles — It is essen-
tial that in addition to a complete re-
porting and isolation of all cases that
steps be taken to recognize measles
early and that parents be educated to
the importance of the disease and its
dangers, and to have teachers recognize
the early symptoms, or at least to rec-
ognize the slightest departure from the
normal in any child. Any profuse se-
cretion from the nose and eyes of a
child when measles are prevalent should
always excite alarm and if fever is
present should demand the attention of
a physician. Teachers should be in-
structed how to use a thermometer and
how to observe the simpler throat con-
ditions in children. A sore throat is an
important sign in diseases of childhood,
and the laity can be taught to recognize
the simpler conditions and the signs of
danger.
The essential points in regulation for
the control of measles are that the case
shall be recognized and isolated at the
earliest possible moment. The premises
in which the case is isolated should be
placarded. The patient should be iso-
lated for at least five days after the
appearance of the eruption. Adults and
children who have previously had the
disease need not be restricted, but it is
advisable to warn them as to the slight
possibility of second attacks and keep
them under observation. Children who
have previously had measles and who
are in contact with cases need not be
restricted for seven days after contact,
but they should thereafter be isolated
for at least ten days and carefully ob-
served. Disinfection after measles is
useless and unnecessary.
Treatment — The treatment of measles
demands confinement in bed and a very
light diet; hot drinks and a frequent
hot bath are beneficial, as these have a
tendency to increase the elimination and
prevent complications. Care should be
taken, however, that patient should be
well covered in order to prevent taking
a cold.
The case should be under the treat-
ment of a physician, and it is wise to
keep the patient in bed even after the
fever .and all symptoms subside, as there
is danger of complications during the
stage of convalescence. The complica-
tion which is most to be feared in this
condition is pneumonia, and is most seri-
ous in the case of an adult. Another
serious danger in the way of complica-
tion following this disease is that the
individual is prone to develop pulmo-
nary tuberculosis unless proper care is
given the patient and sufficient time is
permitted following the disease in which
to bring the resistance up to normal and
fully restore the health of the patient.
Don'ts for Measles — Don't enter
premises where the disease exists or as-
sociate with other inmates of a house-
hold where the disease exists.
If a member of your family has the
disease don't frequent any public meet-
ing where others may be exposed or
carry the contagion.
Don't neglect burning all bedding,
cloths, etc., that have been soiled with
the mouth or nasal secretions, as this
disease is most readily disseminated
through this medium.
Don't disregard a cold in the head, a
persistent cough, or burning or water-
ing of the eyes. Any form of these may
be the first symptoms.
Careful compliance with these sugges-
tions will materially lessen the spread-
ing of measles.
Employes Are Reaping the Benefit of the Hospital
Department and Are Very Appreciative
of Attention Received
Haleyville, Ala., September 23rd, 1916.
Dr. G. G. Dowdall,
Chief Surgeon,
Chicago, 111.
Dear Doctor:
I wish to thank, through the columns of the Illinois Central Magazine, the attend-
ing physicians and staff who treated me while a patient in the Illinois Central Hospital,
Chicago, and express to them my appreciation for all kindness shown me while in
Chicago.
Yours truly,
(Signed) George Lang,
Fireman.
Risk, 111., October 2, 1916.
Dr. G. G. Dowdall,
Chief Surgeon,
Chicago, 111.
Dear Doctor — I returned Saturday, September 30, from the Illinois Central Hos-
pital at Chicago in which I was confined for ten days convalescing from a serious oper-
ation, performed by the attending staff at the hospital. I obtained very satisfactory
results from the operation, and I wish to convey to the other contributors the informa-
tion that I received excellent institutional care from all concerned. This is indeed a
great institution provided for the benefit of the employes of this company, and I cer-
tainly feel very thankful for the good services which have been rendered to me.
Yours truly,
(Signed) John Hueni,
Agent.
44
L/eparfment
A Brief Review of the Auditing of Agency Accounts
By C. C. Whitney, Auditor of Station Accounts
'"PHE Auditor of Station Accounts is
charged with responsibility for:
(1) Correct accounts with Station
Agents.
(2) Having proper collections made
through the agencies from the sources
of freight and passenger traffic and
having such collections accounted for in
due time thereafter.
(3) Having the books and accounts
at agencies kept according to the meth-
ods prescribed and for periodical veri-
fications thereof by Traveling Auditors.
The agency "Monthly Statements of
Account," commonly called "Balance
Sheets," rendered to the Auditor of Sta-
tion Accounts, reflect the totals of the
agency traffic reports and those inci-
dental thereto rendered to other ac-
counting department offices. The re-
sults of the "audit" of the traffic re-
ports are in due course communicated
to and assembled in the office of the
Auditor of Station Accounts, from the
several sources to which rendered, viz. :
(a) Amounts chargeable on freight
traffic, as determined by the Auditor of
Freight Receipts.
(b) Amounts chargeable for tickets
and other receipts from passenger traf-
fic, as determined by the Auditor of
Passenger Receipts.
(c) Amounts chargeable for Western
Union (or Postal) telegraph receipts,
as determined by the Superintendent of
Telegraph.
(d) Amounts chargeable for agency
drafts on the Local Treasurer (prin-
cipally in settlement of other companies'
charges on freight), as determined by
the Auditor of Station Accounts, to
whom reports of the issuance and pay-
ment of such drafts are rendered.
(e) Remittances received from Sta-
tion Agents, as credited by the Local
Treasurer and recorded in the office of
the Auditor of Station Accounts.
Generally speaking, these "audited"
figures constitute the accounts with
Station Agents and monthly statements
of account rendered at variance there-
with are revised to conform thereto, no-
tices explanatory of the revision thus
made being sent to the agents whose
accounts are affected.
And thus the "Agency Balances," of
which detailed analyses are required to
iccompany Agents' monthly statements
of account, also come within the review
of this office. The agency balances con-
sist, generally speaking, of :
(a) Uncollected freight bills for
shipments delivered to connecting roads
and others (including undercharges dis-
covered subsequent to delivery of the
shipments), and those for undelivered
shipments. These come under the head
of "agency assets" in the accounts.
(b) Amounts in agency accounts pay-
able to connecting roads and others.
These come under the head of "agency
liabilities" in the accounts.
The agency balances are scrutinized
and the activities of Station Agents in
large measure judged thereby. The con-
ditions in this respect are not satisfac-
tory at all points and it therefore de-
volves upon agents to actively pursue
the collection of all amounts due the
company to the ends that not only the
agency balances may be reduced to and
kept at a minimum, but that the collec-
tions shall be earlier transmitted to the
treasury of the company.
Especial care should be exercised in
determining the rates and otherwise the
45
46
ILLINOIS CENTRAL MAGAZINE
charges applicable to shipments before
delivery, in order that the proper
charges may be collected upon delivery.
The failures in this regard result in a
vast deal of correspondence, and litiga-
tion and losses besides, in attempts to
make collections subsequently.
There has recently been adopted for
demonstration purposes at certain points,
a simple and systematic method for
daily balancing of agency accounts,
known as the "Daily and Periodical Ac-
count Current," to be compiled daily
and rendered weekly to the Auditor of
Station Accounts. This method is cal-
culated to materially aid in increasing
the percentage of correct accounts to be
recorded on the "Honor Roll," another
innovation recently inaugurated as an
incentive to higher efficiency and which,
with the "Daily and Periodical Account
Current," will soon be extended to all
agencies. And further revisions of
methods are in view for the purpose of
simplifying agency accounts.
Freight Service
Loss and Damage Meeting, Vickburg Division, Sept. 1, 191 7
Delays
Fruits, vegetables and live stock should
be moved promptly. In moving over
more than one division all yardmasters
should be notified the time of arrival of
trains so the necessary arrangements
could be made to handle shipments
promptly. Live stock should move only
on through trains. Errors in billing
should be eliminated by billing clerks
checking their billing against shipping
tickets each day.
Loss of a Package
Not checking freight at time of re-
ceipt in warehouse as to marks and des-
tination, old marks not being removed,
errors in loading, not checking from car
to warehouse and from car to consignee,
not billing over freight, failing to have
consignee sign for previous shortages,
not marking freight bills O. K. after
shortage shows up, errors in billing and
agent not checking billing against con-
signee's invoice.
ILLINOIS CENTRAL 9-28 KIRK M3
Unlocated Loss From a Package
Containers not sufficiently strong to
withstand handling while in transit, and
being recoopered at transfer points
where packages are pilfered by dishonest
employes and not being packed in con-
tainers by dishonest shinping clerks.
Unlocated Loss of Bulk Freight
Caused by insufficient grain door pro-
tection, bad condition of cars, which can
be eliminated by proper inspection of
cars before being placed for loading.
Concealed Loss
Caused by pilferage and not being
packed by shippers as per invoice at time
of shipment.
Loss Account of Defective Cars
Cars not being inspected before being
placed for loading which inspection
would eliminate all loss from this cause.
Rough Handling of Cars
Improper handling of cars can be
stopped by proper supervision of yard-
masters and conductors. Rough handling
as charged on bad order reports does not
mean that damage is caused by rough
handling of cars in trains, but is charge-
able to rough handling at transfer points
by truckers, and improper stowing.
Unlocated Damage
Caused by improper packing, rough
handling by draymen, freight truckers,
stevedores and porters ; also by goods
being packed in bad condition by ship-
ping clerks at time of shipment.
Damage Account Leaky Roof and
Sides of Cars
Which can be eliminated by proper
inspection before cars are placed for
loading.
Damage Account Nails, Bolts, etc.,
in Cars
Can be eliminated by all cars being in-
spected, having all projecting nails, bolts,
etc., removed before loading.
BAGGAGE AND MAIL
TRAFFIC DEPARTMENT
"""11 II
II II
= = = =
II I!
= •TiliriiriiiTifiiimiimiimi
ssl
Illinois Central Railroad Company
The Yazoo & Mississippi Valley Railroad Company
Mail, Baggage, Express and Milk Traffic Department
H. L. Fairfield Manager Baggage and Mail Traffic. J. A. Osborn, General Baggage
Agent— Chicago, 111., October 1, 1917
INFORMATION AND INSTRUCTION BULLETIN NO. 12
FAILURE OF PASSENGERS TO RE-CHECK THEIR BAGGAGE
58. — The attention of conductors and
agents is called to Rule No. 16, Tariff
No. 257, effective August 18, 1917. Rule
in question reads as follows:
"(a) When passengers fail to check
their baggage or property and cannot
present reasonable evidence of fare paid,
it may be forwarded between the points
and via the route traveled by passenger,
charge to be made at excess baggage
rate for the gross weight, also excess
size and value, if any.
"(b) When ticket not cancelled with
"B" or "BC" punch is presented by pas-
senger who claims to have forgotten to
check baggage or property, conductors
will, upon request issue memorandum
describing transportation. On presenta-
tion of such memorandum or receipt for
cash fare or other reasonable evidence
that ticket has not been used for trans-
portation of baggage or property to Bag-
gage Agent within twenty-four (24)
hours of date of arrival at destination,
baggage or property will be forwarded
with usual ticket allowance.
"(c) If person who has not been pas-
senger between the points involved re-
quests baggage or property forwarded,
the request must be declined."
Agents will bear in mind that when a
passenger calls on them reporting that
he has failed for some reason or other
to re-check his baggage, and he cannot
furnish evidence of fare paid, he should
be informed that baggage cannot be for-
warded except under C. O. D. check for
gross weight, and if owner does not care
to have it handled in this manner he
should be referred to the express or
freight agent.
In reference to paragraph (b) : Con-
ductors should furnish passengers with
memorandum showing number and form
of the ticket when such ticket is not can-
celled with "BC" punch, or furnish them
with a receipt when they pay cash fare
so that this memorandum or receipt can
be presented to the agent at destination,
who will then be in a position to request
the bageage forwarded with the usual
ticket allowance. Paragraph (c) plain-
ly states that if a person who has not
been a passenger between points in-
volved, requests baggage or property for-
warded, the request must be declined,
and agents will refer the party to the
freight agent or express company.
Loading Trucks at Stations
59. — Agents when loading baggage and
express on trucks preparatory to work-
ing trains, should place such baggage and
express on one end of truck, when pos-
sible, leaving unoccupied space to re-
ceive shipments from car before loading.
When truck is full, an empty truck
47
48
ILLINOIS CENTRAL MAGAZINE
should be held in readiness. To facili-
tate movement and provide space, train
baggagemen and express messengers
have shipments in doors, ready for de-
livery. Agents should be prepared to
handle such shipments promptly on ar-
rival of trains.
Meritorious Service
60. — Baggage Agent Williams, at
Clarksdale, and Conductor Kerr, of the
Memphis Division, are entitled to com-
mendation for having prevented the im-
proper use of mileage ticket in checking
baggage. A passenger checked baggage
from Clarksdale to Rosedale on mileage,
the Baggage Agent at Clarksdale detach-
ing baggage strip to cover the distance
the baggage was checked. The passen-
ger took a train in the opposite direc-
tion, paying cash fare to Tutwiler and
presenting his mileage ticket for the con-
tinuation of his trip. Conductor Kerr
detached the 64 miles for which the bag-
gage strip had been detached in addi-
tion to sufficient mileage to cover the
passenger's transportation from Tutwi-
ler to his destination.
New Excess Baggage Tariff
61. — Attention of Baggage Agents is
called to the paragraph headed "Excep-
tions" to Rule 11 of the new baggage
tariff. No intrastate excess baggage
rates are changed by the new tariff.
Addressing Mail to Soldiers
The following notice relative to the
proper manner of addressing mail to sol-
diers in the Regular Army, National
Guard and the National Army should be
placed in a conspicuous place in the office
for the information of patrons:
Regular Army
Private JOHN SMITH,
Company A, 64th Infantry,
Camp Lee, Virginia.
National Guard
Private JOHN SMITH,
Company B, 151st Infantry (69th N.Y.),
Camp Lee, Virginia.
National Army
Private JOHN SMITH,
Company C, 310th Infantry (N. J.),
Camp Lee, Virginia.
NOTE — The designation of regiments
of the National Guard will show in par-
entheses their present State designations,
as for example, "Co. B, 151st Infantry
(69thN. Y.)."
The designation of regiments of the
National Army will show in parentheses
the State from which each organization,
or the bulk of it, was drawn, as for ex-
amnle, "Co. C, 310th Infantry (N. J.)."
The War Department has adopted the
following system of numbering the regi-
ments :
Regular Army, 1 to 100; National
Guard, 101 to 300; National Army, 301
up.
The attention of patrons should be
directed to the importance of address-
ing mail in the manner hereinbefore
described and to have each letter
and parcel bear the address of the
sender. Insured, C. O. D. and
registered letters or parcels which
are not properly addressed and do not
bear a return address of sender must not
be accepted for mailing. Postmasters are
especially requested to assist relatives
and friends in preparing and properly
addressing ma1! tor soldiers Unless
addressed to COMPANY and REGI-
MENT, mail will be delayed and prob-
ably returned to writer as undeliverable.
SCARCITY OF MILK CANS
The attention of all employes whose
duty it is to handle milk cans is called
to the fact that it is almost impossible
to obtain new cans under present con-
ditions and it js therefore necessary
that the cans in present use be handled
with extra care so as to avoid damage
and prolong their life.
DAWSON HOTEI
rSON SPRINGS, KY., UNDER CONSTRUCTION.
Extensive Improvements Under Way at
Dawson Springs
In the article printed in the July num-
ber of Illinois Central Magazine, ref-
erence was made to the proposed new ho-
tel, which is designed to be on a more
elaborate scale than any other health
and pleasure resort hotel in the United
States, if not in the world. During the
month all plans for the erection of this
hotel have been perfected, and the con-
tract for its construction awarded to a
firm of contractors nationally known.
Work preparatory to building is now
well under way.
The hotel, which will be known as
The Dawson, when completed, will cost
in excess of $3,000,000. The owners, The
Dawson Hotel Corporation of America
(Incorporated), has a capitalization of
$8,000,000. Its president is Mr. Theo-
dore R. Troendle, of Hopkinsville, a
leading capitalist, and well known
throughout Kentucky and the South.
Associated with him are numerous bank-
ers and others prominent in financial and
business circles. The corporation has
acquired ownership of two other com-
panies, which will be conducted as sub-
sidiaries, the Dawson Springs Company,
and the Dawson Coal Mining Company.
The corporation owns approximately
9,800 acres of land in and around Daw-
son Springs. Eight hundred acres of this
land will be laid out as a park, which will
have two 18-hole golf courses, tennis
courts, a stadium, which in style and size
will equal the noted municipal stadium
at Philadelphia. A lake covering 78
acres and 14 feet in depth will be created,
and the park otherwise ornamented at an
expense of hundreds of thousands of
dollars.
The design and plan of the corporation
is to make Dawson Springs the most at-
tractive and highest class all-the-year-
round health and pleasure resort in the
United States.
49
CLEANINGS
from me
OAMS DEPARTMENT
Jnterosting - JVews - cf- "Doings < of
Claimants- Jn • and- Out* of* Court
1
A STATE-WIDE STOCK LAW
RECOMMENDED FOR LOUIS-
IANA.
Mr. Walter Godchaux, of Napoleon-
ville, La., a prominent farmer and
stock raiser and well known citizen of
Louisiana, is recommending the enact-
ment by the legislature of his State of
a state-wide stock law which will pro-
hibit1 the owners of live stock from
permitting animals to roam at large.
In a signed article published in the
New Orleans Item, Mr. Godchaux
gives his reasons for the enactment of
a state-wide stock law, as follows :
"The necessity and advisability of
such a law is urgent. As a mere meas-
ure to increase the production of food-
stuffs, it is both necessary and urgent ;
also in order to make possible the ef-
fectiveness of cattle tick eradication,
as without such a stock law it would
be almost impossible to successfully
carry out the provisions of the tick
law, as roaming cattle in our south
Louisiana thickets and in the large
open pasturage of north Louisiana and
in the pine woods section cannot be cor-
ralled at stated periods for dipping ; also
because it will assist in the lessening and
extermination of infectious and conta-
gious livestock diseases, such as charbon,
black leg and hog cholera, as the roam-
ing cattle now at large, owned by people
careless of sanitation, tend to spread
these diseases to a large extent.
Such a stock law is also urgent and
necessary because the present lack of
such a law necessitates thousands of
miles of fencing against the public cat-
tle by farmers who have no livestock,
who are entitled to protection against
the depredations of roaming livestock
owned by others who are getting all
the profits therefrom.
"Another reason for the enactment
of such a livestock law is the fact that
it will prevent the tax dodgers, who
are the owners of the greatest number
of range cattle, from continuing their
operations and in any event cause them
to bear their just part of the tax bur-
50
ILLINOIS CENTRAL MAGAZINE
51
den, especially as these very men are
often times not property owners, reap-
ing the benefit of the lands of reputable
taxpayers and increasing their tax bur-
dens and costs of farming operations
and reducing the assessments of the
State.
''The arguments in favor of the en-
actment of such a livestock law are
very patent, while contrary arguments
that are sound are hard to find. Such
a law, besides all the above benefits,
would help to more readily finance live-
stock operations and would only be
second in importance, if not equally
so, to the tick eradication law.
THE CORONER OF COOK COUN-
TY, ILLINOIS, ADDRESSES
THE CHICAGO CLAIM
CONFERENCE.
At the last meeting of the Chicago
Steam Railways Claim Conference held
at the Great Northern Hotel, Chicago,
September 10th, Hon. Peter M. Hoff-
man, the Coroner of Cook County, was
present and addressed the Conference
on "Accidents, their Cause and Preven-
tion." There is perhaps no man in the
United States better prepared to speak
upon this subject than Mr. Hoffman.
We give below extracts from his ad-
dress :
I first wish to apologize for being
tardy. I assure you, however, that I
was engaged in a very interesting and
important work. I am not a public
speaker; the office which I hold, and
have held for twelve and one-half
years, does not require that I be one,
because I have to do with a quiet and
peaceable people. (Laughter.)
Up to the present time my records
show that we have held 72,000 inquests
in twelve and one-half years, and I
haven't heard a word of complaint or
a kick from any of them (applause)
because they are all "dead ones."
The duties of a Coroner are not
pleasant ones. I would judge that the
duties of the heads of claim depart-
ments are also not pleasant ones, for
I can remember less than one hundred
years ago, I spent seventeen years with
a railroad known as the Chicago &
Northwestern; hence I know a little
something about the work you have to
perform. 1 presume you make mis-
takes. We all make mistakes; mis-
takes are made in the best of regulated
families. To illustrate : I have talked
to over 450,000 school children in the
past two years on the subject of safety
first — public safety. Hence, I go to
school quite frequently. I have not
forgotten — a short time ago I stepped
into the primary grade of a north side
school, and I asked a number of ques-
tions of the pupils, and in response
there were many little fingers snapped.
But not so with one question, and that
one was, "Little boys and girls, tell
the Coroner and the teacher what in a
well-regulated home is the first thing
that the head of the family should do?"
In response there was but one little fin-
ger snapped, and that was the finger
of little Johnny Jones, the minister's
son. I said, "Johnny, tell the Coroner
and the teacher the first thing your
father did last evening before you par-
took of the evening meal." And the
little boy looked up and said, "Mr.
Coroner, there are seven in our family,
and the only word spoken by father
last evening was, 'Go easy on that but-
ter, because it costs fifty cents a
pound.' " That was an honest mistake,
due to the high cost of living.
The Coroner has peculiar experi-
ences. The other day I was asked to
go down to Joliet and make a few re-
marks to the inmates of that instjitu-
tion. I motored down there and was
one hour late. The Chairman of the
meeting was an inmate of that in-
stitution. He was not as jovial as
the Chairman of this meeting, but a
rough .sort of a fellow, and he said,
"Mr. Coroner, you are one hour late."
I says, "I know that." He says, "We
are a restless people in this institution
(laughter). I have never acted as
chairman before ; what in hell do I say
about you" I replied, "Go ahead, old
man, any old thing will do." And then
he said, "Gentlemen, I am not going
to bore you by talking, but I am going
52
ILLINOIS CENTRAL MAGAZINE
to introduce you to Coroner Hoffman,
of Chicago, who will." (Laughter.)
I became excited and I said, "Men, I
am glad to see so many of you in
here." (Laughter.) And here, I am
glad to say we are not in a similar in-
stitution.
becoming more serious, the duties
of a Coroner are not pleasant duties ;
and I believe I see more sadness than
any other public official in the world.
When a Coroner is called to a home,
it means there has been a sudden, a
violent, a premature death. We all
realize, gentlemen, that some day there
will come a knock at our door. It is
sad for us to lose father, mother, broth-
ers or sisters from natural causes, but
how much more so in a Coroner's case,
where it is sudden and without warn-
ing. I have stepped into hundreds of
homes where the breadwinner was
taken away leaving numerous children
not knowing where the next crumb of
bread was coming from.
We are a thoughtless, a careless, a
heedless people ; and often in this day
and age grab for the almighty dollar;
we often fail to extend to one another
that consideration which should exist
among all mankind. I do not hesitate,
as a public official, to state to you here
today, that among the 72,000 Coroner's
cases in twelve and one-half years,
seventy ner cent of them are due to
the downright carelessness of he or
she who lose their lives. We must
check the fast pace we are traveling.
We must extend to one another kind-
ness. And, Mr. Chairman, since you
are a railroad man, as are the other
gentlemen — a large percentage, yes I
should say sixty-five per cent or more,
of all railroad deaths are due not only
to carelessness, but to trespassers upon
the right of way of the corporations
which you represent; and if a law to-
day were enacted — a rigid law, forbid-
ding people that have no business upon
the right of way of railroad property,
of using railroad tracks as a public
thoroughfare for pedestrians, one-half
of the Coroner's cases on record for
the year 1916 or 1917, caused by rail-
roads, would be wiped out. In other
words, I wish to convey that one-half
of the lives lost upon railroads is due
to carelessness — seventy per cent, I
might say, due to recklessness and
carelessness upon the part of the in-
dividuals who lose their lives. It is
too bad we have not a law in this state
— yes, in continental United States —
that would forbid us to place our lives
in danger thus.
Several years ago I took it upon
myself, believing in the saving of hu-
man life — four years ago last Novem-
ber, 1 originated the first public safety
commission that was ever organized.
I presume at that time I did not know
what I was starting, but we do know
now that it has spread from coast lo
coast. The large corporations did at
that time have individual safety com-
missions within their own business
confines. The railroads which you rep-
resent, I presume, at that time had
safety commissions; but I believe, and
believe you will agree with me, until
such time that this first public safety
commission was organized, the subject
lav dormant to a certain extent. But
there has been a sudden awakening.
I remember silence was the order at
time v \cn an acciient occurred.
Today when a wreck occurs the heads
of the railroads are just as anxious to
find out what caused that wreck — to
find out what caused the loss of lives
— as anyone, and if possible, to remove
the danger in the future. And it is
that way that accidents can be cur-
tailed. They can not be stopped en-
tirely, because accidents will happen
as long as mankind is not perfect ; but
they can be reduced to a minimum, and
I believe that is being done. It is
cheaper to practice safety first than to
pay claims. It is best, when an acci-
dent happens, to give it publicity, and
if possible, prevent a similar occur-
rence. I do not know whether I am
within the law governing Coroners
when we make these recommendations
or not. Years ago the records of the
Coroner's office of ill-defined, prema-
ture deaths were burned, or stored
away to mould and decay. Not so
todav. We are todav — and I do not
ILLINOIS CENTRAL MAGAZINE
53
wish to speak egotistically — using the
records of the dead as lessons for the
living, because we must to this extent
benefit from the sad experiences of
others. These records are compiled
into statistics, and presented in booklet
form, two or three hundred pages. I
think the last booklet contains 300
pages and covers 70 cases. We are
sending these books into homes, and
I believe every man that is interested
in his fellow man should have one of
these book's. So we are not confining
ourselves to holding inquests alone,
but we make recommendations — not
with a view of coercing corporations,
but to prevent similar occurrences.
And I have yet to find the first rail-
road official that hasn't been willing
to co-operate with us.
You have these investigations to
make, and I would suggest that when-
ever you observe a point of danger,
seek to obviate that point of danger.
Because, gentlemen, you are engaged
in a noble work when you are so doing.
It is a duty to our families, to our coun-
try and to ourselves. You have spent
thousands of dollars in elevating your
railroads through congested districts ;
you have materially reduced the rail-
road accidents resulting in cripples and
deaths, but the automobile has recently
come along. They have increased the
number of accidents, so that to make
them all in all they remain about the
same as they did several years ago.
The automobile has come to stay. Its
use for social and commercial purposes
is intense ; but there are three classes
we are going to curb — and we are go-
ing to curb them by law. The speed
maniac, the joy rider with one thought
in mind, running at a rate of fifty or
sixty miles an hour, with utter disre-
gard for human life, and the rich man,
the moneyed man, with a few under his
belt, doing likewise — the driver at the
steering wheel of the auto intoxicated
beyond reason. We find them every
day, running forty to sixty miles an
hour, with utter disregard for the lives
of others. The law that will give the
judges of this state and of this county
authority not only to fine these three
classes, but also a jail and Bridewell
sentence — and when that is done our
streets will be safer than a battlefield.
I propose to present at the next meet-
ing of both houses in Springfield such
a bill.
Four years ago I called into my of-
fice twelve representative men and
two women. I showed them the rec-
ords of the dead; I showed them, if
you please, that we have made over
1800 recommendations, and some of
those recommendations have been put
in force by ordinance and by laws. I
showed them where I, as a public
official, with their aid, could accom-
plish a great deal of good, could save
many lives. I showed them the rec-
ords of the dead, and proposed to them
that we should organize a public safety
commission. Within a few months
that commission grew to 100. Today
in associate and active members th"-^
are about 700. In conjunction with
this commission I have talked in two
years to 450,000 school children, on
how to conduct themselves. That is
not a portion of my duties, but I am
doing a kind act to my fellow man
when I am in this work. I have made
over 200 little talks before meetings
as you have here — the Chicago Asso-
ciation of Commerce, the Rotary Club,
the Hamilton Club, and so on. And I
feel that if I keep that pace up my
plate will some day be broken in my
happy home. But it is resulting in a
great deal of good. If you observe a
careless driver, of automobile or horse-
driven vehicle, report that man if he
is careless. We do not prosecute — we
talk it over with him. However, we
keep a record of that man and if it
hannens a third time, we will even fur-
nish counsel to help prosecute.
THREE KILLED AND ONE IN-
JURED IN MOTOR CAR
COLLISION.
Bennie Blades, section foreman of
Section T-68. and George Blades, who
had been section foreman of Section
T-70, but who had just resigned his
54
SHOWING THE POSITION OF THE MOTOR CARS AFTER THE COLLISION NEAR
ANTHON, IOWA.
position, were operating motor cars,
which collided near Anthon, Iowa, at
10:30 P. M., September 15, 1917, and
as a result of the collision George
Blades, Sam Short and Hazel Ander-
son were killed, and Bennie Blades
was seriously injured. George and
Bennie Blades were brothers. They
took the motor cars out at night with-
out any authority and against the rules
of the Company, and had invited
friends to accompany them for a ride.
This accident, in which three were
killed and one other may die of his in-
juries, ought to be sufficient to put
everybody on the railroad on notice
that motor cars are not intended for
joy-riding up and down the track, and
that whenever the iron-clad rule of
the Company that these cars shall not
be rsed for that purpose is violated,
someone should feel sufficiently in-
terested to report the violator or vio-
lators of the rule before a horrible ac-
cident like the one at Anthon results.
A motor car in the hands of anyone
except a careful, painstaking, responsi-
ble employe of the Company is calcu-
lated to do a lot of mischief. The An-
thon accident ought to be sufficient to
emphasize the wisdom of the rule of
the Company relative to the use of
motor cars and to make it impossible
that this rule should ever again be vio-
lated. The accompanying picture
shows the position of the two motor
cars after the acciderft.
DEAL WITH THE DEATH-CAR
DRIVER AS WITH CRIMINAL
Commenting upon the automobile
accident which occurred at Midlothian,
111., Sunday, May 13, 1917, in which
six persons were killed and the only
survivor of the accident was the driver
of the automobile, who was bound over
to the Grand Jury charged with crim-
inal negligence and manslaughter, the
Railwav Employee's Journal says :
At last a coroner's jury has been im-
paneled with enough sense of justice
and enough courage to put the blame
where it belongs for a rail-and-automo-
bile tragedy — to demand that the
driver of a death-car be dealt with as a
criminal.
Almost any fair weather Sunday in
almost any populous section is marked
by its railroad crossing horror — an au-
tomobile full of people shooting upon
ILLINOIS CENTRAL MAGAZINE
55
the track, and often "stalling" there
in front of an oncoming train; never a
chance for the engineer to miss a
smash.
People see these horrors, or read about
them, and shudder, but they don't give
much thought to the railroad company
or the trainmen that are thus forced
to be shedders of human blood, takers
of human life. Public sympathy is for
the victims ; public condemnation is for
the road and the train crew. Yet we
railroaders know — and the records
show — that most of these crossing
tragedies are beyond the power of us
or our companies to prevent. We sim-
ply can't keep the motor-maniac off the
crossing. He often runs by warning
signals and flagmen and sometimes he
crashes through gates and barriers in
order to commit murder or suicide on
the track — and to splash us and our
industry with blood.
It is the truth to which any train
service man will bear witness that the
motor-madman at the railroad cross-
ing is the bane and dread of all those
in railroad operation. So every oper-
ating man and officer will rejoice at
this first step toward using the crim-
inal courts to stop these horrors that
we cannot stop.
DUMB ANIMALS FREQUENTLY
USE BETTER JUDGMENT
THAN HUMAN BEINGS
The automobilist who risks his life
on a railroad crossing without looking
out for trains — like the tramp who
steals a ride on the "blind baggage"
and is crushed between the cars when
a wreck occurs — forfeits everybody's
sympathy by the very patent reckless-
ness of his course. To avoid the dan-
ger is so obviously the simple and ra-
tional course that there are no two
ways of looking at the question —
though cunning lawyers do contrive
to get it before the courts frequently.
But the reckless automobilist often,
perhaps usually, risks others' lives be-
sides his own : so that the problem of
preventing the horrible crossing
slaughters, which are now so fre-
quently reported, is far from simple.
The Nebraska Supreme Court, in a
decision reported in the Railivay Age
Gazette August 31, page 400, declares
that persons riding in an automobile
and knowing of the existence of dan-
ger on approaching a railroad, have a
duty to warn the driver; or, at least,
to do whatever is possible to save
themselves. Neglecting this, they
have no claim on the railroad. And
no one, thinking what he himself would
do, in such a situation if he realized its
true gravity, will dispute the logic of
the court. This is a phase of the mat-
ter on which railroad safety specialists,
in the very commendable missionary
circulars and lectures by which they
endeavor to recall highway travelers
to their senses, may well lay emphasis.
This ignorance or thoughtlessness is
particularly pathetic when all or most
of the victims of their own unwise
trust in a driver are young and inno-
cent children, as was the case at Say-
brook Junction, Conn., August 20. And
the lesson has a wide application. Near
Ferryman, Md., August 30, seven farm
laborers, riding to their work on a
wagon drawn by mules, were killed
on a crossing. The party approached
the railroad through a cut five feet
deep, with tall corn growing in the
adjacent field, so that, in the words of
the dispatch, "their vision was ob-
scured." Like thousands of other
people, if we may believe innumerable
stories told in the courts, these men
took no thought of the fact that their
hearing was not obscured, except as
they voluntarily obscured it. Even
dumb animals seem, in some respects,
to be wiser than men. A cat, or a
horse, approaching that crossing, hav-
ing the knowledge that those men pos-
sessed, would have used its ears as
well as its eyes. — Railway Age Gazette,
September 14, 1917.
TRYING TO SAVE THE BOYS
The following correspondence be-
tween Claim Agent J. K. Johnson and
the parents of boys reported to be
hopping trains is interesting in show-
56
ILLINOIS CENTRAL MAGAZINE
ing the efforts made by the Railroad
Company to restrain boys from taking
these terrible chances:
Princeton, Ky., August 9, 1917.
Mrs. Elvis Rogers,
McHenry, Ky.
Dear Madam :
It is reported to us that Harry Rog-
ers is in the habit of hopping trains, in
company with Guy Stewart, Justice
Beck, Earl Owens and a number of
other boys. If he keeps this up, the
chances are that he will either be killed
or badly injured for life. We are writ-
ing you because we want you to know
the information we have received,
since you are in a better position to
persuade Harry to quit this very dan-
gerous practice than anybody else.
Harry is old enough to understand the
chance he is taking. There are many
boys along the line who have lost their
limbs or arms hopping trains, many
have been killed, brought about by
their own acts. The Railroad is in no
way responsible for such accidents,
and our object in writing you is purely
through humane considerations and
for the boy's own good. Suppose you
watch for yourself if you are in doubt
about the way these boys hop trains.
Yours truly,
J. K. Johnson,
Claim Agent.
best efforts to keep the boys off the
trains.
Yours respectfully,
Mrs. E. P. Rogers.
McHenry, Ky., August 18th, 1917.
Mr. J. K. Johnson, Claim Agt. I. C.
R. R. Co., Princeton, Ky.
My Dear Sir and Friend :
In reply to your letter of advice of
August the 9th inst, will say I appre-
ciate the interest you seem to take in
the welfare of my boys. I am aware
of the fact they are in the habit of
catching trains. I have whipped the
youngest one repeatedly for it, and I
have showed them your letter and they
have promised they would quit the
dangerous habit of hopping moving
trains. So again thanking you for
kindly spirit you • have shown in re-
gard to this matter. I shall use my
McHenry, Ky., Aug. 14, 1917.
Mr. J. K. Johnson, Claim Agt., Prince-
ton, Ky.
Dear Sir:
This will acknowledge receipt of
your favor of the 9th inst, relative to
boys catching moving trains, and I
see with much regret my boy's name
heading the list. This practice of his
is certainly contrary to my wishes and
instructions and I certainly thank you
for the kindly interest you show in my
boy's welfare and want to assure you
that I have taken the matter up with
him in such a way that I feel that he
will not be guilty of this offense again.
Again thanking you, I am
Yours very truly,
L. T. Stewart.
A FOOLISH BOY.
A son of Sam Smith, who lives
about two miles south of town, while
attempting to board a fast moving
southbound freight train Tuesday
morning, missed his footing and was
thrown violently against the surface
of the United States, with such force
that it took the combined efforts of
two doctors to restore him to the
cheerful habit of breathing normally.
He was employed by the Meyers Con-
struction Co. of Chicago, who are
building the high tension power line
for the Central Illinois Public Service
Co., and had no occasion to be about
the train. Jumping trains has become
a mania with some young men.
Enough legs and arms have been
pruned off the witless youth of south-
ern Illinois to fence the right of way
of the I. C. R. R. from Du Quoin to
Cairo, and yet the fool practice of
jumping moving trains goes on. — Mur-
phy sb or o (III.} Republican-Era.
ILLINOIS CENTRAL MAGAZINE
57
MIRACULOUS ESCAPE OF C. H.
TILLMAN.
Another grade crossing accident was
narrowly averted in Vaiden last Sun-
day evening.
C. H. Tillman, well known retired
business man of Vaiden, was out with
his family in his fine big automobile.
While the machine was in the act of
passing over the Illinois Central cross-
ing just north of the station, and when
it had reached a point directly over the
track, the engine "quit."
The fast northbound Panama Limit-
ed passenger train was already due to
pass through the town at *the usual
top speed.
It was a decidedly critical situation.
Onlookers understanding the im-
pending danger, too far away to ren-
der any assistance, were horrorstruck.
Occupants of the car seemed so con-
fused that they knew not what to do.
Meanwhile the Panama Limited drew
nearer. The engineer, realizing that
the automobile was in trouble, applied
the emergency brakes, and succeeded
in bringing the train to a dead stop
within two hundred feet of the automo-
bile.
The danger passed, Mr. Tillman
succeeded in getting his engine into
action, and the car moved off the cross-
ing. The train was soon under head-
way, the onlookers breathed a sigh of
relief, and the incident is now almost
forgotten.
Warning: Keep posted on the move-
ment of fast trains. Stop! Look! Lis-
ten ! Do this before attempting to
cross a railway track. — The Carroll
News, August 51,
KEEP OFF THE TRACKS.
Another human life was snuffed out
on the Y. & M. V. railroad track. A
17-year-old boy lies dead at the Meth-
odist Orphanage, while a mangled
companion is on a cot at one of the
local hospitals.
Some day, perhaps, the human fam-
ily will learn that railroad tracks were
made to run trains on, not to go to
sleep on.
The railroad right-of-way is not a
public highway. It is a piece of pri-
vate property set aside for a specific
use, and that is a dangerous use —
dangerous for everybody who attempts
to use it as a common roadway.
It is singular, indeed, that the public
will not profit by the many ghastly
tragedies enacted on railroad tracks ;
that the people cannot be awakened to
a realization of the fact that trains and
human beings cannot travel on a steel
highway and both avoid death and
disaster.
It's always easy, of course, to bring
suit against the railroads when your
loved ones meet death through their
own negligence, and often it is easy
to mulct the common carrier for a
goodly sum of cash, but money is
mighty poor compensation for a new-
made mound and an aching heart. —
Jackson (Miss.} News, jury 25, 1917.
Locomotive Engineers Interested in Stop, Look and
Listen Legislation to Control Automobilists
at Railway Grade Crossings
Locomotive engineers took a lively inter-
est in securing the passage of a bill by the
last Illinois legislature requiring automo-
bilists to Stop, Look and Listen before
crossing railroad tracks at grade, and as a
result of their efforts a very good bill was
passed by the legislature. One of the
strongest supporters of the bill was Mr. C.
J. Singleton, general chairman of the Broth-
erhood of Locomotive Engineers of the
Illinois Central Railroad Company. He ap-
peared before the Committee on Roads,
Highways and Bridges, which had the bill
under consideration, and delivered an ad-
58
ILLINOIS CENTRAL MAGAZINE
dress which made a profound impression
upon his hearers. We have just succeeded
in getting hold of a copy of the address in
full, which follows:
Mr. Chairman and Gentlemen of the Com-
mittee:
Mr. Gulp, the speaker immediately pre-
ceding me and to whom you needed no
introduction, is the duly authorized State
Legislative Representative of the Locomo-
tive Engineers in Illinois. During his many
years in office he has sought and been in-
strumental in having enacted quite a num-
ber of laws tending towards a greater
measure of safety for our engineers, whose
calling is, unfortunately, extra hazardous.
In so earnestly advocating the passage of
this Bill I feel that he has never under-
taken a more conscientious duty, not only
to our men in the cab, but to the good peo-
ple of our State as well as to those who
travel by rail. I am indeed glad to have
accepted his invitation to assist what little
I may in this effort, and trust that this Bill
may not meet the fate of like Bills intro-
duced at both the 48th and 49th General
Assemblies.
I am now rounding out 35 years of con-
tinuous service as a locomotive engineer
and representative of my craftsmen, which
suggests the unpleasant thought that the
day for the scrap pile is drawing uncom-
fortably near. Being their direct represen-
tative I am constantly in touch with the
pulse of the Illinois Central Engineers,
share their sorrows and their joys, partake
of their troubles, trials and tribulations,
which have, in the course of time, natu-
rally been varied and many. Through our
Brotherhood machine we have always been
able to adjust with that company questions
of wages and working conditions, and we
believe we are still good enough or maybe
bad enough to continue to so do, but we
are now facing or, in railroad parlance, "up
against" a condition or situation that is not
possible of correction through committee
negotiation with the railroad company.
To the end that there might be a greater
degree of safety to railroad employes, and
at other times to the public and employes
jointly, the legislative branch of the rail-
road unions have found it necessary to ap-
peal to our law-making bodies from time to
time to compel the adoption and applica-
tion by the railroads of what I will term
"safety devices," or to be more explicit —
such things as the automatic coupler, air-
brakes on freight trains, grab irons on
cars, dumping ash pans on locomotives,
electric headlights, government boiler in-
spection and the Hours of Service Laws,
and although the railroads invariably
"bowed their necks" — opposed us, through
the good offices of our friends here in
Springfield, likewise in other States and
down at Washington, our prayers were
answered.
Now we are confronted with the automo-
bile-grade crossing menace. There is
nothing that I know of that is so disquiet-
ing, yea, demoralizing to the nerves of our
engineers as these numerous, never-ending,
unnecessary, avoidable crossing accidents
with the consequent slaughter of human
beings. The strain or the tension under
which our engineers work is heavy enough
under the best possible conditions, and if
the people who ride behind these men, are
wise, they are indeed vitally concerned in
the fate of the Bill now before us.
An engineers' hands, face and clothes
may be covered with grime, yet he is hu-
man and has a heart responsive to joy or
pain, and the oftener it falls to his lot to
remove from his pilot the dead and bat-
tered forms of little children, their mothers
and old beloved grandmothers, the greater
and tighter becomes the nervous strain —
the more "red" will he see, and he, above
all others, realizes how easily it could be
avoided. Neither the sun nor death can be
looked at steadily, and unless these horrors
cease many engineers are going to become
unfitted for their work, unequal to the task.
There may be some within the sound of
my voice who will feel that I am telling
tales out of school when I say that modern
railroad officials prefer not to have an en-
gineer in the cab of a locomotive, particu-
larly a passenger engine, if "his home life is
unhappy, and I have just recently seen it
in print where one company has posted a
bulletin to that effect, and furthermore, I
have known of a passenger engineer being
called in to the superintendent's office and
told to lay off and "rest up. What does
such precaution imply? Think it over.
The public demands speed, the railroad
arranges the schedule, the Lord makes the
weather and the engineer makes the time.
It is far from my purpose to bore you gen-
tlemen, but when you are nicely tucked in
for the night in a berth in the modern steel
sleeper, does it ever cross your mind that
the old boy on the head-end of the train in
the cab of the 150-ton superheater has some
job cut out for himself and incidentally a
little business on his mind; that throughout
the long night, regardless of weather con-
ditions he must maintain a dizzy speed to
the end that you may reach your destina-
tion on time and for another reason — that
he may keep his job, hold his run; and that
he is constantly picking up drawbridge or
crossing semaphores, switch targets, order
boards, pot signals and block signals with-
out slackening his speed of 60 and perhaps
80 miles an hour? Where is there a calling
that carries such weighty responsibilities?
ILLINOIS CENTRAL MAGAZINE
59
Worry is the undertaker's advance agent.
What is the inference? Think it over.
It is not generally known that our pas-
senger engineer is a fair example of the
"survival of the fittest." Bear with me
while I give you the "dope" compiled bv
our Grand Chief Engineer — our Executive
Officer, Warren S. Stone of Cleveland, O.
Out of every 100 men who begin as fire-
men (apprentices), 17 become engineers;
out of every 100 men who become engi-
neers only six ever run passenger engines.
Here is something more, and which many
of our men do not themselves realize: The
death rate of engineers is about eight times
that of normal. The Brotherhood insures
our members and every man is compelled
to carry it, — from the time he comes to us
until his insurance is paid to his beneficiary
the average is eleven years and seven days.
One hundred and seventy-nine (179) en-
gineers were killed on duty last year in
addition to all who were crippled. Is our
vocation improperly termed "extra hazard-
ous"?
When I stated to you a few minutes ago
that automobile occupants were being
slaughtered on the grade crossings I was
not unmindful that there is nothing so
cheap or weak in debate as an assertion not
backed up by facts. Listen, the confessed
record of one railroad is twenty-two (22)
killed and fifty-one (51) injured for the
short period of four months last year. The
narration of a few of the experiences of
our engineers for the past six months, I
believe should convince any unbiased mind
that the present General Assembly has a
sacred duty to perform. Stop, Look and
Listen. I have personally compiled this
data and I assure you that there is nothing
manufactured about it; I here agree to have
verified any one or all of the dozen or fif-
teen instances and ask permission to file a
copy with the committee for reference.
Enigneer Nelson Frisbie, on passenger
train 16, about 4 p. m., June 28, 1916, struck
an automobile on the public road crossing
west of Warren, 111. Train running 40
miles per hour. Whistle had been sounded
and the engine bell was ringing. This auto-
mobile approached the track at a very high
speed, the driver evidently concluded he
could not beat the train, set his brake and
skidded until the front wheels went on the
track. Of the six occupants, five were
killed and the other seriously injured. Just
prior to this accident, the same engineer
Frisbie, on passenger train 16, about 2
p. in., while making the station stop at In-
dependence, struck an automobile on the
public road crossing about five rail- lengths
west of the depot. Train was moving slow-
ly, yet one was killed and the other four
occupants injured.
Engineer Chas. Van Horn, on passenger
train 305 at about 10:35 a. m., July 20, struck
?n automobile on the public crossing about
three miles west of Colfax, 111. Open, clear
view of the track for 300 feet. This auto-
mobile was being driven by a young lady
and contained seven occupants — one being
about 85 years of age. Car approached the
crossing rather slowly, indicating to the en-
gineer it would stop and not attempt to
cross ahead of the train. The whistle had
been sounded and the engine bell was ring-
ing but no one in the automobile saw the
approaching train until too late to stop be-
fore fouling the track. However, instead of
going squarely on the crossing the lady
driver swerved out of the wagon road and
received a "side-swipe." Her presence of
mind (after seeing the train) probably
saved the wiping out of the entire family.
As it was, one killed and three injured.
Passenger train running about 35 miles an
hour.
Engineer Guy Jennings, on passenger
train 38, 6:30 p. m., August 9, struck an au-
tomobile on the public road crossing near
Mayfield, Ky. Car contained two males
and two females — not related. Train run-
ning about 30 miles per hour, had sounded
the whistle and the bell was ringing. These
people saw the train approaching, they
plowed up for the crossing, then evidently
decided to take the chance of beating the
train and put on full speed. Two killed, the
other two injured. A real joy ride.
Engineer Jerry Ellsworth, on passenger
train No. 6 at about 10:35 p. m., August 15,
struck an automobile containing five gentle-
men, on a street crossing in Jackson, Miss.
This street runs semi-parallel to and on a
level with the railroad track, crossing it at
an "angle." There was a clear, unob-
structed view for the driver of the machine
for a distance of more than 300 feet, the
whistle had been sounded and the bell was
ringing. In addition, the electric headlight
shone brilliantly on the automobile; Ells-
worth observed the driver turn his face and
look at the coming train; he likewise saw
a man in the rear seat, arise and lay a hand
on the driver's shoulder. The driver did
not heed. The engineer applied the emer-
gency brakes; the man opened the door and
jumped out of the automobile; was knocked
unconscious, rolled up against the track;
the automobile was hit squarely and the
four remaining occupants instantly killed;
all were prominent citizens.
Engineer Homer Rhodes, on passenger
train No. 12 about 8:30 p. m., October 7.^at
a public crossing near Richards — for which
the whistle had been sounded and the bell
ringing, saw an automobile flip the crossing
ahead of him although the speed of his train
at the time was fully sixty (60) miles an
hour, and the electric headlight right on the
job. There was no collision, but one of the
60
ILLINOIS CENTRAL MAGAZINE
five occupants of the machine who seem-
ingly rebelled against such chance taking,
after useless effort to have the driver stop,
jumped out over the back seat, struck on
his head, bounded on to the track and was
cut to pieces by the train. This man was
a well-to-do merchant, left a wife and four
children. The four surviving blockade run-
ners admitted to hearing the whistle and
seeing the bright headlight when yet more
than 200 feet from the track, but figured
that by speeding up they could beat the
train over the crossing. This also hap-
pened on the open prairie.
Engineer H. B. Parkhurst, on an extra
freight train at about 5:30 p. m., October
28, struck an automobile on the only public
road crossing in the village of Stoy. The
occupants of the machine were a father,
mother and five children. The mother was
killed and the children crippled or injured.
The whistle had been sounded and the bell
was ringing. Here was a noisy old rattle-
trap that couldn't beat a heavy freight train.
All that was needed to prevent this acci-
dent was a "stop and a look."
Engineer Jim Dubois, on passenger train
13 about 9:45 a. m., December 16, while
making the station stop at Iowa Falls, la.,
was run into by a motor truck loaded with
gasoline. The truck hit the side of the lo-
comotive somewhere near the cylinder and
swung around until the rear end of the
truck slapped against the firebox of the
superheater. The gasoline exploded and
the driver was cremated on the spot; the
locomotive was also put out of business.
Whistle had been sounded and bell was
ringing. All that was necessary to avoid
this holocaust was a "stop and a look."
On February 6, Engineer Frank Heney
while backing up near the yards at Herrin,
Til., at a speed of less than 10 miles per
hour — with caboose behind the engine, the
caboose markers and cupola lights burning
brightly; the flagman riding on the rear
platform with white light in his hand, was
run into on a public crossing by an automo-
bile driven by a negro. The fireman and
the flagman saw the lights of the machine
when it was three times as far from the
crossing as was the train, and when close
to the crossing the flagman yelled and
swung his lantern, but no use, he had set
his head to "beat the train or bust." The
automobile struck the steps of the caboose
where the flagman was standing, crushing
his ankle. The hood wedged under the
steps and platform, collided with the main-
line switch stand, knocked it down, which
caused the switch-points to open, turning
over the caboose and derailing a 145-ton
freight engine. The conductor was also
injured and the negro killed. Had this
been a heavily loaded passenger train trav-
eling 50 or 60 miles an hour and hit the
open switch-points, there would have been
more to it than employes and niggers.
Engineer Jack Leahan, on passenger
train 19, Sunday, July 30, about 12 o'clock
noon, struck an automobile on the public
crossing one and one-half miles north of
Peotone, 111. The vehicle contained a man,
his mother, his sister, wife and two chil-
dren. The man being the superintendent of
our Chicago shops, and he and Leahan be-
ing close friends, the "irony of fate."
The collision occurred right out on the
open prairie without a thing to obstruct the
view. The engineer saw the car when it
was some distance from the crossing, it
was approaching rather slowly as though
aware of the coming train and intending to
stop. The whistle had been sounded and
the bell was ringing. When the engineer
realized the automobile was going to try
to pass ahead of the train he shot on the
emergency brakes ,with one hand and
opened the whistle valve with the other —
holding it open until they struck. _ The
grandmother threw the two little children
out the instant before the crash and they
were saved, but she was killed and the
other three adult occupants were injured,
being spilled along the track while the au-
tomobile was hanging on the pilot. A "stop
?nd a "look" would have made impossible
this accident.
Engineer Geo. Henderson, on passenger
train 201, October 3. at about 10:30 a. m..
struck an automobile on a public road
cross'ng near Decatur. 111. Carried it 500
feet on the pilot. Killed one of the two
occupants and severely injured the other.
The whistle had been sounded and the bell
was ringing. The driver of the car seem-
ingly thought to beat the train over the
crossing, then changed his mind (lost his
nerve) anu tried to stop — skidded on to the
track just as the locomotive reached the
crossing.
Engineer Martin Stadler, on passenger
train, September 17, struck an automobile
on a public crossing near Matteson, 111.
This car contained seven occupants; came
on the crossing at a speed of 15 miles an
hour; the train running about 25 or 30 miles
an hour. Neither stopped for the crossing.
Result — two killed, four injured — one got
by. Whistle was duly sounded and the bell
was ringing. A "stop and a look" would
have avoided this accident. The "longest
way around is the shortest route home."
Engineer Hank Fogerty, on passenger
train 24 at 3:25 p. m., March 8, struck an
auto truck near public crossing at Harvey,
111. This truck while going at high speed
attempted to beat the train, then swerved
and took up the track ahead of the train
but was hit and demolished, both occupants
injured; speed of the train less than 20
ILLINOIS CENTRAL MAGAZINE
61
miles per hour. Whistle had been sounded
and the bell was ringing.
Engineer George Wahn, on passenger
train No. 7, March 10, at about 3:50 p. m.,
struck an automobile on public crossing
just south of the depot at Loda, 111. Auto-
mobile running slowly but did not stop at
the crossing, neither did the occupants look
either direction before attempting to cross.
The machine was demolished; the driver (a
man 65 years of age) was severely injured,
but his wife and two other occupants es-
caped. The whistle had been sounded and
the bell was ringing.
You have listened to what happened to a
few of the motorists that did not stop, and
in not one of these cases would there have
been any accident had they only stopped
before attempting to pass over the railroad
track — and that declaration applies with
equal force to the entire automobile-grade
crossing condition.
Any restriction less than an absolute stop
will not be effective in preventing the very
thing which this Bill seeks to accomplish;
will not only be futile but will prove to be
revolutionary rather than evolutionary leg-
islation. The law should make it manda-
tory that either the train or the motor
vehicle come to a full stop at every grade
crossing, and that a movement of a frac-
tional part of a mile per hour is not a
STOP. There is ample reason for just
such a law, and I submit gentlemen that
nothing is law that is not reason.
Now a word regarding warning bells,
flagmen, crossing gates and stopboards.
Warning bells occasionally get out of order
and then they become a trap instead of ^a
safety measure; the flagman's signal is
often confused or ignored and they run
over him and he, too, is human; crossing
gates go out of commission, particularly
when run through and carried away; stop-
hoards are treated with contempt — prohibi-
tion that don't prohibit in the absence of a
penalty. You can placard a "stop" board
with red letters, or paint thereon the skull
and cross bones, or label it "Nearer My
God to Thee," and yet not overcome that
innate desire of some of our people to fly
and of others to hurry, hurry — save time,
and until our State government lays its
heavy hand on them by the enactment of
adequate laws, they will continue to take
the chance and their relatives, friends and
neighbors will keep on walking slow be-
hind them.
Why should this Bill not become a law?
Who will criticize such a law? Any con-
siderable number of our people? No, not
on your life. Then, who? Probably a com-
paratively small number of autoists who are
more or less irresponsible anyway; they
may hold that their personal liberty has
been interefered with. Another source of
opposition may come from the direction of
the Damage Suit Attorney, but he is fast
losing out in these automobile grade cross-
ing cases, and, unfortunately, his loss is not
the gain of the victims. In a dozen or more
states it is now the rule of law that if it
can be established that the automobile
driver did not come to a stop before trying
to cross the track, did not look and listen,
the chance for recovering damages is nil.
However, that does not end the slaughter,
but an absolute stop law will.
"Government of the people, by the peo-
ple and for the people" is reposed in our
law-making body. It is to be hoped and
expected that those who have been en-
trusted with the welfare of the people of
our State — to whose generous confidence
they are indebted for the honor of their
seats upon the floor — will meet the respon-
sibility imposed upon them by the intro-
duction of this bill, calculated to preserve
life, limb and the pursuit of happiness.
Gentlemen, I thank you.
Employes Discuss Mr. Foley's Letter About the
Affairs of the Company and Enlist to
Do Their Bit
Mr. Foley's letter addressed to enginemen and trainmen, dated July 10, 1917, giving
them first-hand information in regard to the affairs of this Railroad Company and
requesting them to discuss the railroad situation with their friends, and thus help the
management to batter down some of the unjust prejudice existing against this Com-
pany, and railroads in general, was heartily received by trainmen and enginemen. The
letter is freely discussed by employes of the Louisiana Division in letters addressed
to Superintent Patterson, as follows:
McComb, Aug. 18, 1917.
Mr. G. E. Patterson, Supt.
Dear Sir: I wish to say that the information Mr. Foley's letter contains furnishes
much to think about as well as to talk about. As the letter states, a railroad properly
G2 ILLINOIS CENTRAL MAGAZINE
conducted should be of greatest service to its employes and to all classes of people
who use the road as well as to the stockholders who furnish the capital. And an
injury to the road is bound to injure the employes and the public as well as the stock-
holders. Intelligent people will easily see that the only wise plan is for the stock-
holders, the employes, and the public to work together for the benefit of all. This
can only be brought about by giving the fullest and most complete information, such
as contained in Mr. Foley's letter, to all concerned, and then a true spirit of co-opera-
tion will be brought about among the stockholders, employes and citizens who are
willing to "live and let live." Lack of this information causes distrust and antagonism.
The co-operation by giving information directly to its employes and through them
to the public* will also cut out the bad influence of dishonest politicians who too often
pretend to serve the public and the working man by baiting public service corporation.
I am willing to use all the information I can get to the best of my ability.
Yours truly,
H. C. Moffitt, Conductor.
McComb, Miss., Aug. 11, 1917.
Mr. G. E. Patterson, Supt., Illinois Central Railroad Co., McComb, Miss.
Dear Sir: I have before me circular from the General Manager, and have noted very
carefully the contents. In reply beg to say that I heartily agree with the suggestions
therein.
It is true there are lots of people who are very prejudiced against railroad compa-
nies in general, and I feel sure that if they were educated as to the intentions of the
companies, they would feel quite different towards them, and I, therefore, agree that
the employees should be posted as to the happenings of their company in order that
they may converse intelligently and forcibly with anyone.
Trusting that this will be of some benefit to you, and assuring you of my co-oper-
ation along these lines, I beg to remain, Very truly yours,
T. J. Hart, Conductor.
New Orelans, August 12, 1917.
Mr. G. E. Patterson, Supt., McComb.
Dear Sir: In reference to Mr. Foley's letter of July 10th, the letter contained ex-
ceptionally good advice. This is something I have always practiced. I think this is a
duty that all employes owe the company.
Yours truly,
F. A. Moore, Conductor.
Canton, August 6, 1917.
Mr. G. E. Patterson, Supt., McComb.
Dear Sir: Referring to letter from General Manager, dated July 10th, I think the
General Manager has made a very important move. This letter gives us information
we never had before. I have so often had questions asked me that I was unable to
answer. Now I can not only answer questions but I can and will talk the railroad's
side of the question and be able to give accurate information.
Yours truly,
S. E. Barnes, Conductor.
New Orleans, August 2, 1917.
Mr. G. E. Patterson, Superintendent, McComb City, Miss.
Dear Sir: I read the General Manager's letter with considerable interest, and I am
sure that our conductors received some very valuable information, and something
which should stimulate them to further the interests of the Company.
I have always believed it to be good policy, to make as many friends for the Com-
pany as it is possible.
I am of the opinion that it should be the duty of every conductor whether in pas-
senger or freight service, to enlist the friendship of our patrons along the line, and
by so doing, I am sure that we will always get a square deal from them and our rela-
tions will be more harmonious.
Yours truly,
E. M. Moales, Conductor.
McComb, Miss., Aug. 1st, 1917.
Mr. G. E. Patterson, Supt.
Dear Sir: I have read Mr. Foley's circular and appreciate the fact that it contains
ILLINOIS CENTRAL MAGAZINE 63
lots of information which is valuable to us all. I will use this information to the
utmost advantage to the company and public, when possible to do so.
Yours truly,
James Leady, Conductor.
McComb, Miss., Aug. 1st, 1917.
Mr. G. E. Patterson, Supt., McComb, Miss.
Dear Sir: In regard to Mr. Foley's circular letter sent out to trainmen and engi-
neers, I think the information will prove beneficial, as it shows the management is
trying to co-operate with the employes and that is sure to get results. As for the
constant increase in cost of motive power arid cars, etc., we can only hope that it
will remedy itself some day. But you can assure Mr. Foley that we have a bunch of
wide-awake conductors on the La. Div. that is always ready to talk about what a
good road the I. C. is and also have an alert superintendent that is always on the job;
and I can't see why we cannot do anything any other division can do toward making
the I. C. show up good to anyone that has been antagonistic to the railroad and
others as well. Yours truly,
B. F. Fortner.
McComb, Miss., Aug. 1st, 1917.
Mr. G. E. Patterson.
Dear Sir: I am pleased that I can say and am in a position to say a good word for
the I. C. R. R. and I am sure that Mr. Foley's letter will to a right thinking mind be a
great help to employes, who will thank the General Manager for the information.
1, for one, send many thanks to him and will try at all times to say a good word for the
Illinois Central R. R. Yours truly,
C. K. Vawter, Conductor.
New Orleans, Aug. 1, 1917
Mr. G. E. Patterson, Superintendent, McComb, Miss.
Dear Sir: I am in receipt of circular letter from the General Manager relative to
conductors endeavoring to secure the friendship and good will of the patrons and
public along our line. I read Mr. Foley's letter with much interest and the informa-
tion it contained, I assure you, is of value to me. This letter is in line with the policy
I have pursued and I shall pursue in the future as in the past — continue to make as
many friends for the company as I can. I believe that Mr. Foley's letter will, in
others as well as myself, accomplish the object it was intended for and no doubt will
bring good results. Yours truly,
Wm. Grafton, Conductor.
New Orleans, July 30, 1917.
Mr. G. E. Patterson, Supt.
Dear Sir: The attached letter is very instructive and enables trainmen to give val-
uable information which no doubt will be appreciated by the public and make many
friends instead of enemies for the company. President C. H. Markham's answers to
questions in reference to rate increase also gives valuable information, and when the
public learns that some railroads are not a paying proposition, and others are just
making ends meet, due to enormous increase in labor, fuel and materials, they will
take sides with railroads in having rate increase granted, as a number of persons are
ignorant as regards to condition of railroads, and to have improvements made and
maintain service as required from the public is impossible without rate increase, and
if all trainmen will study President Markham's reply in this month's magazine, and
give information to traveling public, the public will agree to a rate increase.
Yours respectfully,
W. Moales, Conductor.
McComb, August 2, 1917.
Mr. G. E. Patterson,
Superintendent.
Dear Sir :
In regard to the General Manager's circular, I will say that I think it is the best thing
I ever saw gotten up. As you know, railroad men as a rule do not talk anything but rail-
roading. Perhaps the reason is that they have never been furnished with information
before. If a farmer were to get into conversation with me and ask me something about
railroading, I could tell him, but if he were to ask me about the number of cars owned,
or the number of engines owned, or the financial condition of the company, I could tell
64 ILLINOIS CENTRAL MAGAZINE
him very little about that unless I were furnished with this information by the company.
Now you have furnished me with this information and I will be glad to talk about it. We
come in contact with lots of people and we ought to be able to do a lot of good.
Yours respectfully,
E. F. Simmons,
Conductor.
McComb, Miss., August 1, 1917.
Mr. G. E. Patterson,
Superintendent,
McComb, Miss.
Dear Sir :
Referring to Mr. Foley's letter, will say I appreciate a feeling of this kind from the
officials, knowing that the employees will do such as they can to assist the officials in any
way. There has always been too much of a twilight zone between officials and employees
on which many employees do not feel justified in infringing for fear of criticism. Some
ten years ago, two young men arrived at the Union Station and asked an I. C. Operator
and a Conductor, the time of the next train for Seattle, Wash., stating they had just arrived
in this country, and had not purchased tickets. The Operator told them the time of de-
parture of the S. P., T. P. and I. C., through trains. They stated they were told the S. P.,
was the best road out of New Orleans. Thanking the Operator for the information, they
went over and sat down in the waiting room. A short time later the Conductor, who
was then in freight service, went over and introduced himself, showing his card and
explaining the advantages of a trip from New Orleans over the I. C., whose service
was unexcelled, and west out over the prairie and mountains, the Switzerland of Ameri-
ca, without additional cost, and assured them this trip would be a treat to them.
These gentlemen went to the ticket window and purchased tickets to Chicago via
I. C., and west over the U. P., and thanked the Conductor for his kindness.
Should this or similar occurance happen again, the Conductor would say the best
service in the United States was on the Illinois Central R. R. This is only one of many
things 1 have seen in the last twenty-three years. I told one of our ticket agents at one of
our principal stations. I would like to word a motto for him to hang up in his office for the
public to see; and it was this: "Regardless of H. C. L., and advance in prices of all
things, courtesy is still free here," and I would like him to live up to that motto. I
believe the day will come when every employee will think himself a part of the company.
Respectfully yours
R. E. Mclnturft,
Conductor.
McComb, Miss., July 31.
G. E. Patterson,
Superintendent,
Dear Sir:
I, for one, appreciated Mr. Foley's letter very much, as it contained a great deal of val-
uable information. Such letters addressed to the "ranks" make the individual feel that he
is a part and parcel of this great organization, and makes him a better and more valuable
employee, in my opinion.
Respectfully,
C. C. Clement,
Conductor.
Canton, Miss., July 27, 1917.
Mr. G. E. Patterson,
Supt. La. Div., I. C R. R.,
Macomb, Miss.
Dear Sir :
General Manager's letter of July 10 received and read with interest. Generally speak-
ing, I would say that the employees of the Illinois Central railroad are a very fairly well
informed body of men and that they are ever ready and willing to extoll the things of
interest which surround them in their various spheres of activity. Occasionally, as was the
case of the man in the circular, someone is called upon to give more than a "yes" or "no"
answer to an inquiry that requires a more comprehensive answer.
Then, if your employee has been a close observer of conditions and a student of the
economical resources of the country through which he runs, he will find no difficulty in
ILLINOIS CENTRAL MAGAZINE 65
giving out first hand information that is valuable alike to the listener, the railroad, the
country at large and his superiors, for he is voicing what they would desire him to say.
Yours truly,
L. A. Loutzenhisen,
Conductor.
New Orleans, La., July 26, 1917.
Mr. G. E. Patterson.
Superintendent,
Dear Sir :
I have read Mr. Foley's letter of July 10, 1917. It is a very interesting letter and gives
/he employees a whole lot of valuable information regarding the Illinois Central system
which they should know. I shall keep my letter for future information.
Yours respectfully,
, A. E. Broas,
Conductor.
New Orleans, La., July 27th, 1917.
Mr. G. E. Patterson, Superintendent,
McComb, Miss.
Dear Sir:
The General Manager's letter meets with my hearty approbation, and I think it is
a step in the right direction. We should get together collectively and put forth our
best efforts in making the intent of the General Manager's letter a general success.
In doing this we can accomplish both politically and commercially a great amount
of good. I am willing, and I feel safe in voicing the sentiments of my fellow craftsmen
in bringing this to the attention of the public in general.
Yours respectfully,
Jas. Ashton,
Conductor.
McComb, July 30, 1917.
Mr. G. E. Patterson,
Superintendent.
Dear Sir:
I think Mr. Foley's letter a splendid one. It will enable employes to intelligently
discuss railroad questions with the public. If the public is made to understand the true
situation and the justness of the contention of the railroads for an increase in rates, the
increase will undoubtedly be granted. Yours respectfully,
R. S. Lee,
Conductor.
McComb, July 30, 1917.
Mr. G. E. Patterson,
Superintendent.
Dear Sir:
I wish to state Mr. Foley's letter is the source of a lot of valuable information that
was new to me. I have always made it a point to try and show the public that the rail-
roads only ask for a square deal and that instead of getting that they are being abused
by the public. The information contained in Mr. Foley's letter will be of help.
Yours truly,
J. B. Price,
Conductor.
McComb, Miss., July 26, 1917.
Mr. G. E. Patterson,
Superintendent.
Dear Sir:
I would like to say that I think Mr. Foley's letter about the affairs of the Company
is a very good one. The increased expenses of conducting the property were noted
with much surprise. It is well to give us an idea of the situation. I think the sugges-
tion that the enginemen and trainmen should talk to the outsiders is a good one. The
Company has been loyal to its employes, and the employes should show their apprecia-
66 ILLINOIS CENTRAL MAGAZINE
tion by taking a greater interest in the affairs of the Company. By doing so, they can
help to diminish the number of law suits against the Company. They can also assist
in getting a raise in freight rates. I shall certainly do everything in my power to ad-
vance the Company's interests. - Very respectfully,
W. J. Taylor,
Engineer.
Mr. G. E. Patterson, McComb, August 1, 1917.
Superintendent.
Dear Sir:
Referring to Mr. Foley's letter, I wish to say that there was a great deal of valu-
able information for the employes in it, and the employes will no doubt gladly present
these facts to members of the public as they have the opportunity to do so.
Yours truly,
S. Bradley,
Conductor.
Mr. G. E. Patterson, McComb, July 24, 1917.
Superintendent.
Dear Sir:
Referring to Mr. Foley's letter of July 10th, will say that the information contained
in it is valuable to the employes, and they should make every effort to make it valuable
to the Railroad Company. The high cost of railway material and the increase in wages
to the employes has decreased the net earnings of railways considerable, and in order
that the railways may maintain the high standard that they are now maintaining, the
employes will have to assist them in arousing the public to the true situation. Each and
every one of us should be as saving with fuel and supplies as possible, and we should
also explain the railroad side of the railroad question to the public.
Yours truly,
R. F. Barnes,
Conductor.
An Interesting Letter Written Fifty-Five Years Ago
by the Agent at Sandoval to His Superintendent
Sandoval, Sept. 24, 1862.
J. C. Jacobs, Esq.:
Dear Sir: I received telegraph from you this a. m. in regards to detention of
fish, and as I could not explain to you so fully by telegraph, I write you. There have
been within the last ten days number of consignees here in search of their goods,
and I have received many letters of inquiry in regards to goods, some of which were
claimed to have been on the road two weeks. The detention of those from the East
has been partly caused by the suspension of ALL business at Cincinnati and partly
on account of the O. & M. Road being obliged to unload a number of their cars at
Aurora, Ind., to empty them for government use and thus leaving a lot of Sandoval
freight at Aurora for ten or twelve days. Another cause of detention has been that
cars have been sent here from both Cincinnati and St. Louis without waybills, these
of course I could not get. In other instances they have given me bills for goods in
cars that would not arrive for a week afterwards, which would show that the goods
were detained after leaving starting point on their road.
Mr. Hinckley tells me this evening that their warehouse at St. Louis is full of
freight for want of empty cars, and for this reason he has ordered his agent here
nearly every day for the last two weeks to send him all the cars he could empty —
this has caused another accumulation of freight on our side track. I have now on hand
thirty-two cars oats, three of staves, two of tobacco, one of lead, one of lumber and
one of cotton beside as much on the platform and in warehouse as can be got and
leave room for transfer of merchandise. As I told you in my dispatch of this a. m.
the detention of freight is not caused by one side — business on the O. & M. road is
worse mixed than you could form an idea of from what I can write you.
Agent or switchman just tells me that he v/ill commence taking away our freight
tomorrow; should he do so this will give me all the empty cars our business will re-
quire for three days at least: should he not do this I must ask you for empty cars
tomorrow — in either case I will telegraph pou.
E. J. Butler.
FROM THE LAW DEPARTMENT
Biographical Sketch No. 31
HON. ROBERT BURNS MAYES,
District Attorney at Jackson, Miss.
ROBERT BURNS MAYES, Judge, born Gallatin, Miss., June 28, 1867;
son of Herman Bowmar and Charity (Barlow) Mayes ; educated in public and
private schools at Hazlehurst, Miss., and attended University of Mississippi,
67
68 ILLINOIS CENTRAL MAGAZINE
LL. B., same, 1890; married Lelia Hart Beaty of Jackson, Miss.. February 21,
1900; began practice of law at Hazlehurst, Miss., 1890; member Mississippi
Senate, 1892-3 ; Special Agent in United States Treasury Department, 1893-5 ;
resumed law, practice at New York, 1895-7; returned to Mississippi and prac-
ticed at Hazlehurst, 1898-1903 ; Judge Chancery Court, 1903-6 ; apnointed Asso-
ciate Justice Supreme Court of Mississippi, May 10, 1906; Chief Justice, April
16, 1910, to August 12, 1912, resigned; and has been one of the District Attorneys
for the Illinois Central Railroad Company and The Yazoo & Mississippi Valley
Railroad Company at Jackson, Miss., since 1912. He was President of the State
Bar Association of Mississippi, 1913-1914. (From "Who's Who in America,"
Vol. IX). Judge Mayes is the senior member of Mayes, Wells, May & Sanders,
the present very efficient District Attorneys for Mississippi for the Illinois
Central and The Yazoo & Mississippi Valley Railroads.
Recent Decisions
When movement from point to point within a state is not intrastate com-
merce.— In Western Oil Refining Co. v. Lipscomb, 244 U. S. 347, opinion by
Mr. Justice Van DeVanter, the Oil Company sought to recover money paid
under protest as a privilege -tax in Tennessee. It had an oil refinery in Illinois
and a steel barrel factory in Indiana and was selling its products upon orders
taken by traveling salesmen in its employ. For the purpose of filling orders it
shipped into Tennessee a tank car of oil and a carload of barrels and filled the
orders from the cars through a traveling agent, who drew the oil from the tank
into the barrels or into others furnished by the customers and made delivery to
them, collecting the price at the time. The cars were billed to the Refining
Company at a point in Tennessee, where part of the orders were filled, and
thence rebilled to the Refining Company at another point in Tennessee, where
the remaining orders were filled and the supply of oil and barrels exhausted.
This was done in pursuance o.f the Refining Company's plan and intention at the
time of original shipment that the car should remain at the first place only long
enough to fill the orders from there and should then proceed to the second. The
Court held that the movement to the first place and its continuance to the second
were connected parts of a continuing interstate commerce movement to the latter,
and that the Refining Company could not be subjected to an occupation or
privilege tax under the law of Tennessee because of the sales consummated at
either destination ; and that the Court has often said "it is the essential character
of the commerce, and not the accident or local or through bills of lading, that is
decisive."
State courts applying Shreveport doctrine. — In St. Louis, I. M. & S. R. Co.
v. State, 197 S. W. 1, the Supreme Court of Arkansas held on July 9, 1917, that
where the Interstate Commerce Commission approved the carrier's interstate
rates, but ordered it not to discriminate against interstate traffic by charging it
over 1 cent more than for certain intrastate shipments, the carrier might remove
the discrimination by advancing the intrastate rates to within 1 cent of the inter-
state rates, although a state statute prescribed lower rates.
Platform, stools. — In Sellars v. Southern Pacific R. Co., 166 Pacific, 599
(Cal.), it was held that a carrier's failure to furnish platforms, stools, or assist-
ance for safety and comfort of passengers alighting from cars may constitute
actionable negligence.
Damage for negligence in carrying corpse. — In Deavor v. Southern Express
Co., 76 So. 288, it was held that in action for damages for negligence in carrying
or delivering corpse of plaintiff's brother, the damages were consequence of
ILLINOIS CENTRAL MAGAZINE 69
breach of contract for interstate shipment governed by federal laws, and plaintiff
having failed to show damage other than mental anguish, could not recover.
Notice of claim.— In MacElwin v. U. P. R. Co., 163 N. W. 845 (Nebr.), it
was held that under bill of lading requiring notice of "damage for loss of or
injury to" live stock, notice was not required where claim was solely for damages
for loss of favorable market, shrinkage, and expense of feeding at destination;
also that where there was proof of unreasonable delay, carrier must prove delay
was not caused by its negligence though owner accompanied shipment.
Injury to passenger. — In passenger's action for personal injury while ascend-
ing car steps from being struck by unidentified falling obstacle, evidence held to
raise presumption of carrier's negligence. Quigley v. P. & R. R. Co., 101 Atl.
Rep., 654.
ROLL OP HONOR
Bonnicrest, Clearwater, Fla., May 19, 1917.
My Dear Mr. Bristol:
Thinking it might bs interesting to many of my friends and the readers of the
Illinois Central Magazine, I have taken the liberty of writing as briefly as possible
my autobiography, interspersed with one or two reminiscences as we journey along.
I was born in England, educated in the public schools and graduated from Craig's
College; learned telegraphy, worked for the London, Brighton & South Coast Ry.
Co. as an operator; the London & Northwestern Ry. Co. in the freight department,
the London, Chatham & Dover Ry. Co., in connection with the British custom-
house, and the Chemin-de-fer-du-Nord Ry. of France, in the City of London.
At the age of eighteen I enlisted in the Rifle Brigade of the British Army, serving
in Egypt and other Mediterranean ports. After four years I returned to England,
but there finding working conditions unsatisfactory, decided to emigrate to America,
going direct to Chicago in 1889. I secured the position of flagman with the Illinois
Central Railroad Company on a grade crossing in the South Water Street freight
yards, at elevator "A."
I was not on the crossing job long before I was promoted to various positions
in the yard, such as taking track reports, seals, etc., etc., on what was and is known
ns the pier, where those who have visited that neighborhood in the winter time
know, with an east wind blowing off the lake, it was anything than like Florida.
A little later on, through the efforts of one August Ramar, at that time the Team
Track Foreman, I had the good fortune to be further recognized and transferred to
the Local Freight Office proper, being given a position in the Claim Department
checking blind tallies, handling tracers, claims, etc., under the supervision of one
Michael J. Doyle, long since dead.
In those days the office was located in the old stone building immediately on
the north side of South Water Street and was then the outbound house, now, I
believe, used as the inbound house. But working conditions were not what they
are at the present day by any means, for when the gas froze up we worked by candle
light; those who sat near the one stove perspired most of the time, and those who
were farther away shivered most of the time, so when we moved to the present
quarters upstairs, with steam heat and electric lights, we were happy and con-
tented, even though we did work fourteen hours most days. We had no such thing
as adding or billing machines to aid us in the work; it was "sling the ink" and use
your head on figures, and be thankful you had a steady job with a company you
might be sure would send its pay car promptly when the day came around.
70
ILLINOIS CENTRAL MAGAZINE
WILLIAM T. BUCK.
After filling various positions up to that
of Chief Clerk and Accountant, was trans-
ferred to the Company's Commercial Office
on Adam Street, as Contracting Freight
Agent under Commercial Agent Young and
Assistant Commercial Agent Githens.
t( After serving my apprenticeship as a
"Freshman" in the freight soliciting line
(as Mr. Powell puts it), I finally landed the
job of Traveling Claim Agent in the Freight
Claim Agent's Office.
Later on I assumed the position of Chief
Clerk in the Freight Claim Department.
Now I come to the saddest part of my
story, and that is, owing to ill health, hav-
ing to give up taking any further active
part in the work with all those I loved so
well, all of whom, from the President to
the office boy, have at all times (but more
especially during my affliction) been so
kind and considerate, the thought of which
helps me to bear with fortitude my present
unfortunate condition.
I enclose herewith photographs of the
bungalow I was able to erect through the
kindness ol so many of my dear friends
and co-workers, and for which I wish to
take this means of thanking each and every
one (I wish I could do so personally), and
I hope and trust that as many as can find
it convenient and possible will from time to
time pay me a visit in Clearwater, where
they may rest assured they will find at all
time a hearty welcome.
Again thanking all for what has been
done for me, I remain, my dear Mr. Bristol,
Your most gratefully,
WM. T. BUCK.
Mr. B. D. Bristol, F. C. A.,
T. C. R. R. and Y. & M. V. R. R.,
Chicago. 111.
BUNGALOW OP WILLIAM T. BUCK, "BON-
NIECREST," CLEARWATER, FLA.
Courtesy
Offering a seat to the man who enters
your office is not courtesy — that's duty.
Listening to the grumblings, growlings, and
groanings of a bore, without remonstrating,
is not courtesy — that's forbearance.
Courtesy is doing that which nothing under
the sun makes you do but hunvn kindness.
Courtesy springs from the heart; if the mind
prompts the action, there is a reason; if there
be a reason, it is not courtesy, for courtesy
has no reason.
Courtesy is good-will, and good-will is
prompted by a heart full of love to be kind. —
From the Ambassador.
Appointments and Promotions
Effective September 15, 1917, Mr. Louis
J. Joffray is appointed General Fuel In-
spector, with headquarters at Chicago, vice
Mr. Henry B. Brown, resigned to accept
service with another company.
Effective September 16, 1917, Mr. Herbert
G. Morgan is appointed Signal Engineer
with headquarters at Chicago, vice Captain
Warren M. Vandersluis, resigned to enter
Military Service.
Effective October 1, 1917, Mr. Victor U.
Powell is appointed Master Mechanic of
Chicago Terminal and Illinois Division,
with office at Burnside Shops, Chicago,
vice Mr. Henry C. Eich, resigned to accept
service with another company.
Effective October 1, 1917, Mr. Edward
Lawless is appointed Master Mechanic of
the Wisconsin Division, at Freeport, Illi-
nois, vice Mr. Victor U. Powell, transferred.
Effective October 1, 1917, Mr. George S..
Rought is appointed Train Master of the
Freeport, Madison and Dodgeville Districts,
with office at Freeport, 111., vice Mr. Harry
G. Bridenbaugh, assigned to other duties.
Effective October 1, 1917, Mr. H. H.
Shutt is appointed Traveling Freight Agent,
with headquarters at Memphis, Tenn., vice
Mr. Armour C. Bowen, resigned to enter
Military Service.
Effective October 1, 1917, Mr. N. B.
Camp is appointed Traveling Freight
Agent, with headquarters at Little Rock,
Ark., vice Mr. H. H. Schutt, transferred.
Effective October 1, 1917, Mr. W. E.
White is appointed Contracting Freight
Agent, with headquarters at Jacksonville,
Fla., vice Mr. N. B. Camp, promoted.
The firm of Messrs. Mayes, Wells, May &
Sanders, having been dissolved by mutual con-
sent, effective October 1, 1917, the firm of
Messrs. Wells, May & Sanders, consisting of
Ben H. Wells, Geo W. May and J. O. S. San-
ders, has been appointed District Attorneys
for the Illinois Central Railroad Company in
Mississippi, and Local Attorneys for Hinds
County, Mississippi.
The firm of Messrs. Mayes, Wells, May &
Sanders, having been dissolved by mutual con-
sent, effective October 1, 1917, Judge Robert
B. Mayes has been appointed District Attor-
ney for The Yazoo & Mississippi Valley Rail-
road Co. in the counties of Adams, Amite,
Franklin, Jefferson, Carroll, Claiborne, Co-
piah, Grenada, Hinds, Holmes, Madison, War-
ren, Wilkinson and Yazoo, in Mississippi.
The Following Letter from Superintendent Atwill
to General Manager Clift Is Self Explanatory —
Of Course, the Company Is Grateful to
these Children for the Very Effective
Work that Was Done by Them
and a Letter to that Effect
Has Been Written
"Herewith form 1314, covering fire discovered at Bridge GD 8-2, which is a 70 ft.
OD trestle between Colp Lead and Cambria, 9:15 A. M. July 10th, which fire was dis-
covered by three children, Miss Ruth Upshaw, age 12, Miss Bonnie Upshaw, age 19,
and Master Ersel Persell, age 15, who reside near Carterville, R. F. D. No. 1.
These children, who live on a farm about one-fourth mile south of this bridge, dis-
covered the fire and got buckets and a lard can and two of them extinguished the fire,
while Miss Ruth Upshaw flagged passenger train No. 521. There was no material
damage to the bridge, except to char some of the timbers and heat the rail.
We would have undoubtedly lost this structure had not these parties by their
promptness taken care of the situation, and I have written to them, expressing the
thanks of the Management, and further recommend that an item appear in our mag-
azine, copy of same to be furnished them. There was no damage."
71
PASSENGER TRAFFIC DEPARTMENT
Little Talks
ike Raonbler
Wayside Talk Echos
"No, sah!" suddenly broke out the
negro more as if talking to himself
than to us, "I just don' know wheah
I's at since I don' get my money as
usual. Beyond all unreasonable doubt
there seems to me some other changes
has to be made by dat lawyer man. I
suah always feel dat da are too much
powah for my wife to habe. She are
not capable to habe dat powah and
theah's lots of t'ings in which I habe
to hold back. Such powah as dat are
not belong to no colored woman but
a very few."
"What's that all about, Uncle?"
laughed the Rambler, while Tyro
glanced from his fishing line which he
had been intently watching and looked
at the speaker with evidence of a lurk-
ing smile on his countenance, as if an-
ticipating something to follow that he
as a newspaper man would call of
"human interest." "I don't know what
you're talking about, Uncle; better
give us a diagram of your conversa-
tion." "Why, sah, I tell you," the ne-
gro replied, "and I leabe it to you
gen'men from de norf if I ain' got no
good reason to be uncomplainin'. You-
all jus' see dat most de time I look
after a gen'man's place ober on de
shoo when he ain' dere put he's libbin
in de norf when de summer time come.
Well, sah, one day two, tree, years
ago, dat gen'man say to me, he say,
'Uncle, where you lib?' an' I dun tol
him. Den he say, 'Uncle, why don't
you own a lil shack,' HI bumbaloo, I
t'ink he call it, 'ob youah own?' I tell
him dat take too much financalin for
dis nigger's haid. An' he laugh an'
he say, 'look heah, I'll show you.' Den
he take out long pencil from he pocket
an' he get a lil piece paper an' he cover
it all ober wid figgers. He tell me how
much I get an' how much I ought to
get an' .how much I ought to sabe.
Bimeby the first t'ing I know he take
me up to Mr. lawyer's office and I
sign great big paper — what you call
it, morgue? Morkage? Yes, dat's it,"
he beamed as the Rambler gently sug-
gested that mortgage was the word
he was after. "Well, sah, den I habe
my own lil home and I reckon I suah
was mighty proud of dat fac. Bimby
howsumebber, dat lawyer man begin
pesterin 'bout intrust an' payment on
dat, what you call it? Oh, yes, morkage.
I don' know nothing 'bout dat intrust,
72
ILLINOIS CENTRAL MAGAZINE
73
but I gib him some HI money when-
eber I could, but it did suah seem so I
nebber could keep much money 'bout
me to gibe him. So one day last win-
tah, when my boss he down from de
norf, he say to me, 'Uncle, dis will
nebber do. You come wid me to dat
lawyer agin, an' I go.' Look out
dar!" he suddenly exclaimed to Tyro,
"why don' you Ian' dat fish? You
suah got a big bite!" But Tyro, in
his interest in what the negro had
been saying, had so far neglected his
line that the fish got away, much to
uncle's disgust, who exclaimed, "sho
man ! dat's too bad." "Never mind,"
laughed Tyro, "go on about that law-
yer man Uncle." "Well," the colored
man continued, "dat suah do weigh
pow'ful heaby on my min', what dat
man do to me. You see, my boss
from de norf he fix it up so dat it
'pears I have to do all de work an' my
wife get all de money. It was dis way.
My boss he pay all my wages to de
lawyer man, an' dat fellow he keep
some out for, he say, to be 'plied on
de morkage, den he gibes all de rest
to my wife, 'sep $5.00 a month. Yes,
sah, $5.00 a month, dat's all I get. It
suah keeps me broke, an' I leabe it to
you gen'men if such powah as that are
not belonged to no colored woman?
But, tell me Mr. Ramblah," he shifted
abruptly, "what's dat 'you say lil wile
ago when you 'splain you mus have
di'gram of what I say? What's a
di'gram?" "Why," said the Rambler,
with mock seriousness, "I fear I was
a little careless, Uncle, in my manner
of speech, for the word diagram used
in the connection that I used it was
a slang way of saying that you should
make as clear as a diagram what you
meant about there being 'no unreason-
able doubt that changes have to be
made.' Diagram, you know, is a sort
of picture which shows on paper cer-
tain things more clearly than they can
be made in the telling. "Yes, sah,
yes, sah, I see !" the negro exclaimed,
"an5 I hopes I's di'gramed my convah-
sashun with sufficiency to make you
all understand why I gibe my con-
sent while I's workin' for dat man in
de norf to take you all out on de
bayou dis eb'nin for such reasonable
'siderashum as was 'goshiated. You
see, I need de money." "That will
cost you at least a two-bit tip, Ram-
bler, in addition to the agreed wage,"
said Tyro in an undertone.
By this conversation was the still-
ness of three men in a boat on a bayou
near the southern metropolis uncon-
sciously broken by the negro who had
paddled us under moss-covered over-
hanging branches into the still waters
of a bayou on an alleged fishing trip.
The three men were the Rambler,
Tyro and myself, the fact in the mat-
ter being that the Rambler and I were
in the city together on a matter of
business, and that we had unexpect-
edly met Tyro just emerging from a
second-hand book store in the French
quarter of that same city. It devel-
oped that the latter had been sent
south with but an hour's warning on
an errand of some importance for his
paper, and that when he had run
across us he had but an hour before
telegraphed home the result of his
quest and was free for the remaining
two-thirds of the day, until the depar-
ture of the evening train, to indulge in
his proclivity of browsing about. We,
too, had finished our errand in the city,
and finding ourselves thus reunited
far from home with time on our
hands, the Rambler was reminded
that were he to keep up his bluff of
being a piscatorial fiend the opportun-
ity and locality was at hand to make
a showing. So he proposed that we
should have a hasty lunch and get
some boatman to paddle us down the
river, to spend the afternoon in some
of the nearby bayous fishing for
sheepshead, croakers or any other
finny game that might come to our
hooks. Tyro and myself were not
particularly interested in the fishing,
but the former had never to be urged
to go anywhere or do anything that
would put him in contact with nature
and the great out-of-doors. We ex-
pressed our feelings to the Rambler
as to the eame side of the proposition,
but heartily agreed that it would be
74
ILLINOIS CENTRAL MAGAZINE
worth while for us to go with him
to see what he could catch, provided
he would get us all back in time for
No. 2. This last he said he would do;
and, as we hastily disposed of a sand-
wich and a cup of coffee from off a
high stool, he confided to us that the
height of his ambition had always
been to land a sheepshead. If he was
lucky, he added, he was just as liable
to have his ambition realized in this
off-hand, unpremeditated short trip as
though he. had made elaborate prepa-
rations therefor in the matter of pick-
ing some special ground with unlim-
ited time at his disposal.
Incidentally, it may be mentioned in
this connection that the negro's break-
ing in with his soliloquy in the way
that has been related seemed to hoo-
doo the fishing for the short time re-
maining of the afternoon, for the net
result of our entire afternoon's labor
was one cat-fish, caught by the Ram-
bler.
So we were back to the city early
and in due time boarded our train for
home. We had purposely deferred
our evening meal until on the way,
agreeing that we would have a late
dinner and make a social time of it in
the dining car. In the latter, after
the edge of our appetites had become
dulled, the flow of friendly conversa-
tion increased, and in it many was the
good-natured jest that passed between
us. At one time Tyro, who seemed
greatly to have enjoyed our fishing
trip from his own peculiar point of
view, but in which the catching of
fish was the least consideration, was
reminded to quote from Uncle's con-
versation of the afternoon, he ending
something he was saying with "an' I
hopes I's di'gramed my convahsashun
with sufficiency." At this the Ram-
bler smiled, but remarked "that was
rather a fresh nigger we had with us
this afternoon, butting in with his
chatter and spoiling the fishingf."
Tyro came to the negro's defense by
saying "but you started him, Ram-
bler," and hastened to add on seeing
Rambler's questioning look, "that
man had on his mind what was to him
a deep trouble, and in accordance with
a habit of his race he really in the
beginning was unconsciously talking
to himself when you asked him what
it was all about. I do not think he
knew at the time that he was talking
aloud, or had any intent of putting
himself out of place by addressing
himself to us. But how did that spoil
the fishing?" "Because," was the re-
ply, "you were not satisfied with hear-
ing about the financial troubles of our
colored brother, but insisted in draw-
ing him out with all kinds of further
chatter, so that the minds of all of us
was diverted from the fishing. I did
so want to get a sheepshead. "Oh,
hang the fishing," laughed Tyro.
"You know it's a part of my profes-
sion to know and understand human
nature, and that it's my obsession to
be in contact with the great and glori-
ous out-of-doors whenever possible.
Therefore the combination of that
negro character and of the water,
swamp, the hanging moss and the
good, open air was worth to me a
whole string of the rarest fish that
was ever caught. So don't worry, I
have had a bully time this afternoon,
although I am sorry if I spoiled your
pleasure. "Inasmuch as there was no
certainty that there was a sheepshead
in those waters I will forgive you,"
was the good-natured retort, "for to
be honest I had a good time, too."
"But speaking of 'being sufficiently
di'gramed,' did you ever notice to what
an extent all classes of people seem to
want a diagram, as the slang expresses
it, for almost everything except that in
which they are themselves sufficiently
interested to concentrate until a proper
understanding is reached ? Take, for in-
stance, our folder here," and reaching
into his pocket he took out the red gen-
eral folder of the system. "Your news-
paper paragraphers would be shy quite
a bit of their stock in trade were they
prohibited from giving the railroad fold-
er, in general, a dig whenever occasion
offers. And yet, in nine cases out of
ten, it is not the folder that is at fault
but the careless, or superficial way in
which the public pretends to use it.
ILLINOIS CENTRAL MAGAZINE
75
Take this one of ours, for example, and
not to go into detail, a thoughtful glance
through each of its pages will show that
with a large and somewhat involved sys-
tem to represent comprehensively, such
as ours, the showings are clearly and
simply put, each in proper place. But
with it and similar publications of other
roads, the trouble is that the public will
not give the same care and thought to
its perusal that they would to looking up
a word in the dictionary, for instance."
"I know," approvingly nodded Tyro,
"it is something like our advertisers who
are always disappointed if they do not
see their little three-inch single column
advertisement at the 'top of page next
to reading matter.' Your careless or
thoughtless man is apt to condemn the
railroad folder if he does not find the
station he is looking for at the head of
a column on the first page he turns to.
Again, like our big Sunday newspapers,
he is apt to forget that the folder con-
tains information, as does our Sunday
edition, not for him alone but for all
classes, or in the case of the folder, for
all sections of the country your road tra-
verses. We expect an intelligent process
of elimination to be applied to our paper,
a man or woman selecting and reading
only that part which interests him or
her; not condemning the paper as a
whole because of its bulkiness, but re-
membering that the portion they have
discarded may be the very part that
someone else will select. So with your
folder, let me see it please," and taking
it from the Rambler he scanned its
pages hastily with a newspaper man's
quick perception of what they contained.
"I doubt now," he finally continued,
"how much of an effort is made by a
prospective traveler to eliminate intelli-
gently that portion of this, or any other
folder, having no bearing on the section
of country that it is desired to reach.
For instance, how many do you imagine
wishing to go, say, to T— - station lo-
cated somewhere here in the South, first
think to look up that station in the index
and find therefrom, by corresponding
number, the table on which that station
is shown. If this were always done, the
inquirer would be able (with the pos-
sible exception of a comparatively few
stations, like, for instance, St. Louis,
that is the terminus of more than one
line) to turn at once not only to the page
but to the column that would show the
station and the train time which he, or
she, is after."
"Thank you, Tyro," laughed the Ram-
bler, "for coming to the defense of the
carefully considered and well balanced
railroad folder, like this one of ours. I
fear you would be able to give even
some of our own men points as to how
to use a folder.
"Now, as you have been so good as to
be interested in and appreciative of one
of our vital publications, I will recipro-
rate by asking you to tell us what prize
you found, if any, in the second-hand
book store that we caught you coming
out of this morning." "Oh," beamed
Tyro, "I saw you first and hadn't time
to dig as I would have liked in that
little old shop. I only caught a Mc-
Clure's Magazine of 1896 vintage, in
which I noticed a little dissertation by
Elizabeth Stuart Phelps, a noted author
of a generation ago, on the country
home that quite appeals to me. It is not
long, and I would like to read it to you.
However, everybody seems to be gone
from the dining car, and perhaps we had
better give them a chance to clean up by
departing ourselves." "Oh, no, sit as
long as you like," said the dining-car
conductor, who had overheard the re-
mark, "if you don't mind the boys pick-
ing up a bit about you." We said we
didn't mind and nodded to Tyro to be-
gin, which he did, reading aloud as fol-
lows:
"Poverty itself is rich in a country
home; and plain New England comfort
and economy we consider to be in
princely circumstances. Our upholstery
hangs in our silver birches and bronze
chestnuts, our red oaks and olive pines.
Our Winton and Axminster lie in our
clovers and snowdrifts. Our bric-a-brac
shines on the boughs of our apple-trees
when the blossom blushes. Our jewels
blaze on the tips of our pine-fronds when
the ice-storms glaze and the sun of the
winter thaw is hot. Our galleries are
filled with masterpieces of May and of
76
ILLINOIS CENTRAL MAGAZINE
October, framed in quiet study windows
whose moods we choose to fit with ours.
"We can never quite want for society
when our pine-groves talk; they have
taught us their language, and we need
no translator when the winds are abroad.
The piano rings to the accompaniment
of a grand winter storm from which
only the true country lover never
shrinks; and the books on their shelves
or tables turn loving faces to the readers
who do not count the evenings dull in
the society of these loyal and lifelong
friends. The countryside without and
the fireside within open the book of
home together; and the word they read
is 'Peace.'
"It is impossible for us to sing too
loud the song of country life. For a
student, we believe it to be the one way
of living. Perhaps, to be just, I should
say suburban life — since it is but
twenty-five minutes from Boston to our
door ; and the world is always with us if
we want it.
"In point of fact, one may not want
it very much. The distractions, the ex-
haustions, the savage noises, the de-
mands of town life are, for me, mortal
enemies to thought, to sleep, and to
study ; its extremes of squalor and of
splendor do not stimulate, but sadden
me; certain phases of its society I pro-
foundly value, but would sacrifice them
to the haven of country quiet, if I have
to choose between."
"I expect Tyro, you like that panegy-
ric on the country," remarked the Ram-
bler on the reading being finished, "be-
cause in a way it fits your own condition
of life, longings and temperamental
taste. Not that I mean," he hastily
added, "by the linking of the word pov-
erty in the way the writer has done with
the rest of her expressed thought, that
you yourself are particularly poverty-
stricken. Yet, I have still to hear of an
editorial newspaper writer who is rich,
at least by virtue of his profession. But
I do believe that you, personally, see in
the home and in the country idea that
peace and happiness for which you
strive and which you have in a measure
obtained."
"Somewhat so," was the reflective an-
swer, "but I also see in it a parallel for
you, Rambler. I don't know who loves
his profession, or calling more than you
do, and I have an idea that in some un-
expressed way you get out of Passenger
Traffic what the writer of this article
got out of nature in and about her coun-
try home. That is, she found in the
open all about her what was equivalent
to the rich upholstering, carpets, bric-a-
brac, picture galleries, society and music
}f the conventional civilization. So in the
railroads, I believe that to one who
looks aright in them can be found ad-
venture, heroism and pathos from a cer-
tain point of view, and from another all
the elements of commercial and financial
romance. There can also be found in
them the factor of the human element,
ranging from the great captains of in-
dustry to the humble laborer who drives
home the last spike that makes the rails
secure for the safe passage of traffic. In
short, Rambler, if all of you railroad men
looked at their calling as did Elizabeth
Stuart Phelps on her country environ-
ment, getting pictures and high ideals
out of what to the average mind would
seem the ordinary, they would find, I
think, a new interest that would add effi-
ciency and loyalty to the railroad serv-
ice.
"Quite right!" exclaimed the Ram-
bler approvingly, "and I am of the opin-
ion it is done to a greater extent than
you imagine. I must admit, however,
that probably it has been given to out-
siders like yourself and the few good
railroad story writers to realize it rather
than to the rank and file of railroad men
themselves. However, even the last, I
think, are beginning to have dawnings in
that direction, and when it becomes
more common I am sure the service as a
whole will be effected thereby for its
good.
"By the way," I broke in, "I should
think Snap-Shot Bill, with his picture-
taking, would have some faculties in that
direction." "I am sure he has," an-
swered the Rambler, "although he may
not know it as yet. He makes mental
as well as kodak pictures, or I am mis-
taken as to the cause of the dreamy and
ILLINOIS CENTRAL MAGAZINE
77
abstracted moods that he falls into on
occasions." i
"Speaking of Snap-Shot Bill,"
laughed Tyro, "that was a funny thing
his falling into the water. He must
have been in one of those dreamy moods
that you mention." "What was that?"
we both exclaimed. "What," you never
heard of it?" was the reply. "Well,
come to think of it, it possibly was
something that he naturally would not
say much about," and Tyro gave a little
chuckle as he soaked a lump of sugar in
the water of his goblet preparatory to
putting it into his mouth. "No, I never
heard anything about it/' said the Ram-
bler, "have you got something good on
Bill? If so tell it, for as everything
helps, I may be able to use it as an aid
to keeping him in line."
"Oh, I don't know," Tyro began, "as
in a way it is anything on Bill, particu-
lary as the consequences might have
been serious. However, this is the story.
You know both my wife and myself love
the woods, the prairie, the shore and
anything pertaining to nature, but that
personally I have but little opportunity
to indulge in my liking. Helen there-
fore, years ago, got in the habit of not
depending upon my companionship in
such connection, but instead has quite a
list of cronies with whom she makes her
outings. She even goes by herself for
the want of better company. Snap-Shot
Bill, too, as you are probably aware, has
similar predilections and habits. It is
not surprising, therefore, that on one
occasion last fall, I think it was in Octo-
ber when the air had gotten rather sharp
and crisp, he and my wife went on a
Sunday outing together to the Dunes.
Their objective point was one where, in
the course of conversation during an
evening's call at my house, Bill had de-
scribed some physical characteristics of
that particular region that was new to
Helen. We tried to fix it up so that all
three of us would go, but as I had
anticipated, at the last moment I was
unable to, so the two of them went off
for the day without me. According to
Helen's story on her return, Bill certain-
ly did know of some new dune attrac-
tions that not only interested and fasci-
nated her, but that she had never heard
of or seen before. Among other things,
as she described it, the long reach of the
Dunes paralleling the beach had always
seemed very low and ordinary from the
shore line. Bill, however, insisted on
their climbing to and walking along the
crest of those solid sand hills, from
which they were found to be of unusual
height and sharply sloping. He pointed
out to Helen the fact that in the fore-
ground back of one of the high ridges a
branch of a river made its sluggish way,
and that in the distance the latter came
to a blind end. That is, the mouth of
the river had been choked by the shift-
ing sand of the Dunes. Across the river
was an anchored ridge, or in other
words, a ridge of solid sand like that on
which they were standing, except that a
timber growth had got a foothold over
its surface and held the blowing sand.
It was proposed to make their way back
to the train through this woods, and in-
stead of going around the choked mouth
of the river, 'Bill elected that they should
cross a rather shaky foot-bridge that
had been thrown up some time in the
past across the stream. The bridge was
of single planks laid lengthwise, and in
midstream there was a wide' heavy plank
securely fastened to a somewhat frail
support. The rest of the planking, at
either end, was somewhat loose and un-
certain. Bill, however, said he had
crossed the bridge before, and that with
care there would be no difficulty in get-
ting over and thus save about a half-mile
walk. As was his habit, Bill carried
with him a light fibre suitcase in which
was paraphernalia pertaining to his pic-
ture, taking, and in which they had
placed on starting on their mile and a
half walk from the electric line to the
dunes the thermos bottle and the lunch
that Helen had provided for the two of
them. He had been taking pictures be-
fore reaching the bridge and intended
to continue doing so after crossing.
So, as was also his custom, in one
hand he carried his kodak attached to
a tripod while in his other hand he had
the suitcase. The grip was heavier than
the kodak and tripod, so I suppose that
he was really unbalanced when he
78
ILLINOIS CENTRAL MAGAZINE
started over that bridge. At any rate,
Helen said that he made some remark to
that effect and that he would have to use
care in going over those loose planks.
So, he said, she had better go first,
which she did, leaving him a chance to
run for it if necessary to maintain his
balance. Mrs. Tyro got to the opposite
end of the planks without incident, and
when she turned to look for Snap-Shot
Bill imagine her consternation at seeing
him in the middle of that stream up to
his neck. The suitcase was floating be-
hind him, and he was making a swim-
ming stroke for the planking of the
bridge with one arm as he held the
kodak aloft in the hand of the other. Of
course, she ran to see if she could be of
assistance, but he said no in that dreamy
sort of a way of his; that he was all
right, and he proceeded to untangle him-
self from the stake that his clothes had
been caught on in going down, and
which probably prevented his head from
going under; for, although he went in
up to his collar, he claims not to have
struck bottom. He finally crawled out
upon the plank, but not before he had
momentarily been obliged to submerge
that kodak under water to clear himself
from his entanglement. You have heard
him fuss, I presume, about the shutter
of his kodak not being as it used to be?
That's when he lays an under exposure
in his picture work to his ducking. Of
course, he came out of that river as wet
as a drowned rat; but what was worse
was the fact that the air was good and
crisp and it was a mile and a half walk,
two hours of time before the next elec-
tric could be taken, and four hours total
time to home and dry clothes."
"My, my !" said the Rambler, "I don't
remember of his ever being in the hos-
pital, but he surely must have been a
good candidate for it by that time.
What did he do."
"Well, my wife is sort of a practical
body and not easily stampeded, while
Bill himself has a lot of good horse
sense," Tyro resumed. "He wrung out
his coat and squeezed out as much water
as possible from the rest of his clothing,
after which he stopped long enough to
take a picture of that plank bridge, and
then they started off on a brisk walk
until they came to a bare sandy spot on
which the sun was directly shining.
Helen then spread his coat on the ground
and rubbed it with sand while he sat
down and covered himself with the sand
as far as possible, the latter absorbing
much of the water. Then they kept
walking again, although they did not fail
to stop and finish what lunch was left,
including some hot coffee from the ther-
mos bottle, before reaching the trolley.
Bill has since admitted that in those four
hours he was somewhat uncomfortable
and that he never could seem to get any
relief from the wet, heavy feeling of his
trousers back of the knees. He ap-
peared to get along all right, however,
until at about sun-down, when the night
air was settling over the prairie, and
they had to stand for about five or six
minutes on a station platform across
which the wind was blowing. Then Bill
for the first time got for a few minutes
a sure-enough chill. He shook until he
excited the sympathy of the crowd about
him. This sympathy resulted in one
who had evidently had experience with
chills holding him tight, while a kind
lady fed him some left-over hot choco-
late from her thermos bottle. He was
over his shaking by the time the train
pulled in, and on reaching home took a
hot bath and apparently has never been
the worse for his experience."
"But how," I said, "did he get into the
water?" "That's the funny part of it,"
was Tyro's answer. "He says that at
the time he had no recollection between
picking up the grip from off the edge of
the solid plank, where he had put it for
a rest after safely crossing the uncer-
tain planks, of anything until he found
himself in the water and realized that he
was beyond reach of the bridge. In
time, however, it came to him that he
must have felt himself losing his balance
as he started over the middle plank. He
has an indistinct recollection, and only
indistinct even to the present day, of
wavering as he took up the suitcase, and
debating in his mind whether he should
struggle to redeem his balance, let the
grip drop in the water, or should jump.
In the latter alternative, the surface of
ILLINOIS CENTRAL' MAGAZINE
79
the river being covered with a fine duck-
weed which he mistook for a grass bot-
tom under shallow water, he supposed
the jump would be made only in water
about knee deep ; not realizing under the
circumstances his distance from the
shore. However, he must have uncon-
sciously combined the last two, he
thinks, for after getting out and realiz-
ing what had happened, the suitcase was
found to be floating some distance be-
hind the spot where he went in. Hence
he must have first thrown the suitcase
out and from him, and then jumped in
self-preservation against sprawling into
the water instead of going feet first."
"No," said the Ramber thoughtfully
as Tyro finished and we arose to leave
the dining car, "I guess I will not put
that in my mental storage box to josh
Bill about. He's a good scout, and we'd
have missed him had anything have hap-
pened to him."
Service Notes of Interest
Following are interesting extracts from
letters to his office associates of H. B.
Stratton, who entered the service of his
country from the Passenger Traffic De-
partment, and who is now with one of the
base hospitals units "somewhere in France":
I thank you very much and all in the
office for the cigarettes you are sending or
have sent, and if you knew how the Eng-
lish cigarettes tasted in comparison with a
"pill" from the U. S. A., you would realize
how we will appreciate them over here far
from "the land of plenty." The girls get
an ' extra vote of thanks, for women are
scarce articles over here (you know we are
not allowed to go out with the nurses; they
are for "officers only"). If there is a sign
that gets my goat it is that. -You visit
some nearby town, and are just about to
rush into some nice, clean looking place (if
you can find such a thing), and the first
thing you run into is the sign, "For Of-
ficers Only."
-I guess we will have to whip the ele-
ments as well as Germany. Two nights
ago the wind started to blow like the very
mischief, and the next morning just as we
were about to be fed fried eggs (some lux-
ury— we only get them about once a
month), who should run in but the top
sergeant with a yell to stop feeding us, and
dragged us out from the food and made us
go out and help rescue the few wards that
were left. The wind 'increased in velocity
until it was nothing but a small hurricane,
and tonight there is but very little of our
hospital left. I wish you could have seen
the wreck, or that I had my camera. It
was well worth seeing, and one would think
that Fritz had dropped a few bombs on it.
We had to work all that day and most of
the night evacuating the patients to a place
with a cover on it, for the rain was com-
ing down in torrents, and, believe me, all
of us were dead tired.
We had quite a bit of excitement here
last nifjht and this morning, when a flock
of Fritzie airships went over on a bombing
expedition. It is certainly a sight worth
seeing to see the shells bursting at night,
and in the day time they fly so high that
one has to have glasses to see them. How
they ever bring them down is beyond me,
but they do now and then. However, to
my mind, it is a waste of ammunition, but
I guess those that be know more about
what they are doing than I do. No dam-
age was done here or in adjacent territory.
Long before you receive this you will un-
doubtedly have read of the air-raid on this
hospital by Fritz and the fact that * * *
(Censor.) While we have seen plenty of
air raids near us, this was the first actually
made upon hospitals taken over by the U.
S. A., and the casualties, I believe, were
the first made for the Americans. Two
days later they were all buried in a mili-
tary cemetery, and the setting for same
was extraordinary. On one side was a rail-
road, and in the midst of the services along
came a train bearing its human load to the
front, and on another side was a training
camp where hundreds of men were in the
"bull ring" being taught the rudiments of
trench warfare. It was quite a contrast:
One set being taught how to slaughter,
another going up to the front, perhaps
never to return, and still another — the re-
sult of this big war, the burying ground. I
wish I were a F'oyd Gibbons, for perhaps
then I could make it as impressive to you
as it was to me; but I am not, and perhaps
had better leave it to your imagination.
Two little Scotch buglers blew "taps" over
the graves, with everyone at attention and
saluting.
The following convention announcements
for October, November and December,
1917, should be carefully gone over by
agents and kept in mind with the end in
80
ILLINOIS CENTRAL MAGAZINE
view of obtaining business therefor in cases
where applicable to their territory:
American Meat Packers' Association,
Chicago, Oct. 15, 1917.
Northern Hemlock and Hardwood Asso-
ciation, Milwaukee, Wis., Oct. 27, 1917.
Nat'l Council Congregational Churches,
Columbus, O., Oct. 10-17, 1917.
Clinical Congress of Surgeons of North
America, Chicago, Oct. 22-27, 1917.
American Refrigerator Association, St.
Louis, Mo., October, 1917.
National Industrial Traffic League, Chi-
cago, November, 1917.
American Institute of Actuaries, Chicago,
Nov. 8-9, 1917.
Association of Agricultural Chemists,
Washington, D. C, Nov. 19-21, 1917.
Western Canners Association, Chicago,
Nov. 1-7, 1917.
National Jewish Congress, Washington,
Nov. 18, 1917.
Independent Telephone Association, Chi-
cago, Dec. 11-14, 1917.
Illinois State Veterinary Medical Asso-
ciation, Chicago, December, 1917.
National Women Suffrage Association,
Washington, D. C., Dec. 10-15, 1917.
Railway Business Association, New York
City, December, 1917.
Prepared Roofing & Shingle Manufactur-
ers Association, New York City, Dec. 12,
1917.
The social hall, smoking room and dining
saloon are well ventilated and lighted and
splendidly furnished. The interior finish is
of solid mahogany and the seats in the
social hall are upholstered in Russian leath-
er.— C. of G., The Right Way.
Ocean voyages to the New England
states bid fair to become more popular
than ever, now that the Steamship City of
Rome and Steamship City of Athens have
been placed in the Savannah-Boston line
of the Ocean Steamship Company.
The new names will be painted on their
sides as soon as the necessary approval
has been received from the United States
Department of Commerce, and the long-
felt desire of the Savannah Line to name
one of its liners for each of these cities
will be an accomplished fact.
The City of Rome was formerly the
Steamship Suwannee and the City of Ath-
ens was the Steamship Somerset of the
Merchants & Miners Line, and they are
comparatively new ships, having been built
in 1911 after the most approved types of
passenger ship construction, and also em-
bodying the best ideas for convenience in
the handling of freight. They have a gross
tonnage of 3,648 tons, length 309 feet 1 inch,
breadth 46 feet 2 inches, depth 19 feet 3
inches; number of passengers carried, 150.
The newly acquired ships have running
water in every room, are equipped with
brass beds and connecting private bath
rooms. There are lower and upper berth
rooms, with private shower baths and toilets
and all of the rooms are unusually large
and pleasant; there are no inside rooms on
the ships, all of them having a sea exposure.
The Florida East Coast Hotel Company
announces the period of operation of their
hotel system during the season of 1917-
1918. These hotels are all operated on the
American plan, but in addition the equip-
ment of each one includes an up-to-date
grill room:
Hotel Ponce De Leon, St. Augustine,
onens Saturday, January 5, 1918, closes Sat-
urday, April 6, 1918.
Hotel Alcazar, St. Augustine, opens Mon-
day, December 10, 1917, closes Saturday,
April 20, 1918.
Hotel Ormond, Ormond-on-the-Halifax,
opens Monday, January 7, 1918. closes Tues-
dav. April 2, 1918.
The Breakers, Palm Beach, opens Satur-
day, December 22nd, 1917, closes Saturday,
April 6, 1918.
Hotel Royal Poinciana, Palm Beach,
opens Tuesday, January 15, 1918, closes
Monday, March 25, 1918.
Hotel Royal Palm, Miami, opens Tues-
day, January 1, 1918, closes Monday, April
1, 1918.
Hotel Colonial, Nassau (Bahama Is-
lands), will not be opened during the sea-
son of 1918.
Hotel Royal Victoria, Nassau (Bahama
Islands), will not be opened during the sea-
son of 1918.
Long Key Fishing Camp, Long Key,
opens Tuesday, January 1, 1918, closes Sat-
urday, April 13, 1918.
Information relative to other hotels
along the east coast of Florida and at Nas-
sau, Bahamas, and on the island of Cuba,
can be had from the Information Booklet
of the Florida East Coast Railway.
Official reports from Paris, France, state
that the United States transport service is
taking over control of the French railroads
from the port bases to the permanent
camps at the front. Sidings are being en-
larged and new tracks are being laid, when-
ever necessary, by American engineers
and in some cases American locomo-
tives are used. According to the report,
even the forests are being turned over to
our American railroad engineers from
which new ties will be taken for use in re-
building the French railways. In addition
to this, many thousands of feet of lumber
will be shipped from this country to France
to be used in military and railway construc-
tion work. With these French railways in
the hands of American railway men, it is
safe to assert that the roads will be placed
ILLINOIS CENTRAL MAGAZINE
81
in good operating condition, and thus main-
tained. Many of the thousands of Amer-
ican railway men enlisting now for service
in Europe will be of great value t'o the
transportation branch of the military serv-
ice in Europe. Their education in tne rail-
way engineering, operating and mechanical
service in this country will greatly strength-
en the support America is giving European
countries in this war. The American rail-
way man is a resourceful character any-
where he is placed, and as a general thing
fs ambitious to do a little'more than what is
expected of him. — Railway Journal.
Numerous changes in Western Lines
schedules went into effect on October 7th,
as outlined in circular to all agents, No. 4755.
In the change's was the following items, all
of especial interest for agents to have in
mind: A new daily train, No. 45, known
as the Chicago and Rockford and Freeport
Limited, carrying a sun parlor observation
car and coaches, and leaving Chicago at
10:15 A. M., daily, was added to the service;
returning it being the Freeport and Chicago
Express, train No. 46. Train No. 27, the
Chicago and Fort Dodge Express, now leaves
Chicago at 8:30 A. M. instead of 8 A. M.,
and as this train makes many connections, this
later departure should be of especial interest.
Special Chicago — Rockford trains leaving Chi-
cago at 2 :30 P. M., Sunday only, and Rock-
ford at 1:30 P. M. Saturday only, have been
added to the already extensive service be-
tween Chicago and Rockford.
New recent equipment changes include
the re-establishment of the Chicago — Gulf-
port through sleeping car line on Nos. 1
and 2; the withdrawal for the season of the
St. Louis-Harbor Springs sleeping car; the
carrying of a sun-parlor observation car on new
train No. 45 between Chicago and Free-
port, returning from Freeport on train No.
16; and the extension to Fort Dodge of the
sleeping car formerly operated between Chi-
cago and Waterloo in trains 13 and 14.
Secrets of dealing with the public in try-
ing positions are many. The man who can
serve as a policeman, a street car conductor,
or in some of many office positions in which
he comes into contact with many people,
develops definite principles along which he
molds his conduct.
Among the positions requiring the pro-
verbial patience of Job is that of the railway
ticket seller. There is no end to the num-
ber of foolish questions, of unusual people,
and incidents which would exasperate the
man in a more secluded walk of life.
Through it all, the man who remains in
constant contact with the amusing, the ir-
ritating, and withal, fascinating public, if he
does not succumb, is apt to emerge broad
of mind, tolerant of disposition and pleas-
ing in his personality. — Extract from an
article in The Erie Information Circular.
Passenger Traffic Department circular No.
4745, with map showing location of United
States army, navy, marine and aviation
posts on and in territory adjacent to the
Illinois Central has proved its usefulness
by the demands made for it, as also have
the prints of the map only, issued in single
sheets. It should be remembered in con-
nection with this map that it only pretends
to be full and complete in its military show-
ing in territory on and adjacent to the Illi-
nois Central, but in that territory it is
known to give full and accurate location of
all posts, cantonments, camps, training- sta-
tions and barracks that the United States
Government will authorize to be shown.
The public is making good use of this map,
as well as agents and railroad and army
and navy representatives.
He was traveling on a branch railroad in
the north. After a series of sudden bumps
and unexpected stops he became uneasy.
"Look here," he said to the porter, "is
this train safe?"
"It sure am," said the porter.
"Well, have they a block system on this
road?"
"Block system, sah? We had de greatest
block system in de world. Ten miles back
we were blocked by a load of hay, six miles
back we were blocked by a mule, and just
now we were blocked by a cow, and I
reckon when we get farther souf we'll be
blocked by an alligator. Block svstem,
boss? Well, Ah should smile."— Clipped.
Numerous fall changes have recently been
made on the Michigan Central, among
which were the following: No. 46 Fast
Mail will stop on signal only at Kensing-
ton for passengers for points on G. R. & I.,
north of Kalamazoo, and for passengers
east of Detroit. Train No. 44, Grand Rap-
ids Express, via G. R. & I., leaves Chicago
daily at 5:05 P. M., instead of 5:50 P. M.
Train No. 54, the daily (except Sunday)
through train from Chicago to St. Joseph-
Benton Harbor, known as the Michigan
Shore Special, has been discontinued.
The Missouri Pacific announces the dis-
continuance for the season of its Kansas-
Carthage-Hollister sleeping car line, for-
merly operated southbound on trains Nos.
206-205-205; also, of the discontinuance of
its through sleeping car operated on Scenic
Limited trains Nos. 11 and 12, between St.
Louis and Denver.
The Southern Pacific announce that their
New Orleans-Denver sleeping car line has
been discontinued, the sleeping car former-
ly used in that line now being operated be-
tween New Orleans and Houston only.
82
ILLINOIS CENTRAL MAGAZINE
Absolute knowledge, I have none,
But my aunt's washerwoman's sister's son
Heard a policeman on his beat
Say to a laborer on the street,
That he had a letter just last week,
Written in the finest Greek,
From a Chinese coolie in Timbuctoo,
Who said the negroes in Cuba knew
Of a colored man in a Texas town,
Who got it straight from circus clown,
That a man in Klondike heard the news
From a gang of South American Jews,
About somebody in Borneo
Who heard a man who claimed to know,
Of a swell society female fake,
Whose mother-in-law will undertake,
To prove that her seventh husband's sis-
ter's niece
Has stated in a printed piece
That she has a son, who has a friend,
Who knows when the war is going to end.
— By an unknown author in C. of G., The
Right Way. •
Economy
By J. C. Gunlher, Freight Agent, Owensboro, Ky
tp CONOMY, at the present time, is th<i
*-* vital issue. It is a foregone conclusion
that a man that cannot save for himself
cannot save for the company for whom
he works. You have often heard the remark
passed, "He is a good fellow," and as the
old saying goes, "the graveyards and poor
houses are full of them." "Wilful waste
makes woeful want."'
I will endeavor to outline some of the
items which can be saved, as follows:
Stationery: — In writing letters when the
letter is spoiled before being completed,
the sheet of paper should be laid aside to be
used as scratch paoer instead of being
thrown into the waste basket. The full use
of the paper will thus be obtained, with the
result that the amount of scratch paper will
be reduced when ordering from the sta-
tioner.
Carbon Paper: — It has been shown from
experience that from one sheet of carbon
there should be about seventy-five or one
hundred legible copies obtained. As car-
bons deteriorate with exposure the least
possible number of sheets should be or-
dered at one time.
Rubber Bands and Erasures: — The price
of rubber is continually increasing and the
more automobiles manufactured, the higher
rubber will be and represents one of the
most expensive of office supplies. Rubber
bands should not be wasted and if an
erasure is fastened to the typewriter or desk
by a string, it will not only be found to
be a time-saver but will prevent possible
loss of same.
Envelopes: — There are thousands of en-
velopes used by this Company daily, and
if each employee would make up his mind
to save envelopes, the result would be that
many thousands of envelopes would be
saved during the year. For instance, enve-
lope, form 851, showing Agents, I. C. & Y.
& M. V. printed, with destination to be
written in with pencil, if care is taken in
opening these envelopes they can be erased
and used again between stations on this
railroad. Form 859 is not used extensively.
Another way of saving envelopes, when
more than one letter is written to one per-
son each day. the envelopes should be ad-
dressed and left open until mailing time in
order to avoid using half dozen envelopes.
The larger envelopes cost more than the
small ones and should not be used when a
small one will serve the purpose. Another
way of saving envelopes, is when mail is
sent to the same party every day; for in-
stance, time slips, envelopes should not be
scaled and should be returned by the
party receiving them to the sender for
use another time.
Sending mail to one office from another
located in the same building should be
taken by an office boy loose and delivered
to the proper person.
Postage: — Postage should be kept under
lock and key and used only when railroad
mail will not serve the purpose. They are
the same as money and should only be used
on Company business.
Pencils: — Use one pencil at a time. It
is not necessary for stenographers to keep
four or five pencils sharpened at once. A
great many people are adverse to using
short pencils. The stationer now, no
ILLINOIS CENTRAL MAGAZINE
83
doubt, furnishes metal pencil holders with
rubber tips.
Wrapping Paper and Cord: — Wrapping
paper and cord should not be wasted, fre-
quently it can be used the second and third
time.
Electric Lights: — This is another large
item when outside companies furnish the
current, especially in large offices where
lights have to be burned during the day.
An empolyee getting up from the desk
should, by all means, turn out the light
while he is absent from the desk, and will
reduce the electric light bill to a consid-
erable extent.
Ink: — There are a great many employees
on leaving their desk at night leave the
inkstand uncovered and when the office is
swept out during the night a considerable
amount of dust accumulates in the ink-
stand, thus causing the clerk the following
day to dump the ink into the wash stand.
Inkstands should be covered up by all
means during the night. This is another
expensive item.
Every one who has the interest of the
Company at heart should practice strict
economy in using the above mentioned ar-
ticles and there is no doubt but what there
are numerous other items that can be saved.
No doubt some of the suggestions will
be criticised by different ones, but I will
venture to say that the one who criticises
hasn't a dollar in the bank. The fellow that
has the bank account won't criticise the
above.
The Division
By R. E. Laden, Chief Clerk to Roadmaster, Indiana Division
I have attended several agents' and staff
meetings and after adjournment, I have
wondered if we have grasped the idea which
it was intended to send home to us, or if
because the topics discussed did not reflect
upon us individually, did we turn a deaf
ear and not give them a passing thought.
For your information, I would like to
give you a brief explanation of the im-
pression left on my mind and what I felt
it was the intention to inoculate into all of
us: ,
The division is nothing but a large fam-
ily and like all large families, must have an
executive head or father, which responsible
position is held by the superintendent. It
is his duty to teach us the rules and regula-
tions of his household in order that we may
be efficient and capable to operate and
maintain it successfully and on an eco-
nomical basis. Like all large striving
families, the duties that befall the father
are manifold and because of this fact, the
father shares a portion of his responsibili-
ties with the older members of the family,
who are experienced, for they have traveled
the route we are now on and are familiar
with the best methods to employ.
These older members are represented by
the superintendent's immediate staff, and
because of their experience, endeavor to see
that we abide by and accomplish the re-
sults desired by the father; so it goes
down through the entire family, elder mem-
ber always willing to impart to the younger
his experience, so that he will not make
the same mistakes as were previously made.
However, I fear that some of us are
averse to accept instructions from super-
vising officers and for this reason the topics
discussed at these meetings.
We know that this large family neces-
sarily requires a large amount of revenue
to propejly maintain and operate it and
it behooves each and every member to
exercise the utmost care, thereby keeping
expenses to a minimum.
Last, but no least, this family must be
properly nourished, but I feel if we dine
abundantly on unity, harmony and co-
operation, we will always show a balance
on the credit side of the ledger.
A Letter from Council Bluffs, Iowa
Council Bluffs, la., July 11, 1917.
Editor Illinois Central Magazine:
For a long time I have been a reader of the Illinois Central Magazine, and as I
have never read of any "doings" from this burg I thought I would tell you we are
on the map.
In the last issue (July) a great deal of- space was used about flag raising, and
while speaking of that subject I would like to say we, here at Council Bluffs shops
raised another flag 9x6 ft. The staff is placed on the General Foreman's office, which
gives a view for quite a distance, and to all out-going and in-coming trains. We
are a busy lot here, even if we do not read of the place, in the Magazine, we are
84
ILLINOIS CENTRAL MAGAZINE
having lots of improvements made — new shops built, new turn table, increasing
capacity of round house, and running a large force seven days a week, rebuilding
cars, besides repairing a great many. In your special mention column we read of
other shops and terminals that have done something, .but here we have no occasion
for such mention, as we do everything regular and up to date. Everything here
works in the greatest harmony, for the reason we have the Prince of General Foremen,
Mr. MacLeay, and he is as one of us, and if any one has a grievance, Mr. MacLeay
is the man who makes things right. Every one here works for his interest, as well
as the company's and to prove it, we always have a CLEAN report from the Federal
Inspectors when they visit his territory, which is Council Bluffs, Omaha, and East
Omaha, and such things as bad defects on cars, and engine defects and failures, are
things we have read and heard of, but do not permit here.
Of course, you must take in consideration we are a part of the Iowa Division,
and you know Iowa is a perfect producing state, consequently we do all as near
right as possible. I am attaching a piece entitled "THE FLAG," which I wish
you would publish, as I would like every reader to have a copy. The piece was sent
me by Senator Kimball, and I told him I would try and have each employe get one
thro our magazine. Thanking you in advance for any consideration you give this
matter, I am, Yours truly,
J. R. Newcomb, Clerk.
"THE FLAG"
YOUR flag and my flag, and how it flies today
In your land, and my land, and half the world away.
Rose red, and blood red, its stripes forever gleam,
Snow white, and soul white, the good forefathers dream.
Sky blue, and true blue, with stars to shine aright,
The glorified guidon of the day, a shelter thro the night.
Your flag, and my flag, and oh how much it holds,
Your land, and my land, secure within its folds,
Your heart and my heart, beat quicker at the sight,
Sunkiss'd and wind tossed, the red, the blue and white.
The ONE flag, the GREAT flag, the flag for you and me,
Glorified all else beside, the red, the blue and white.
Your flag and my flag, to every star and every stripe
The drums beat, as hearts beat, and pipers shrilly pipe.
Your flag and my flag, a blessing in the sky.
Your hope and my hope — it never hid a lie.
Homeland and farland, and half the world around,
OLD GLORY hears the great salute, and flutters to the sound.
Lif.
Life's a hollow bubble, don't you know,
A painted piece of trouble, don't you know;
We come on earth to cry, we grow older
and we sigh,
Older still, and then we die, don't you
know.
We worry through each day, don't you
know,
In a kind a sort of way, don't you know;
Some few things are done, and said, we
are hungry and we're fed,
Tired and go to bed, don't you know.
It's all an awful mix, don't you know,
Business, love and politics, don't you know;
Clubs and parties, cliques and sets,
Struggles, strifes and cigarettes, don't you
know,.
Politics, oh just a lark, don't you know,
Just a night mare in the dark, don't you
know,
You perspire day and night, and after all
the fight,
Why, perhaps the wrong man's right, don't
you know.
Love, oh yes, you meet some girl, don't
you know,
And you get in an awful whirl, don't you
know,
You get down on the floor, and implore
and adore,
And it's all a beastly bore, don't you know.
There's really nothing in it," don't you
know,
For we live just for the minute, don't you
know:
When we've seen and heard and felt and
smelt,
ILLINOIS CENTRAL MAGAZINE
85
Why all the cards are dealt, don't you
know.
For we have but one consciousness, that's
all, don't you know,
We have but one stomach, and that's small,
don't you know,
We can only wear one tie, one eye glass
in your eire,
One comn when we die, don't you know.
— Exchange,
Bill's Boy
By Strickland Gillilan
T AKE LEACH was an all but illiterate
J near-genius in the completely finished
town of Charlotteville, Tennessee. A
lawyer by profession, he had the rare
gift of eloquence, combined with won-
derful shrewdness and that instinctive
sixth sense that teaches some men how
to sway other men.
A young man in that community, sev-
eral years ago, was accused of murder.
Jake heard of it, and was informed that
he would be expected to defend the youth
in court. If Jake exerted himself to as-
certain the details of evidence in the
case, nobody saw him do it, and there
were those who murmured that the old
man was taking only a slight and per-
functory interest in the welfare of an
old comrade's son. The old man seemed
to be doing more sitting around and
dreaming than anything else.
But the day of the trial came. Few
of the law's delays had intervened; for
the young man was poor. Toward the
close of the trial day, during which the
old man had listened but apparently had
not taken a deep interest in technicali-
ties and fine law points, the time came
for Jake to speak. He rose deliberately,
eyes half-closed as if in a reminiscent
mood, and began slowly in a wonderful
mellow southern voice of unlimited sym-
pathetic and carrying quality :
"YoJ Honah an' gentlemen of the jury,
I well remember the fu'st time I eveh
saw the man now befo' you as the de-
fendant. I was walkin' along the street
an' I heard fiddlin'. I stopped an' lis-
tened. Yo' all know I was always right
fond of music. I follows the sound to
the do' of the sto', an' I stahted in. Jest
as I put my foot ovah the do'sill, a voice
called :
" 'Ain't that yo', Jake Leach ?'
"I looked an' saw that the man was
blin', an' I said, 'Yes, it's Jake Leach;
but how did you know me, an' you stone
blin' ?'
An' he says, 'Jake,' he says, 'I slep'
in the leaves wit yo', in the Confed'ate
ahmy, an' I nevah forgot yo' step. As
my eyesight has gone, my eahs is a heap
quickeh than they used to be, an' I've
neveh fo'got yo' step.'
"Boys, gentlemen of the jury, that was
ol' Bill, the fatheh of this boy heah that
we're goin' to hang because he's accused
o' murder. Me an' Bill set there an'
talked, an' he fiddled an' this little boy
set beside his pappy an' looked up at
him proud, an' his pappy looked to'ads
him, proud too. His pappy loved this
boy. We set an' we talked oveh the ol'
wah days an' nights — yo' know. Some
o' the men on this jury has slep' in the
leaves with Bill, same as me. You all
know he was as squah a comrade an'
as brave a man as eveh wo' the gray or
any othah coloh, an' as good a shot as
eveh toted a caybyne. But Bill's in
heaven now, boys, if squah comrades go
thah. He's gone away from that little
boy that loved his pappy, an' he's a-look-
in' down with 'is new eyesight on us ol'
comrades that's slep' in the leaves an'
shared everything with 'im — lookin'
down on us a-gettin' ready fo' to hang
that little boy o' his'n. Yes, comrades,
we're goin' to hang Bill's boy. He's
been arrested an' he's accused of killin'
somebody. We're a-goin' to hang him
while ol' Comrade Bill looks down on
us an' sees what we ah doin' —
"No !" suddenly shouted Jake, his eyes
blazing and his clenched fist uplifted,
while hope lit up his face. "No! We
86
ILLINOIS CENTRAL MAGAZINE
ah not a-goin' to hang Bill's boy! I
cain't believe they's twelve men any-
wheah, specially if any of 'em evah slep'
in the leaves with Bill, that will find it
in theah heahts to hang Bill's boy while
his ol' pappy that was all wrop up in 'im
looks down an' sees us. We cain't!
W'y, look — And then Jake began a
review of the evidence.
The review of the evidence was not
necessary, however. Already the jury-
men were half -standing in their places,
tears running down their cheeks and
murmured protests on their lips against
hanging Bill's boy. And the jury ac-
quitted him unanimously without — dare
we believe? — giving due consideration
even to the strong probability of inno-
cence that the evidence actually brought
out.
A Laugh or Two
Ready for Further Orders
Captain Lawson was owner and pilot of
the packet New Orleans, plying the Mis-
sippi broke banks. There were miles of
rushing waters. Only an experienced eye
could tell the channel. Captain Lawson had
been at the wheel for thirty-six hours. He
was exhausted from loss of sleep. Rastus,
a colored pilot aboard was called to the
captain.
"Do you see that north star?" asked the
captain.
"Yas, boss."
"Well, hold this boat on that star."
"Yas, boss."
When the captain awoke an hour later, his
boat was winding in and out among the trees.
The captain was indignant. "I thought I told
you to hold this boat on the north star !" he
cried.
"Lor', boss, we's done passed dat star long
ergo !" — National Monthly.
Tommy's Confession
Tommy came home from school looking so
depressed that mother was worried. Inquiry
resulted in the presentation of a little note
from teacher. Tommy had been very naughty
that day and needed a serious reprimand.
"What did you do?" questioned his mother.
"Nothing," was the wailing answer. "She
asked a question and I was the only one who
could answer it."
"But what was the question?" came his
mother's puzzled but natural query.
"Who put the dead mouse in the drawer of
her desk?" sobbed Tommy in reply. — Ex-
change.
Both Are Needed
A good story is told of two great Irishmen,
the late Archbishop Punket and Father Healy,
the well-known parish priest of Bray. Making
their way together to Bray railroad station
one morning, the priest urged that they should
hurry ; but the prelate's appeal to his watch
convinced him that they had ample time. They
arrived to see the train for Dublin disappear-
-'. The Archbishop's apologies were lavish.
He pleaded that he always had unbounded
faith in his watch.
"My dear Lord Plunket," was Father
Healy's rejoinder, "faith won't do without the
good works." — Black-wood's Magazine.
Safety First.
A soldier on guard in South Carolina during
the war was questioned as to his knowledge
of his duties.
"You know your duty here, do you, senti-
nel?"
"Yes, sir."
"Well, now, suppose they should open on you
with shells and musketry, what would you
do?"
"Form a line, sir."
"What! One man form a line?"
"Yes, sir; form a bee line for camp, sir." —
Exchange.
Newsboy Comes Right Back at Him.
An Englishman, talking against many things
in America, happened to say to a friend in
New York : "Why, even your newsboys can't
take a joke!"
The American friend replied : "Just try
the next one that comes along with some non-
sense and see if he can't answer you."
The Englishman agreed and stepped up to
a newsie saying, "Hello, youngster, look at
y>nr nose and tell me what time it is."
The boy quickly replied. "Aw, look at your
own, mine ain't running!" — Exchange.
The Main Point
The Frenchman did not like the look of the
barking dog barring his way.
"It's all right," said host; don't you know
the proverb, 'Barking dogs never bite'?"
"Ah, yes," said the Frenchman. "I know
ze proverbe, you know ze proverbe : but ze
dog — does he know ze proverbe?" — Pittsburg
Chronicle-Telegraph.
ILLINOIS CENTRAL MAGAZINE
87
Only a Neutral
"Why don't you organize with us Turks
and Bulgarians and Servians to demand your
rights to the United States?"
"I haven't any special rights in the United
States," responded the other quietly. "I was
born here." — Louisville Courier-Journal.
What He Wanted.
His one ambition was to become an aviator.
After studying with a persistency that con-
vinced one of the airmen that he would make
a good assistant he was allowed to make his
initial flight. They had just ascended and
were making fine headway when the assistant
evinced extreme nervousness.
"Well, what do you want now?" questioned
the aviator.
"I want the earth," howled the assistant—
Exchange.
Not That Kind of Statue
A party of visitors entered a Metropolitan
art studio. The curator, who was engaged in
showing them around, was called away on
business and left the guests in charge of one
of the clerks. They were admiring a beauti-
ful statue* of translucent marble. He dwelt
upon the fine points of the statue, giving the
name of the sculptor, showing it from every
viewpoint. One of the visitors asked : "Ala-
baster, isn't it?"
"No; Venus," he corrected. — Exchange.
M
ontonous oorvico
S
Favorable mention is made of the following
conductors and gatekeepers 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 being brought
to the attention of the vice-president.
Illinois Division
During August the following suburban
gatekeepers lifted commutation tickets ac-
count having expired or being in improper
hands :
Eleanor Jacobs,
Anna Smith,
R. J. Fraher.
Suburban Flagman F. Granger on train No.
383, August 7, lifted 60-ride monthly commu-
tation ticket account date of sale and limit
having been altered and collected cash fare.
Conductor D. S. Wiegel, on train No. 22,
August 5, and No. 2, August 10, declined to
honor card tickets account having expired and
collected cash fares. Passengers were referred
to Passenger Department for refund on
tickets.
On train No. 22, August 5, he also lifted
employe's term pass, account passenger not
being provided with identification slip, Form
1572, and collected cash fare.
Conductor R. W. Carruthers, on train No.
502, August 14, declined to honor card ticket,
account having e'xpired, and collected cash
fare.
Conductor F. A. Hitz, on train No. 18,
August 21, lifted employe's term pass, account
being in improper hands. Passenger refused
to pay fare and was required to leave the
train.
Conductor M. B. Cavanagh, on train No. 4,
August 24, declined to honor card ticket, ac-
count having expired, and collected cash
fare. Passenger was referred to Passenger
Department for refund on ticket.
St. Louis Division
Conductor A. E. Reader, on train No. 22,
August 5, lifted trip pass, account not being
countersigned and collected cash fare.
Conductor H; W. Bibb, on train No. 6,
August 7, lifted employe's term pass, account
passenger not being provided with identifica-
tion slip, Form 1572. Passenger refused to
pay fare and was required to leave the train.
On train No. 203, August 20, he lifted an-
nual pass, account being in improper hands.
Passenger refused to pay fare and was re-
quired to leave the train.
Conductor C. T. Harris, on train No. 6,
August 28, lifted employe's term pass, account
passenger not being provided with identifica-
tion slip, Form 1572, and collected cash fare.
Wisconsin Division
Conductor L. B. Traugh, on train No. Ex.
458, August 6, declined to honor local ticket,
account having expired and collected cash
fare. Passenger was referred to Passenger
Department for refund on ticket.
Minnesota Division
Conductor J. H. Quinlan, on train No. 28,
August 31, declined to honor card ticket, ac-
count having expired and collected cash fare.
Passenger was referred to Passenger Depart-
ment for refund on ticket.
Tennessee Division
Conductor A. K. Abernathy, on train No. 4,
August 27, lifted annual pass in accordance
88
ILLINOIS CENTRAL MAGAZINE
with bulletin instructions. Passenger refused
to pay fare and was required to leave the
train.
Louisiana Division
Conductor E. S. Sharp, on train No. 313,
August 10, lifted card ticket from passenger
who admitted having previously secured
transportation on same, also declined to honor
mileage book, account having expired and col-
lected cash fares.
Conductor L. E. Barnes, on train No. 34,
August 12, lifted local simplex ticket from pas-
senger who admitted having previously se-
cured transportation on same and collected
cash fare.
On train No. 34, August 16, he lifted em-
ploye's term pass, account identification slip,
Form 1572, having expired. Passenger re-
fused to pay fare and was required to leave
the train.
On train No. 34, August 18, he lifted going
portion of employe's trip pass, account going
portion being missing. Passenger refused to
pay fare and was required to leave the train.
Conductor R. E. Mclnturff, on train No. 24,
August 2^, lifted 30-trip family book, account
being in improper hands and collected cash
fare.
Memphis Division
Conductor W. A. Wyly, on train No. 324,
August 1, lifted milaage book, account being
in improper hands. Passenger refused to pay
fare and was required to leave the train.
Conductor J. R. Hoke, on train No. 40,
August 2, lifted mileage book, account being
in improper hands and collected cash fare.
New Orleans Division
Conductor R. E. Cook, on train No. 12,
August 6, declined to honor mileage book ac-
count having expired and collected cash fare.
Conductor S. K. White, on train No. 21,
August 19, lifted employe's trip pass, account
having expired and collected cash fare.
Conductor R. McBurney, on train No. 504,
August 20, declined to honor mileage book, ac-
count having expired and collected cash fare.
Illinois Division.
Operator C. E. Richards, of Otto, and
brakeman J. L. Jones have been commended
for discovering and reporting brake beam
dragging on I. C. 67237, train extra 1752, Sept.
27. Train was stopped and brake beam re-
moved, thereby preventing possible accident.
Conductor McManus, in charge of train 55,
Oct. 1, has been commended for discovering
and reporting K 22 and 23 moving in his train
with no light weights stencilled on cars. Ar-
rangements were made to have cars stencilled.
Conductor C. H. Calahan, in charge of ex-
tra 1512 south, Oct. 2, has been commended
for discovering and reporting I. C. 91633 with
no light weight stencilled on either side. Ar-
rangements were made to have car stencilled.
Foreman R. Green has been commended for
discovering lumber shifting in car moving in
extra north, Sept. 19, and notifying conductor
in charge of same who stopped train and had
lumber replaced. This action undoubtedly
prevented possible accident.
Flagman W. B. Brown has been commended
for discovering 18 inches of rail missing on
northbound track between Branch Junction and
Odin and flagging extra north. This action
undoubtedly prevented possible accident.
Conductor C. E. Maxfield has been com-
mended for discovering and reporting I. C.
86172 with no light weight stencilled on same
moving in extra 1511, Sept. 22. Arrange-
ments were made to have car stencilled.
Operator R. V. Devenouges, at Manteno,
has been commended for discovering and re-
porting brake beam down on Wabash 77024,
train 55, passing Manteno, Sept. 16.
Agent J. T. Madison, Ashkum, has been
commended for discovering and reporting D.
L. & W. 33774 improperly stencilled. Ar-
rangements were made to correct same.
Brakeman J. W. Meadows has been com-
mended for discovering broken arch bar on
M. R. L. 7999, Aug. 26, and notifying con-
ductor Stewart, who set car out at Paxton
for repairs.
Conductor C. H. Flora has been commended
for discovering and reporting I. C. 110736
moving in extra 1752 north, Sept. 21, im-
properly stencilled. Arrangements were made
to have car properly stencilled.
Mr. A. A. Bureky has been commended for
discovering steam hose dragging on ground
under train 442, Sept. 24, and calling con-
ductor's attention to same, who chained same
up, thus eliminating the cause of a possible
accident or damage to equipment.
Conductor F. Van Meter has been com-
mended for discovering and reporting B. & M.
60653 with no number on one side of car and
I. C. 118601 steel car, number rusted off, mov-
ing in extra 1636, Sept. 17. Arrangements
were made to have cars properly stencilled.
Switchman G. R. Brayton has been com-
mended for discovering and reporting I. C.
121076 with no light weight s;encilled on car,
moving in extra 1553, Sept. 18. Arrangements
were made to have car stencilled.
Section foreman C. Curtin has been com-
mended for discovering and reporting brake
beam down on a car in extra 1510 north, about
two miles north of Manteno, Sept. 18. Train
was stopped and brake beam removed, thereby
removing possible cause of an accident.
Conductor G. W. McNeill has been com-
mended for discovering and reporting I. C.
110495 with no light weight stencilled on same,
moving in extra south. Sept. 22. Arrange-
ments were made to have car stencilled.
Conductor C. H. Calahan has been com-
mended for discovering and reoorting I. C.
121076. train extra 1647 south, Sept. 18, with
no lieht weight stencilled on either side. Ar-
rangements were made to have car stencilled.
Conductor H. L. Been has been commended
for discovering and reporting I. C. 121996.
moviner in his train, extra 1678, Sept. 8, with
no light weight stencilled on same. Arrange-
ILLINOIS CENTRAL MAGAZINE
89
ments were made to have car stencilled.
Conductor Q. H. Norman has been com-
mended for discovering and reporting I. C.
116881, moving in extra 1730, Sept. 11, im-
properly stencilled. Arrangements were made
to have car correctly stencilled.
Conductor J. W. Knee has been commended
for discovering broken rail on north bound
track just south of crossover at Hospital,
Kankakee, Sept. 11, and for his action in
flagging No. 24 and notifying engineer and
section men. This action undoubtedly pre-
vented possible accident.
Agent E. Dobbins, Del Rey has been com-
mended for discovering and reporting hot box
on car moving in extra 1579 north, Sept. 8, to
conductor.
Operator G. F. Zumwalt has been com-
mended for discovering brake rod down on
No. 54's train while they were passing Farmer
City, Sept. 9, and stopping train. Train crew
removed the brake rod, thereby preventing
possible accident.
Conductor Geo. Lindsay has been com-
mended for discovering and reporting Soo Line
6420, with no light weight stencilled on car,
Aug. 29. Arrangements were made to pro-
perly stencil car.
Engineer A. Hall has been commended for
discovering two cars listed as empties and
contained pig iron, and notifying the con-
ductor who procured billing and proper dis-
position of the cars. This action undoubtedly
prevented delay to freight contained in the
cars.
Springfield Division.
Conductor C. H. St. John, Clinton, has been
commended for collecting 60 pounds of bab-
bitt removed from caboose, this accumulation
having resulted from picking same up at var-
ious points along the waylands.
Mr. James Leach has been commended for
discovering brake beam dragging on S. F.
28586, train 164, Sept. 6, at la.aijson, in charge
of conductor Boyle, and signaled flagman to
stop train. Brake beam was removed, there-
by eliminating possible cause of an accident.
Brakeman J.'C. Walraven, Clinton, has been
commended for discovering and reporting
channel bar broken on I. C. 90627, Sept. 1.
This action undoubtedly prevented possible
accident.
Tennessee Division.
S. Sismukes, Mayfield, has been commended
for services rendered in apprehending a car
thief, Aug. 20.
Division News
Minnesota Division
Extra dispatcher Albert G. Donahue, is now
at the Second Officers' Reserve Training
Camp, at Fort Snelling, Minnesota. He re-
ports enjoying the strenuous workout being
given him, very much.
Extra operator J. L. Donahue, has departed
for Washington, D. C., where he will resume
his law course at Georgetown University.
There have been a great many changes in
the office force of the division superintendent,
at Dubuque, during the past month. Paul J.
Ryan secretary to Superintendent McCabe, re-
cently was appointed as secretary to General
Superintendent, L. A. Downs, at Chicago;
Edward J. Riley, assistant chief clerk, was ap-
pointed as secretary to General Superintendent
W. S. Williams, at Waterloo; F. J. Perman-
tier, secretary to the superintendent, who suc-
ceeds Mr. Ryan, has left the service and is
now in the employ of the Government. Mr.
Permantier was succeeded by O. J. Oster, and
the latter by Miss Lucille Sims, as stenog-
rapher to the chief clerk. Miss Hilda Schwartz
and Miss Lenna Lightcap, are recent additions
to the superintendent's force as file clerk and
stenographer. Frank Hardy, formerly train
master's clerk, at Waterloo, has succeeded Mr.
Riley as assistant chief clerk, and Miss Sims,
will be succeeded as stenographer by Miss
Edna Piltz.
Letters are being received by friends of
operator Floyd Belscamper, and conductor
H. H. Everhart, now with the Illinois Central
Regiment, "Somewhere in France." Both men
report enjoying their experience very much
and are giving most interesting impressions
of English and French railroading, as com-
pared with the most excellent systems in the
United States.
General yard master, H. O. Dahl, will soon
occupy offices on first floor of Dubuque Pas-
senger Station building.
W. J. Heckman, formerly assistant chief
clerk in the superintendent's office, spent
several weeks in Dubuque recently prior to
going to DesMoines, where he is now a mem-
ber of Company K, 350th Infantry, at Camp
Dodge.
The many friends of Hodge S. Taylor, on
the Minnesota Division, are glad to hear of
his return to Iowa, and to an active part in
the Minnesota Division affairs, in connection
with his duties as chief clerk to General
Superintendent Williams, at Waterloo.
Free to Oar Reader*
Write Murine Eye Remedy Co., Chicago, f<8<?
*B-page illustrated Eye Book Free. Write asi
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 50&,
Try It in Your Eyes and in Baby's Eyes fo»
Scaly Eyelids and Granulation.
90
ILLINOIS CENTRAL MAGAZINE
Nuxated Iron to Make New
Age of Beautiful Women
and Vigorous Iron Men
Say Physicians — Quickly Puts Roses Into the Cheeks of Women and
Most Astonishing Youthful Vitality Into the Veins of Men — It Often
Increases the Strength and Endurance of Delicate, Nervous
"Run-Down" Folks, 100 Per Cent, in Two Weeks' Time.
Opinion of Dr. Schuyler C. Jaques, Visiting Surgeon of St. Elizabeth's Hospital, New York City.
SINCE the remarkable discovery of organic Iron, Nuxated Iron
or "Per Nuxate," as the French call it, has taken the country
by storm. It is conservatively estimated that over three million
people annually are taking it in this country alone. Most aston-
ishing results are reported from its use by both physicians and
laymen. So much so that doctors predict that we shall soon have
a new age of far more beautiful, rosy-cheeked women and vigorous
iron men.
Dr. Ferdinand King, a New York Physician and Medical Author,
when interviewed on this subject, said: "There can be no vigorous
iron men without Iron. Pallor means anaemia. Anaemia means
iron deficiency. The skin of anaemic men and women is pale:
the flesh flabby. The muscles lack tone; the brain fags and the
memory fails and often they become weak, nervous, irritable,
despondent and melancholy. When the iron goes from the blood
of women, the roses go from their cheeks.
"In the most common foods of America, the starches, sugars,
table syrups, candies, polished rice, white bread, soda crackers,
biscuits, macaroni, spaghetti, tapioca, sago, farina, degerminated
corn-meal, no longer is iron to be found. Refining processes have
removed the iron of Mother Earth from these impoverished foods,
and silly methols of home cookery, by throwing down the waste
pipe the water in which our vegetables are cooked, are responsible
for another grave iron loss.
"Therefore, if you wish to preserve your youthful vim and vigor
to a ripe old age, you must supply the Iron deficiency in your
food by using some form of organic iron, just as you would use
salt when your food has not enough salt."
Dr. E. Saner, a Boston physician who has studied both in this
country and in great European medical institutions, said: "As
I have said a hundred times over, organic iron is the greatest of
all strength builders. If people would only take Nuxated Iron
when they feel weak or rundown, instead of dosing themselves
with habit-forming drugs, stimulants and alcoholic beverages I
am convinced that in this way they could ward off disease, pre-
senting jt becoming organic in thousands of cases and thereby
the lives of thousands might be saved who now die every year
from pneumonia, grippe, kidney, liver, heart trouble and other
dangerous nervous maladies. The real and true cause which
started their disease was nothing more nor less than a weakened
condition brought on by lack of iron in the blood.
"Not long ago a man came to me who was nearly half a cen-
tury "old and asked me to give him a preliminary examination
for life insurance. I was astonished to find him with the blood
pressure of a boy of twenty and as full of vigor, vim and vitality
as a young man; in fact, a young man he really was, notwith-
standing his age. The secret, he said, was taking iron — Nuxated
Iron had filled him with renewed life. At 30 he was in bad
health; at 46 he was careworn and nearly all in. Now at 50
after taking Nuxated Iron, a miracle of vitality and his face
beamed with the buoyancy of youth. Iron is absolutely necessary
to enable your blood to change food into living tissue. Without
It, no matter how much or what you eat, your food merely passes
through you without doing you any good. You don't get the
strength out of it, and as a consequence you become weak, pale
and sickly looking, just like a plant trying to grow in a soil de-
ficient in iron. If you are not strong or well, you owe it to
yourself to make the following test: See how long you can work
or how far you can walk without becoming tired. Next take two
five-grain tablets of ordinary nuxated iron three times per day
after meals for two weeks. Then test your strength again and see
how much you have gained. I have seen dozens of nervous, run-
down people who were ailing all the while double their strength
and endurance and entirely rid themselves of all symptoms of
dyspepsia, liver and other troubles in from ten to fourteen days'
time simply by taking iron in the proper form. And this, after
they had in some cases been doctoring for months without obtain-
ing any benefit. But don't take the old forms of reduced iron,
iron acetate, or tincture of iron simply to save a few cents.
The iron demanded by Mother Nature for the red coloring matter
in the blood of her children is, alas! not that kind of iron. You
must take iron in a form that can be easily absorbed and assim-
ilated to do you any good, otherwise it may prove worse than
useless. Many an athlete and prizefighter has won the day simply
because he knew the secret of great strength and endurance and
filled his blood with iron before he went into the affray; while
many another has gone down in inglorious defeat simply for the
lack of iron."
Dr. Schuyler C. Jaques, Arisiting Surgeon of St. Elizabeth's
Hospital, New York City, said: "I have never before given out
any medical information or advice for publication as I ordinarily
do not believe in it. But In the case of Nuxated Iron I feel I
would be remiss in my duty not to mention it. I have taken it
myself and given it to my patients with most surprising and sat-
isfactory results. And those who wish to increase their strength,
power and endurance will find it a most remarkable and wonder-
fully effective remedy,"
NOTE) — Nuxated Iron, which is prescribed and recommended
above by physicians in such a great variety of cases, is not a
patent medicine nor secret remedy, but one which is well known
to druggists and whose iron constituents are widely prescribed by
eminent physicians both in Europe and America. Unlike the older
inorganic iron products it is easily assimilated, does not injure
the teeth, make them black, nor upset the stomach; on the con-
trary, it is a most potent remedy in nearly all forms of indi-
gestion as well as for nervous, run-down conditions. The man-
ufacturers have such great confidence in nuxated iron, that they
offer to forfeit $100.00 to any charitable institution if they cannot
take any man or woman under 60 who lacks iron, and increase
their strength 100 per cent or over in four weeks' time, provided
they have no serious organic trouble. They also ofler to refund
your money if it does not at least double your strength and en-
durance in ten days' time. It is dispensed by all good druggists.
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
91
Baggage agent, L. B. Murray, is receiving
congratulations of his friends, at Dubuque,
upon his recent marriage. Mr. and Mrs.
Murray have just returned from their honey-
moon, spent in Chicago and Milwaukee.
Ed. Lynch, formerly clerk in the road
master's office, was promoted to the position
of chief clerk in that office recently, succeed-
ing Paul J. Ryan, who has accepted employ-
ment with Mr. Downs, in Chicago. Mr.
Lynch was succeeded by Miss Ethyl Me-
Namara.
Donald F. Huntoon, formerly assistant chief
clerk in the superintendent's office, is now em-
ployed in the office of the general superin-
tendent of transportation, at Chicago.
Philip Lehman, who has been chief clerk to
the road master, at Dubuque, for the past
five years, until he accepted position as ditcher
engineer, is now working as assistant inspector
under G. R. Hurd, chief fire inspector, at
Chicago.
Indiana Division
Vice-president T. J. Foley, with office car
No 3, arrived at Peoria from the Rock
Island, Sept. 19th ; over Indiana Division,
Peoria to Evansville, train No. 201 the 19th;
Evansville to Indianapolis via C. & E. I.
and P. C. C. & St. L., 20th; Indianapolis to
Effingham, No. 301, the 21st; delivered Illi-
nois Division.
Railway
Employes
Eyes are
Exposed to
Wind, Dust
and Alkali
Poisons
The Rush of Air, created by the
swiftly-moving train, is heavily
laden with coal-smoke, gas and
dust, and it is a wonder that train-
men retain their normal Eye-sight
as long as they do.
Murine Eye Remedy is a Con-
venient and Pleasant Lotion and
should be applied follow-
ing other ablutions.
Murine relieves
Soreness, Redness
and Granulation.
Druggists supply Murine
at 50c per bottle.
The Murine Eye Remedy Co.,
Chicago, will mail Book of
the Eye Free upon request.
its are making '
Shipments are prompt.
Bush Cars guaran-
, teed or money back.
Write at once for my 48-
Ipage catalog and all
s. 1918 mod-
;adv. Address
Bush, Pre
,
Delco Ignition-Elect. Stg.&Ltg. ept. jryfc.
BUSH MOTOR COMPANY. Bush Temple, Chicago, HI. <
Colonial Hole I
£325 Kenwood ^Av.
fP/wne Wacksione 4400
Chic a g o
E
uropean
$4™ to $7.™
One block, from new 63r~Si.
office building and depot..
Hayes^ros. rrop.
M.L, Tyson,, M.gr.
Miss Edith Riggs, of the Road Master's
Office, is spending her vacation in Iowa.
Earl Brown, formerly an accountant of the
superintendent's office force, at Mattoon (now
located at Dawson Springs, Ky.), paid us a
short visit one day this month.
General Yard Master O. E. Haettinger, at
Mattoon, has returned from a vacation spent
in Oklahoma.
The movement of melons from Posey
County is nearly over, as the season is about
ended.
Barnum & Bailey's Circus showed at Mat-
toon, Sept. 14th, coming to us from Murphys-
boro, 111., delivered to the Big Four, at Mat-
toon, en route to Pana, 111.
Mr. and Mrs. M. D. Law, parents of con-
ductor John Law, who is now over in France
with the Illinois Central Railroad Regiment,
desire to express their appreciation to the
train and enginemen of Indiana Division at
Please mention this magazine when writing to advertisers.
92
ILLINOIS CENTRAL MAGAZINE
Hotel Hayes
Pfione Hyde Park 4400
64r- St. and University Av.
Chicago
Popular Price
Family Hotel
American Plan
Kates:
Single $ 8 2° to $14 <&per weeL
Double 16 2? to 1^ ??pei' weeL
Four blocks from new 63L Street
depot and office building
KERITE
Insulated Wires and Cables
Be guided by facts, not theo-
ries— by performance records,
not claims — by experience,
not prophecy. Every consid-
eration points straight to
KERITE for permanently
satisfactory and economical
service.
185O
INSULATED
WIRE & CABLE
NEW YORK
1917
COMPANY
CHICAGO
£($}eek after week-On time!
T
HOSE railroad men, on roads all over the country,
who trust to South Bend Watches, have learned that
their remarkable accuracy is permanent — not just for
a few weeks or months.
And you, too, whose daily work depends on just such
accuracy will value the dependability of a South Bend
Studebaker Railroad Watch. It gives you all any watch
can give and more; for it is backed by
Guarantee Offered With No Other Watch
South Bend Watches are absolutely and unconditionally guar-
anteed to meet the requirements of the road you now work for,
or those of any one to which you may transfer within the next
five years.
Your jeweler will tell you many other reasons why
you should buy a South Bend — the " Watch with
the Purple Ribbon."
South Bend Watch Co.,2010 StudebakerSt., South Bend, Ind.
Please mention this magazine when writing to advertisers.
Notice to Reader
When you finish reading
this magazine place a 1<
stamp on this notice.haod
same to any postal em-
ploye and it will be placed
in the hands of oursoldieis
or sailors at the front.
NoWraDoinc-NoAdd
Stifel's Indigo Cloth
Standard for over 75 years
FOR MEN'S
OVERALLS, JUMPERS AND
UNIFORMS and
Miss Stifel Indigo
The new kid glove finish cloth for
WOMEN'S OVERALLS AND
WORK CLOTHES
Ifs the cloth in your overalls
that gives the wear.
Men and women, you can be sure you
are getting the maximum wear cloth —
genuine Stifel's Indigo and Miss Stifel
Indigo — in Overalls and
Work Clothes if you
LOOK FOR THE BOOT
trade mark on the back REGISTERED
of the cloth inside the garment before
you buy.
J. L. STIFEL & SONS
Indigo Dyers and Printers
WHEELING. 260 CKURCH ST.,
W.VA. NEW YORK
Copyright. 1917. J. L. Stifel A Sons
To Illinois Central Men
U
Continental"
means
Income Protection
Liberal Policies
Courteous Agents
Fair Claim Settlements
Abundant Resources
(ttimitttftttai (Eastraiig OInmpang
H. G. B. Alexander, President
CONTINENTAL CASUALTY COMPANY, 910 Michigan Ave., Chicago
1'lease send me information in regard to health and accident insurance.
Name
Address
Occupation -
Age
I. C. R. R.
OMPIBLV-LBACN OO.. PMNTIRS, CHICAGO
CONTENTS
W. B. Ryan — Frontispiece
Another Appeal to Save Live Stock 7
Public Opinion 10
Military Department —
Letter Received From a Member of the 13th Regiment
Engineers, Railway 18
London's Welcome „ 19
Letter from Frank Nash, 13th Regiment Engineers, Rail-
way, to his brother, Suprintendent of Motive Power,
This Company 23
Letter from Captain W. G. Arn, 13th Regiment Engi-
neers, Railway 26
The Material Problem 33
Engineering Department —
Recently Discovered Importance of the All-round Civil
Engineer in Industrial and Military Operations 38
Safety First 43
Freight Traffic Department —
Some Facts About Southern Illinois 44
Passenger Traffic Department 47
Freight Service 57
Hospital Department —
Tuberculosis — How Prevented -and How to Live with It 59
Accounting Department —
Department of the Local Treasurer 62
Law Department 64
Claims Department 68
Unreasonable Speed Restrictions 74
Baggage and Mail Traffic Department 79
Appointments and Promotions 80
Roll of Honor 81
Transportation Department 82
Meritorious Service .... 89
Division News .. 91
Published monthly by the Illinois Central R-. 12,. Co.. in. the
interest of the Company and its $403) Employes
Advertising Rates on Application
Office 1200 Michigan Av- Telephone Wa£ask22QQ
Chi
cago
per copy, $13? per year
Local 35
W. B. RYAN.
Assistant General Freight Agent, I. C. R. R. at Memphis, Tenn.
A/TR. W. B. RYAN entered the service of the Illinois Central Railroad
*"• Company, Feb. 15, 1903, as stenographer in the Commercial Agent's
office at -Nashville, Tenn., July 1, 1903, transferred to Assistant General
Freight Agent's office at Evansville. December 1, 1905, appointed contracting
Freight Agent, Nashville; November 15, 1906, appointed Traveling Freight
Agent, Nashville. August 15, 1907, transferred to Memphis, Tenn., and on
June 10, 1910, again transferred to Jacksonville, Fla. July 17, 1912, appointed
Commercial Agent, Little Rock; November 10, 1915, transferred to Pittsburgh,
and appointed Assistant General Freight Agent at Memphis, Tenn.,
May 1, 1917.
ILLINOIS CENTRAL
Magazine
Vol. 6
NOVEMBER, 1917
No. 5
Another Appeal to Save Live Sock.
Office of the General Manager.
In April, 1917, Mr. Foley published
a pamphlet showing the number of
head of horses and mules, cattle and
hogs killed annually on the waylands
of the Illinois Central System for a
period of five years. He appealed to
farmers and owners of stock to co-op-
erate with the Railroad Company in
reducing the destruction and conse-
quent waste of these animals, on the
ground that not to do so was unpatri-
otic. Attention was directed to the
fact that there would be a great short-
age of meat this fall and winter and
that the government might consider
the advisability of inaugurating meat-
less days. We now have the meatless
days. All patriotic citizens have been
requested to conserve food, especially
beef and pork.
It was shown that for five years suf-
ficient cattle and hogs were daily killed
on the waylands of the Illinois Central
System to feed 5,000 soldiers. Mr.'
Foley's pamphlet was widely distrib-
uted along the lines of the Illinois Cen-
tral. It was favorably commented up-
on by the people and the press, and in
many communities co-operation was
promised and has been received. How-
ever, in other communities there was
a lack of co-operation and the slaugh-
ter of animals went on and is still go-
ing on. I deem it proper to again draw
this matter to the attention of our em-
ployes— enginemen, trainmen, agents,
section foremen and section laborers —
and also to farmers and stock owners
and officers of municipalities.
Every stock owner who keeps his
stock enclosed, the municipal author-
ities in every town who prevent stock
from running at large, every engine-
man and trainman who take precau-
tions to avoid striking stock on the
'waylands, every section foreman or
section laborer who drives an animal
from the waylands performs a patri-
otic duty. When any of those men-
tioned, or other citizens, are guilty of
a negligent act which results in the de-
struction of an animal at the present
time, they are guilty of an unpatriotic
act.
During the first nine months of 1917,
there were killed upon the waylands
of the Illinois Central 416 head of
horses and mules, 1,149 head of cattle
and 963 head of hogs. This is a sub-
stantial reduction over the correspond-
ing months of former years, but there
is still much room for improvement.
I earnestly request all employes to
assist in preventing the destruction of
live stock upon the waylands of this
system. Furthermore, I call upon them
to ask the co-operation of farmers and
stock owners to assist in preventing
the killing 06 their stock. An open
farm gate is an indication of careless-
ness and negligence and reflects not
only upon" the owner of the adjacent
8 ILLINOIS CENTRAL MAGAZINE
property, but also upon the employes municipal authorities in municipalities
of the Company. where stock is permitted to run at large,
A great deal of stock is killed in- I believe, in many places, relief can be
side of station limits, particularly at secured.
this season of the year when cotton- Let us take a fresh hold upon this
seed and gram are moving. On one important matter of conserving the
Division of the system, 22 head of large Hve stock, and stop the waste. Sug-
stock were killed during the month of gestions are solicited and will be grate-
October and 20 of these were killed fully received,
inside station limits. If Division Of-
ficers and employes will promptly A. E. Clift,
bring this matter to the attention of General Manager.
Resolutions adopted by the fellow workers of Mr.
H. L. Moffet, Train Master at Clinton,
111., who died recently.
Whereas, Our Heavenly Father has seen fit to call home our esteemed official,
Mr. H. L. Moffett, Trainmaster of the Springfield Division, and,
Whereas, Our departed friend was an efficient officer, a devoted husband and
just to all mankind, and
Whereas, The members of the Qrder of Railway Conductors and Brother-
hood of Railroad Trainmen on the Springfield Division have suffered an irrep-
arable loss because of his demise, therefore be it
Resolved, That we, the General Committee of the O. R. C. and B. of R. T.,
for the Illinois Central Railroad, now in session, extend to the sorrowing wife
our sincere sympathy in this hour of bereavement ; and be it further
Resolved, That a copy of these resolutions be forwarded to the wife, the
Chairman of the Local Grievance Committees and the Secretaries of Division
400, O. R. C., and Lodge 41, B. of R. T., at Clinton, Illinois, and a copy to the
editor of the Illinois Central Magazine, and the same be recorded on the minutes
of this meeting. Signed.
E. M. Moales,
General Chairman, O. R. C.
John Delano,
General Chairman, B. of R. T.
E. O. Haven,
General Secretary, O. R. C.
E. A. Smittle,
General Secretary, B. of R. T.
LIC 9PIN19N
What the
World thinks L
LARGE LOANS NOT DESIRED
Railroad Man Calls Them "Only a
Court Plaster"
HIGHER RATES REAL NEED
Fralnk Trumbull Discusses Trans-
portation Problems in War
St. Louis, Oct. 16. — In an address be-
for the American Association of Pas-
senger Traffic Officers Frank Trumbull
of the Railway Executives' Advisory
Committee today said :
"There can be no such thing as busi-
ness as usual under war conditions in
any line. To meet these changed con-
ditions there have been and must con-
tinue to be important changes in the
character of railroad service. For the
inconvenience and annoyances which in-
evitably follow these changes the rail-
roads ask the patience of the public in
view of the important ends to be served.
"When, to expedite the transfer of
important freight, in order to furnish
the motive power and the rolling stock
and the labor the war traffic demands
they reduce the number of passenger
trains, extend their schedules and sub-
mit to delays, the railroads ask that the
public give consideration to the reasons
therefor and not let the irritation of the
moment interfere with generous judg-
ment.
Railroad Men's Plain Duty.
"A late passenger train may easily
mean that right of way has been given
to food or fuel, munitions or troops on
their way to fight for us on Europe's
far-flung battle-line. The delayed re-
ceipt of some household comfort or some
article of desired merchandise may easily
be offset by the expedition of troops on
their way to protect the home antf make
safe the institutions under which we
live."
He told of a Western railroad execu-
tive who said recently: "The emer-
gency confronting the Government and
the nation is greater than any emergency
that can confront any private individual
or corporation ; and we, representing the
transportation interests of this country,
must stand together and coordinate all
of our activities to one end — the early
and successful termination of the war."
"The urgent need of the. railways for
reasonable, even generous, rates is, I be-
lieve, recognized by both state and" na-
tional authorities, and I hope we may
look forward with confidence to early
and constructive action by these public
authorities," he continued.
"It has been suggested that the Gov-
ernment make large loans to the rail-
ways from the public treasury. While
some temporary relief of this sort might
be considered, it would be only a court
plaster and would not cure the real trou-
ble. Why encourage the carriers to go
into debt to the Government when the
trouble today is that their debts are al-
ready too large ? What they need is rev-
enues to enable them to meet their ex-
isting obligations, not from lending cred-
itors, but from share-holders. Why pile
up Government debt on the already top-
heavy load of private debt? We ought
10
ILLINOIS CENTRAL MAGAZINE
11
to have a broader foundation of capital
from shareholders, and we must have
higher rates, both State and interstate,,
to widen the foundation instead of the
superstructure. I assume railroad com-
missions will not ignore the fact that we
are living in an absolutely new world of
credit — and that America is now a fi-
nancial island.
Lesson Taught By War
"The Great War has brought vividly
before the country the fact that rail-
way transportation is an indispensable
arm of national defence. For the serv-
ice of the nation the operation of the
railways has been mobilized in order
that a maximum of transportation may
be produced with the available facilities:
Now that we have mobilized operation,
there is even greater need that we mo-
bilize railway credit and railway regula-
tion, both of which are too much de-
centralized.
"This is a task to command the high-
est constructive statesmanship. The first
achievement of the present Washington
Administration was the mobilization of
the banking resources of the nation. It
builded better than it knew, for who im-
agined, when the Federal Reserve sys-
tem was inaugurated that we would so
soon face the gigantic task of mobiliz-
ing banking credit by the thousands of
millions of dollars?
"What the Administration did for
banking it now has the opportunity to
do for transportation. I believe that the
day is near at hand when the mobiliza-t
tion of our transportation resources will
be effected on as broad and solid a foun-
dation as was laid for our banking re-
sources."— The Evening Sun, Tuesday,
October 6,
THE RAILROADS' TASK
Never before in history has the United
States felt the need of her railroads and
their equipment so much as today. The
task assigned them in the conduct of this
war is a big one. Without the undivided
support of shippers throughout the coun-
try it will be difficult of fulfillment. The
crops of this season are the greatest in
history on account of increased acreage
and stimulated production. Under nor-
mal conditions, they would tax the fa-
cilities pf the roads. Producers and
consumers alike count on the railroads
to transport these products from the point
of production to the point of storage or
consumption. Larger crops mean in-
creased demands for transportation.
That is the smallest part of the service
to be performed by the railroads for a
country at war.
Our transportation systems have yet
another problem to meet in the move-
ment of troops and supplies. The draft
army, comprising 600,000 men, will be
moved by the railroads. Transportation
of the regulars and the national guards-
men also is to be accomplished. The
roads must handle all of this business
for the government in addition to the
commercial traffic essential to the wel-
fare of the country. It must be accom-
plished without additional equipment
inasmuch as the government must also
commandeer railroad equipment under
construction for use abroad. In view
of these conditions we are bound to ad-
mit that railroads are valuable assets
at this time.
We can see the importance of keep-
ing these cars moving at all times. They
must do double duty if the railroads are
enabled to handle the increased traffic,
due to the entry of the United States
into the world war. Here is where the
shipper can perform a lasting service
to the railroads and the nation. By avoid-
ing delays in the loading and unloading
of freight cars he adds capacity to the
freight cars of the country. Danger of
serious car shortages can be reduced.
Cars ought to be loaded to capacity so
long as the. abnormal demand for ship-
ping facilities continues. Where cars
carry but half a load, the efficiency of
the railroads is destroyed. Co-operation
between shippers and railroads will les-
sen the burden of the roads and add to
the effectiveness of our part in the world
war. — Salt Lake City Herald, August 25.
1917.
12
BOUGHT AND PAID FOR, BUT
RIGHT TO USE DISPUTED.
The Waterloo, (la.) Times-Tribune ot
the 28th ult. published Vice-President
Foley's letter on unreasonable speed reg-
ulations, addressed to trainmen and en-
ginemen, in its news columns, and com-
mented upon the letter editorially in the
same issue of the Times-Tribune, as fol-
lows :
"The circular issued by Mr. Foley ot
the Illinois Central railway to trainmen
is as much to the interest of the public as
to the trainmen. A fair digestion will
convince anyone that Mr. Foley has the
right view. There is too little attention
paid, especially by motor car drivers, to
the warning "Look Out for the Cars."
The railroads of today are heavily taxed
to meet requirements and if part of the
duty of the trainmen is to look out for
motor cars, traffic is necessarily arrested,
thus the public is inconvenienced and the
railroad is placed to extra burden.
We have but to observe the street ac-
cidents and the highway tragedies to
know that some of the motor car drivers
are extremely careless. We know from
this that a great many of them are more
careless than are the trainmen and yet
when an accident occurs at a railway*1
crossing the public immediately places the
blame upon the railroad and damage suits
are started against the railroad, in many
cases. The public is prone to blame the
railroad when the railroad is traveling
its own highway, bought and paid for,
and should not be held responsible in
many cases, for accidents that it was
within the power of the motor car driver
to prevent, but not in the power of the
trainmen to prevent. In other words,
there are rights on both sides and it
should not be presumed that motor car
drivers have no responsibility at high-
way or town crossings.
Especially at this time it is incumbent
upon us to not unnecessarily obstruct or
place hindrance upon the transportation
facilities of the country. It is necessary
for us to remember that there must be
the greatest efficiency in transportation
work and that we must do our part. To
that end it must be our dutv to "Look Out
for the Cars;" to "Stop, Look and Lis-
ten," to remember that our soldiers and
sailors are traveling; that our munitions
are being transported ; that food and nec-
essaries of all kinds are in transit and
much depends upon their transportation
unhindered."
HELP OURSELVES, ALSO.
The war committee of the railroads
is reported to be preparing an appeal for
a government loan to the transportation
companies in the sum of half a billion
dollars. The appeal should meet a re-
sponse with double the sum to be asked
for.
We are spending hundreds of mil-
lions for ships, we are lending billions
to the Allies, we are financing all sorts
of projects connected with war pur-
poses. Yet the government is doing
nothing to aid the railroads of the coun-
try, which have, thus far, unaided per-
formed every duty of wartime with sur-
prising efficiency, but which, if they can-
not readily find means for replace-
ments, betterments and extensions, must
soon fall into a state of inefficiency, the
results of which may be forecast from
the experiences of Russia and Germany.
A million tons of shipping will be of
little value if the railroads are not able
to bring their cargoes from the fields of
the west to the seaports of the east. A
million conscripts from the interior can
do no harm to the kaiser if they cannot
be transported to the docks where they
should embark.
Under existing conditions in the
money market, with the manifest reluc-
tance of the government to permit the
railroads to charge higher rates for an
increasingly expensive service, it is daily
more difficult for the railroads to secure
the money necessary to put and to keep
them in shape to render the most contin-
uously efficient service to a nation at
war. If we can lend billions to our
Allies, taking their bonds in return, why
can we not lend a less sum to our own
people upon security equally good ? If
we can advance money to shipbuilders
who could take contract with no more
tangible assets than an option upon a
13
site, why can we not advance money to
railroads which have large and valuable
properties to bear the lien?
If our interior transport breaks down
or is perceptibly halted, all our ocean
transport will go for naught. Not only
will the war be prolonged or a failure,
but we shall confront conditions at
home which will spell idleness, hunger
and cold. The railroads are wholly
within their rights in asking a govern-
ment loan, and it should be freely
granted. — Freeport Daily Journal-Stand-
ard, Thursday, October 18, 1917.
THE RAILROADS DESERVE AN
ADVANCE
Time was when the West scored the
railroads as "playing the baby act." That
was after the West had gone gunning
for the railroads, had made them climb
down from their control of government
and had proceeded to rub in the lesson
and made 'em like it.
Characteristically, the West went too
far.
The railroads have never got over that
"rubbing it in." We don't know that
they ever will.
But we do know that they have got
bravely past the "baby act" stage. They
don't complain any more. Perhaps they
don't have to. Perhaps the condition of
their equipment, the level of their stock
values, the increase in their wage sched-
ules and the limitations of their rates
speak plainly enough for them.
We have an idea, though, that the main
reason they are shutting their teeth and
playing their game is a thing called pa-
triotism.
Certain it is that since the war began,
transportation, the greatest of American
industries, has quietly and self-sacrific-
ingly turned itself into the greatest of
American war agencies. Daniel Willard
has given up railroad presidenting to be
grand — and unpaid — -overseer of all war
traffic. Judge Lovett — at the same sal-
ary— has abandoned such trifles as the
Union and Southern Pacific in order to
give Uncle Sam the tremendous powers
of organization that the master eye of
E. H. Harriman saw in him. Atterbury
of the Pennsylvania, biggest and best-
loved man of his crowd, is laying mili-
tary railroads in France. Hale Holden,
who has come up thru the Burlington to
be one of the great railroad "statesmen" ;
Fairfax Harrison, railroader after rail-
roader has met the call by simply turn-
ing themselves, their roads, their rolling
stock over to the government.
It is a great record.
And it deserves fair recognition.
The railroads, doing their duty to the
country in this silent, unpraised, uncom-
plaining way, again appear before the
Interstate Commerce Commission to ask
the raise of rates without which their
properties cannot hope to meet the un-
precedented strain that the country puts
upon them.
The railroad rates should be advanced.
—Chicago Post, Oct. 24, 1917.
MOVING OUR TROOPS
The movement of our troops in any
degree of comfort and with reasonable
expedition will call fo'* economy in gen-
eral railroad service, ?.nd for such co-
operation as we have never witnessed
among the American railways.
Unless the traveling public accept in
a sympathetic and uncomplaining spirit
such temporary changes in train service
as may be necessary, the government will
not hesitate to act in a decisive manner.
Germany, for instance, does not so much
as consider the claims of commercial
travel when troops have to be moved.
Trains are stopped. Freight is tied up.
Civilian travelers are left to cool their
heels for days at a time while blocks
are set and tracks are cleared for the
speedy transportation of army corps.
The surest way to prevent such hardship
as this in America is to make it unnec-
essary. The most direct means to this
end is to give the government and the
railroads the fullest assistance in for-
bearance and sympathy.
At the very worst, the interruption to
regular traffic will be of brief duration.
The benefits of co-operation may be last-
ing. That, in our oninion, is to be one
of the blessings of the war. For when
our railroads learn to utilize their joint
14
ILLINOIS CENTRAL MAGAZINE
facilities to the greatest advantage, in
meeting the nation's present need, is it
not reasonable to suppose that when the
war is over the lessons they have learned
will be applied to lasting co-operation
and larger service? — Richmond, Va.,
News-Leader, Sept. 3, 1917.
HELPING THE RAILROADS
The railroads are still handicapped by
the tremendous volume of traffic, but
not so seriously as they were. They are
handling more freight than ever before,
with no greater equipment. They are
doing so well that private business has
not been very seriously interfered with
by the enormous government demands
made recently for the moving of war
materials and troops.
The saving in July merely from more
efficient loading amounted to 120,000
cars.
The railroads are ready to acknowl-
edge all such help, and are said to intend
publishing "an itemized record" of their
indebtedness to shippers, passengers and
others whose efforts have enabled more
tons to be carried per car, more cars to
be handled per locomotive, etc.
Thus we seem to be entering upon an
era of good feeling as well as of effi-
ciency in a domain where there has
been little but bickering and inefficiency
for many years. It's a good index to
the present national spirit of cheerful
co-operation and a good omen for the
future. Why shouldn't the public and
the railroad get along together just as
well after the war? — Ottaiva, 111., Jour-
nal, August 50, 1917.
UNNECESSARY WORK
It can be foreseen that the demand for
railway service will be greater in the
near future, with the growth of our new
army and the movement of troops and
supplies. The railroads should be re-
lieved of work that is not absolutely nec-
essary. Employment of their engineers,
clerks, and trackmen under the valua-
tion law should be discontinued, or sus-
pended until the return of peace. All
who are engagred in this work should
be released. They are needed for other
kinds of labor. Valuation can wait.
When it is completed, at heavy cost to
the companies and the government, it
may not be worth much. Parts of the
statute's requirements can be satisfied
only by very great expenditure of money
and labor. The government officer di-
recting this work, who was formerly a
member of the Interstate Commerce
Commission, some time ago said that the
cost of doing what these parts seemed
to demand might equal the value of the
entire railway system, which is capital-
ized at $20,000,000,000. Employes who
are giving their time and energies to
valuation service should be free to take
up again the railway work that calls for
them. — N. Y. Times, Sept. 6. 1917.
GOOD RAILWAY SERVICE
American railroads, under co-opera-
tive management in handling freight and
in dispensing with duplicate passenger
service, are in much better position to
handle traffic than a year ago despite
the -great bulk of business. The car
shortage on August 1 last was only one-
fourth as great as it was on May 1, 1917-
Shippers and the public generally have
greatly aided in improving the service.
Cars have been unloaded more promptly,
duplicate passenger trains have been
eliminated, and the whole railroad plant
of the country is being used effectively
in a way to aid the nation in its war
preparations, as well as commerce in its
ordinary business.
Bearing also upon the public conven-
ience, is the greater ability of the trans-
portation lines to distribute fuel. More
coal has been moved during the summer
than in any previous year, and a "jam"
in cars when the cold weather begins
is now less likely. In point of efficiency
and material accomplishment in war
preparation the railroads of the country
are showing a spirit of service that might
well be generally imitated. — Seattle,
Wash., Post, Sept. 2, 1917.
'TROOP TRANSPORTATION
Railroads of the country are hard put
to handle the great number of troops
that will have to be moved to the vari-
ILLINOIS CENTRAL MAGAZINE
15
ous cantonments in the South. Within
a few days all the equipment that can
be found will have to be utilized in this
service, and as a result passenger and
freight traffic for private concerns may
suffer some delay, but the business of
the government must be moved, and other
classes will have to await their turn.
This is an instance where all the peo-
pl£ will have an opportunity to display
their patriotism. No complaint should
come from any one on account of poor
transportation facilities while this big-
gest troop movement in the history of
the nation is being taken care of, and
it is needless to say that all will gladly
accept what is left and smile.
Patience on the part of traveling and
shipping public is necessary at this time.
It will be only a matter of a short time
when normal conditions will prevail.
Do your bit by aiding the railroads in
moving the soldiers with as much com-
fort as is possible, as they are going out
in your behalf. — Nashville, Tenn., Au-
gust i,
A RAILWAY VICTORY
Although there has been only a 3 per
cent increase in freight car equipment
the railways rendered nearly 26 per cent
more freight service in June this year
than in the same month last year. How
they were able to do this is summed up,
in the one word— co-operation. The
shippers were a great help because of
their immediate and intelligent response
to the request that they load cars to full
capacity.
In June, 1916, railroads having a com-
bined mileage of 125,488. or about half
the total for the United States, gave
freight service equivalent to carrying
15,650.194,737 tons of freight one mile,
while for the same month this year they
carried 19,676,463,348 tons one mile, an
increase of 25.7 per cent. Intensive load-
ing of cars, in addition to an increase of
13.6 per cent in the number of miles a
day which the railroads have been able
to make their freight cars travel, has re-
sulted in this achievement. — Salt Lake
City, September 6,
INCREASING TRAFFIC
Mr. Fairfax Harrison, chairman of
the Railway War Board, points with
pride to the remarkable work done by
the transportation companies of the
United States in the last few months.
Car shortage is less, traffic is moved
faster at a time when demands are at the
maximum. Already plans are being
made to move a million troops in the
next few weeks to various camps situ-
ated in forty-two different localities.
A few railways have been able to sell
bonds, but most of the financing is done
by issuing short term notes at high rates
of interest and almost a quarter of a
billion have been issued of these since
the first of the year. With a fair amount
of revenue long-time bonds could have
been sold and the railways would be in
much better physical condition today.
The railways are working harder than
ever and are still without credit to make
them as useful as they should be at a
time when the demands from all sides
are at the maximum. — Philadelphia In-
quirer, September IT,
GOOD FOR THb RAILROADS
The railroads of the country, in their
co-operative effort to provide the great-
est possible amount of freight service
in the interest of national efficiency and
in the prosecution of the war have ef-
fected an extraordinary improvement in
freight car supply.
The result has been accomplished at
a time when the railroads are supply-
ing with the same number of cars from
15 per cent to 20 per cent more freight
service than they did at thjs time last
year ; a tremendous increase in both gov-
ernment and commercial traffic having
been handled in July.
The aim of the railroads at the pres-
ent time is to put each car to the great-
est possible use, to have empty cars placed
where they are most needed, to prevent
overlapping and unnecessary service — -
in other words, to make the entire rail-
road system of the United States the
most effective possible transportation
agency in winning this war. — N. Y. Fi-
nancial American, August 2, TQT?.
16
RAILROAD EFFICIENCY
• Heretofore there has been much con-
cern, both in government and shipping
circles, over the ability of the nation's
carriers to handle the enormously in-
creased demands upon them resulting*
in a large measure from the entry of the.
United States in the war. That doubt,
however, must be completely removed
when their achievements under the pool-
ing" program, put into effect four
months ago through the efforts of the
railroads' war board are considered.
America "has eloquently displayed to
the world that her railroads are unsur-
passed from the standpoint of efficiency
and that the patriotism of the railroad
operators is equal to that of any other,
industry or class. — Washington, D. C.
Post, September 12, 1917.
PROMPT TRANSPORTATION
Never before was transportation con-
ducted with such a small amount of
waste. Cars have been sent where
needed regardless of ownership. In all
cases they have been made to carry
heavier loads. In some cases they have
been loaded almost twice as heavily as
they were last year. Every car has been
made to do as much work as possible,
and as a result we have not had the
freight congestion that gave so much
trouble last year on a smaller tonnage.
The promptness of transportation —
important at all times — is vital now, and
we look for the greatest celerity of move-
ment now that experienced railroad men
are assisting the war department. We
feel assured not only that everything will
be done that can be done, but that it will
be done in the least possible time. — Jack-
sonville, Fla., Times-Union, Sept. n,
191?.
AN IMPORTANT LINK.
The Railroads' War Board formed to
safeguard transportation facilities in the
United States, is asking the co-operation
of the shipping public to help the rail-
roads conserve their strength as much as
possible. To that end they are asking
that only full carloads be shipped, that
loading and unloading be done promptly,
so that one car need make but one trip
over a given line of roadway and that
cars be made available for further use
as promptly as possible.
Here is a gap in the national line of
defense which may be filled at once by
the business men who use the railroads.
It is their opportunity to do their little
bit toward maintaining the national ef-
ficiency.— San Francisco Examiner, Au-
gust 28. 1917.
REDUCING CAR SHORTAGES
The railroads of the country deserve
high credit for the showing they have
made since the United States entered
the war. It constitutes practical pa-
triotism to a pre-eminent degree. Take
the figures presented by Fairfax Harri-
son, chairman of the Railroads' War
Board. Since April 30, Mr. Harrison
reports, the car shortages — that is, the
excess of unfilled requisitions over avail-
able cars — have been reduced by 70 per
cent. This has been accomplished in
part by the reduction of passenger train
service, in partly increased efficiency of
operation, and in part by obtaining the
assistance and co-operation of shippers.
In view of the enormous strain that our
war preparations are imposing on the
railroads, we cannot but express our
gratitude for their accomplishment. It is
a record worthy of emulation by the
other industries of the country. Very
few have equaled or surpassed it. — Chi-
cago Tribune, September n,
REDUCING IDLE CARS
Railroads of the United States have
entered upon a system of co-operation
in the matter of better distribution of
cars that is giving the national govern-
ment and the public service, which is
vastly improved. The shortage in cars,
from May 1 to August 1, was reduced
75 per cent. And this has been accom-
plished at a time when the railroads are
supplying from 15 to 20 per cent more
freight service with the same number of
cars than wras being given at this time
last year.
It is to be hoped that the same loyal,
patriotic co-operation may be given dur-
ILLINOIS CENTRAL MAGAZINE
ing the war by other interests. This
will contribute greatly to the triumph
of the United States.— Grow Valley,
Cal., Union, August 27, /pi/.
THE WORK OF THE RAILROADS
Of inestimable value to the United
States is the work now being done and
to be done by the railroads' war board.
Forgetting profits, the board has launched
an effective campaign to aid in the move-
ment of all classes of war impedimenta,
and in a letter addressed to all public
service commissions and all state, coun-
ty and municipal authorities, has urged
general co-operation in a suspension dur-
ing the conflict of "all efforts not de-
signed to help directly in winning the
war." It is the obvious duty of all offi-
cials and private citizens to accord this
co-operation. It is but another of the
many ways in which the man who does
not wear a uniform may help. — Billings,
Mant., Journal, August 17, 1917.
THE RAILROADS' GOOD WORK
Few laymen realize the size of the job
tackled by the railroads in connection
with getting the thirty-two army can-
tonments and guard camps in readiness
for the soldiers. The material for the
cantonments has required about 64,000
freight cars, for the camps 40,000. All
of this had to be moved without delay-
ing unduly the regular traffic of the rail-
roads, so much of which now consists
of material for other departments of
war work.
Not the least inspiring chapter in the
history of the war will be the part
played by American railroads in helping
to defeat the foe. — Pittsburgh Chroni-
cle-Telegraph, August 20, 1917.
RAILROADS ORGANIZED
The wisdom of co-ordinating the rail-
roads of the country under a war board
of five eminent transportation experts —
such men as Howard Elliott, former
president of the Northern Pacific — finds
daily demonstration.
The movement is one which the ship-
pers and the transportation interests of
the country must co-operate in if the
railroad situation is going to be satis-
factory. The railroads of the country
are facing a strain greater than at any
time in our history, and in order to meet
demands full co-ordination of all inter-
ests seems to be the best way toward effi-
ciency in transportation. — Fresno, Cal.,
Herald, August 25, 1917.
INTENSIVE CAR LOADING
The Railway War Board is bent on
doing its bit in helping the government
to forward its war plans and has initi-
ated a campaign for the better loading
of cars so as to provide for the increased
amount of freight service which the ex-
igencies of war have called for.
Every commodity is now being loaded
in a way to conserve space and thus in-
crease the number of available cars.
Further efforts are being made by the
railroads to liberate cars by urging
agreements by shippers to abolish recon-
signment and diversion of cars in tran-
sit.— Buffalo Evening News, August 31,
1917.
FUEL AND TRANSPORTATION
Efficiency measures inaugurated by
the railroads' war board, combined with
the hearty co-operation of shippers, in
the effort to make one freight car do
the work of two are producing desir-
able results.
But while the car situation is improv-
ing, the public should not forget that a
greatly increased demand for cars in the
fall and winter is inevitable and that
every effort must be made by both the
railroads and their patrons to promote
efficiency in transportation — Joplin, Mo.,
Globe, September i, 1917.
CONSTRUCTIVE GENIUS
Travelers in recent days must have
been struck with the immensity of the
freight traffic being handled by the rail-
roads. The freight trains that rumble
by are noted not only for numbers, but
for length. The bulk of these hurrying
freights are made up of material in-
tended for war purposes and in the
transportation of which the railroad
companies are giving the government the
most effective of co-operation in the his-
tory of the country. — Charlotte, N. C.,
Observer, August 17, 1197.
MILITARY
DEPARTMENT
Letter Received from a Member of the 1 3th
Regiment Engineers, Railway
Sept. 18, 1917.
Dear Mr. Anderson:
The censorship is very strict and we are forbidden to act as correspondent for
any publication, so that I cannot at present send you any regular letter for the
Magazine. I am going to secure permission, if possible, to do so.
The enclosed clippings are about our march before the King of England and, as
they have been published and are so far back, I do not believe there exists any
reason why they should not reach you.
I am unable to even inform you in regard to the physical condition of the men,
their food or living conditions, nor any matters concerning the railways.
We are all happy and are all looking forward to the time when we may have our
families with us.
I have been to Paris twice, ridden and walked all over the city, attended some
French theaters and, of course, spent considerable time in the Louvre. I also vis-
ited my old abode of over twenty years ago when I lived in Paris, and found con-
ditions just the same. I could almost imagine I was again a boy there.
I hear of you and yours from Mrs. - — and hope some day to hear from you
in person.
I have been in the trenches and have listened to the French shells flying in one
direction and the German shells in the other direction over my head.
I have also witnessed air battles between opposing airplanes and have seen many
shells explode near the planes. One of these, a German, I saw fall.
I have walked the burned streets of Verdun and took an old door plate off one
of the battered down houses for a souvenir.
The French are very hospitable and we are accorded every kindness, and have
had some jolly dinners together.
I have taken quite a few pictures, which I hope some day to be able to give you
for publication.
My best regards to Mrs. Anderson and yourself.
Yours very sincerely,
London's Welcome
An American Appreciation
By Isaac F. Marcosson The Distinguished American Journalist
"The Day" that the Kaiser talked and
dreamt about dawned on Wednesday, but
it was not the sort of a day that he
wished. It was a day of days in the long
story of human liberty. To have lived
to see it is not to have lived in vain. Lon-
don's welcome to American troops was
not only an epoch in the history of the
great English-speaking nation; it was
also something deeper and more pro-
found. It showed that when all is said
and done the good old Anglo-Saxon
blood is really "thick."
I am one of those Americans who,
from the very first day that President
Wilson declared war against the Hun,
hoped that our troops might march
through London. I know that it has
been the dearest wish of every one of our
Tommies who have started for France;
certainly it is the aspiration of that vast
and gathering host soon to come. I
wanted it almost more than anything in
the world, because I felt that such a spec-
tacle would visualize that great and thrill-
ing kinship which has come to the two
nations who must be stewards of the
future.
Much as I hoped for this consumma-
tion, I had a lingering fear that, with the
best intentions, the traditional aloofness
and aversion from emotional display that
are part and parcel of the British tem-
perament might prevent the fullest ex-
pression of what the British people really
feel about their new war comrades. I
feared, too, for the effect of this on our
own men, accustomed to parade through
tumultuous and cheering crowds. The
American is a highly emotional being,
and nothing delights him more than to
unfurl the flag and make the eagle
scream. But what happened?
How London Made Good
London's reception of our troops not
only exceeded every expectation; it was
a triumph of spontaneous enthusiasm:
I have seen many memorable sights in
this war. I have watched the whole pan-
orama of heroic endeavor unfold itself
in terms of agony and sacrifice; but I
have never beheld anything that moved
me so profoundly and made me so proud
and glad to be a member of the English-
speaking race as Wednesday's demon-
stration. Such sights as London saw
will always remain in my mind as mark-
ing the high tide of Anglo-Saxon feel-
ing. To have seen the American flag fly
from the Houses of Parliament and the
British War Office ; to have witnessed
what seemed to be "all London" leave
its shop or desk in the midst of war to
do honor to our fighting men from over
the seas, all contributed to an occasion
which was as memorable as it was his-
torical.
London "made good" in the best
American acceptance of the phrase. I
was prepared for some display both of
feeling and flags, but I was not prepared
for the superb ovation that came to those
young men, bronzed and fit, clean of
limb and clean of conscience — the first
sample of the "American goods" that will
soon be delivered in units of hundreds of
thousands.
London's achievement is all the more
remarkable when you consider it was
done almost without notice. We are all
familiar with the carefully prepared pa-
geant ; on our side with such an occasion
as the inauguration of the president in
Washington and on your side with events
like the coronation of a king. On such
occasions there are weeks, even months,
of labored preparations. The whole mul-
titude is literally trained for the show.
When such an occasion produces an im"-
mense outpouring no one is surprised.
But when London does what she did on
Wednesday it is little short of a miracle.
19
ILLINOIS CENTRAL MAGAZINE
21
It is the greatest tribute to the real feel-
ing that the Briton has today for his
cousin over the seas.
The very crowd itself was a congress
of war. In it you saw Belgians and
1'Yenchmen, Italians and Russians, men
limping from the wounds of a hard-
fought battle, nurses fresh from the
front. You did not have to travel far to
know that the world was at war, and al-
so that, whatever the race, there was a
very warm heart-throb for the khaki ar-
ray that had crossed 3,000 miles of dan-
gerous sea and was soon to go to the bat-
tle line to do its duty.
I saw this spectacle from two distinct
vantage-points. I wanted first to get a
general picture of American ^ troops
marching through the streets of London,
so I sat in a window overlooking Trafal-
gar Square where I could get an impres-
sion of the men as they started fresh on
their journey and then swept up Cock-
spur Street into Pall Mall. No setting
could have been more fitting for this his-
torical spectacle. Overhead loomed the
weatherbeaten figure of Nelson, and as
I saw these marching Americans sweep-
ing round the column I wondered what
that grizzled old hero of Trafalgar would
have thought had he been able to look
down on what was going on.
It gave me a great thrill when I saw
the Stars and Stripes, brilliant in the
August sunlight, getting from practically
every man in the vast throng, that
reached back hundreds of feet, the same
salute that it gets in its own country.
But when all is said and done, both Eng-
land and America are today "the home
country" of all the Anglo-Saxon breed.
To their everlasting credit, as far as I
could see, every British officer raised
his hand to the salute when that flag
went by, and more than one of those gal-
lant men had Old Glory pinned on his
breast. To the American who beheld it
it was a decoration that meant more than
gleaming metal.
The King and Democracy
I was anxious, however, to see our
troops march past the king, so I hurried
up the Mall in time to see His Majesty
make his appearance, with all that cere-
mony which is always dear to the demo-
cratic heart. As I saw him standing
there, waiting for the troops to come, it
occurred to me that here was just one
more historic moment that was crowded
into a succession of dramatic incidents
that make one of the most significant
chapters of the war. Here you saw the
head of the mightiest empire of the world
waiting for a host of soldiers, who were
themselves the symbols and the outposts
of democracy. As I stood there, watch-
ing his kindly face and realizing that in
him are represented all the kingly glories
of England, I felt that another great mile
post had been set up in the journey of the
war. He was there as the emblem of a
democracy which is as free and frank
as our own.
I noticed the keenness with which he
watched our troops ; the rigidity with
which he stood at the salute ; the sense of
fine appreciation that the whole royal
party displayed. And in^a small way I
felt some of the feel-ng that must have
stirred the hearts of those young men
who marched by, recruited as they were
from farm and factory, representing
many races and bloods, but, best of all,
the proud old English strain which is
the mother of them all.
I have only one regret about it, and it
is that the whole American people could
not see what I saw. It would have filled
them with pride ; it would have stirred
them with hope; it would have thrilled
them with a new fervor for the great
rause to which they have now dedicated
themselves. To have beheld the specta-
cle of those splendid Americans marching
through London's lanes of cheering hu-
manity was to feel that Freedom is se-
cure and that the world will be safe for
democracy. — The Dally Mall, Aug. i~j,
1917.
Letter from Frank Nash, 13th Regiment Engineers,
Railway, to his brother, Superintendent of
Motive Power, This Company
From the date I reported at the Mu-
nicipal Pier for active service until the
date our company left for foreign serv-
ice, our entire time was spent in drilling
and organization. Under the direction
of Col. W. C. Langfitt and Major R. B.
Black we made very rapid progress. We
held several regimental parades at Lin-
coln Park, one of these being viewed by
the allied consuls located at Chicago. The
regiment also organized a band of about
22 pieces which proved a great help in
many ways.
June 26th we received an order from
the commanding officer to be ready for
movement. Every one was packed and
ready, but the order was cancelled, so
we went back to our daily outline of
drill work. On Friday, July 13th, a
message was received changing the name
of our regiment from the Third Engi-
neers, N. A. U. S. to the 13th Engineers,
Railway, U. .S. Army. Our second or-
ders to move were received on July 18th.
Again we packed and were ready, but
this order, too, was cancelled, and an or-
der issued that Companies A and B, un-
der command of Major C. L. Bent were
to proceed to New York City. The after-
noon of this date was spent in giving a
farewell parade in which the entire regi-
ment were concerned, which took place
at the Cavalry drill ground oh Lake
Shore Drive. Afterwards we were as-
sembled at the west end of the pier and
listened to an address by Lieut-Col.
Howard, and Major R. D. Black, which
proved to he very interesting. Trr's was
the last night we scent at the Pier. The
next Thursday, July 19th, everything
being in readiness we spent the morning
in bidding goodbye to our friends in the
other companies. At 3 :00 o'clock in the
afternoon Companies 'A and B swung
packs and started their march to the
station being escorted by Companies C,
D, E, F and G ; the Illinois Central Band
and the Regimental Band accompanied
us. We marched down Grand Avenue
to Rush Street, down Rush Street to
Michigan Avenue. We halted at 12th
Street, Central Station and a great num-
ber of the boys in the General Office
came down to bid us goodbye and wish
us a safe and speedy journey. We fin-
ished our march to the 18th Street Sta-
tion and entrained on the N. Y. C. &
St. L. about 6 :00 o'clock. Supper was
served to the boys from the Baggage
Car, in fact our meals for the entire trip
were furnished this way.
We left Chicago at 7 :15 p. m. and
were soon on our way fo New York
City. On arrival at Cleveland ah out
8 :30 a. m. breakfast was served. Our
dinner was at Forsyth, N. Y., about 1 :20
p. m. and we were permitted to take a
hike around the town. On arrival at
Buffalo at 4:15 p. m. central time, our
first duty was to set our watches ahead
one hour. We transferred to the D. L.
& W. after taking ice and water. Had
supper at Mt. Morris, N. Y. Most of
the boys took a swim in the Yeannesse
River. Passed through Scranton, Pa..
early in the morning. Went through the
Water Gap and noticed the large Hotel
and Summer Resort located there.
Crossed the Delaware River and ar-
rived in Dover, N. J., abo'it 9 :00 o'clock
where we had breakfast. Took an in-
teresting trip through the Frog and
Switch Shops which is located there.
Was soon on our way again, and unon
Arriving near HoboVen, we received a
very welcome reception which was evi-
denqed by the whistles Mowing and bells
ringing on engines and factories. Im-
mediately upon arrival at the station
about 1 :25 a. m. ranks were formed and
we marched to the terry boat. We em-
barked on Steamship St. Louis at Pier
No. 62 about 1 :00 o'clock. After get-
ting our personal effects settled we spent
24
ILLINOIS CENTRAL MAGAZINE
the balance of the day going over the
town.
Sunday, July ?2nd— At 12:33 p. m we
started from the pier. There was a great
crowd to see us off, some crying and
others waving us a goodbye, but we
are satisfied that they were all wishing
us a safe and happy voyage. We slowly
dropped down the river and finally
anchored off of Ambrose Channel
which was about 2 :30 P. M. All sorts
of ships passed us, steamers, launches,
fishing vessels, excursion boats, British
tramp steamers and two U. S. cruisers.
(We could not make out the names on
them). All of these apparently to bid
us goodbye by blowing of whistles and
the raising and lowering of flags.
About 6:40 P. M. we drew anchor
and started on our long journey across
the sea. Everything was very quiet,
and there were some worried expres-
sions on board.
Monday, July 23rd — The night
passed very quietly. About 6 :00 A. M.
we sighted some fishing vessels. We
were then about 150 miles from New
York. The morning also passed quiet-
ly. About 2 :30 P. M. all of the officers
of Companies A and B had side arm
target practice, this off the rear of the
ship and it was our first chance to try
out our new 45 Automatic Colts and
considering our first experience, I think
we did very well. The balance of the
afternoon was spent in laying around
and getting acquainted with passen-
gers and crew. In all we had about
850 souls on board, including 25 ladies
and one girl of about 14. I understood
that the majority of the ladies were
nurses.
I spent the evening in playing 500 in
the first class smoking room in company
with officers of Companies A and B. We
spent a very delightful evening. Retired
at about 11:30.
Tuesday, July 24th — We sighted four
vessels this a. m., one being a French
freighter and another a tank vessel,
which passed us on the starboard side
about one mile away.
I failed to mention our armament on
the St. Louis. This consisted of five
deck guns, four being 4-inch and one a
6-inch. In the afternoon between 1 :00
and 2 :00 o'clock we had target practice
with the big guns, shooting at a target
of about 8 by 10 feet in size which was
especially built for this purpose. The
target was thrown into the water and the
ship circled around, giving each gun an
opportunity to shoot. There were 16
shots fired in all, all of them making good
hits with the exception of two, which
was a remarkable showing, considering
that the target was about 2,000 yards
away. I don't think a sub. would have
much chance with these guns. During a
portion of the target practice I was eat-
ing my dinner and was surprised at the
very noticeable reaction when the guns
were fired. Enjoyed another evening
playing 500 in the first class smoking
room ; everyone happy and sub. warfare
being the main topic of discussion.
Wednesday, July 25th — The weather
so far has been wonderful and the sea
calm. We continue to sight vessels, but
they are too far away to make out the
names of them. About 11 :()0 a. m. we
had a boat drill. At the sound of the
whistles, one long and four short blasts,
every passenger puts his life belt on and
lines up on the deck at the different life
boat stations, Company A men on the
starboard side and Company B on the
port side. The day passed very quietly.
Thursday, June 25th — The weather
was rather misty in the morning, but
cleared up in the afternoon. We are trav-
eling due north and are south of the ice
fields, which makes it rather cold. We
will be in mid-ocean about 6 :00 o'clock.
Spent the day in loafing around.
Friday, July 27th — Everyone is on the
lookout for subs., as we are nearTng the
worst part of the war zone. The officers
of both companies had side arm practice
today, shooting at targets of bottles,
wood and paper thrown into .the water.
Spent the evening playing 500 in the first
class smoking room.
Saturday, July 28th — The morning
passed quietly. Passed several ships on
the port side, bound west. Spent the af-
ternoon in examining the men on the
Book of Rules of Transportation Dept.
ILLINOIS CENTRAL MAGAZINE
25
We expect to be in the worst part of the
war zone tomorrow. Went to bed early.
Sunday, July 29th — Was awakened
this morning by the firing of guns. Got
up and found that we had been attacked
by a German sub. The sub. was sighted
at 7 :06 a. m. by a gunner named Hicklin.
It was located on the starboard side at
the stern of the vessel and was about
t>,OOQ yards away. He gave the alarm
at once and started to fire the 6-inch gun.
The sub. returned the fire with two large
guns. Our sixth shot was reported to
have hit the aft gun on the sub., as it did
not return fire again. They had our range
and were trying to hit our engine room.
Several shots came very close to our ves-
sel, one bursting over the ship and doing
small damage. All of the time we were
firing we kept on a full head of steam
and were slowly getting out of their
range and it was noticeable that their
shots were dropping short. I should say
that the engagement lasted about 45 min-
utes and during this time there were 39
shells fired, 32 from the 6-inch and 7
from the 4-inch guns. Immediately upon
being under fire our ship sent out a call
for help and at 10 :25 we sighted a British
torpedo boat destroyer 05 and ten min-
utes later another British destroyer 70.
We passed the S. S. Baltic on the port
side about 10 :45 and another vessel on
the starboard. We afterward learned
that the same sub which engaged us made
an attack upon the Baltic but with the
help of another ship which happened on
the scene they were able to escape. The
two British convoys stayed with us the
entire day and no doubt will convoy us
to Liverpool. The sun did not set to-
night until about 8:30. About 11:00 o'-
clock we passed the light houses on the
Island of Troy, which is just off the
coast of Ireland.
Monday, July 30th — We turned into
the North Channel about 1 :00 o'clock
this morning and picked up another con-
voy. Passed through St. George Chan-
nel about three o'clock and it was day-
break about 3 :30. One could plainly
make out the coast of Ireland ; the green
fields were noticeable. We anchored in
the harbor of Belfast about 5 :00 o'clock.
We are only about one-quarter of a mile
from shore and can plainly see the
houses. With the aid of glasses we can
see the sh'p yards toward the west and
can see the trains go by. We can also
see the fortifications with the big 12-inch
guns behind them. We stayed here all
day at anchor.
Tuesday, July 31st — It is a wonderful
sight to see the early morning sun on
the green coast of Ireland. We drew
up anchor at 12:53 p. m. and started for
Liverpool, arriving without mishag about
1 1 :00 o'clock, thus finishing our long
voyage across the Atlantic ocean.
PELOW IS A FACSIMILE OF A RECEIPT FROM THE AMERICAN NATIONAL. RED CROSS
CHAPTER, DUBUQTJE, IOWA, OF RETURNS FROM VEGETABLES SOLD FROM A
GARDEN THAT WAS CULTIVATED BY THE LADY STENOGRAPHERS IN
THE SUPERINTENDENT'S OFFICE AT DUBUQUE, IOWA.
Cf)e American Jlatfonai &eU Cross
(NAME OF VJHAPTER.)
THE AMERICAN NATIONAL RED CROSS acknowledges, with thanks, the receipt
Dollars
Letter from Captain W. G. Am, 13th Regiment
Engineers, Railway
Somewhere in France, Oct. 8, 1917.
My Dear Mr. Blaess :
Have finally gotten started on a letter which I have contemplated writing to
you ever since our arrival in England.
The trip across the Atlantic was very pleasant throughout, the ocean being
very smooth and there being practically no seasickness among the men in the first
contingent who came over on the Steamship St. Louis. The only event of special
interest was the submarine attack on Sunday morning before our arrival, which
got everybody out of bed who was not already up at 7 :00 a. m. You no doubt
have seen several accounts of this experience, so there is little to be added. Most
everybody on the boat was quite cool, there being a few who got somewhat ex-
cited or flustrated, the worst case being that of my room stewards, who came
to the door of Capt. Walsh's stateroom, which was located next to mine with a
connecting door, and interrupted Capt. Walsh's shave by exclaiming that a Ger-
man submarine was shelling us "and they never did that before." As we had
been given orders to remain below, or if on deck to go below in case of a sub-
marine attack, there was no need of being in a hurry or getting excited, so long
as the signal to take to the life boats had not been sounded. Consequently, Capt.
Walsh continued his shave and several of us who were not dressed continued
leisurely at that occupation. In the case of one of our officers, who was some-
what excited, he began tjo pack what is classed as "A" equipment, this being
the equipment supposed to be carried at all times, preparatory to entering life
boats and urged that the officers occupying the room with him and the officers in
the adjacent room, do likewise. The submarine was seen by only a small number
of the passengers, who were lucky enough to be in a position to observe it. So
far as could be ascertained, no damage was done to either ship, the nearest shells
to our ship being one that burst above the vessel close enough that several pieces
knocked the paint off the iron work and two or three other shells which struck
in the water probably from 100 to 300 feet away. Some few hours after the
attack we were joined by British torpedo boat destroyers, which remained with
us during the balance of the trip and which were on their way to meet us at the
time they received our wireless telling of the submarine attack. You may be
sure that the sight of these vessels was indeed welcome to everybody aboard our
ship, which had been making its maximum speed during the interval since the
attack.
The following morning we awoke to find ourselves in a beautiful harbor of
Ireland, where we were detained for a day and a half, but we were not allowed
the pleasure or privilege of going ashore, much to the regret of especially Capt,
Walsh and others of Irish descent, these, of course, being exceedingly anxious to
set foot on Irish soil.
Later in the week we arrived at the port of debarkation and two hours after
we started to disembark were aboard the train and on our way to the American
camp in the southern part of England, where we arrived in a heavy downpour of
rain, which lasted aljnost continuously for three days, but nevertheless we had
quite an enjoyable sojourn. We remained in this camp for about three weeks,
during which time practically everyone in the detachment had an opportunity to
ILLINOIS CENTRAL MAGAZINE 27
visit London once or twice. Just before leaving England to cross the channel
for France, we had the honor and pleasure of being taken to London for a pa-
rade, of which you have read in the American papers. Several other regiments,
which were in the camp with us, took part in this parade, all of them being Rail-
way Engineer regiments. Our whole regiment took part in this parade, as the
second detachment had arrived a few days before it took place. We received
Chicago papers which contained pictures of our regiment's flag, which pictures
were taken during the London parade. It is probable that you saw this picture,
which I think was in the Chicago Herald. The parade took us through most of
the principal streets in London and past 'Buckingham Palace, in front of which
the king and his mother stood and reviewed us as we passed by. The parade was
divided into two periods, the interval between being taken in one of the pretty
parks of London, where we were entertained with an outdoor lunch, which was
especially enjoyed by everyone, as we had breakfasted in camp about 4 :30 a. m.,
before starting. This parade was to us a very impressive occasion and one which
we would have been indeed sorry to have missed. I did not have the least idea
in the world that a London crowd of reserved, unresponsive English people could
give such a nice and enthusiastic welcome as was given us, it being in that re-
spect more on the order of what would have been expected- under similar cir-
cumstances in the States or in France.
While we were in the English camp, one of the pleasantest occasions was a
dance given by the Sergeants of one of the South African regiments, to which
the Sergeants of our command were invited and to which the commissioned of-
ficers of the South African and our regiment were also invited. One of the
South African Sergeants was very much of a clown and quite comical, and added
considerably to the pleasure of the occasion by his funny stunts. During the
evening, and before I had an opportunity to get away, a Major of that regiment
who was the senior officer present, made a little speech welcoming us to the
camp and then advised me,, as the senior officer present from the American com-
mand, that I must also make a speech, which I endeavored to do, but that not
being in my line, it was exceedingly brief and very unsatisfactory, from my point
of view at least.
On our return to camp from London, pleased but very much tired out, we were
greeted with the news that orders had been received to break camp at five
o'clock the next morning, to proceed to our port of embarkation for France.
This brings us up to what has, to the present time, been the most unpleasant
feature of our army experience — that is, the night portion of the trip across the
English Channel. As we did not cross at a narrow point and went on a rather
slow boat, our trip consumed several hours of daylight on the day we started
and practically all of that night. We were, of course, under a convoy and protec-
tion of quite a number of British naval vessels, but nevertheless everybody
aboard the vessel was ordered to put on their life belt, immediately upon leaving
port, and told to keep it on during the whole voyage. Although the trip was
quite long for a passage across the channel, it was of such length that an attempt
was not made to provide suitable sleeping quarters, as a consequence of which
many of us got only a little sleep. The night being cold and raw, we were not
able to sleep on deck.
The sight of land in a pretty harbor of France, the next morning, was about
the most welcome sight we had yet seen. As we came from England, instead of
direct, we disembarked in France in one of the ports used by the British instead
of one of the ports at which most of the American troops have landed. Upon
landing we were marched out to an English rest camp on the edge of the city,
where we were given dinner and supper and an opportunity to sleep and rest un-
til about nine thirty p. m., when we formed and marched to the station to take
28 ILLINOIS CENTRAL MAGAZINE
the train which carried us to the interior of France. We traveled the balance of
that night, all of the next day, and part of the next night before we arrived at
our destination. The whole of the daylight portion of our trip was through a
beautiful part of France and in fact everywhere we have been in France, the
country has been beautiful except for the evidences of war which have been seen
at some of the places.
The thing which I believe impresses me, and every other foreigner in France
the most, is the remarkable fortitude and determination which the French show
in conducting the war, and the wonderful cheerfulness found among most of the
people. With the heavy losses which have been sustained by the French army,
there are, of course, a large percentage of the families which have sustained
losses. Except in Paris I have seen practically no able bodied men of military
age who are not in uniform and everywhere you go practically all of the women
are in mourning. This seems to be particularly the case in churches, where one
sees only the black dresses of the bereaved, except for a few red cross nurses'
costumes among the women, and only blue or brown uniforms among the men.
We were due to a-rrive at our first post in France about six p. m.t but on ac-
count of delays on the railroad did not arrive until after eleven p. m. Notwith-
standing all of this delay and the fact that lights were not allowed after dark, we
were welcomed by a great many of the French people and by several of the
French generals and other soldiers, and the soldiers' band welcomed us with
"America." We had to march some distance through the silent streets to out
quarters, but the streets were by no means deserted, as the news of our arrival
had spread rapidly, and everywhere the people were out to get their first glimpse
ot American troops, the most of them getting out of bed to do so. In many cases
the children, eager to welcome us, ran out and grasped the hands, legs and coats
of the men as we passed. To add to the impressiveness of our welcome, we
could hear in the distance the boom of the cannons on the battle line.
We remained several weeks at the point in France to which we were first sent,
but have now been located for some time at what is supposed to be our perma-
nent location. Here we are operating a district of standard gauge French mili-
tary railroad, which is an important line of communication. I ordered sent
to you a copy of the Paris edition of the New York Herald, which contained an
account of our assignment and work. According to this article, we are the first
of the American troops to be assigned to active duty on the French portion of
the Allied line on the Western war front. Some of the other railroad regiments
were on active duty a little bit earlier than we, but they are with the British
troops on the British portion of the line, and one of these regiments has already
had the misfortune to have two of its men wounded by a bursting shell, as you
may have noticed from the first casualty list, which was published last week.
According to our American railroad organization, with the limited amount of
road which we are operating, we have a considerable surplus of officers, but still
we have not as many commissioned officers as had the French on this portion of
the line. However, we have plenty of non-commissioned officers who will take
the place of the French officers and can handle the work fully as satisfactorily,
except for the handicap of being unfamiliar with the language. Soon after our
arrival in France at least a portion of our officers and men started studying and
practicing French methods of operation.
Up to a few days ago we had good weather most of the time, there being only
short spells of rainy weather, but now it seems to be making up for the dry spell
by giving us lots of rain. Last night was the coldest weather we have had and
there was a light frost. The wet, cloudy, foggy weather we are now having is
nothing like as unwelcome as it was in England, or as you might imagine it to
be, because while it continues we are assured of a good night's sleep, which is
ILLINOIS CENTRAL MAGAZINE 29
not the case in good weather, particularly during the light of the moon, as then
every night one or more stations on our line is disturbed by German aeroplanes
passing over them or dropping bombs. Some of the experiences undergone dur-
ing the nights when there have been aeroplane raids, have been quite amusing,
in spite of the seriousness of the situation, there usually being some amusing feat-
ure in connection with the rush to the bomb proof trenches.
Our small railroad is divided into three small divisions, on one of which Capt.
Walsh is Superintendent and Lieut. Kern is Roadmaster, the other divisions be-
ing assigned to the captains of Companies B and C as superintendents, with road-
masters from Companies B and D. I have been selected as the Chief Engineer,
the duties at present being practically maintenance, although it is understood
we will have considerable construction in the near future.
There are a number of features in connection with the railroad which would
be of special interest to you, but it would be making the letter entirely too long to
mention them all. Among them, however, are the following :
Even on their sharpest curves it is seldom that they remove a rail on account
of flange wear, the wear being so slight.
The longest life obtained from their ties is from the beechwood ties after they
have been treated with copper sulphate or creosote. The French railroads have
a great many of these ties which have been on the track in constant use for from
30 to 45 years. In one case I was able to get a dating nail from one of these
ties which had been in use since 1871. The Beechwood in this country is coarser
grained than in the States and seems to take treatment exceedingly well. .
The French use both the double head and the "T" rail and a considerable
amount of the rail in the line which we are operating is Maryland rail, 92 lb.,
made for the French government in 1916.
In all cases the base of the rail at switch points, even on high speed track, is
cut away to let the switch point fit up against the main track and stock rail. This,
of course, could not be done in the States on account of the heavy wheel load,
or we would have wrecks continually, through broken rails. Here, however, the
wheel loads are so light in proportion to the size of the rail, as compared with
those in the States, that there is practically no danger in this respect.
Your letter in reply to mine from New York was received after a considerable
length of time and was indeed most welcome. We were very much pleased to
hear of the promotions on the Illinois Central and to get the circulars which you
enclosed. Your promptness in sending them enabled me to be the first one of
the command to get the news of the changes. I had intended before now to
write a letter of congratulation to each of my friends among the newly promoted
officers, but have not as yet found time to do so, and I will be pleased if you will
convey to each of them, from Mr. Foley and Mr. Clift on down, rrjy heartiest
congratulations. We have received no notice nor heard of any appointment of
an additional District Engineer. If one was appointed would be glad to know
who it is.
While I have not up to the present time accomplished as much in this work
as -we had hoped to do when the regiment was forming, still, with the work and
taking advantage of all possible opportunities to see points of interest, I have been
too busy to study French anything like the amount which I had hoped to and
have found practically no time for writing letters.
We are not now located at a point from which it is convenient to reach Paris,
but I was able to run up there for a short visit from our first station, and found
entirely too much there to be seen in the short time I was there, so am eagerly
looking forward to additional trips which, of course, will be more enjoyed as
we learn a little more French and are better able to make known our wants.
The trip across the channel gave me a bad cold ; in fact, the docto1- pronounced
30 ILLINOIS CENTRAL MAGAZINE
it bronchitis and this practically laid me up for two weeks, a few days of which
I was confined to my bed. I am now, however, entirely well and am glad to
state that there has been no serious illness among the men off of the Illinois
Central.
Will be gad if you will give my regards to Mr. and Mrs. Hull, also Mr. and
Mrs. Archer, and tell them that I have not as yet been able to carry out my good
intention, otherwise they would have heard from me oftener.
As all news from the States is especially welcome, I will be glad to hear from
any of my friends and especially from you. Would also like to hear which of
my friends on the I. C. have received commissions or have been taken by the
draft.
Sincerely yours,
W. G. Arn.
While this letter is written in the first person, singular, much of it applies to
Hays, who joins me in writing it. He is now my chief clerk as well as being
Sergeant Major of the 1st Battalion, and wishes his regards expressed to all
his friends in the office.
Please send me a copy of the latest I. C. folder, and of the official list for last
May.
P. S. — Hon. Miedill McCormick, M. C., from Chicago, was with us last night.
He expects to be in Chicago about November 10.
Arrangement of Cars in Troop Trains
Washington, D. C., October 6, 1917
To the Railroads :
Bulletin No. 34, issued September 19, 1917, suggested that where troop
trains contained both passenger and freight equipment, freight cars should
be on the rear of the train.
The attention of the Executive Committee has been called to the fact that
in a number of states legislation prohibits hauling freight cars on the rear of
passenger cars.
To the extent that such state laws apply railroads are not expected to
comply with the original suggestion.
Fairfax Harrison,
General Chairman
Pay of Soldiers
When the Kaiser offered a bonus of troops get 2l/2. cents a day. Great Britain
$75 to the first German who captured pays her Tommies $7.60 when they are
an American soldier, he fixed a sum rep- at home and makes an extra allowance
resenting more than three years' pay of when they go abroad,
a private in the German army. For that Italy is fairly generous to her soldiers,
reason Leslie's thinks there will be some paying them $5.83 a month. Spain gives
smart competition among the bodies to hers $4.42. But Germany starts hers
win the prize. with only $1.65. The little Japs get along
The Kaiser has reason to put this high very well on $8 a year, and the Turks —
price on the head of an American sol- when they get it — earn $11 a year,
dier, for next to Australia, the United The American soldiers, besides being
States pays the best wage for the men nearly the best-paid, is the best fed and
who fight for her. clothed soldier in the world and we hope
The American second-class soldier re- to see it proved when he gets into action
ceives $33 a month. The French soldier in France that he takes his hat off to no
gets only $1.50. A Russian private other in fighting ability. — TV. O. Daily
receives 32 cents. Austro-Hungarian States.
ILLINOIS CENTRAL MAGAZINE 31
UNITED STATES CIVIL-SERVICE EXAMINATIONS
STENOGRAPHERS AND
TYPEWRITERS WANTED
MEN AND WOMEN
The United States Government is in urgent need of thousands
of typewriter operators and stenographers and typewriters.
All who pass examinations for the departments and offices at
Washington, D. C., are assured of certification for appoint-
ment. It is the manifest duty of citizens with this special
knowledge to use it at this time where it will be of most value
to the Government. Women especially are urged to undertake
this office work. Those who have not the required training
are encouraged to undergo instruction at once.
Examinations for the Departmental Service, for both men
and women, are held every Tuesday, in 450 of the principal
cities of the United States, and applications may be filed with
the Commission at Washington, D. C., at any time.
The entrance salary ranges from $1,000 to $1,200 a year.
Advancement of capable employees to higher salaries is reason-
ably rapid.
Applicants must have reached their eighteenth birthday
on the date of the examination.
For full information in regard to the scope and character
of the examination and for application blanks address the
U. S. Civil Service Commission, Washington, D. C., or the
Secretary of the U. S. Civil Service Board of Examiners at
Boston, Mass.; New York, N. Y.; Philadelphia, Pa.; Atlanta,
Ga.; Cincinnati, Ohio; Chicago, 111.; St. Paul, Minn.; St. Louis,
Mo.; New Orleans, La.; Seattle, Wash.; San Francisco, Cal.;
Honolulu, Hawaii; or San Juan, Porto Rico.
JOHN A. McILHENNY,
President, U. S. Civil Service Commission,
Washington, D. C.
The Material Problem
By W. A. Summerhavs, Assistant Purchasing Agent, Illinois Central, Chicago, 111.
TT has been stated that, because of this
*• war, more than 30,000,000 men have
left their ordinary vocations to> take part
in the fighting or in supplying their
brothers on the firing line ; they have
left the arts of production to engage in
the arts of destruction. Imagine the tre-
mendous industrial gap which the United
States is called upon to fill ! With millions
of tons of our produce going to the for-,
eign fields and with our own government's
tremendously increased requirements,
the mills and factories are burdened with
the heaviest business in their history.
This they are handling, with labor daily
becoming more scarce and raw materials
more difficult to procure. The materials
thus produced apply on orders taking
precedence over those booked for do-
mestic uses many months previously,
and the resulting condition is a demand
for iron and steel that has sent the prices
skyward, while deliveries date from 6 to
18 months after placing orders.
Under these conditions the railroads
are finding great difficulty, not only in
maintaining their customary stocks o>f
material, but in obtaining enough of the
most necessary items to keep the road
and equipment in safe operating condi-
tion. While deliveries have been greatly
delayed, prices have steadily climbed.
Track spikes that could be bought for
$3 a keg two years ago are now selling
at $8 a keg. During the same period
track bolts have advanced from $3.75
to $11 a keg, angle bars from $1.50 to
$3.25 a hundred weight, tie plates from
$36 to $65 a ton, rail anchors from 16
cents to 31 cents each, steel rails from
$30 to $40 a ton and other items pro-
portionately. A very conservative esti-
mate of the increases in prices of all
items oi material used in maintenance
of way and structures places the figure
at 30 per cent.
Just as it has become necessary for the
nation to register its available men and
its manufacturing facilities, so 'must the
railroads know exactly what material and
men they have available at all times.
We have in our store departments com-
plete records of each item of material
in stock at the storehouses in addition
to the quantities which are due on un-
filled orders. On most railroads, how-
ever, it is the practice to carry small
emergency stocks of track materials at
designated points along the line as well
as regular working stocks at each sec-
tion foreman's toolhouse. It is a quite
general practice to charge such material
to operating or other accounts as dis-
tributed from division or general store-
house, although a few railroads, realizing
the amount of money involved in such
stocks and the necessity of knowing at
all times the actual assets in available
material, have refrained from this prac-
tice and instead make no charge against
the accounts for such material until it
is actually reported used in the foremen's
monthly material reports. In these times
it becomes very necessary for each road-
master and storekeeper to< know exactly
what is available at every point on the
railroad. This is best accomplished by
having for each division, whether in the
office of division storekeeper or road-
master, a complete tabulated list of every
item of material on the division, showing
its exact location. This statement should
be kept up to date by adding thereto
each shipment of material received from
the storehouse or supply car and deduct-
ing therefrom each item of material re-
ported as used by the foremen. When
emergencies arise requiring the imme-
diate use of materials which cannot be
obtained readily through the customary
sources, a record of this sort, showing
the material on hand on the line of road
is invaluable. The amount involved is
no small matter, amounting to $10,000
33
34
ILLINOIS CENTRAL MAGAZINE
or more on any average operating divi-
sion, and to $20,000 or $25,000 on the
larger, busier railroads where rail, cross-
tie and tie plate renewals are more fre-
quent. It is well worth the time of a
man with a motor car to go over the line
frequently to check the stocks and ver-
ify the records.
It is a natural tendency in maintain-
ing line stocks of material to keep on
hand more than the working conditions
on the division justify. A record such
as above described will show at a glance
just how long each item has been on hand
and whether it should be transferred to
some other point where needed. Every
transfer thus made saves the purchase
of new material and tends to conserve
the resources of the country which are
so badly overtaxed at present. No
requisition should be passed to the pur-
chasing agent until it has been carefully
checked against the record of line stock
as well as of storehouse stock and an
effort made to supply the items needed
from stock on hand.
Much of the material carried in line
stock as a safeguard against possible
emergencies remains' on hand a long time
before it is used. Unless given an oc-
casional coating of heavy oil or thin
paint the material soon becomes damaged
by rust or action of elements until it is
a little better than second-hand material.
Such material stock should always be
kept in first-class condition, and while
the prices are so extremely high there is
much greater necessity of watching this
feature and protecting the material from
exposure.
It is extremely important to watch
constantly the uses to which materials
are put. Every dollar wasted in material
means the expenditure of $1.50 or $2 to
purchase the same quantity in replace-
ment and nothing should be discarded
until it is actually worn out. Employees
must be instructed over and over again
to watch every day the use of material,
making the articles already in service
last still longer where this is possible
to be done.
While the prices of new materials have
advanced 30 per cent to 200 per cent, the
price of scrap has risen to even greater
extent, and this has given rise on many
railroads to a campaign toward cleaning
up all scrap and putting it on the mar-
ket. While it is d'esirable at all times to
market all scrap as soon as it is avail-
able without permitting any accumula-
tions, great care must be exercised to
avoid selling as scrap a single item which
can be put to further use. Even though
the price of scrap is 300 or 400 per cent
higher than at the start of the war, we
must remember that the spread between
scrap material and new material is much
greater now than at that time. In other
words, a ton of scrap track spikes sold
in 1914 at $9 could be replaced with a
ton of new track spikes for $30. The
same transaction to-day would entail a
difference between scrap and new of $45
instead of $21, and similar differences
apply to all other iron and steel items.
Although all section foremen may be
fully instructed relative to carefully in-
specting scrap before loading for the
market and holding out every usable
article, it is a very human tendency to
discard with the scrap all second-hand
material of which the foreman has no im-
mediate need. It, therefore, becomes
necessary .either to place with every scrap
train a competent inspector who will
pass upon all scrap which is being loaded
and set aside and unload at the proper,
place on the division all material which
is fit for further use or can be reworked,
or where it is not feasible to have such
a man accompany the scrap car, it is a
very good policy to have the car set out
at somie point preferably the general
scrap yard, and have the contents care-
fully assorted and inspected. In this
manner a great many rails can be saved
and used in side tracks and yards or
shipped to frog works and used in the
making of guard rails. Track spikes
can be straightened, repointed if neces-
sary, and issued for further use in side
tracks and yards. Track bolts can be
oiled, fitted with nuts and reissued for
use. Rail anchors can be matched up,
a jaw closed by a blow from a hammer
if spread, and the anchor made equal to
a new one. Tie plates, if buckled but
ILLINOIS CENTRAL MAGAZINE
35
not too badly corroded, can be
straightened and used in side tracks or
other suitable places. Railroad crossings
can be cut apart and certain parts, such
as fillers, knees and bottom plates, held
for use with new crossings ordered for
the same location. There is no item or
material more difficult to obtain in the
present iron and steel market than rolled
steel plates, and any action taken toward
conserving the plates taken out with
worn-out crossings and applying them
under the new crossings ordered for the
same point would be of decided benefit
to the manufacturers engaged in fur-
nishing plates for the government.
Where facilities are provided for re-
working and assorting scrap at one point
on a division or railroad system, a very
decided saving can be effected by employ-
ing a blacksmith to rework certain ma-
terials. At very nominal cost a forge,
anvil and set of blacksmith tools may
be installed and if electric or steam power
is available a small grinding wheel and
drill press can be added. With this
equipment one man with a helper can
keep in repair all of the track tools, track
drills and track jacks for an entire divi-
sion and in addition can take from the
scrap which is accumulated, the switch
stand connecting rods, switch bridle rods
and similar items, repairing them for fur-
ther use. Where the bolt holes are
worn they can be plugged and redrilled;
the bridle rod lugs heated and straighten-
ed and the switch stand connecting rods
upset on an anvil and the hole reamed
out to proper dimensions. An outfit as
above described would cost less than $300
exclusive of buildings, and would make
a net saving of $150 to $200 every month
that it is in operation. With a small ad-
dition of wood-working tools and paint-
ing equipment all hand cars on the divi-
sion could be shipped to the same point
and kept in constant repair. It can easily
be imagined how a shop of this kind
could readily expand and take in all
motor car repair work and on at least
one railroad system the typewriter re-
pairs tor the entire svstem have been
added to the work of the reclaiming de-
partment.
All roadmasters are familiar with con-
ditions in the rolling mills, due to giv-
ing preferrence to the government's re-
quirements for new rail, the result being
a decided shortage in new rails on many
railroads. This condition has strongly
affected the supply of frogs, switches
and guard rails owing to inability of the
frog manufacturers to procure new rail.
Every roadmaster can help this situation
by making careful inspection of every
piece of track material removed from
track. Many spring frogs and bolted
rigid frogs can be made fit for furthei
use, when removed from track because
of having only one part broken, by re-
moving a similar part from another scrap
frog and making repairs. A great deal
of this kind of work is being accomplished
on various railroads, some railroads
going to the expense of fitting up small
shops where second-hand rail can be
planed and fitted to supply the needed
parts in repairing frogs. Where a planer
is installed for this purpose worn-out
switch points can be cut off and planed
to a shorter length .for yard use. Short
pieces of rail can be reclaimed from
scrap and used in manufacturing guard
rails. The Chicago, Milwaukee & St.
Paul, the Delaware, Lackawanna & West-
ern, and a few other railroads have gone
into this feature of reclaiming to the ex-
tent of completely equipping frcg and
switch manufacturing plants where
their entire requirements for frogs,
switches and railroad crossings of rail
construction are manufactured, new rail
being employed only for material to be
used where new rail is being laid. The
cost records maintained at these plants
show a handsome annual saving when
comparing the cost of the plant output
with the new value of similar items.
In view of the wide spread between the
cost of new material and the value of
scrap material, the present is an excep-
tionally favorable time for installing a
plant of this nature.
The great difference between prices
of scrap and new materials have called
the attention of railroad executives to
the ease with which certain classes of
scrap iron can be rolled into merchant
36
ILLINOIS CENTRAL MAGAZINE
bar iron and several railroads have in-
stalled quite elaborate rolling mill plants
for reworking the scrap which they ac-
cumulate. A plant of this kind would
be especially valuable at this time, when,
with the addition of a heading machine,
the bar iron as received from the rolls
could be cut into length and manufac-
tured into track spikes and track bolts.
Some railroads are meeting their en-
tire requirements for track spikes and
track bolts at their own rolling mills.
Discussion
William Shea (C. M. & St. P.) ex-
plained the process used on his road to
collect scrap by operating a scrap car on
the local freight once a month in addi-
tion to a general clean-up train once a
year. Small scrap is loaded in open-top
cars so that it is easily removed at the
yard with a magnet,, while frog and
switch scrap is loaded in separate cars.
He emphasized the importance of sort-
ing scrap, stating that some railroads
were losing money at the present time
because the shortage of labor prevented
them from doing this. In consequence
the scrap was sold at lower rates than
could be secured with proper classifica-
tion.
Thomas Thompson (A. T. & S. F.)
described the methods used at the Cor-
with scrap plant of the Santa Fe in han-
dling scrap. On this road the sorting is
all done at the central plant. An impor-
tant matter for the roadmaster to watch
is to see that the foremen are thoroughly
interested in the work.
P. J. McAndrews (C. & N. W.) de-
scribed in detail the methods used on his
road in reclaiming worn frogs on side
tracks and in yards by welding with a
torch of the oxygen-acetylene type. The
North Western now has 50 of these
welding outfits and plans to provide each
roadmaster with at least one of them.
He said the process has not yet been
used on main tracks, but that he believed
it would be practicable. He had repaired
a main-track crossing at a cost of $25
which it would have been necessary to
replace with a new one within sixty days
if the repairs had not been made. On
ladder tracks in yards it is not econom-
ical to do the work in place, owing to the
interruptions caused by switching move-
ments. For such work a spare frog is
supplied and each frog is taken out in
turn. The cutting of rails has also been
done successfully. For main-track stand-
ards it is necessary to use a device to
hold the torch perfectly steady to get a
square cut, but for side-track work, a
man can do the work sufficiently well
with little trouble. In this class of work
in one case 9 cuts were made in 100-lb.
rails and 18 holes were drilled for bolts
at a cost of $3.40 for the material and
labor. In his opinion, holes can be made
in this manner with sufficient accuracy.
The torch has also been used to cut off
bolts when renewing angle bars.
The company furnishing the torches
supplies an instructor to teach the ap-
plication of the process, and it has been
his practice to select bright section la-
borers to be trained for this work. Two
men are required, one to do the work
and the other to serve as a lookout for
trains.
A Veteran Attending the Vicksburg Reunion Com-
pliments The Illinois Central Service
M. Dorsey, Agent, Illinois Central Railroad. Mattoon, 111., Oct. 20, 1917.
Dear Sir:
Having just returned from the Vicksburg National Reunion and Peace Jubi-
lee at Vicksburg, Miss., I wish to say that myself and other old veterans that
were routed via the I. C. R. R. the entire distance from Mattoon wish to express
our sincere thanks to the management of the I. C. System for the kind and cour-
teous treatment we received at the hands of the entire train crews of the round
trip on the above mentioned occasinn and shall always hold the old I. C. in grate-
ful remembrance for all courtesies extended. Very gratefully yours,
Geo. H. Russell,
Late Private Co. A, Fifth Illinois Cavalry.
EN£j[ KEEPING-
DEPARTMENT
Recently Discovered Importance of_ the All-round
Civil Engineer in Industrial and Military Operations
By L. O. Sloggett, Assistant Engineer, Valuation Department .
It is nothing new to say that hu-
manity is today passing through a
crucible. It is to be hoped that this
crucible will cast out the dross of hu-
man greed, materialistic self-seeking
and self-aggrandizement, which are re-
sponsible for the erroneous forms of
government not fundamentally "of the
people, by the people and for the peo-
ple."
The civil engineer plays no mean
part on this field of Armageddon. So
important has the work of engineer-
ing become to all military operations
that editors have frequently recognized
the fact, and made the statement that
this is an engineer's war. In fact, the
frightful efficiency of the German mili-
tary machine during the first onslaught
in Belgium is admitted to be due to
the fact that the army contained one
man rated as an engineer to every four
men rated otherwise. In other words,
20 per cent of its army were en-
gineers, not, of course, all engineers of
one special type, but all-round civil en-
gineers, some with full college courses
to back their practical experience,
others with less of technical education,
perhaps, and more of merely practical
experience, and still others with only
practical experience.
It is now well known that the Ger-
mans failed, not because of the inac-
curacy of their engineers' calculations,
but because they had not yet learned
by practical experience that their
great, new, and untried siege guns
could so readily reduce such fortifica-
tions as Liege and Namur, considered
impregnable by other engineers who
also lacked confirmatory statistics.
This is again an illustration of the fact
that the engineers' calculations were
so far in advance of the age that there
were no statistics at hand from which
to work out a practical checking. Had
the Germans known the actual power
of these guns, they would undoubtedly
have struck the fortifications at Verdun
without delay instead of trying to reach
the unfortified Franco-Belgian frontier.
What the result of such an attack
would have been can be only con-
jectured.
Another source of failure on the part
of the Germans lay in their failure to
properlv appreciate the value of aero-
planes in war as compared to the value
of zeppelins. Had Germany foreseen
fhis fact and set her engineers to work
with the same degree of pre-war
preoaration that characterized her
other military schemes, her engineers
would undoubtedly have developed a
motor and her shops would have built
a fleet of aeroplanes that would have
won the wa^ at one blow. Here, again,
the value of the engineer is recognized,
but recognized too late.
The definition of "civil engineer"
will be given elsewhere in this article
to show that the work referred to lies
within the. scope of the subject herein
treated.
The aeroplane is a type of liberty —
of swiftness, freedom, courage, fear-
lessness and progress ; therefore, it is
38
ILLINOIS CENTRAL MAGAZINE
39
worth study. It might be said, in pass-
ing, that the zeppelin is a type of in-
flated and terrifying bigness, unwieldy
and unprogressive.
Regarding the importance of motor
development, the following new item
is quoted in part from the Christian
Science Monitor, of September 13,
1917:
"Secretary Baker announces that a
standard motor for battleplanes has
been designed, constructed and tested
by the War Department, and the re-
sults warrant the statement that in
power, speed, service, ability and
minimum weight, the new engine in-
vites comparison with the best the
European war has produced. The sec-
retary said :
" 'I regard the invention and rapid
development of this engine as one of
the really big accomplishments of the
United States since its entry into the
war. The engine was brought about
through the co-operation of more than
a. score of engineers, who pooled their
skill and trade secrets in the war
emergency, working with the encour-
agement of the Aircraft Production
Hoa"d. the War Depart nent, and. the
Bureau of Standards. The story of
the nroduction of this engine is a re-
markable one. Probably the war ha?
produced no greater single achieve-
ment.
"One of the first problems which
confronted the War Department and
the Aircraft Production Board after
the declaration of hostilities, was to
produce quickly a dependable aviation
motor. Two courses were open, one
was to encourage manufacturers to de-
velop their own types ; the other, to
brine the b^0* of a]l tynes together and
develop a standard.
" 'The necessity for speed and
quantity production resulted in a
choice of the latter course, and a stand-
ard motor became our engineering ob-
jective.
; 'Two of the best engineers in the
country, who had never before seen
each other, were brought together at
Washington, and the problem of pro-
ducing an ail-American engine at the
earliest possible moment was presented
to them. Their first conference, on
June 3, lasted from afternoon until
2 :30 o'clock in the morning.
'These two engineers were fig-
uratively locked in a room in a Wash-
ington hotel and charged with the de-
velopment of an aeroplane motor for
use by American aviators over the bat-
tle fields of Europe. For five days
neither man left the suite of rooms
engaged for them. Consulting en-
gineers and draftsmen from various
sections of the country were brought
to Washington to assist them. The
work in the drafting room proceeded
continuously day and night. Each oi
the two engineers in immediate charge
of motor development alternately
worked twenty-hour hour shifts. They
promised the government, if given an
opportunity, they would design a satis-
factory engine before a working model
could be brought from Europe.
Twenty-eight days after the drawings
were started the new engine was set
up.
" 'With the need for speed as an in-
centive, tools for building the first en-
gine were made even before the draw-
ings were finished, on the assumption
that they would be correct. Not only
did this country furnish ideas through
celebrated consulting engineers, but
the representatives in the United
States, of England, France and Italy
co-operated. Thirty days after the as-
sembling of the first engine preliminary
tests justified the government in
formally accepting the engine as the
best air craft engine produced in any
country.' "
There are other phases of war craft
aviation that will require, the most
alert attention of the engineers, be-
cause war brings rapid development of
all ideas. Today it seems to be a con-
test as to which engineer or body of
engineers will be able to produce a
machine that can fly highest. The cold
has to be met by electrically warmed
clothes, and the oil for machine guns
kept warm in the same way ; oxygen
40
ILLINOIS CENTRAL MAGAZINE
talnks supply the lack of atmospheric
air, and so on endlessly.
The term "engineering" is defined by
Webster's International Dictionary as
follows :
"In its modern and extended sense,
the art and science by which the
mechanical properties of matter are
made useful to man in structures and
machines. In a comprehensive sense
engineering includes architecture as a
mechanical art, in distinction fromt
architecture as a fine art. It was
formerly divided into military engineer-
ing which is the art of designing and
constructing offensive and defensive
works, and civil engineering, in a broad
sense, as relating to other kinds of
public works, machinery, etc."
It will be noticed that engineering
work was divided as to "military" and
''civil," the civil being simply that
which pertained to civil life and not
to military operations. It also em-
braced machinery as well as roads,
aqueducts or bridges, etc. It is also
plain that the work of the civil en-
gineer is now merged with that of the
military engineer through the opera-
tion of the selective draft or the officers'
training camps.
It should be indisputably clear that
the engineers' maps and instruments
alone can make possible the barrage
fire as well as the handling of myriads
of troop units without confusion.
Modern warfare has made necessary
the moving and building of railroads,
with necessary appurtenant structures,
on a scale and at a speed hitherto un-
dreamed of, and to keep up this
essential work railway engineer corps
have been required to such a degree
that the civilian engineer forces of
railroads in the United States have
been much depleted even in the pre-
liminary stages of our share of the
great conflict.
Scarcity brings appreciation, as
witness, wheat, corn, iron, rubber,
nickel, silver, etc. Thus it falls out
that the civil engineer comes in for a
share of appreciation. Ten, fifteen and
twenty years ago, graduate engineers
were so plentiful, particularly in the
West, that there was a great scramble
to find sufficient work to do. The
writer particularly remembers the dis-
couraging remarks of a traveler from
the West at that time, to the effect
that civil engineers were more common
in the West than laborers, and were
universally out of work and hunting a
job or doing any sort of work not of
an engineering nature in order to keep
from starving.
It is to be lamented that this con-
dition of affairs was reflected on most
of the railroads of the country, the
railroads being employers in very large
numbers of civil engineers. The civil
engineer was necessarily placed in
charge of such addition and betterment
work as showed in the beginning only
an outlay of money, the profits to ac-
crue therefrom being collected at a
later date, when the engineer-builder
was elsewhere on other building work
and, there, outlaying more money.
Thus the engineer came to be looked
upon as a spender of profits instead of
a collector of revenues, and for this
received, sometimes, scant courtesy at
the hands of a corporation which failed
through its shortsightness to see far
enough into the future to discern the
far reaching results of the well laid
plans of its engineers.
Scarcity brings appreciation and
sometimes dismay. Many schools of
engineering bewail the fact that their
classes have shrunk to nothing because
the students have gone to war. It has
been recommended that engineering
course students be exempted from mili-
tary service until graduation in order
that the supply of engineers may be
increased for future needs. Recent re-
ports show that Yale University's nor-
mal attendance of 3,300 is expected to
decline this year to 2,000 or less, while
Harvard this year has 3,500 students as
compared to 5,000 or more normally.
Columbia and others report similar de-
creases.
The following is part of an editorial
published in the Chicago Tribune of
August 2, 1917 :
ILLINOIS CENTRAL MAGAZINE
41
''Hardly more than half the usual
number of young Americans are now
enrolled as students of engineering,
whereas there should be twice the usual
number, for the larger part of the
civilized world will have to be recon-
structed after the war. Industrial
plants, bridges, railroads are going to
rack and ruin, even when they escape
destruction. War overworks them and
prevents repair. If the war lasts two
years, even America will have felt the
strain. The demand for engineers will
greatly exceed the supply.
"We shall be unable to import them.
When war broke out practically all the
engineering schools abroad shut down,
and engineers in Europe have since
been slaughtered wholesale. Instead
of our relying on Europe, Europe
hopes to rely on us. As things look
at present it is a forlorn hope."
The writer, having had much ex-
perience with boys doing engineering
work while lacking the education to be
obtained at college, is more optimistic
than the Tribune. In 1871, John C
Trautwine, a recognized authority,
* said : "Comparatively few engineers
are good mathematicians, and, in the
writer's opinion, it is fortunate that
such is the case, for nature rarely com-
bines high mathematical talent with
that practical tact and observation of
outward things, so essential to a suc-
cessful engineer. . . . Nearly all
the scientific principles which consti-
tute the foundation of civil engineer-
ine are susceptible of complete and
satisfactory explanation to any person
who really passes only so much ele-
mentary knowledge of arithmetic and
natural philosophy as is supposed to be
taught to boys of twelve or fourteen in
our public schools."
The men needed for the rebuilding of
Europe and the development of Asia
after the war will rise from the ranks of
private soldiers in sufficient numbers to
do the world's work. Their experience
on a modern battlefield, coupled with the
knowledge of elementary mathematics
almost universally possessed by Ameri-
cans of the draft age, and such knowl-
edge of trigonometry not hard to ac-
quire in a day by one reasonably quick
at figures, together with an easily ac-
quired familiarity with the rather simple
surveying instruments, will fit them for
the major share of the tremendous task
at hand.
Nevertheless, it would probably be as
well if the schools at home kept ear-
nestly at work making ready as many
men as can be found having a predilec-
tion for surveying and construction work
so that the necessary forces may be on
hand in our own country to take care of
the many and varied phases of work
classed under "engineering," as it is
highly probable that work in foreign
fields will prove more profitable and
there fore, more attractive to the engineer
who has spent some time in the army
and become used to saddle and blanket.
He will be somewhat reconciled to the
giving up of modern home comforts, and
not so averse to the "roughing it" that
will attend the development of such
lands as vast Siberia.
Already it is announced that the Sec-
retary of War will soon call for 50,000
industrial workers to carry on reconstruc-
tion work in France and Belgium, this
to be only the first division of a force
that it is estimated will be brought up to
500,000 as soon as practicable. It will be
composed of engineers, road builders,
railroad builers, town builders, and men
skilled in every branch of industry
Lumbering and railroad units are al-
readv there. Also the American civil
engineer is there and doing his bit.
SAFETY FIRST
Safety grams
A safe man does not believe in luck.
When you have finished a repair job, look it over
carefully and be sure you are leaving the conditions safe.
Never take chances with your own or others' safety
for the sake of saving a little time or exertion.
If some part of your working equipment is out of
order, don't wait until "something happens" and injures
you, have it repaired immediately.
It's just as unlucky to walk in front of a swiftly ap-
proaching train as it is to walk under a ladder. In either
case you can control your luck by not doing it.
Don't fool with a fellow workman or distract his at-
tention when he is working on a dangerous job. If you
do, you may be responsible for a serious injury.
The prevention of accidents is the first duty of every
employe. Better a thousand people a minute late than a
single one of them injured.
Employes whose duties do not require them to handle
electrical equipment and lines should keep away from
such equipment and lines.
Cultivate the habit of being cautious ; heed warning
signs and signals and always warn others when seen in
dangerous places.
Bureau of Safety, Chicago
*
Some Facts About Southern Illinois
By F. H. Law, General Freight Agent, St. Louis, Mo.
years the southern part of the
State of Illinois was considered by
many as comparatively unimportant,
and a section in which the rest of the
state took no especial pride. It was
referred to as "Egypt," the term being
applied in a somewhat disparaging
way.
In late years, this feeling has,
properly, largely if not entirely dis-
appeared. While the broad fields of
corn and other grain are not as much
in evidence here as in the central and
northern parts of the state, and while
manufacturing is not, as yet, as highly
developed as in other sections, still
there are many things of interest and
worth in southern Illinois, and the ob-
iect of this article is to mention some
of them in a brief and general way.
Coal is entitled to first mention
among the products of this section be-
cause of its abundance and importance.
It will be dealt with briefly because
the coal fields of southern Illinois are
already so well known. Suffice it to
say that they coastitute one of the
most important sources of supply in
the country, and that within its borders
are found almost all grades of bitum-
inous coal, which are distributed widely
throughout the middle states.
Limestone is found in abundance. At
Stolle and Anna are large quarries
equipped with machinery for the pro-
duction of macadam, and one will be
opened at Golconda in the near fu-
ture.
Clay and shale, suitable for the
manufacture of brick, is available.
Several large building brick plants are
located at Belleville and at Murphys-
boro there is a large plant which pro-
duces paving" and fire brick.
Deposits of limestone and shale,
which will produce a high grade of
Portland cement have been found, and
at Golconda a cement plant is now un-
der construction.
Sand is obtained in abundance from
the Mississippi and Ohio Rivers.
It is interesting to note that all the
materials necessary for paving and
hard roads are found in southern
Illinois. Whether because of this, or
for some other reason, all of the im-
portant cities and towns in this sec-
tion are well paved, and, in the last
two or three years, many miles of hard
road have been built, and many more
are projected.
Clays of various kinds are mined,
prepared, and shipped north and east,
where they are used in various manu-
facturing processes.
Large deposits of silica have been
found. It, after being ground, is used
in various ways, principally in the
manufacture of paint. A new mill, of
large capacity, for the grinding of
silica is now being constructed at
Murphysboro.
44
ILLINOIS CENTRAL MAGAZINE
45
I have referred to these specific cases
of construction of new plants, not be-
cause they are the only manufacturing
plants under construction, but because
they indicate the development of the
mineral resources of this part of the
state. It would appear that southern
Illinois now, as it never has before,
appreciates the value of these deposits,
and is preparing to realize on them.
There are large deposits of fluor spar
in Pope and Hardin Counties, along
the Ohio River. Two companies con-
duct large mining operations here and
furnish the bulk of this important
product used in the country.
As fluor spar is peculiar to this sec-
tion, some detail as to its production
and transportation may be interesting.
The formation of the fluor spar de-
posits is interesting to the layman.
The ore is deposited in the form of
fissure veins, that is, the veins are
perpendicular, or nearly so, in the
ground, beginning near the surface and
extending downward. It might be said
that they stand on edge. They vary
in width from a few inches to as high
as twenty feet. In mining, the shaft
is sunk through the vein, and laterals
are run from this shaft along the vein.
These laterals are strongly braced and
a platform or roof is supported against
the upper wall or ceiling. Suitable
openings are provided in this platform
through which the miners can reach
the ore above. This ore is blasted
loose and allowed to rest on the plat-
form. The overplus — about 30 per cent
— is drawn off through the platform
into the lateral as the mining pro-
ceeds. The rest of the ore is allowed
to remain and forms a support for the
miners as they work unward through
the vein. When all of the vein that
it is practicable to remove is blasted
loose, the broken ore is taken through
the roof into the lateral and hoisted
to the surface.
Although the fluor spar is sometimes
taken from the vein in a pure state, it
is usually found combined with other
substances, nrincipally limestone and
lead. A mill is necessary to separate
the spar from the other substances. It
is first washed and sorted into grades.
All except the pure spar is then crushed
and passed over water jigs, which
separate the foreign matter from the
spar. The lead, of course, constitutes
a very valuable by-product, but it is not
found in sufficient quantities to justify
mining for it alone. The highest grade
of spar is ground into powder and used
for the manufacture of chemicals and
in other processes. Most of it is used
as a flux in the manufacture of steel.
The two large mines are not reached
by rail. They are located near the
bank of the Ohio River. The Fair-
view Fluor Spar & Lead Co., ship
their product by track barge. Empty
cars are taken to the mine on the barge,
and when loaded, are taken to the
Illinois Central incline at Golconda, a
distance of twelve miles.
The Rosi Clair Lead & Fluor Spar
Mines ship their product in bulk on
barges. The spar is handled by electric
tram to the river bank and loaded on
the barges. It is then towed, either
down the river to Golconda, or up the
river to Shawneetown. The bulk of
the product of this mine goes to mar-
ket via Shawneetown.
There are other fluor spar deposits
in these counties, several miles from
the river, on which there has been
considerable mining development, but
the production is not as great as it
would be if better transportation facili-
ties were available.
Thus far this article has dealt alto-
gether with mineral deposits, but it
should not be assumed that there is no
agricultural development in southern
Illinois.
Corn and oats are raised in some
quantity throughout the section.
Hav, of an excellent quality, and in
considerable quantities, is produced,
particularly along the Eldorado Dis-
trict.
Wheat, in considerable quantities,
and of an excellent quality, is raised
in southern Illinois. Because of this,
the whole section is dotted with flour
mills of various capacities. There are
ILLINOIS CENTRAL MAGAZINE
many good shinning mills located on
our line, principally between East St.
Louis and Carbondale, varying in ca-
pacity from one hundred to six hundred
barrels per day. These mills grind not
only the local wheat, but when that is
exhausted, draw wheat from the larger
producing fields. The product is
shipped principally to the Mississippi
Valley and the Southeast.
Southern Illinois is quite famous for
its production of fruit and vegetables.
Vegetables and small fruit are now
produced on our line, principally be-
tween Carbondale and Mounds, but
there is an increasing production of
strawberries on the Carbondale Dis-
trict in the vicinity of Metropolis and
Brookport.
Peaches, pears and apples of good
quality are produced all along our line
between Mounds and Centralia. In the
vicinity of Zeigler, are the famous
Leiter orchards. They are cared for in
the most scientific manner, and are very
productive.
The production of alfalfa is increas-
ing. It is being raised with special suc-
cess in the drainage district near Cairo,
and along our Murphysboro District
as far north as McClure and Reynolds-
ville.
The dairying industry is assuming
prominence in this section of the state.
It has been given a great impetus by
the distribution by the Illinois Central
Railroad, free of charge, of thorough-
bred bulls. 'This has encouraged the
farmers to import many head of
high grade cattle and the dairying in-
dustry'is bound to develop as a re-
sult.
It is not the object of this article
to deal with every resource, but I think
it is evident, from what has been said
of some of the important ones, that
this section of the state has been and
is now producing very important
traffic for the Illinois Central Railroad
and that the outlook for the future is
very encouraging.
AN ACKNOWLEDGMENT OF COURTESIES EXTENDED BY CONDUCTOR
MALLON TO A PASSENGER
Gales-burg. Illinois.
October 2, 1917.
Mr. J. P. Mallon.
6606 Greenwood St.,
Chicago, 111.
Dear Sir :
; . On July 15, 1917, I rode with you on your train from Mattoon, Illinois, to Chicago,
Illinois. I asked you for your name and address and I told you at that time how much I ap-
preciated your kindness to me. It was my intention when I left you at the station in
Chicago to write you at some future time and tell you how much I appreciated your
kindness.
You will remember that no berth could be had in the sleeping car and I was not able to
sit up in the coach to Chicago. You did what you could to make it comfortable for me
to lie down and showed me such kindness on the entire trip that I could not help being im-
pressed with your good nature and your great heartedness.
When I arrived in Chicago I went to Augustana Hospital. T was operated upon the next
day, July 16. One week from that day I was operated upon again for enlarged prostate.
I went home to Gales-burg the latter part of August and have been slowly gaining strength
until now I am beginning to feel quite like myself again.
Tomorrow I leave home again for Mattoon. I am one of the Trustees of the Old Folks'
Home at Mattoon. We meet once a month. It was at one of these meetings that I took
sick. This will be the first meeting that I have attended since the time I rode on vour train
I will be glad at any time to do you any favor and I will be very glad to let the officials
of your road know how I feel towards vou for your courtesy to me, if you think that it
will be a wise thing for me to do. I believe that it does a man no harm for the company
which employs him to know how the public and their patrons feel towards him with refer-
ence to his services which he is rendering to the company which employs him.
If you think I can do you any good vou have only to say so and I will be very glad to
do anything that will be of service to you.
Very respectfully yours.
CHARLES S. HARRIS
Passeng
tmcnt
-
Little Talks with
the Rambler
Service Notes
of Interest
Don't be a Goose
T T WAS a raw blustering day and the
rain, coming down in torrents, was
driven slantwise onto the pavement of
the Avenue with such force as to be
carried by the wind along its smooth sur-
face in a scurrying mist. Pedestrians
had a hard time at the crossing to keep
on their feet, and those who had the
hardihood to attempt to carry an open
umbrella on emerging from the side
street were forced to very quickly close
it or see it turned inside out. Among
those not realizing the force of the wind
and of the beating rain on reaching the
Avenue, and who kept their umbrellas up
in starting to cross, were two ladies ;
one apparently of middle age and stout,
the other a young lady of decidedly
slight physique. These two, immediately
upon leaving the sidewalk were buf-
feted and twirled about by the wind so
that they had difficulty in finally reach-
ing the anchorage half way across. By
that time however, the elder h?.d suc-
ceeded in closing her umbrella, but that
of the young lady had turned inside out
and she with difficulty was holding onto
it with her back braced to the wind.
Notwithstanding the last she was grad-
ually being drawn a step at a time .^way
from the anchorage, in consequence of
which she was beginning to get excited
and to utter involuntary exclamations
of fright. "Don't be a goose !" said the
elder woman at her outcries, "Keep
calm," and with one arm encircling the
lamp post marking the anchorage, to
prevent herself from being blown along,
she reached out and took hold of her
friend's umbrella handle, saying "Let's
go." The crossing policeman, who hith-
erto had been busy with a passing auto-
mobile, started to the rescue, but before
reaching the ladies a sudden gust
wrenched the umbrella from the hand
of whichever one of the two it happened
to be in for the moment, and its owner
slipped and fell on the pavement. The
young lady was not hurt, but now thor-
oughly frightened gave way to a mild
form of hysteria in the way of exclama-
tions and frantic appeals to be helped
.47
48
ILLINOIS CENTRAL MAGAZINE
up. Her friend and the policeman read-
ily got her on her feet again, the former
trying to allay her excitement by saying
good humoredly, but somewhat force-
fully, "for goodness sake, Nell, don't
be such a goose. Stop that chatter,
you're not hurt, and a little wetting will
not harm you."
At the time this was occurring at the
anchorage, Slim happened to be crossing
the Avenue in the same direction as the
bdies and immediately behind them.
Having no umbrella and being firm on
his feet, he was having no more diffi-
culty in making the crossing than was
called for by some extra exertion and
a close noting of the wind blasts, he
stopping occasionally and bending before
the latter until some sudden gust had
passed. He was. however, drenched
and hence naturally was attempting to
make his way as quickly as possible. So
when the ladies attempted to stop at the
anchorage he intended to pass on by go-
ing to the leeward of them. In doing
so he reached the line of the escaped
umbrella at just about the moment it
had been released, with the result that
it came scudding in his direction. For-
tunately, he had momentarily stopped to
brace for the gust that brought the um-
brella to him, hence he reached down
and picked it up as it was passing, and
in an instant's subsiding of the wind he
succeeded by a dexterous turn in closing
it. He then returned it to its owner,
after which he gallantly relieved the
policeman, who was having a busy time
in all directions, by escorting the ladies
to the opposite curb ; after which he got
up into the office as quickly as possible
and took his stand by the radiator to
dry out.
As he was doing so the Rambler came
in and naturally commented on Slim's
condition, whereupon Slim told him of
the adventure of the crossing, ending
with the laughing remark that the one
thing that had made an impression on
him after it was all over was the
woman's remark to her companion,
"Don't be a goose." "By the way," he
continued somewhat seriously, "just why
that expression, what is it to be a
goose?" "Well," said the Rambler, "per-
haps in your condition it would not be
generous to make a personal application,
but just think it over and see if you have
not sometimes been 'a goose'." "There
you are," was the reply, "ducking (no
intention of mixing the birds) my ques-
tion, which shows me that you yourself
probably do not know how to give a spe-
cific definition any more than I do. Of
course I know it is a common expres-
sion, synonymous with foolish, but are
geese foolish? I was at a goose farm
a couple of weeks ago, down in the state,
where I saw about eighteen or twenty
thousand of them, and they seem to me
to be rather a clever kind of bird. At
any rate, I was told they would mate if
given an opportunity, and that when
mated they were mighty loving." "Ho,
ho!" laughed the Rambler, who had
seated himself at Slim's desk and was
hunting for a match in his vest pocket
with which to light a cigar. "I know
why that fact came uppermost in your
mind. Can't you forget that sweetheart
of yours even in business hours?", and
he nodded significantly at the telephone
as he finished lighting his cigar. "Won-
der what she'll say to your having res-
cued that umbrella?" "She'll say I am
a hero, of course." said Slim, unabashed
at this unexpected thrust, "and as you
say 'everything helps,' it may not be a
bad topic of conversation some time."
''Thereby illustrating," was the repartee,
"when there mav be a time where 'don't
be a goose,' will come in. However, I
suppose it is all right, as I understand
you are going to marry the girl as soon
as you can make us believe you are
worth more salary. But let me tell you
a story of an actual occurrence that may
perhaps answer vour question."
"On.° '-f our Valley trains makes a cer-
tain junction point regularlv every day
at a time necessitating a little layover,
during which interval, at the time of the
occurrence I will tell you of. the engine
crew used to eat their lunch. One day
as they were doing so, a goose and a
gander wandered near the engine and
were rewarded therefor bv being thrown
some scraps from the dinner pails. A
ILLINOIS CENTRAL MAGAZINE
49
few days afterward the birds appeared
again and were likewise treated. The
visit was further renewed so that in a
short time they seemed by some instinct
to have learned the exact time of that
train's daily arrival, and to know that
they would be fed, for they were always
on hand when it came in. The engineer
and fireman in turn looked forward to
their visit with much pleasure and got
into the habit of saving for them some-
thing more than their scraps. This went
on for many months until, unfortunately
one day the goose, in undue haste, got
under the wheels of the engine and was
killed before the train could be stopped.
Now here is the funny part of it," the
Rambler said as he pointed his finger
at Slim in the way of emphasis, "the
gander that was left was down to that
train just as before for many months
afterwards, except that on each visit he
tried to fight the engine, it clearly com-
ing for that express purpose. Now,
there you have it, and from it you can
take your choice in settling in mind your
question. The birds were wise in their
knowledge of the time of the arrival
of that train, and in the kind of welcome
that would be given them, and foolish,
or became 'a goose,' in the supposition
that an engine could be fought. See?"
he laughingly concluded. "No, I don't"
came quickly back from Slim in the
same laughing humor, "that bird was
not 'a goose/ it was a gander." "All
right, that's fifty-fifty," agreed the Ram-
bler, "but to be serious, how are you get-
ting along with that supposed grouchy
agent that I helped you out on a little
while ago ?" "Finely," was the response,
"only I went you one better and have
refrained from doing one thing with him
that you knew nothing about, or else
you would have set me right in the mat-
ter with a word. That is, in trying to
get at a diplomatic way in which to work
on his humorous side, I unconsciously
learned to let him alone when he was
busy, and to await the psychological mo-
ment before approaching him. The re-
sult is that I don't have to tell him half
as many stories as I thought would be
necessary to get a cordial reception. In
fact, while he still likt s a good story, I
don't necessarily have to tell him any at
all ; for I've learned that not only with
him, but with everybody else, the value
of a story is its fitting into the time and
occasion That lesson was not so very
hard to learn though, when it dawned
on me to use good judgment, even in
story telling."
"But what do you suppose," he said
hastily turning the subject, "was the
hardest thing I had to learn when I first
went on the road?" The Rambler shook
his head, indicating that he could never
guess, but looked nevertheless interested
as Slim explained in the single word
"waiting" what his difficulty had been.
Slim then elaborated, saying, "you know
of course before going out I was for-
ever on the jump at my work in the gen-
eral office. There was always something
to do and there was never a chance to
sit back and wonder what you would
do next. When I got on the road, how-
ever, I found it at first so different that
times used to frequently come when I
didn't know what to do. Of course you
understand that I was naturally ambi-
tious to make as many towns per day
as was possible, and while I still have
the same feeling in that regard. I orob-
ably at first overdid the matter at the
expense of the best ultimate results. But
as you know, outside of regions closely
connected by interurban electric service,
one is dependent, in moving along from
one town to another on the way the
trains run, hence I would frequently find
myself in a place with the business for
which I went there finished some hour?
before I could get a train that would
take me out. Then it was that I often
was miserable for the want of knowing
what to do with myself. I even felt
guilty about it, as though I was not
working as hard as I should. It really
troubled me. If it was .a local station
I was at I made my headquarters with
our agent, and was in and out of his
office, although trying not to bother him
when he was busy. As he was generally
busy most of the time, that didn't help
such a whole lot. I did, however, learn
quite a little by watching him at his
50
ILLINOIS CENTRAL MAGAZINE
work. At i\ foreign station I did more
or less of the same thing wherever prac-
tical, but naturally to a lesser degree,
for I neither wanted to wear out my
welcome or interfere with those busy
men's daily routine any more than was
necessary. No," he added reflectively,
"I never made that mistake with a for-
eign agent, not even with my old
thought-to-be grouchy friend that you
started me out right with. My mistake
with him was in sometimes breaking in
on him at the wrong time and in being
too persistent. However, in that uneasy
period I made trains at all hours of the
night to keep moving, but still that unoc-
cupied time intruded itself on my con-
science. "Keep that conscience from get-
ting its edges blunted as long as you can,
Slim," interrupted the Rambler with a
quisical look and the suspicion of .a
smile in his countenance. "Yes, sir," re-
sponded Slim with mock meekness;
"but you see I was not used to idle
time on my hands and possibly it
was fear rather than conscience that
worried me." "However did you get
over it?" asked the Rambler in an
interested tone, "why didn't you tell me
about that trouble?" 'I didn't want to
keep running to you all the time on mat-
ters that I felt were really up to me to
solve. But I did go to one of our old
experienced men in the outside business
and told him about it." "Who," the
Rambler quickly inquired, and on being
told, added, "and he told you a plenty,
I'll warrant." "Well, yes," was the
laughing response, 'but I'll bet you are
fooled as to the first precept he laid
down by indirect narration. Of course,
I understood, in a broad way, that what
he said was a fact and had gone on the
road with no misconception in the mat-
ter. But he put it in such a picturesque
way that I will never forget his exact
words, which were these : 'In ye olden
times a T. P. A., was expected to be a
man made up of hollow legs and elastic
stomach to hold all the booze necessary
to success, and carry a lot of false liter-
ature about his line : confining all his
visit? to the bras? rail? in front of a
counter illuminated with cut glass and
mirrors reflecting the red noses and dis-
hevelled clothing of seekers of such
pleasure so called. But now happily this
is all changed and has disappeared en-
tirely.' He didn't have to tell me that
either as a warning or otherwise, but
what he told me besides has helped, al-
though I can see that much of it de-
pended on getting the right start. He
said in effect that we all had our busy
and our dull seasons, in the former there
being correspondence to follow up, spe-
cial committees to see and specific busi-
ness to solicit and to secure. In the
dull season, however, he advised me to
devote myself to making new acquain-
tances as a future asset. I told him
that was what I had been principally
doing, I thought, and he came back
quickly with, 'Yes, among the agents of
course, but are railroad ticket agents the
only inhabitants of the towns you visit?'
I saw the point and have since added a
town's people, its characteristics as a
town and the doings, ambitions or disap-
pointments of the community to my list
of things to learn to know and be fa-
miliar with." "And that," said the Ram-
bler with a pleased smile"— "Yes, I
know," interrupted Slim, "that opens up
another problem that I am struggling
with, and which incidentally burns up
that dead time that used to trouble me."
"Also, incidentally," observed the Ram-
bler dryly, "increases your expense ac-
count." "Yes, that's so," was the quick
rejoinder. "So much so that lately I
have been personally out of pocket at
the end of the month, but you know how
it goes, especially should I follow liter-
ally the line of talk the old hand I have
mentioned gave me. For instance, he
said 'On your visit to the ticket agent,
ask if Tom is still secretary of so and
so. Perhaps you will find out that there
is a new incumbent in the office, in
which case it may be well to visit him
and talk with him about your acquain-
tance with his predecessor. You will
probably in such connection meet some
of the other old, or new, officers, and
yOu may be invited to their club, or pos-
sibly you may invite them to dinner.
Whichever way that may be, it is there
ILLINOIS CENTRAL MAGAZINE
51
you should begin reading character,
while at the same time you start your
mixer. You, of course, if you have it
in you, will fit in at once with your en-
vironment and bring your fund of sto-
ries, of general information, or your
music (if yon have any) into play. Per-
haps a picture show (at your expense)
may logically follow, or perhaps a visit
to the drug store for a soda at the break-
ing up. If you are fortunate, in the
course of an hour or so thus spent you
will draw out both sides of your friends
and will be amazed at. and forced to ac-
knowledge, your weakness in reading
character at first hand.' You will note,"
Slim continued as a sort of an aside,
"where a new man like myself may be
handicapped, I may never have known
a Tom' to start on." "That will come,"
said the Rambler encouragingly. "Yes
I have found that out already," was the
response, "and while he told me a lot
more which I will not bother you with
in detail ; you know it all, besides, I
could never do just as he does and has
done if I live a thousand years. It's all
a matter of individual temperament and
experience I imagine ; but his underly-
ing thoughts were helpful, and his sum-
ming up I am sure was logical. The last
was to the effect that men on my job
are at. their best when they cover their
territory in such a way in slack seasons,
as well as busy ones, that when the lat-
ter come they are so fortified with gen-
eral information as to have at their fin-
ger's end all necessary data, and all
knowledge as to personal characteristics
and town and outside conditions, for
making a favorable impression in solic-
iting." "Very good, very good ;" nodded
the Rambler approvingly, "but the noon
hour is up and I must be at my desk.
Could you, however, in a word tell me,
based on that conversation you had and
your own experience thus far, what
broad conclusions you have reached as
to making general acquaintances in the
towns that you visit?" "Yes," was the
quick response, "I have figured it out
that it is a mistake to try to unduly
force my acquaintance, or to be insin-
cere in acquaintanceships when made.
I have already learned to really like the
people with whom I come in contact for
their own sakes, and I truly do not think
P am, to use what I consider rather a
cheap and heartless expression, 'culti-
vating' them for what I can get out of
them. If incidentally at times the friends
and acquaintances acquired are helpful
to one, that is another matter. Of course
though, there are business friends and
acquaintances as well as the other kind,
but they in a way are none the less real
friends."
"Well Slim," said the Rambler mov-
ing toward the door, "you are at least
thinking, which is a good sign; but the
noon hour is over and I must be going.
If those clothes of yours are now dry,
come with me to my office a minute, I
want to show you something."
They found me waiting in a chair be-
side the Rambler's desk, as I had some-
thing I wanted to take up with him, and
knew that he was due in a minute.
Hence I saw the Rambler go to a file
and take therefrom a newspaper clipping
which he said was from the Vicksburg
Evening Post, and which he read aloud
to Slim, it running as follows :
"A great railroad system. All too fre-
quently some folks are obsessed with the
idea that nothing can quite be the best
unless one travels far from home to find
the wonder. The editor of the Crystal
Springs Meteor is not one of these peo-
ple, however. Mr. Aby recently made
a trip to Washington and other eastern
points and he saw much. He wrote a
series of interesting articles giving his
impressions.
"He concludes his articles by saying:
" 'One observation more and I am
done. I traveled over many of the best
railroads in the United States during my
junket, but none excelled in comfort,
speed equipment and polite attention
the great railroad that passes our doors
— the 'incomparable "Illinois Central."
On my return to Louisville, I felt that
I saw the face of an old friend when a
coach on a siding bore the inscrip-
tion "Illinois Central." The sight
of land to the mariner at sea was not
more welcome to him than to me was
52
ILLINOIS CENTRAL MAGAZINE
the legend on the passenger coach, which
means so much to those who by contrast
learn to know the good from the bad.
Our own great system is without a rival
in the luxuriousness and safety of the
service offered to the public,"
"Slim," said the Rambler, as he care-
fully placed the clipping, which had
been mounted on a standard sheet of
letter paper, back in the file and secured
it by turning down the ends of the brass
clamp, "do you ever visit the newspaper
offices in the towns that you visit?"
"Not unless I have business there," he
answered. "You don't make it a prac-
tice then of rushing directly to the Edi-
tor's sanctum on reaching the town to
let him know that you are there?" was
the further inquiry. "Why no," said
Slim, hesitatingly. "I never thought to
do anything of that kind. Of course,
I do not ignore the editors. I give them
the same kind of attention I do any
other business man of the town. I see
more or less of the newspaper men in
their offices, but not unless, as I said, I
have some definite errand which carries
me to them, which errand may be a sim-
ple friendly greeting. But come to think
of it, they generally find me ; either the
reporters, or in the smaller towns, the
editors themselves. Of course I like io
meet them as well as I do the merchant,
the club people, and others, but thus far
to me newspaper men have been but
one of the lot." "I am glad of it," was
the Rambler's hearty response, "and I'll
tell you why. All editors of the good
class, and the relatively few others don't
count, like it better that way; based I
fear, on too good a foundation. They
are apt to be suspicious of one's motives
if assiduously sought by virtue of their
profession ; but they are men, they are
alert men, and they are men generally
who have acquired wide experience of
individuals and affairs. They have their
place as individuals and townsmen, and a
high place in their community among
their fellows, and they naturally like to
be held in proper esteem as such, as well
as professionally. 'But they hate to be
looked upon as one that can be used. If
properly rated in the way I have men-
tioned, they do more for a community,
for an individual or for a cause than
they would by the intrusion of the party
or interest which desires exploitation.
Take for instance, this editorial that I
have just read you, as an illustration. I
do not believe that any amount of money
or solicitation could have purchased
from any honest editor, and the most of
them are honest, the kindly appreciation
that is shown therein. It was a volun-
tary contribution from the sincere con-
viction of that particular writer's heart.
Let it serve, Slim," he concluded, as he
reached out his hand for the papers tb
I was awaiting to give him," as an ob-
ject lesson, for it proves the fact that
all good turns that may be served you
in your profession are of the greatest
value when they are rendered spontan-
eously from a conviction of their merit,
and I do not refer in this exclusively to
newspaper notices.
"Well sir," what can I do for you,"
he added jocosely, as he began glancing
through my papers, "I think I will have
to change my slogan from 'Everything
helps' to T help everybody' !"
Service Notes of Interest
Since the childhood of the present gen-
eration the name "Pullman" has been a
household word synonymous with luxury.
There are those, and there was a day
when they were in the majority, who have
looked upon the Pullman car only from
the outside and with something of the
sentiment with which they contemplated
the unseen splendors of the residence of
the richest man in town.
With the coming of greater wealth and a
wider enjoyment of the higher comforts,
with the counting as necessities what we
once considered luxuries, the use of the
Pullman car is almost universal. It retains
its place in the estimation of the traveling
public as the acme of luxury in that field
and the childhood impressions of this gen-
eration will doubtless cling through its
dotage.
Regardless of its inheritance of a well-
earned early prestige, there is a sense of
orderliness, of cleanliness, of mature and
thoroughly efficient management which
ILLINOIS CENTRAL MAGAZINE
53
commands respect and maintains the unique
position of this service. In public regard
the Pullman Company set an early standard
of public service and has maintained it con-
sistently with no little influence upon the
general standards of other public service.
As a result the Pullman Company has
acquired practically a monopoly of the
sleeping car service in our country. The
Pullman Company operates 7,400 cars on
137 different railroads for 23,489 miles of
track. They carried 26,781,513 passengers
in one year. While the control of rolling
stock and the economic distribution of cars
to points where traffic most demands is
only possible under such a system of com-
mon usage by competing lines, there is per-
haps no other example that can be cited of
the common use by competing companies
of a service that caters exclusively to the
personal comfort of the public. Perhaps it
may be said that the Pullman service is so
well rendered that the railroads hesitate to
offer the public any other.
None will begrudge the Pullman Com-
pany the prosperity which it reports. For
the year ending July 31st gross earnings
were the largest in the company's his-
tory. These earnings were not secured at
war prices, for th^ir rates are con-
trolled by the Interstate Commerce Com-
mission and have not changed except that
the rate for upper berths has recently been
made 20 per cent less than the rate for the
lower berths. Although the Pullman Com-
pany manufactures not only its own sleep-
ers, but street cars and freight cars as well,
the reoorted increase in earnings was not
secured from manufacturing, but from the
sa'e of sleeping car berths, from the service
rendered the traveling public.
Mr. Robert T. Lincoln, son of President
Abraham Lincoln, is chairman of the Board
of Directors of the Pullman Company. —
American E.vfircss Trarelcrs' -Bulletin.
The visitor from Europe is impressed by
our hotel extravagance. In nothing that
makes for creature comfort and luxury do
we seem to him so lavish as in our pnbliV
hostelries, a form of enterprise in which
he has no small investment and pride in his
own country.
The American community has learned
that it is judged by the character of its best
hotel and hotel men have learned that the
average A"ierican when consulting hi'c per-
sonal comfort wants the best and will pay
for it, if he has the money. Our system of
salesmanship through the medium of travel-
ing representatives of wholesale houses (a
method not common in Europe) has built
and supnorted first class hotels in our small
cities. It is reported that three representa-
tives of three competitive horseshoe nail
makers arrived in a small Michigan city on
the same train and registered at the same
hotel, the best (and an excellent one) in the
town — a not unusual occurrence. This kind
of support from abroad enables the citizen
to point with pride to the or.e institution of
the town he does little or nothing to sup-
port. Incidentally it gives the occasional
traveler a good home and a good impression
of the town.
But it is in the great port cities, at the
meeting of the world's cross roads, where
the extravagance of American taste finds
expression, and in nothing so much as in
the money he is willing to spend for bed
and board.
Statistics have recently been compiled
comparing the hotel facilities of San Fran-
cisco and New York:
San Francico New York
(Manhattan)
Hotels having more
than 50 rooms 487 230
Number of rooms.... 55,963 63,000
That San Francisco can scarcely be called
a City of Homes is indicated by the state-
ment that her population of 500,000 sup-
ports a total of 1,986 hotels and apartment
houses of all classes, with a total of 116,617
rooms.
It is estimated that New York City hotels
of the first and second class have a capacity
exceeding that of the hotels of the same
character in the cities of London. Paris, and
Berlin combined. These New York hotels
represent an investment of $200,000,000, and
the annual cost of operation is $70,000,000.
In such hotels as the St. Francis, the
Palace, the Fairmont of San Francisco, and
the Waldorf, the Biltmore and the Plaza of
New York (not to mention more than three
of the many first class hotels in each city),
American enterprise and business manage-
ment have attained very near to perfection.
A standard of equipment and service has
there been set which may have been
equalled in other enterprises, but can scarce-
Iv be surpassed. The American traveler is
the most pampered individual on earth. —
Clipped.
Including the National Guard, the regular
army and the new National Armv, the rail-
roads have moved approximately 720,000
soldiers from their homes to training camos
or embarkation points, said the Railroads'
War Board in a statement in connection
with the start of the third division of the
new National Army for the training camps
on October 3rd.
The great bulk of this army — all of it, in
fact, except the 32,549 men included in the
first 5 ner cent, of the National Army that
moved bv regular train on September 5th —
has required special train service, involving
the use of 13,500 passenger cars, including
1,500 Pullman and Tourist sleepers. 2,000
bap-gage cars, and 4,500 freight cars.
The troop movement problem has been
54
ILLINOIS CENTRAL MAGAZINE
most difficult to handle, as it comprises not
only the movement of the men selected for
the National Army to the National Army
cantonments, but the movement of hun-
dreds of thousands of troops in the Na-
tional Guard and the regular army as well,
either to training camps or embarkation
points.
Some slight conception of what this
problem means may be deduced from the
fact that in the National Army movement
alone the railroads have had to prepare
special schedules covering the 4,531 towns
and cities designated by the Provcst Mar-
shal General as the points of local con-
centration from whicn the recruits to the
new National Army proceed to their can-
tonments.
In addition, the special train movements
have had to be so directed as to prevent
interruption to the regular passenger
service.
The longest haul made in the new Na-
tional Army movement to date was that of
the special train which moved the citizen
soldiers from Yuma, Arizona, to Fort Riley,
Kansas, a distance of 1,514 miles. This trip
occupied forty-eight hours.
The shortest distance traveled by any
unit of the new National Army was that
of the District of Columbia unit to Camp
Meade in Maryland, a trip of less than
twenty-five miles.
Practically all of the National Guard
movements to date have been of great
length. The longest one was that made by
a battalion of San Francisco engineers from
San Francisco, California, to a point on the
Atlantic Coast. This battalion includd 506
men and 18 officers. They occupied a spe-
cial train comprising one standard sleeper,
nine tourist sleepers, one baggage car, two
kitchen cars and three box cars. Their
train left San Francisco at 4 p. m., on Sep-
tember 1st, and arrived at destination at
10:15 a. m., September 8th.
The railroads have taken every step pos-
sible to safeguard the lives that the Gov-
ernment has entrusted to them, and to com-
plete the troop movement without delay
and also without interfering with the ab-
normal amount of commercial traffic that
the war has produced.
The secretary of the Hawaiian Promotion
Committee promulgates the following :
Recognizing the necessity of providing
ocean liners to take care of the heavy travel
to the Hawaiian Islands, Congress, on
October 5th, unanin.ously passed the
amendment to the navigation laws permit-
ting ships flying a foreign flag to engage
in coastwise business, so that it is now pos-
sible to reach Honolulu by the large Tran-
Pacific steamers of the Pacific Mail Steam-
ship Companv, Toyo Risen Kaishae and the
Netherland Royal Mail-Rotterdam Lloyd
joint service, from San Francisco, in addi-
tion to the well known steamers of the
Matson Navigation Company, the Oceanic
Steamship Compan}', and the China Mail
Steamship Company from San Francisco,
and the Canadian Australasian Steamship
Line from Vancouver, B. C. This service
will provide several sailings in each direc-
tion every week, en route to and from the
Orient and Australasia. The Hawaiian
Islands is not a "seasonal" tourist resort,
as it is equally perfect, climatically and in
every other way, all the year. Catering to
the best class cf people, the hotels are equal
to any on the mainland, and we have "every
variety of palm but the itching kind."
Coming Events — Wednesday, November 14,
1917, Hawaiian Pineapple Day; January 6,
1918, Marathon Race from Volcano to the
Sea; February 20 to 23, 1918, Mid-Pacific
Carnival; June 11, 1918, Kamehameha Day;
July, 1918, Polo Matches; August, 1918,
Golf Tournament; September 21, 1918, Re-
gatta and Swimming Races.
Full supply of literature on request to our
San Francisco office, 397 Monadnock Build-
ing. We will be very glad to co-operate
with you in making reservations on steam-
ers or at hotels. We will gladly plan it-
ineraries covering trips to the largest ex-
tinct volcano in the world, at Haleakala on
the Island of Mani; the largest active vol-
cano in the world, at Kilauea on the Island
of Hawaii; or to the Grand Canyon of
Waimea, on the Island of Kauai, in addi-
tion to tours of Honolulu and the Island of
Oahu.
The following convention announcements
for November and December, 1917, and
January, 1918, should be carefully gene over
by agents and kept in mind with the end in
view of obtaining business therefor in cases
where applicable to their territory:
Association of Agricultural Chemists,
Washington, D. C., November 19-21, 1917.
Association of Tax Commissioners, At-
lata, Ga., November 14-18. 1917.
National Association of Chair Manufac-
turers, New York City, November 20, 1917.
Central Association, Science and Mathe-
matic Teachers, Columbus, Ohio, November
28-30, 1917.
Independent Telephone Association, Chi-
cago, December 11-14, 1917.
Illinois State Veterinary Medical Asso-
ciation, Chicago, December, 1917.
Phi Delta Theta, Indianapolis, Ind., De-
cember 31, 1917.
International Live Stock Exposition, Chi-
cago, December 1-8, 1917.
National Cash Register Representatives,
Dayton, Ohio, January, 1918.
Western Fruit Jobbers' Association,
Houston, Texas, January 16-19, 1918.
ILLINOIS CENTRAL MAGAZINE
Western Roentgen Society, Chicago,
January 23-26, 1918.
National Automobile Show, New York
City, January 2-12, 1918, and Chicago, Jan-
uary 26-February 2, 1918.
American Society of Heating and Ven-
tilating Engineers, New York City, January,
1918.
Grand Rapids Furniture Dealers' Exhibi-
tion, Grand Rapids, Mich., January, 1918.
Things happen fast when America gets
busy. Aladdin's lamp worked few greater
wonders than those mentioned by Fairfax
Harrison, chairman of the Railroads' War
Board, in his description of co-operation in
construction of cantonments. His most
striking illustration was the report from
the cantonment at Louiville Ky., where the
administration buildings were built from
lumber cut in a Mississippi pine forest the
week before. "The trees were felled on
Saturday," says. Mr. Harrison, "kiln dried
on Sunday, loaded on freight cars Monday
and delivered at the Louisville site Wednes-
day morning. An army of energetic car-
penters completed the transformation from
forest to government building just one week
from the day the trees had been felled."
It will take 64,000 freight cars to haul all
the materials needed for the sixteen canton-
ments. These are to be moved as quickly
as possible, with the least derangement to
ordinary business. This will require superb
organization, which the railways have per-
fected.— St. Louis Globe-Democrat.
The Atlantic Coast Line announces that
effective November 26th, it will inaugurate
its daily Tamoa Special trains Nos. 91 and
92, between Jacksonville and Tampa, No.
91 to leave Jacksonville at 9:15 a. m., arriv-
ing at Port Tampa at 4:30 p. m., as during
last season. Also, that effective December
31st, it will inaugurate its Pmellas Special
trains Nos. 95 and 96, between Jacksonville
and St. Petersburg, they to be run daily,
and to leave Jacksonville at 10:30 a. m.,
arriving at St. Petersburg at 6:00 p. m.
These trains will carry parlor and observa-
tion cars, broiler-buffet service, free reclin-
ing chair cars and standard coaches be-
tween Jacksonville and Port Tampa and be-
tween Jacksonville and St. Petersburg, re-
spectively.
Bulletin of Passenger Traffic Department
men who have entered the serVice of the
government for the war from the general
office in Chicago:
H. B. Stratton, with Base Hospital No.
12, "somewhere in France," has been made
a sergeant.
Kevin Morrison, with the Illinois Naval
Reserves, has been made boatswain's mate
(coxswain"), and is now on a torpedo boat
destroyer, bound for some "unknown port,"
D. J. Hearne and J. A. Anderson are at
Houston, the former in the Illinois National
Guard, and the latter in the National Army.
P. J. Mottz, Traveling Passenger Agent,
has enlisted and been accepted in the Aeroial
Observation Branch . of the Aviation Service.
The Grand Trunk announces new service
between Montreal and New York, and
Montreal and Boston, via Rousse Point, in
connection with the Rutland Railroad and
connections, trains not now being run be-
tween Montreal and New York in connec-
tion with the Delaware & Hudson R. R.
The service includes a night and a day train
in each direction.
The Big Four recently made extensive
changes in passenger train schedules, in
which was the placing in service of a new
train, No. 30 (Royal Palm), leaving Chi-
cago at 10:05 p. m. for Cincinnati, Chatta-
nooga, Atlanta and the Southeast. The
Columbus and Jacksonville sleeping cars
formerly carried on train No. 34, have been
transferred to this train.
The Missouri Pacific announces that for-
mer drawing room sleeping cars operating
between Little Rock and Palestine south-
bound, and between Houston and Little
Rock northbound, have been extended to
run between St. Louis and Houston in both
directions on their trains Nos. 3 and 4, No.
3 leaving St. Louis at 9:05 a. m.
Commenting recently on the work done
by the railroads in connection with the
mobilization, Secretary of War Baker, after
giving some statistics on the number of
troop moved, said :
"This strikingly illustrates the patriotic
co-operation of Amernan railroads with the
government, and also the tremendous ca-
pacity of American .railways."
The Southern Pacific announces that ef-
fective November 4th, among other changes
a new night train has been added to their
service between San Francisco and Port-
land, operating via Davis and Willows.
The Pere Marquette announces the tem-
porary curtailment of a list of local pas-
senger trains on account of fuel shortage
The following was v. ritten for and print-
ed in a now non-existent publication known
as "The Wanderer." as long ago as 1886,
tinder the title of "What the Engine Said
to Me." Hence its age, as well as its merit,
entitles it to a re-reading:
With a roar and rumble
Like endless thunder,
Where mad streams tumble
The gray cliffs under,
56
ILLINOIS CENTRAL MAGAZINE
Or where lakes, sunning
Their still depths, lie,
And brooks are running
And laughing by.
Through forest dismal,
Or desert bare, —
O'er gorge abysmal
•As birds skim air;
Past hill and river,
In storm or sun,
With shriek and shiver
My course is run.
Past hut and hovel,
In country or town,
Where poor men grovel
'Neath fortune's frown, -
Past stately palace
Where rich men drain
From golden chalice
Life's joy and pain, —
Past laughing and weeping,
Past death and life,
Like a demon leaping
To fierce, wild strife,
As one pursueth
A flying foe,
That no man ;vieweth,
I go, I go!
My wheels turn ever
Like those of fate.
Time pauseth never, —
I cannot wait.
For me no rest is
By night or day;
For my quest is
The far away.
How like each other
In this are v/e,
Oh man, my brother!
Let fleet hopes flee
O'er height or hollow,
Of life or land,
We follow, follow,
At fate's command.
On, ever and ever
By night, by -day,
In a wild endeavor,
Away, away!
Eben E. Rexford.
"I suppose a great muny ask for informa-
tion who have no idea of taking a train?"
"Yes," said the weary official. "When
some people spy a free bureau of informa-
tion there's a strong temptation to stock
up." — Kansas City Journal.
The American traveler of the better sort
is acute, observant, intelligent and appre-
ciative; and for such a one travel is cer-
tainly an education and a liberal one at
that.— Clipped.
The American Railway Association Special Com-
mittee on National Defense
COMMISSION ON CAR SERVICE.
CHICAGO COMMITTEE
Chicago, October 10, 1917.
Chief Operating Executive,
Member Lines.
Gentlemen :
The following from Commission on Car Service at Washington :
"We would be glad to have you give the following information as much public-
ity through the press, as well as through the circulation to railway officers and
employes, as possible:
Car Capacity Loading — To Meet A National Emergency
When buyers of carload freight place orders for the particular commodities in
which they deal, some purchase in large quantities and others in small ones. On
an average the orders placed with shippers require that the freight be forwarded,
in lots weighing about as follows : i. e., 10 per cent of all the freight is ordered in
lots of 20,000 pounds, another 10 per cent in lots of 24,000 pounds, etc., as indi-
cated below:
Per Cent of Total Orders. Pounds per Order or per Car Used.
10 20,000
10 24,000
10 30,000
10 40,000
20 50,000
20 60,000
10 80,000
10 100,000
100
From this, it will be noted that 60 per cent of the orders placed with shippers
call for lots of 50,000 and less. In this connection, it will be of interest to con-
sider what cars exist with which to fill these orders. The total cars in the United
States and Canada have a marked capacity ranging from 60,000 pounds to 100,000
pounds. A few still exist whose capacity is less than 60,000 pounds, and there
are also a few with a capacity exceeding 100,000 pounds. Generally speaking,
however, they divide about as follows :
Per Cent. Marked Capacity (Pounds)
5 Less than 60,000
30 60,000
35 80,000
30 100,000
100
A comparison of the quantity of freight offered with cars in which to transport
it, illustrates what is already known, viz., that a gulf exists which is ever widening,
57
58 ILLINOIS CENTRAL MAGAZINE
between carload minima, established by trade practices, and car capacity. No ex-
tended mathematical calculations are necessary to show that :
1st — 'Great car waste must continue, or
2nd — Trade practices must be changed.
It must be obvious to every 'thoughtful person that car waste — always inherent-
ly wrong — is indefensible under present conditions. The disparity between the
carload minima and carload capacity is better understood when it is recalled that
only a comparatively few years ago, no such car as one having a capacity of 100,-
000 pounds existed — when 40 per cent of all the cars in the United States and
Canada had a capacity of less than 60,000 pounds ; that in the evolution of things,
the size of cars has increased until 65 per cent have a capacity of 80,000 pounds
and upward, while those having a capacity of less than 60,000 pounds represent
less than 5 per cent of the total equipment.
While a like increase in carload minima may not be expected, it is not too much
to hope that all concerned, during the period of the war, will waive their tariff
rights to order in minimum lots. The buyers of carload freight are, therefore, be-
ing requested to place orders in a way that will enable each car to do a car's work.
These requests are being made, not only by the carriers themselves, but by the
commissions, both state and federal, and have been adopted by no inconsiderable
number of consignees throughout the entire country. It is believed that many
times, buyers place orders for minimum lots through force of habit and results
already secured, convincingly show that when the situation is properly presented,
there is always a proper response.
Carriers stand ready to use their nation-wide car service organization in per-
sonal appeals to the buyers of carload freight for the full use of car space. Al-
ready many shippers are declining to book orders when to do so would cause a
waste of cars. Carriers do not ask shippers to go this far, however ; they merely
ask to be permitted to join in efforts to meet the wishes of the buyer without the
necessity of wasting car space under present conditions.
It is gratifying to find that so many who have thought upon the subject both
from the standpoint of the carriers and of car users, are fast accepting the prop-
osition that a fundamental reason exists why each car should be required to do a
real car's work, that car destroying trade units, established in the old days when
cars were small, must be abandoned.
The car supply, expressed numerically, cannot be largely increased in the near
future. It is quite possible, however, to materially increase the amount of freight
handled per car or per car trip. So much depends upon an adequate car supply
that it is deemed best to appeal to both receivers and shippers of freight, the for-
mer to order in full car lots and the latter, when minimum orders are received,
to give the carrier a chance to join in presenting the matter to the buyer for an in-
creased order before making the shipment.
When full loading to one consignee cannot be arranged, the plan of placing two
consignments in the same car must be resorted to in order that a car may do full
duty at least a portion of the trip, and the cordial support of both shipper and con-
signees is requested in order to minimize its disadvantages.
The most that can be said for the double loading plan is that it is an expediency,
and it is hoped, therefore, that full loading to one consignee can be arranged in or-
der that there will be no occasion for continuing very long the practice of double
loading. Yours truly,
D. I. Forsyth, Vice-Chairman,
Committee on Car Service, Chicago Committee.
How to Live;
§ag| .Jl JLV»x ?T LV*x -JL-/JJLY V^x p*i
It is not trie Science 01 curing Disease so much as trie prevention 01 it
tfiat produces trie greatest ^ood to Humanity. One of trie most important
duties of a Health Department should be trie educational service
A A A A teacnin^ people now io live A A A A
Tuberculosis — How Prevented and How to
Live With It
Tuberculosis is one of the most wide-
spread and most deadly of all diseases.
It causes one death in every eight oc-
curring in the civilized world. In Illinois
it causes more deaths than all other con-
tagious and communicable diseases com-
bined.
During the four years of the Civil War
in this country one hundred and sixty
thousand persons were killed or mortally
wounded. This is just about the number
of men, women and children killed an-
nually in the United States by tubercu-
losis.
One of the sad features of this disease
is that it attacks men and women in the
very prime of their lives. As a rule the
victims are young men and women who
acquire the disease at the very outset
of the most useful and fruitful period of
their lives. One-third of all diseases be-
tween the ages of 14 and 40 are due to
tuberculosis.
How Contracted: Tuberculosis may
be contracted by sleeping with one
who is ill with it ; by breathing air
laden with dust containing the germ of
tuberculosis ; by eating food containing
tubercular bacilli. Children sometimes
acquire tuberculosis by putting pencils
and other contaminated articles in their
mouths. The common drinking cup is
so likely to transmit disease that its use
has been prohibited by practically every
State "Board of Health in this country.
A neglected cold occurring in a person
who is below par or whose resisting pow-
er is low may lead to tuberculosis. The
milk of tubercular cows or the products
made from such milk may be the means
of transmitting tuberculosis. Children
acquire infection from tubercular cattle
more frequently than adults. While in-
fection from tubercular milk is relatively
rare it is a very real source of danger.
Tuberculosis is usually spread by the
dried sputum of consumptives. If there
were no careless spitting there would be
little or no consumption. The most dan-
gerous spitting is that done in the house.
The germs thrive best when protected
from sunshine and fresh air. Spitting
on the sidewalks is chiefly dangerous be-
cause the sputum is tracked into the
house. Most spitting is entirely unnec-
essary. With manv it is a useless habit.
Coughing and hawking by consumptives
are quite as dangerous as spitting and the
disease is often communicated in this
manner to a healthy person by a con-
sumptive.
How Prevented: Keep the sys-
tem in the best possible condition by
proper living, so that you will be healthy
and strong and by your vital forces be
able to ward off tuberculosis and other
diseases. Guard against colds and their
consequences. Have your phvsician look
you over carefully if your weight is much
below vour normal standard. Remember
loss of flesh is a symptom of disease.
Weariness out of pronortion to the day's
work is one of the earliest and most com-
mon signs of tuberculosis, as is also loss
59
60
ILLINOIS CENTRAL MAGAZINE
of appetite or a dislike for such foods as
butter, meats and fats. Loss of weight
not otherwise accounted for should al-
ways arouse suspicion. If you have any
of these symptoms keep away from those
suffering from tuberculosis. Fever, even
though it be slight, early in the afternoon,
especially between two and four o'clock,
is a very common symptom of early
tuberculosis. Often when there is no
afternoon fever it will be found that the
temperature is below normal. This also
is very significant. Coujh, shortness of
breath, and hoarseness are all given as
early symptoms, and you should consult
a competent physician for diagnosis and
treatment necessary to arrest the disease
if it is found to be tuberculosis. The
writer cannot impress this too strongly,
as early diagnosis in this disease reduces
the deaths to 2 per cent, whereas when
the disease gets a good start the deaths
may be 14 per cent. See chart.
RESULTS OF TREATMENT OF TUBERCULOSIS
AT
BELLEVUE HOSPITAL, NEW YORK CITY
1910 — 1912
Incipient Moderately Advanced Advanced
How to Live With It: Now sup-
pose that you are told you have con-
sumption ; that need not discourage you.
It should really be a call to arms. There
are many thousands who have tubercu-
losis for years and finally die with some
other disease. There are, however, sev-
eral rules you should follow to ma1- e your
life pleasant for yourself and safer for
friends who may come in contact with
you. You should be very careful of
your sputum and also all the wastes you
throw off. You should not sleep with
any person and always sleep in the out-
side air and well clad. Your feet should
be kept warm and your head should be
well covered. You should also provide
plenty of covers to keep you warm. It is
simply suicide to sleep on a porch or m a
tent unless all of these p;ecautions are
observed. Note how the young lady
in the illustration was clothed for sleep-
ing in the open air in Colorado. In five
weeks all of her symptoms subsided.
If you have fever, you must stay in bed
until the- fever leaves you. If you have
no fever and work in an office your im-
provement will begin as soon as you ob-
tain outdoor work. Be careful to keep
your stomach in good condition. Avoid
eating candy, n'lts and cracker-jack be-
tween meals. Eat those only at meal
time.
Be cheerful; look on thg bright side;
avo'd thinking about your troubles. Look
around you and you will find many with
worse troubles than you have. Remem-
ber that tuberculosis is a curable and pre-
vcnfable disease and that your cure rests
largely in your own hands.
The two things most needed are free-
dom from care and worry and ability
to rest and relax from physical strain.
The weapons of our warfare are largely
ILLINOIS CENTRAL MAGAZINE
61
the instruments of our own manufacture.
They are intelligence, cheerfulness and
determination to fight the enemy until
victory is ours. One thing is certain,
the cure is not to be found in the drug
store. Rest, sunshine, pure air and food
constitute the "big medicine" in tubercu-
losis.
EMPLOYES ARE REAPING THE BENEFIT OF THE HOSPITAL
DEPARTMENT AND ARE VERY APPRECIATIVE
OF ATTENTION RECEIVED
Dr G. G. Dowdall, Chicago, 111., October 16, 1917.
Chief Surgeon,
Illinois Central R. R.,
Chicago, 111.
Dear Doctor:
On the 2nd day of September I was taken suddenly ill and called the Company
Doctor to my assistance. He examined me very carefully, and found I had appendi-
citis, and advised me to go to the Illinois Central Hospital in Chicago. He made
arrangements accordingly, and while there I received every possible attention a sick
person could have, and words cannot express more highly this great institution.
1 want to say, for the benefit of my fellow employes, that 1 received the greatest
care and attention from the surgeons and nurses. The doctors and nurses were very
attentive, and took good care of every patient. I wish to express my apprciation for
their loyal services rendered me. I shall always consider the 50 cents given monthly
as doing the greatest amount of good to the greatest number possible. I am back at
work and am convalescing very quickly.
Again thanking you for the good attention shown me while in the Hospital, and
with best wishes, I am,
Yours very truly,
(Signed) Frank W. Sekoskcy,
Accounting Department.
Reunion,
Vicksburg
National Park,
Oct. 1C* -19*
'epartmeni
Department of the Local Treasurer
By Otto F. Nau, Local Treasurer
The Local Treasurer has charge of
the moneys and securities of the Com-
pany in Chicago.
All revenues from traffi'c, connect-
ing lines and other sources incidental
to the operation of the railroad are paid
to the Local Treasurer or remitted to
banks authorized to receive the funds
of the Company. All disbursements,
excepting interest on bonds, dividends
on stock and such other accounts which
are paid by the Treasurer in New York,
are made by the Local Treasurer. Such
payments consist of salaries and wages,
taxes, invoices for material and sup-
plies, amounts due connecting lines
and all other expenses.
The department has dealings with
practically all the other departments
and with every Agent and Conductor
on the system. A record of every re-
mittance is made and in some cases
these are necessarily made a matter
of correspondence, especially when a
difference therein exists. It is of the
utmost importance that Agents and
Conductors exercise great care in han-
dling money. To the credit of Agents
and Conductors, be it said that dis-
crepancies are comparatively few.
The work of the department differs
from other offices in that money, or its
equivalent, is before the eves continu-
ally. The business transacted being
varied and voluminous and it being
necessary to balance the cash each day
and forward to the President and
Comptroller each morning a statement
of the receipts and disbursements of
the previous day, the balance of money
on hand and in the banks and places
in which it is deoosited, the office is
an extremely busy one and the force,
of twenty-one men and women must
be on the alert at all times.
It is not possible nor probably wise
in an article like this to go into too
much detail, but the Local Treasury is
as much like a bank as anything not a
bank, can be. The Cashier acts up to
his name and occupies a cage; the Re-
ceiving Teller likewise; the Bookkeep-
er enters in the cash book to the proper
accounts, the receipts and disburse-
ments; a Voucher Clerk records
vouchers payable, which after being-
made negotiable are mailed to payees.
Such as are payable over the counter
are turned over to the Cashier. Other
Clerks handle the vouchers, pay checks,
drafts and other items cleared by our
banks each day, comparing signatures. '
amounts and ascertaining whether a
proper charge against the Company.
The Paymaster and his force sign
and send out twice each month every
pay check issued. These are invoiced
unless the pay rolls accompany the
checks, and return receipts enclosed
showing dates of deliveries by Agents
and other bonded employes to whom
the checks are sent. As there are many
thousand checks to be signed, it may
be interesting to know that same are
signed by a machine called the Sign-
ograph which enables the signer to
complete ten actual pen and ink sig-
natures, which are identical, at one
time. This machine with a man and
boy does the work in one hour that
would ordinarily require seven men to
do it in the same length of time.
The amounts to be disbursed each
month for pay rolls, vouchers and re
quirements of the New York Office are
extremely heavy and Agents should,
therefore, pursue at all times with vigor
the collection of amounts due the Com-
pany and remit same to the Treasury
at the earliest possible moment. By
62
ILLINOIS CENTRAL MAGAZINE
63
so doing a material saving can be made
for the Company and assistance ren-
dered the Local Treasury Department.
The co-operation of all Agents to this
end is zealously solicited.
Not the least important matter han-
dled by the Local Treasurer is the au-
thorization for delivery of shipments
consigned Shippers' Order in the ab-
sence of the original bills of lading.
The practice of consigning shipments
to order is steadily increasing and the
railroads being at once responsible to
the shipper or party to whose order
the shipment is consigned, for the
carrying out of the provisions of the
bill of lading- too much care cannot be
taken to insure the Company against
loss. In many cases the shipments ar-
rive before the bills of lading; in oth-
ers the bills of lading are lost or mis-
placed and, notwithstanding this, con-
signees invariably call for and expect
delivery upon arrival of the shipments,
leaving it to the railroad to protect its
interests. Such cases should be re-
ferred to the Local Treasurer for ad-
vice as to what action should be taken,
giving full particulars such as way-
bill reference, names and addresses of
shipper and notify party, invoice value
of shipment and reason why bill of lad-
ing cannot be surrendered.
A Letter of Appreciation for Courteous Attention
of Flagman Brasher to a Passenger
Mr. A. D. Caulfield, Supt., West Blocton, Ala., Oct. 26, 1917.
Water Valley, Miss.
Dear Sir: Pardon the liberty I take in addressing you. Not very long ago — the
29th of September — I and my husband and son were passengers on No. 5, where Flagman
B. B. Brasher was at work. My husband was taken sick and Flagman Brasher was so
kind and attentive to my husband that I wish to congratulate you on having a man so
worthy and trusty. I can never forget him for his extreme kindness.
Most respectfully,
Mrs. Dovie Pence, West Blocton, Ala.
FROM THE LAW DEPARTMENT
Biographical Sketch No. 32
ATTILLA COX, JR.
64
ILLINOIS CENTRAL MAGAZINE 65
ATTILLA COX, JR.
Attilla Cox, Jr., although a native of Henderson & St. Louis Railroad Corn-
Owen County, Kentucky, has spent most pany, then operating upon I. C. tracks,
of his life in Louisville. coming into collision with a trolley car.
After completing his legal education Mr. Cox immediately notified his father,
at the University of Louisville and the then the President of the L. H. & St. L.
New York Law School, and after serv- that the Illinois Central would expect
ing an apprenticeship in the law office of his company to pay any judgments which
Elihu Root in New York, he returned to might be rendered against the I. C. The
Louisville and entered the office of Pir- senior Mr. Cox "scouted" the idea and
tie and Trabue in 1898. rather took the junior to task for his
In 1901 he became a member of the "bumptiousness." In the end the L. H.
firm of Pirtle, Trabue and Cox, which, £ St. L. paid the I. C. something over
after M'r. John C. Doolan entered the $50 000
firm, became Pirtle Trabue Doolan & L ' rf Mr CQX has had h f
nf°XH . A ,6CT f/' ' fC ^Ca™e °"6 the'acquisition by the Madison Coal Cor-
°f "" IIlm°1S of extensive coal properties in
Mr. Cox, in addition to general corpora-
tion practice, has been in charge of much He was selected as one of the three
important litigation for the Illinois Cen- candidates of the Democrats (and de-
tral in the courts of Kentucky. He re- feated) for the commission to maugu-
lates the following rather amusinr inci- rate a new fiscal system for Jefferson
dent which occurred some years ago. County, which includes Louisville.
Heavy personal injury litigation had re- CONFIDENTIAL: — We can't say
suited from a train of the Louisville, much for his golf game.
LAW NOTES. .
Traffic agreements with tap lines. — In Illinois Central R. Co. v. Brook-Scanlon
Co., 241 Fed. Rep. 445, the Circuit Court of Appeals at New Orleans held that
a railroad having a trunk line may enter into an agreement with a road whose
line is a tap line and tributary to its trunk line, establishing through routes and
joint rates as to property transported over both the tap line and the trunk line,
applicable to logs or lumber belonging to the trunk line, it being contemplated
that the logs should be manufactured into lumber after being received by the
trunk line. It was also held that although the trunk line by reason of diversity
of its business and multiplicity of departments did not immediately discover the
situation, it was, the tap line having agreed to deliver the lumber f. o. b. at the
intersection point, entitled to repayment of the sums paid the tap line, for other-
wise the tap line would esoipe payment of a large portion of the freight on the
logs to the point of intersection.
Commutation tickets between Baltimore and Parkton. — In Pennsylvania Rail-
road v. Towers, the Supreme Court of United States on October 15, 1917,
opinion by Mr. Justice Day, held : "Having the general authority to fix rates
of a reasonable nature, we can see no good reason for denying to the State
of Maryland power to exercise this authority in such manner as to fix rates for
special services different from those charged for the general service. In our
opinion, the rate for a single fare for passengers generally may be varied so
as to fit the particular and different service which involves, as to commutation
rates, the disposition of tickets to passeng-ers who have a peculiar relation to
the service. The service rendered in selling a ticket for one continuous trip
is quite different from that involved in disposing of commutation tickets where
a single ticket may cover 100 rides or more within a limited period. The labor
and cost of making such tickets as well as the cost of selling them is less than
66 ILLINOIS CENTRAL MAGAZINE
is involved in making and selling single tickets for single journeys to one-way
passengers. The service rendered the commuter carrying little baggage and
riding many times on a single ticket for short distances, is of a special char-
acter and differs from that given the single-way passenger."
Attachment of goods in car engaged in interstate commerce. — In Stamford
Rolling Mills Co. v. Erie R. Co., 101 Atl. Rep., 823, the Court quotes approv-
ingly the following from Pennsylvania R. Co. v Hughes, 191 U. S. 488: "It
is well settled that the State may make valid enactments in the exercise of its
legislative power to promote .the welfare and convenience of its citizens, although
in their operation they may have an effect upon interstate commerce." The
Court also cites Davis v. C. C. C. & St. L. R. Co., 217 U, S, 177, where it was
expressly held that cars engaged in interstate commerce may be attached under
state laws, the Court there holding: "It is very certain that when Congress
enacted the Interstate Commerce Law it did not intend to abrogate the attach-
ment laws of the States."
Anti-pass law and deed to right of zvay. — The Kentucky Court of Appeals
has held that section ] 96 of the State Constitution, providing that passenger
transportation shall be regulated to prevent unjust discrimination, and section
197, prohibiting free passes, render void as against public policy a railroad's
agreement to give free transportation in return for right of way deeded it, espe-
cially as the Kentucky Anti-Pass Law of 1916, enacted pursuant to section 196,
specifically prohibits transportation except for a money consideration. It is
held that the Anti-Pass Law does not impair the obligation of an existing con-
tract by a railroad to furnish passenger transportation in return for right of
way deeded it, since the contract was made in view of section 196, and because
the Anti-Pass Law is merely a police regulation within the legislature's consti-
tutional powers. The court in its opinion reviewed the prior Anti-Pass Law
decisions. (Kentucky Traction & Terminal Company v. Murray, 195 S. W.
1,119.)
Reconsignment and Storage Charges to Relieve Congestion. — In New York
Produce Exchange v. B. & O. R. Co., 46 ICC 666, opinion by Commissioner
Clark, the Commission found justified a reconsignment charge of $2 per car es-
tablished as an incentive to the direct billing of carload freight to places of final
delivery within New York lighterage limits, and which had for its object the re-
lief of the congestion and car shortaee situation at New York. It also found jus-
tified a rule that a shipper from an interior point in the United States must, as
a condition precedent to the issuance of a through export bill of lading, guaran-
tee the payment of such storage charges as may accrue at New York after the
expiration of free time ; and it also found justified a rule that carload freight
moved to New York as domestic traffic and subsequently exported cannot be
accorded the benefit of the more liberal storage charges and regulations applica-
ble to export traffic, which rule was designed to prevent the circumvention of
embargoes against movement of freight to New York before ship space is se-
cured.
How Rates on Cream Are Related to Rates on Milk. — In C. F. A. Territory
M'ilk and Cream Rates, 46 ICC 601, 619, opinion bv Commissioner McChord,
it was said: "We have made the rates on cream uniformly 25 per cent higher
than those on milk. It is contended bv dealers in cream that rates thereon
should be no higher than the rates on milk. Similar contentions were made in
New England Milk Case. 40 ICC 699 ; Milk and Cream Rates to New York, N.
Y., 45 ICC 412; and Milk and Cream Rates to Philadelphia,^ Pa., supra. The
matter of prescribing higher rates on cream than on milk was fully discussed
therein and need not be restated here. We found in those cases that respond-
ents were justified in charging rates on cream not to exceed by more than 25
ILLINOIS CENTRAL MAGAZINE 67
per cent those found reasonable on milk. We find that the rates on cream
should not exceed the rates on milk by more than 25 per cent."
Through Rates Equaling Aggregate of Intermediates Is No Proof of Un-
reasonableness.— In Western Pine Mfrs. Ass'n. v. C. I. & W. R. Co., 46 ICC
650, opinion by Commissioner Clark, it was held that "the mere fact that through
rates are composed of the aggregate of intermediate rates is not sufficient to
condemn them, without proof that such an adjustment results in through rates
which are unreasonable and otherwise, in violation of law." Citing Aopalachia
Lumber Co. v. L. & N. R. Co., 25 ICC 193, Southeastern Lumber, 42 ICC 548,
558, Connor Lumber & Land Co. v. G. N R. Co., 43 ICC 243.
EXCERPTS FROM PRESIDENT REA'S SPEECH.
Pooling, Physical Valuation, and Other Matters. — In the course of his re-
marks at the American Railroad Commissioners' Convention dinner held in
'Washington, D. C., in October, 1917, President Rea of the Pennsylvania Rail-
road said :
"Railroads are deficient in terminal facilities and equipment because of insuf-
ficient earnings and unduly low rates since 1907, and the country and the busi-
ness men are paying the price of neglect, notwithstanding all our efforts to help
them. Bricks without straw cannot be produced. High costs, high taxes, and
high wages cannot be paid without sufficient rates. The Pennsylvania faced the
war of 1861 with average rates of 2^2 cents per ton mile, and the war of 1917
with average rates of slightly over 6 mills per ton mile. Yet nearly everything
that goes into the expense of railroad operation costs far more now than it did
when the Civil War opened. * * *
"Another field for co-operation by state commissions lies in aiding to bring
about uniformity of state laws, and may I suggest the usual conclusion, namely,
that nothing can be accomplished without adding further bureaus, reports, sta-
tistics, investigations, hearings, and detailed action by the various public service
commissions of our forty-eight states. * * *
"The day is here for the consolidation and unification of railroad systems. No
less than 2,385 separate railroad corporations report to the Interstate Commerce
Commission and I hazard the guess that at least 2,300 of them could be merged
into the bigger systems with vast benefit to the public and everyone else con-
cerned. * * *
"I wish here to say, most unequivocally, that in my judgment the pooling of
traffic by the railroads is essential for the public service and should be affirma-
tively legalized, not only for the period of the war, but for all time. And I de-
sire to add my belief that the restrictions of the Sherman law should not apply
to the railroads, and that mergers and combinations intended to increase effi-
ciency, simplify accounting and eliminate the wastes of competition, should not
only be countenanced but encouraged, under public supervision and control.
"I am one of the few railroad men who believe that federal valuation should
be pushed to a conclusion, but I wish to voice my deep conviction that it should
be a real valuation, based upon a marshaling of facts and data which may be
used for any purpose in the future. This is my individual view, based upon a
long experience in valuing railroad property for purchase, for leasing, and in
cases of acquisition by merger or consolidation.
"Railroad properties are constantly being valued, and are being bought, sold,
and leased on such valuations, and have been, frequently, for the last 60 years.
Ft has been possible to do this without encountering the tremendous expense,
complications, difficulties and grave differences that are being experienced in the
federal valuation, and it will be possible to do so again. I believe that today we
can have a real governmental valuation of our railroads, and one that will be of
real utility, just as soon as we make up our minds that practical considerations,
and not theory, shall govern the procedure."
CLEANINGS
//•
vm me
CIAMS DEPARTMENT
Jyews • CT- ^Doings -
Claimants • J^z • a/zc/ - £3ttf • cv^ Court
A DISAPPOINTED WOMAN
"The train gave an 'awful chug' and I
was thrown off," testified M'rs. Emma S.
McDermott, a passenger on a suburban
train, before a jury in the Superior Court
at Chicago, but the jury refused to be-
lieve there was any such "awful chug"
and Mrs. McDermott lost her case.
On June 16th, 1914, Mrs. McDermott
and her sister boarded a southbound lo-
cal suburban train at the Randolph Street
depot, Chicago, at 8 P. M., intending to
go to their home near 53rd Street. Both
women were frequent commuters and
acquainted with the suburban service.
Riding in the rear portion of the second
coach, Mrs. McDermott soon became en-
gaged in conversation with another wo-
man passenger and lost track of the sta-
tion stops. When the train arrived at 50th
Street, one station north of where Mrs.
McDermott desired to alight, the regu-
lar stop was made and several passen-
gers left the train. The train crew, see-
ing no more persons making any move
to alight, gave the signal to proceed.
About the instant the train started, Mrs.
McDermott left her seat and rushed to
the nearest doorway, passed out onto
the car platform, hesitated a moment
and then stepped off the moving train
and fell on the depot platform. The crew
and several passengers saw the accident
and the train was stopped at once ; the
woman walked back in the train and
rode to next stop, her intended station,
where, with the assistance of her sister,
she left the depot grounds and walked
to her home. This was on Tuesday eve-
ning.
According to Mrs. McDermott, she re-
ma;ned in bed the next day, Wednesday;
on Thursday she was up part of the time
ird on Friday she made a trip downtown
and walked nearly one-half mile to con-
sult an osteopath, who gave her treat-
ment for a bruised hip. a bruised knee
and a slightly sprained ankle. During
the ensuing weeks, 28 treatments were
given and she then left for Cleveland,
Ohio.
Meanwhile. su'-t had been instituted
ag-ainst the Railroad Company for $25,-
000.00.
68
ILLINOIS CENTRAL MAGAZINE
69
When the case was reached for trial
last month, Mrs. McDermott testified
that she and her sister boarded the train
at Randolph Street, intending to go to
o3rd Street, and that she became en-
grossed in conversation with another wo-
man who sat beside her. When the train
reached 50th Street, this woman pro-
ceeded to leave the train and Mrs. Mc-
Dermott, thinking the 53rd Street depot
had been reached, followed close behind ;
the other woman left the train safely but,
as Mjrs. McDermptt was in the act of
stepping off, the train gave a violent
lurch, or "awful chug" as it was de-
scribed, and she was thrown off. Mrs.
McDermott testified that she went to
Cleveland and later passed through Chi-
cago on her way to California, where
she expected to rest up after her alleged
injuries. Arriving at Los Angeles, she
was under the care of a physician for
three months, undergoing a slight oper-
ation which, it was claimed, was neces-
sary because of the accident. She then
repaired to a sanitarium for rest and
treatment, remaining at various health
ro-orts for over two years at the rate of
~^0 to $50.00 per week. Returning
to the East in the Summer of 1917. she
traveled some and then came to Chicago
to collect her $25,000.00.
None of the physicians who took care
of the woman during her prolonged stay
i;I the West were present at the trial, nor
were their depositions taken to show that
the conditions, for which they treated
her, were in any way due to the accident.
However, there was medical proof to the
effect that the bones of the pelvis, the
sacro-iliac joints to be exact, were dis-
1-rntrd and pulled apart and that a small
piece of bone was missing.
On the Railroad Company's behalf,
the Conductor testified that there was no
such .lurch as described by the plaintiff,
and further that the woman, with whom
Mrs. McDermott had been conversing,
had presented ticket to 57th Street and
had left the train at 57th Street, two sta-
tions beyond where the accident occurred,
and not at 50th Street ahead of the plain-
tiff. A disinterested non-employe stated
that he was a passenger on the train and
alighted at 50th Street; that the train
had started to pull out of the station
when Mjrs. McDermott came running out
onto the rear platform of the second
coach and deliberately stepped off the
moving train ; that jthere was no jerk or
lurch of the car and, further, that no
woman alighted just ahead of the plain-
tiff.
An expert X-Ray operator examined
the plates introduced by the plaintiff and
stated that he could see no such abnor-
mal conditions as described by Mrs. Mc-
Dermott's witnesses. A well known sur-
geon also testified that a dislocation or
pulling apart of the joints of the pelvis
was a condition unknown to the medical
profession in a woman or any person
over 60 years of age ; that these joints
became hardened or ossified in middle life
so that they could not be dislocated ; also
Hiat a fall, which would have broken any
of the pelvic bones, would be such a
serious accident that a person would be
disabled immediately and would not be
able to get out of bed for months, if ever.
It took the jury but a short time to de-
n'de that the Railroad Company's em-
nloves did not jerk the train and that the
plaintiff alone was responsible for her
fall.
Local Attorney V. W. Foster trjed the
case for the Railroad Company and is
receiving the congratulations of his
friends and admirers on convincing the
jury that the Railroad Company was not
to blame for the deplorable accident.
AN UNNEIGHBORLY NEIGHBOR
Leland Gates filed suit against the Il-
linois Cejntral at Greenville, Ky., for
$150.00, the value of a mule which he
claimed was fatally injured by reason of
stepping into a post-hole on the right of
way of the Railroad Company. Mr.
Gates was the only witness to the acci-
dent. The case was tried recently and
the Railroad Company won it. Mr. Gates
has not lived in a very neighborly fash-
ion with the Railroad Company. He has
been a frequent litigant. He has never
been inclined to compromise his claims,
but has usually rushed into court with
them. He caused the Company a lot of
70
ILLINOIS CENTRAL MAGAZINE
trouble and expense in regard to the mule
which he claimed stepped into the post-
hole. He also caused himself right smart
trouble and expense.
W. C. FIELD FILES RAILROAD
CLAIM AND GETS HIS MONEY
IN TEN DAYS
"A big corporation can act quickly
when it wants to," said W. C. Field
Wednesday morning. "When I arrived
in Chicago a week ago Sunday my wife
and daughter were there with an auto-
mobile to bring me the rest of the w'ay
home. As we drove under the Illinois
Central subway at Fifty-Third street, a
piece of steel fell from somewhere above,
split its way through the top of the au-
tomobile and hit my daughter on the
shoulder, damaging her coat. When we
rot to Decatur I filed a claim with the
Central. Yesterday I received a letter
saving that my claim for $45 had been
allowed. That is about the quickest ac-
tion I know of on the part of a railroad
companv." — Decatur (III.} Review of
Oct. nth, 79/7.
FIRE CASES TRIED AT^ENTON,
ILLINOIS
Some cottages were destroyed by fire
about 8 :30 P. M. November 4, 1916, at
Buckner, 111. They were located about
one hundred feet north of the Illinois
Central Railroad track afid about half a
mile east of the station at Buckner. There
was no cause to believe that the Railroad
Company had anything to do with setting
out the fire. Six persons, however, sus-
tained losses in the fire, aggregating $2,-
500.00. Several weeks after the fire, the
Railroad Company was first notified by
an insurance adjuster who represented
Companies holding policies on the dam-
aged property that the fire had b-^n set
out by sparks emitted from a passing
eneine. In due course suits were filed
aq-ainst the Company and they were tried
during the latter part of September at
Benton bv Local Attorney Moses Pul-
verman. The worry and anxiety to the
representatives of the Companv oqca-
sioned by the necessity of defending these
suits was very great. A number of
witnesses, however, were finally located
and testified at the trial. It was sought
by the parties who sustained damages to
prove that the sparks which set out the
fire were emitted from the locomotive
drawing train No. 623, but Claim Agent
Jay and Local Attorney Pulverman were
able to find a large number of witnesses
who said that the fire was raging when
No. 623 passed, and the jury was con-
vinced of this fact and acquitted the
Railroad Company «f any blame for the
fire. '
IS IT RIGHT?
The accompanying picture shows stock
grazing on the waylands of the Railroad
Company at Isola, Miss. The picture
was taken on August 23, 1917.' Other
stock were grazing on the waylands in
the same vicinity at the time the picture
was taken, but were not close enough to-
gether to be included in one picture. Such
stock are valuable and if killed by trains
the waste is complete. No one is bene-
fited. In addition, trains are frequently
derailed and passengers and trainmen in-
jured or killed by reason of striking
stock. Depot grounds cannot be fenced.
A large percentage of the stock killed by
railroads are killed within' the station
limits. This is a risk which the public
could remove, but which it does not re-
move, and the railroads are compelled to
operate trains with this danger confront-
ing them. If the stock are killed, the
railroads are usually held responsible.
Cases where they escape responsibility
are the exceptions to the rule. If trains
are derailed and employes and passen-
gers are injured or killed, the railroads
are usually held responsible for that also.
Ps it right ? Think it over and determine
the question for yourself.
FENCES IN THE STATE OF
LOUISIANA NOW PROTECTED
BY A RIGID LAW
In the State of Louisiana the railroads
have had great difficulty in x maintaining
their fences along the waylands. At
some places in Louisiana the Illinois Cen-
tral Railroad Company has fenced and
re-fenced the waylands repeatedly. Any
ILLINOIS CENTRAL MAGAZINE
71
STOCK GRAZING ON THE RAILROAD PROPERTY AT ISOLA, MISS.
person who found the fence an incon-
venience did not hesitate to cut the
fence, or destroy it. This practice
greatly discouraged the railroads in
building fences along their waylands in
Louisiana. In order to cure this, difficulty,
trie recent session of the legislature ol
the State of Louisiana passed an Act
making it a felony for any person to wil-
fully or malaciotisly burn, tear down, cut,
break, or tear loose any fence, or pa^t
thereof, or otherwise impair or destroy
fencing belonging to any person, corpor-
ation, or institution, and providing a very
severe nenalty for the violation of the
Act. which reads as follows:
"Section 1. Be it enacted by the Gen-
eral Assembly of the State of Louisiana,
That whoever shall wilfully and mali-
ciously burn, tear down, cut, break, tear
loose or down any fence, or any part
thereof, whether constructed of wire or
wood, or both, or of any material, or
shall otherwise impair or destroy such
fence, when the same encloses and pro-
tects the field or pasture, or any other
lot of ground belonging to any person,
corporation, or institution, or shall cause
the same to be done without the consent
of the owner thereof, shall be deemed
fniiltv of a felony, and on conviction
thereof, shall be imprisoned at hard la-
bor for a period of not less than one year
nor more than five years at the discre-
tion of the court:
Section 2. Be it further enacted, etc.,
That all laws or parts of laws in conflict
herewith are hereby repealed; provided
no offense heretofore committed -against
the laws so repealed shall be condoned
by this repeal, or the prosecution thereot
in any wise abated or affected."
BIG SUIT FOR KILLING STOCK
WON BY RAILROAD COMPANY
On the night of April 2, 1917, eight
mules and one horse were killed by train
No. 7 just north of Como, Miss. The
eight mules were the property of Mr. A.
F. McGehee, of Como, and the horse
belonged to one of his tenants. It was
impossible to compromise the claims with
Mr. McGehee at reasonable figures and
he filed suit against the Railroad Com-
pany for $1,485.00. Mr. McGehee is one
of those who believes in exacting the
"full pound of flesh" from the Railroad
Company in the matter of claims, so it
was decided to let the courts determine
the responsibility for this accident. En-
gineer David was at the throttle of the
engine drawing train No. 7, which is the
Panama Limited, perhaps the finest train
in the world and one of the fastest. He
72
ILLINOIS CENTRAL MAGAZINE
testified at the trial at Senatobia recently
that he was pulling one of the best
equipped trains in the world; that his
engine, air-brakes and every other ap-
pliance were in perfect working order,
and that his engine was provided with
a Buda-Ross electric headlight and that
there was no better headlight manu-
factured. He said it was a very stormy
night; the rain had been pouring down
in torrents, and that in consequence the
ditches and streams were swollen. He
was running about forty-five miles per
hour when he first saw the mules on the
was concluded, the trial judge ruled that
Mr. McGehee had failed to make out a
case against the Railroad Company and
he directed the jury to return a verdict
for the Railroad Company, and thus the
law suit ended.
WON VERDICTS FOR THIRTY-
FIVE CENTS EACH
At the recent term of the Circuit Court
of Panola County, Mississippi, the cases
of J. J. Still, G. L. Dees, S. M. Lewellyn
and L. E. Anderson against the Illinois
CLAIM AGENT HAGAN LOOKING OVER A BUNCH OF PROSPECTIVE CLAIMS
DOWN IN MISSISSIPPI.
track about 250 or 300 feet ahead. He
immediately shut off the steam and ap-
plied the emergency brakes, but it was
too late to avert striking the animals.
Running over the mules caused the cyl-
inder cocks to be torn from the right side
of the engine and some of the tie rods of
the brakes were also torn off. Mr. David
testified that his fireman was busy put-
ting coal in the fire box at the time of
the accident.
Mr. David had a double motive in
trying to stop before striking the
mules. He wanted to save the mules,
but he feared most for the safety of his
train and his passengers and his own life,
and the lives of his fellow-employes.
When all the testimony on both sides
Central was tried. These parties sued
for $2,000.00 each, and won verdicts for
the sums of thirty-five cents each, or a
total of $1.40. They purchased tickets
from the C. R. I. & P. at Little Rock,
Ark., through to Batesville, Miss. They
claimed that they were told by the agent
of the C. R. I. & P. that they would
reach Memphis in time to make connec-
tion with I. C. train No. 3 and would be
entitled to ride on that train to Bates-
ville. They arrived at Memphis at about
6:00 A. M., August 27th, but were not
permitted to board train No. 3 because
that train did not make the stop at Bates-
ville, and this was shown in all of the ad-
vertisements of the Company. They re-
mained in Memphis until 5 :10 that even-
ILLINOIS CENTRAL MAGAZINE
73
ing and reached Batesville at 7 :40, two
hours and thirty minutes later. They
claimed that on account of getting to
Batesville so late, they were compelled
to walk to their respective homes in the
country through the rain and mud and
were made sick and suffered great men-
tal pain and anguish of mind, but they
could have left Memphis on the local
train at 8 :15, which arrived at Batesville
at 10 :34 A. M. They testified that they
knew of this train, but were relying al-
together on what the Rock Island agent
at Little Rock had said to them about
taking the fast train. Two days of the
valuable time of the court was taken up
in the trial of these cases. Two days of
the valuable time of a number of rail-
way employes was also lost.
SOUTH DAKOTA TO STOP
TRESPASSING ON RAILWAY
TRAINS
The State of South Dakota is deter-
mined to break up trie practice of tres-
passing upon railway trains in that State,
and thus reduce the large number of fa-
talities which annually result from tres-
passing. Following is the full text of
the law enacted by the last session of the
legislature of South Dakota, which was
apnroved March 10, 1917:
§ 1. It shall be unlawful for any per-
son, either individually or as a member
of any mob, band or assembly of persons
to in any manner enter upon, occupy or
appropriate any part of any railway train
or railway equipment, used or useful in
the transportation of passengers or prop-
erty, or. in the maintenance or operation
of any line of railway in this state, ex-
cept by permission of the conductor in
charee of such train, or for the purpose
of riding thereon in a proper and lawful
manner as a passenger at the resrular
rate of fare prescribed by the tariffs of
said company, and in the regular coaches
or cabooses provided for the regularlv
established stations. This section shall
not apply to officers or employees of the
company or peace officers in the discharge
of their dutv. Any person violating the
provisions of this section shall be deemed
guiltv of a misdemeanor.
§ 2. It shall be unlawful for any per-
son, either individually or as a member
of any mob, band or assembly to enter
upon, occupy or appropriate any part of
any railway train or of any railway equip-
ment used or useful in the transportation
of passengers or property, or, in the
maintenance or operation of any line of
railway in this state, armed with any in-
strument or weapon of any kind, for the
purpose of committing any offense, or
to ride in any other than the usual proper
and lawful manner at the legal rate of
fares prescribed in the tariffs of the rail-
way company, and in the proper coaches
or cabooses, provided for that purpose.
Any person violating the provisions of
this section shall be deemed guilty of a
felony, and upon conviction thereof, shall
be punished by imprisonment in the state
penitentiary not exceeding five years or
fined in a sum not more than one thou-
sand dollars ($1,000.00), or, by both such
fine and imprisonment, in the discretion
of the court.
§ 3. Police power is hereby conferred
upon every conductor in charge of trains
upon lines of railroads in this state, and
authority is hereby given every conduc-
tor while upon duty upon any train or
car, to arrest every person who shall vio-
late the provisions of this act, and to
deliver him. or them, to a sheriff or po-
lice officer at any station where such of-
ficer may be found, and it shall be the
duty of such officer to make a complaint,
which complaint may be made upon in-
formation and belief against such person
or persons.
§ 4. Whereas the purposes of this act
are deemed to be a public necessity, an
emergency is hereby declared to exist
and this act shall be in effect on and
after its passage and approval.
Approved March 10, 1917.
A CORONER'S TURY MAKES REC-
OMMENDATION TO REDUCE
AUTOMOBILE FATALITIES AT
CROSSINGS
George Clodi and Lewis Newman were
fatally injured at Aroma Park, 111., Oc-
tober 14, 1917, on account of having*
been struck while riding in an automo-
bile by the locomotive of train No. 18
74 ILLINOIS CENTRAL MAGAZINE
•
on the 'Big- Four. The Coroner's verdict linois Division according to the recent
in this case was as follows : monthly reports from your office.
"Caused by an automobile in which they
were riding being struck by engine of Damage to Stock Settlements, Aug.
train No. 18, of the C. C. C. & St. L. 1917 - Rank 3
R. R. on second crossing south of Aroma Damage to Stock Settlements, Jan.
Park Station. We find that the train to Aug. 1917 Rank 1
crew are in no way to blame, but this Personal Injury Settlements, Aug.
accident is due to the lack of proper care 1917 Rank 2
and caution on the part of the occupants Personal Injury Settlements, Jan. to
of the automobile in approaching the QC|. 1917 Rank 1
"r"Wef'the jury, recommend in order PerS?^ ^^ Settlements, Sept
that such sad accidents mav be greatly 1917 (Foot slipped) Rank 10
reduced in number, that all drivers of Damage to Stock Settlements, Sept.
automobiles upon approaching road 1917 Rank 1
crossings shall STOP, LOOK and LIS-
TEN." Our sudden rise in temperature for
• . personal injury settlements in Septem-
Kankakee, 111., Nov. 2, 1917. ber was the disposition of a number of
Mr. H. B. Hull:- auto cases-
I am obliged to again Yours very truly,
call your attention to standing of the II- CHAS. D. CARY.
Unreasonable Speed Restrictions
Employees and Non-Employees Write About Vice President Foley's Latest Letter
Memphis, Tenn., October 31, 1917.
Mr. T. J. Foley,
Vice-President Illinois Central R. R. Co., Chicago, 111.
Dear Sir:
Your letter 27th ult. addressed to Enginemeh and Trainmen received. I
have read it carefully and thoughtfully. You have certainly succeeded in
making clear one of the great obstacles to railroad transportation; the thing
which we all knew but which never before had been so clearly stated in a letter.
Unreasonable speed regulations are hard on the railroads but they are harder
still on trainmen and enginemen because they are the ones upon whom the blame
falls heaviest when there are violations. I hope that your letter will be widely
read because I believe the people want to be fair and that if they will read your
letter they will see the great injustice of these unreasonable speed regulations,
and that they will right the wrong which they are doing the railroads and par-
ticularly the trainmen and enginemen.
You hit the nail squarely on the head when you say that railroad men should
not be required to become lawbreakers. If we should comply with all of the
speed laws and thus reduce the running time of our trains from twenty-five
to fifty percent there would be an avalanche of complaint. The people would
not stand for it. The Government would not stand for it. The railroads would
be immediately charged with incompetency. They would be charged with
obstructing the Government in its efforts to win the war. Such a howl as has
never been heard before would reverberate throughout the country. But if in
doing the thing which the public requires us to do, that of violating the speed
ILLINOIS CENTRAL MAGAZINE 75
regulations, and there is an accident, some heedless, thoughtless person, without
looking or listening or doing anything for his own safety, gets in front of a
locomotive and is killed, there immediately arises a storm of indignation in
the immediate community where the accident occurred. The railroad is charged
with negligence and perhaps the train crew is charged with criminal negligence
or manslaughter for violating the speed law. The whole community becomes
imbued with the belief that railroad men are criminals. This feeling spreads
from one town to another and crystallizes. It is argued that the man who lost
his life had a right to expect that the train was not running faster than six miles
per hour; that he would have gotten across in safety had the train not been
running faster than six miles per hour, and the worst of it all is that some of
the courts actually take this view of such a case. Looking at the thing in a dis-
passionate way, can any one imagine a greater injustice? One-half the prejudice
existing against railroad men is on account of violation of speed regulations
which the public requires them to violate. Just think of that. I hope and
believe that your letter will have the effect of convincing all fair-minded people
that railroad men are not so bad after all ; that they are only doing that which
the public requires them to do, which the Government expects them to do —
that of running trains carrying the commerce of the country without unneces-
sary delay.
I think all railroad men will appreciate your effort in showing this thing up
in its true light; in other words, defending them. They do not want to break
rhe laws of the towns and cities through which they run ; laws which cannot
be complied with and which the public would not have obeyed should be
repealed.
I took the liberty of sending copies of your letter to a few prominent citizens
located along my run. I am enclosing to you herewith some replies which I
have received. Yours truly,
C. J. Barnett Locomotive Engineer.
Following are the replies from citizens which Mr. Barnett received:
Hernando, Miss., Oct. 24, 1917.
Dear Mr. Barnett:
Your letter of the 22d inst. with that of Mr. Foley's read with interest, and
I can say that we heartily endorse this move to remove any and all speed restric-
tions from the railroads so that their maximum efficiency may be attained for
the benefit of both the nation and the people. Very truly yours,
A. L. Emerson.
Duck Hill, Miss., Oct. 24, 1917.
Mr. C. J. Barnett,
327 N. McNeill Street, Memphis, Tenn.
Dear Sir:
I beg to acknowledge receipt of your letter of the 23d inst., together with
enclosure in regard to speed restrictions.
I heartily agree with ;the gentleman in this particular, and believe that the
railroads of the country should receive every consideration possible; that they
are the arteries of commerce, and absolutely essential in times of peace, and
indispensable at the present time. It is my opinion that the speed restrictions
should be removed, and permit the railroads of the country to render the maxi-
mum amount of service which is needed at this time, thereby doing their "bit"
toward the prosecution of the war.
Yours very truly,
C. A. Wilkins, Cashier.
76 ILLINOIS CENTRAL MAGAZINE
Courtland, Miss., Oct. 23, 1917.
C. J. Barnett, Memphis.
My Dear Sir:
I am in receipt of yours of 19th and note very carefully the contents of
enclosure. I, as well as you, appreciate the fact that the R. R. Co. is doing all
in its power to expedite matters, and should be helped in every way possible.
I am persuaded tliat Mr. Foley is eminently correct in his opinion as to the
removing of restriction as to crossings. I have always felt th'at the R. R. Co.
was very much imposed upon in many respects, especially as to being uneces-
sarily detained at crossings, and by having to slow down at places where it costs
time and money to get in motion again. We shall be glad to co-operate with
you in any way we can in our town. As you know we have never forced you
to respect the "speed limit" in our town. Yours for service,
Fred A. Lamb.
Mr. J. C. Barnett. Nesbitt, Miss., Oct. 25, 1917.
Memphis, Tenn.
Dear Sir:
I had no idea that the "speed limit" in small towns, where it is unnecessary,
amounted to so much. I think the "speed limit," should be abolished and let
the trains "go through." Very truly,
C. A. Worthy.
Vaughan, Miss., Oct. 24, 1917.
Dear Sir :
In reply to your request to let you know what I think of Mr. T. J. Foley's
letter, I have this to say:
Let all trains have the right of way.
I heartily commend Mr. Foley's letter and think that especially in this critical
time that all speed restrictions should be removed to allow transportation of
all kinds to move as fast as possible. I think that every man should do his
bit to aid in the transportation of this country's products, munitions and every
thing that might help to win this great war.
I believe that if the enclosed letter of Mr. Foley's was read to the village,
town and city authorities that they would remove all speed restrictions.
Hoping that the few lines I have written will aid in some measure to remove
all speed restrictions, I am, Yours truly,
W. J. Hewitt.
Vaiden, Miss., Nov. 1, 1917.
Dear Mr. Barnett:
I received your kind and welcome letter. Daddy said, tell you, he thought
the same as Mr. T. J. Foley. I am in the seventh grade. I live in the house
next to the gin.
I sure do appreciate your papers and letters. Will close. Answer soon.
Your little friend,
(Miss) Johnnie Rogers.
Canton, Miss., Oct. 30th, 1917.
Hon. Chas. Barnett,
Memphis, Tenn.
My Dear Friend Charlie :
I am just in receipt of your letter and copy of letter to Trainmen and
Enginemen.
ILLINOIS CENTRAL MAGAZINE 77
I have carefully examined all details and I am of the opinion as well as
a great number of others that at this critical period we should at least con-
sider the needs of a road like the I. C. Personally, I see what a hardship it
is for the road to live up to the many restrictions placed on said road by the
different towns and villages through which the road runs.
The I. C. should have no trouble at all in having these restrictions re-
moved, if they continue to serve the people as they have in the past.
I want to assure you if I can be of any assistance, communicate with me.
Your friend always,
H. T. Huber.
We print below more letters from employees, drawn out by the Vice Presi-
dent's letter, which will be found both interesting and instructive:
Cherokee, la., Oct. 8, 1917.
Dear Mr. Foley:
Allow me to say that your letter, giving information as to what the railways
have been doing and how they will be able to do more in helping to win the
war if not hampered by speed restrictions is the best I have seen for many a
day. All good loyal Americans who read your letter should stop, look and 'see,
that railways are given a clear track and a signal that they may be speeded up
to the highest notch in handling the commerce of this country.
Yours truly,
J. F. Tarel.
Centralia, 111., Oct. 8, 1917.
Mr. T. J. Foley,
Vice-President I. C. R. R. Co., Chicago, 111.
Dear Sir:
In reading your circular letter No_. 2 to trainmen and enginemen, I am con-
scious of the fact these figures are exceedingly large, and as your letter states,
due to what we term slow towns. I have alzvays been of the opinion that it
caused the general public to become careless and indifferent in crossing tracks,
knowing that trains were required to reduce speed through these so-called slow
towns, and as an engineer I have observed that where trains were not restricted
people kept clear of the R. R. tracks when they heard trains approaching, know-
ing they were coming at high speed. I have never in a single instance come
close to hitting anyone where no restrictions existed but, on the other hand, I
have in several cases nearly struck pedestrians and vehicles in the slow towns;
this has been my experience as a locomotive engineer.
I am confident that if the officials of these towns where they have restrictions
were shown a few figures such as you have in this letter No. 2, also could hear
the experiences of the engineers along these lines, they would at least, the
greater part of them, raise or cancel the restrictions. A good talker, armed
with a few good letters and some figures to back them, going to these towns,
mostly villages, taking the agent of the company, and have a good heart-to-heart
talk, might do much good. Rest assured I shall do all I can. I beg to remain,
Respectfullyyours,
C. E. Spaulding,
Engineer St. Louis Division, Centralia District.
78 ILLINOIS CENTRAL MAGAZINE
Wilson, La., Oct. 14, 1917.
Mr. T. J. Foley, Vice President,
Chicago, 111.
Dear Sir:
I have just read over copy of your letter mailed me by some one, with inter-
est ; it brings out before the people what little things amount to. I am a member
of the town council here at Wilson. We have no speed limit for trains through
our town. We passed an ordinance recently, requiring automobiles to stop
before going over railroad crossings. The most of our employes on this
division live along the line, at the little towns, and I see no reason why the speed
limit couldn't be done away with, at all these points, and believe it could be
easily done, if our local officials would visit these towns, and talk to the business
men about it. These laws were passed years ago when people had it in for
the railroads, but it is different now; people are more friendly to the railroads,
and their employees. We have a much better class. Wishing success in this
move. Very respectfully,
J. R. Smith, Engineer.
McComb, Miss., Oct. 6, 1917.
Mr. T. J. Foley,
Vice President Illinois Central R. R., Chicago, 111.
Dear Sir:
Your circular letter, "No. 2," at hand this date, which I found most inter-
esting and good reading for anybody. I will certainly give my hearty co-opera-
tion toward eliminating these useless speed restrictions. I would like to get
several copies of this letter for distribution to the public if you consider it
proper for me to do so as I think it would bring about good results. Awaiting
an early reply, I beg to remain, Yours truly,
E. G. Stanton,
214 Georgia Ave. Engineer Louisiana Division.
!i""""il"
111! BAGGAGE AND MAIL
II I! TRAFFIC DEPARTMENT
II H
II II amm H f t B HU >in ( ( ( y „„
Increase in Postage Rates Effective November 2,1 91 7
To All Officers and Agents:
Under the Act of Congress approved October- 3 and effective November 2,
1917, the rate of postage on first class mail matter, letter mail and all matter
which is sealed, will be increased from 2c to 3c per ounce or fraction thereof,
and postal cards will require 2c postage instead of Ic. There is no increase on
circular or printed matter or parcel post.
The increase in postage on letters does not apply to letters addressed for
delivery in same town in which the letter is mailed, even though there is letter
carrier delivery ; neither is there any increase in postage rate on letters addressed
to persons on rural routes starting from the post office in town or city in which
the letter is mailed, but postal cards will require 2c postage, regardless of desti-
nation.
All concerned will please give this matter careful attention in order that
proper postage may be applied under the new law and exercise particular care
not to affix postage at the 3c rate on letters addressed to the town in which they
are mailed.
Future supplies of company postal cards will have 2c stamps. Until present
supply is exhausted, a Ic stamp must be affixed to each postal card in addition
to the Ic stamp printed thereon. H. L. Fairfield,
Manager Baggage and Mail Traffic.
Death of Mr. Walter Kirk
Mr. Walter Kirk, Milk Agent, died owing to his intimate knowledge of
at the Sherman Hospital, Elgin, 111., the dairy industry and conditions.
November 6th, after an illness extend- Through his activities as Milk Agent
ing over a period of more than three Mr. Kirk made many warm friends for
months. himself and the Company among the
Mr Kirk was born in 1867 and en- milk producers and dealers and was
tered the service of the Illinois Cen- largely instrumental in developing our
tral in 1893 as passenger brakeman. He present highly efficient dairy service,
was promoted to the position of Milk His death is mourned by a large num-
Conductor in 1897, was made Milk ber of the Company's officials and em-
Agent in 1901, and in that capacity ployes with whom he came into con-
was of great value to the Company, tact during his many years of service.
79
Christmas Mail for American Forces Abroad
Washington, D. C, Oct. 3, 1917.
To the Public :
The time is approaching to give thought to bringing Christmas cheer to the
American soldiers and sailors abroad.
Arrangements have been perfected whereby the Christmas mail to the American
Expeditionary Forces in Europe is to be delivered by Christmas morning. With-
out the fullest co-operation on the part of the public it will be impossible to ac-
complish this result.
The three essential respects in which the public can aid in assuring a happy
Christmas at the front are : Mail early, address intelligently and pack securely.
For this reason it is urgently requested that all persons having Christmas mail for
the soldiers and sailors and the civilian units attached to the army in Europe ob-
serve closely the following directions :
1. Mail to reach the soldiers in France by Christmas morning must be posted
not later than November 15th.
2. Every package must bear conspicuously the words "Christmas Mail," the
complete address of the person for whom it is intended, and, in the upper left-
hand corner, the name and address of the sender.
3. Every parcel must be so packed and wrapped as to admit of easy inspection
by the postmaster. No parcel will be dispatched to France which has not the post-
master's certificate that it contains no prohibited articles.
A. S. Burleson,
Postmaster General.
Newton D. Baker,
Secretary of War.
Josephus Daniels,
Secretary of the Navy.
Appointments and Promotions
Effective Nov. 1, 1917, Vice-President W. L. Park was granted a leave of
absence to accept service with the Chicago Great Western Railroad Company
as First Vice-President for the duration of the war. He will, under the direc-
tion of the President, have charge of all departments.
^ Effective Oct. 18, 1917, Mr. Frank Walker is appointed Train Master of the
Springfield District with headquarters at Clinton, 111., vice Mr. Harry L. M'offett,
deceased.
Effective October 24, 1917, Mr. Jesse E. Rhodes is appointed General Car
Agent, with office at Chicago.
Effective October 10, 1917, Mr. B. T. Breckenridge is appointed Assistant
General Freight Agent, with headquarters at Louisville, Ky., vice Mr. J. L.
Durrett, given leave of absence 'on account of ill health.
Effective October 10, 1917, Mr. Charles L. Netherland is appointed Com-
mercial Agent, Evansville, Indiana, vice Mr. B. T. Breckenridge, promoted.
Office, 126 Main Street.
Effective October 10, 1917, Mr. Carl C. Backus is appointed Assistant Com-
mercial Agent, Chicago, vice Mr. Charles L. Netherland, promoted. Office,
800 Edison Building,
so
ROLL OP HONOR
LUTHER BACKUS.
M1
"R. Luther Backus, agent at Dixon,
111., retired on pension November
1st, 1917, after 49 years service. Mr.
Backus was born at Grand Detour, 111.
March 6th, 1848, where he attended
school until he was ten years of age, the
following four years being spent in work-
ing on farms in the summer and attend-
ing school in winter. He worked in the
Plow Factory at Grand Detour the sum-
mer he was fifteen, and the following
fall and winter saw him in the mills and
woods of the Wisconsin pinery ten
miles from Wausau. The following
spring he helped raft a fleet of lumber
at Kelly, Wis., and pulled an oar on the
raft from that point to Keokuk, Iowa.
In the winter of 1864 he enlisted in
the Army of the North and served one
year.
After the war he went to Chicago
where he attended Eastman's Business
College for four months, afterwards ob-
taining a position in American Express
Company's office at Dixon. 111., he hold-
ing this position until February, 1868,
when he resigned on account of ill health,
when he again went into the Wisconsin'
pinery and kept books at Kelly, Wis. He
returned home to Grand Detour about
October 1st, 1868.
Mr. Backus entered the service of the
Illinois Central as clerk in the Dixon
Freight office November 2nd. 1868, and
remained in that position until April 30th,
1880, when he resigned to accept a sim-
ilar position with the Chicago and North-
western Railway at Dixon.
Mr. Backus accepted the Agency of
the Northwestern at Nachusa, 111., on
February 17th, 1881, and remained in
this position until May, 1882, when he
resigned and entered trie coal business at
North Dixon which he operated untif
June, 1883, and while at this noint he
took care of the station work of the Il-
linois Central.
In April, 1883, Mr. Backus went to
Huron, Dakota, to work in the North-
western freight office, returning to Dixon
in June of the same year to close out his
coal business. A few days after return-
ing to Dixon Mr. Backus accepted the
Agency of the Illinois Central at Le
Mars, Iowa, which position he held un-
81
82
ILLINOIS CENTRAL MAGAZINE
til December 19th, 1887, on which date
the Illinois Central completed their line
to Sioux Falls, Dakota, and MT. Backus
was appointed as Agent at this place,
remaining there until December 4th, 1889,
when he accepted position as Chief Clerk
in Local Freight office at foot of South
Water Street, from which position he
was transferred to Agent at Dixon, 111.,
July 16th, 1890, where he has been till
the present date.
In retiring from the service the Illi-
nois Central is losing one of its most
loyal, faithful and conscientious em-
ployes, and his many friends and ac-
quaintances will indeed be sorry to hear
of his retirement from active service,
and they in conjunction with the Man-
agement wish him many long and pros-
perous years in return for the vears spent
with them.
Illinois Central Band Serenades Cook County Infirmary
"On Friday, October 14th, the Illinois
Central R. R. Band of Chicago serenaded
the old folks at Cook County Infirmary,
Oak Forest, 111. A very pleasant even-
ing was sp_ent. The cornet and baritone
solos by M. and V. Morrie were received
with great applause. Four gentlemen
from the south side, namely, Tolone,
Parise, McLaughlin and Gooltz, fur-
nished the machines gratis to carry the
band to and from Burnside to the insti-
tution. After the program was finished,
the superintendent presented Mr. Fraser
with a bouquet o'f carnations. A very
fine spread was furnished by the general
superintendents aind after justice had
been done to the edibles, the bandmaster,
on behalf of the Illinois Central Band
of Chicago, thanked the general super-
intendent for the kind hospitality shown
the band. This is the first time that the
band has had a chance to alleviate the
suffering of the poor, and I hope it will
not be the last, as it is the motto of Mr.
Eraser to do good whenever he can.
Great praise is given to Mr. V. Morrie
for getting up the trip."
TRANSPORTATION
DEPARTMENT
Illinois Division Staff Meeting Held in Superintend-
ent's Office, Chicago, August 27, 1917
PRESENT:
H. Battisfore, Superintendent.
H. C. Eich, Master Merchanic.
P. K. Hanley, Train Master, Kan-
kakee.
E. H. Baker, Train Master, Cham-
paign.
W. H. Donley, General Foreman,
Champaign.
F. Reidemann, General Foreman,
Kankakee.
W. J. Fagan, Claim Clerk.
W. C. Costigan, Road Master.
F. Berguson, Chief Accountant,
Burnside.
J. T. Stanford, Chief Clerk to Su-
perintendent.
VISITORS:
L. A. Downs, General Superin-
tendent.
The constant increase in operating
expenses having been so alarming, the
ILLINOIS CENTRAL MAGAZINE
83
opportunity presented by regular
quarterly meeting was taken to make
a thorough analysis of all expenses,
both fixed and fluctuating, on the
Illinois Division and if possible devise
means whereby they could be better
controlled and reductions made wher-
ever possible.
A careful examination was made of
each fixed position on the division
and it was found that in some in-
stances we are now working short-
handed and with really less help than
is necessary to properly handle the
work, which has greatly increased,
due to an increase of over 25 per
cent in business as compared with
last year. A number of stations where
helpers are authorized are now get-
ting along without them, due to some
of the helpers having been promoted
and being used as extra agents and op-
erators during vacation periods and oth-
ers having left the service and the in-
ability of the station school to furnish
new helpers to replace them. This
shortage, while not as yet having reached
a serious stage, nevertheless is handicap-
ping various stations to a certain extent
and necessitates paying of overtime to
agents who are required to handle mail
outside of their regular hours. It also
develops that it will be necessary to put
on six additional car inspectors at Cham-
paign old yard, account using the old
yard to handle trains, due to heavily in-
creased business and the only reduction
in regular positions that it was found
possible to make was one clerk at Brad-
ley, at which point business fluctuates,
there being certain periods of the year,
account shipment of implements and
other products of the factories at that
point which are much heavier than oth-
ers, and the $55.00 clerk who was put
on last spring, when the heavy season
for these factories began, was taken off
and it was the consensus of opinion that
no other help could be spared in any de-
partment ; therefore, it was necessary to
report to the management in response to
request received for reduction of ex-
penses that no reduction could be made
in this direction.
The staff then entered upon a discus-
sion to determine by what other means,
if any, reductions could be made and
statement, which is quoted herein, show-
ing performance of freight service for
the first nineteen days of August, 1916
and 1917, also for the months of June
and July, 1916 and 1917, was read and
while it will be noted the total expense
this year was much greater than for
similar period last year, the statement
indicates, after eliminating items of ex-
pense entering into our performance
this year which the division was not in a
position to control, namely : the increases
resulting from the operation of the
Adamson Law, increased wages and in-
creased price per ton for engine fuel ;
our efficiency in freight train operation
was considerably higher during the pe-
riods covered in 1917 than it was last
year, the cost per 1,000 ton miles this
year amounting to 23.98 cents as against
24.47 cents last year, showing that our
train load has been increased which, it
is believed, under present conditions and
with continuation of present volume of
business, is the only recourse we have
to save money. The chairman, there-
fore, emphasized as strongly as he could
the necessity of maintaining our tonnage
rating at all times and avoid the opera-
tion of a single engine without full ton-
nage and to increase, whenever possible,
the train load, regardless of the estab-
lished rating and this plan will be fol-
lowed and it is anticipated we will be
able to continue to make a favorable
comparison with last year, taking into
consideration the items referred to above
which have been added to our operating
expenses and over which we have no
control.
Exhibit Showing Performance Freight
Train Service, Illinois Division,
August 1 to 19, 1916-1917, and for
the Months of June and July,
1916 and 1917.
August 1st to August 19th Inclusive:
1917
1916 Increase Percent
Number of Trains 1,582
1,334 248 .1859%
84
ILLINOIS CENTRAL MAGAZINE
Train Miles 171,590 duction in roundhouse expense from the
140,216 31,274 .2230% fact that we are endeavoring to get all
Actual Ton Miles 364,891,626 of our power in such shape as will en-
290,633,734 74,257,892 .2555% able us to go through the winter season
Av. Mi. Per Train 108.46 without being handicapped by taking en-
105.10 3.36 gines in during the height of the winter
Av. Ton Mi. Per Train 230,652 business for repairs. This plan has been
217,866 12,786 followed heretofore and the result each
May, June and July, 1917, compared year has been highly satisfactory and
iviih same period, 1916 : the Mechanical Department is to be com-
Frt. Tr. Expenses $433,898.80 mended on the efficient manner in which
$304,978.06 $138,920.74 our power has been maintained. In the
Frt. Tr. Mileage 802,991 course of the discussion on mechanical
640,942 162,049 25% expenses attention was called to a letter
Actual Ton Mileage 1,574,074,497 received some time since from the gener-
1,246,303,535 327,770,962 26% al superintendent concerning a visit paid
Increases Due To : by the general manager to a certain shop
at night, during which he observed a
Adamson Law great many men idle or not employing
$43,508.29 $43,508.29 their time to the best advantage. It was
Wages stated that while this condition is liable
2,861.19 2,861.19 to prevail on any division and there are
Price Per Ton Coal times when it is not possible to keep all
19,958.25 19,958.25 the force busy, due to fluctuations in
service resulting in certain periods of
$66,327.73 $66,327.73 the day or night when it is not neces-
Total Expenses, 1917 sary to work the entire force to the ex-
$443,898.80 tent of their capacity because of the en-
Less Above Increase gines not coming, nevertheless, at other
66,327.73 periods during the same day it is neces-
sary to work the entire organization at
— maximum speed to avoid delaying power
Net which may be needed to move trains. It
$377,571.07 was stated, however, on this division the
general foreman at each shop is required
Comparing above net total expenses ^ make a ht ; ction ^ th h
with total expenses for 1916: the gh ^ *ated interyals each month
This year will show an increase of 23% and ^^ tQ thg mastef mechanic his
Actual Ton Miles, an increase of.... 26% find{ ^ This tem was estabiished
Tram Miles an increase of 25% * Qr ^ and hag
Cos per 1,000 Ton Mi es, 1 17., .2398% ^^ satisfactorily and it is
Cost per 1,000 Ton Miles, 1916.. .244,% ^.^ ^ v/ry Httle .& ^ logt as
After the discussion of freight train result of idleness. Nevertheless, this
service had been concluded the expense feature will be closely watched and if
of the Mechanical Department was ana- any irregularities of this kind should de-
lyzed and it was found that, eliminating velop necessary action will be taken im-
the increase due to increased wages, a mediately to correct them,
very favorable comparison with our per- Road Department expenses were next
formance last year was evident, at some discussed and it appeared that the prin-
points the cost per engine for handling cipal difficulty in this department is the
being even less than the same period, inability to secure sufficient labor to
1916. The master mechanic stated that carry on the work authorized or even
at the present time it was not consistent ordinary maintenance work. The road-
or practicable to expect to make any re- master explained at some length the seri-
ILLINOIS CENTRAL MAGAZINE
85
ousness of the situation in this respect
in his department and the condition with
which we are confronted at this time so
close to the winter season, when a great
deal of the work now being delayed
because of shortage of labor could not
be handled even were the supply of la-
bor unlimited. This condition prevails
despite the large increase in the rate of
wages paid and Mr. Costigan urged that
everything possible be done at once to
increase the labor supply. He was in-
formed that the matter had been taken
up with the General Offices repeatedly
and it was felt they are doing all in their
power to relieve the situation. As for
monthly positions in this department
there has been no increase except in-
creased wages and it was not considered
possible to make any reductions. On
the other hand, Mr. Costigan renewed
his previous requests for additional help
in his own office and in the assistant en-
gineer's office, to enable him to handle
the increased work resulting from un-
precedented number of improvements
authorized this season. Recommenda-
tions have been made for an additional
clerk in the roadmaster's office and an
additional man in the assistant engi-
neer's office, but as yet these recommen-
dations have not been acted upon fav-
orably.
Fuel Consumption
In connection with the discussion of
expenses it was considered appropriate
to devote some time to the question of
fuel economy. Attention was called to
the fact that there had been a slight in-
crease in the number of pounds of coal
consumed per 1,000 ton miles and per
100 passenger car miles this year, as
compared with last and the superintend-
ent asked to be enlightened as to the
cause of this increase, which appears to
be rather inconsistent. Trainmaster Han-
ley responded by stating that, in his
opinion, based on comparisons made,
that one thing that contributed to the
increase was the slow movement of
trains on the Chicago Terminal in both
directions, stating that there had been a
decided slowing up in this movement, the
cause of which he was unable to explain.
This condition has a decided influence on
the consumption of coal and it is thought
some reduction can be made if the move-
ment of trains on the Terminal can be
speeded up. However, the principal
cause of the increase, without doubt, is
the number of inexperienced firemen it
has been necessary to use this year, since
the Adamson Law became effective and
our yard engines were placed on an
eight-hour basis. This, in connection
with the increased business, necessitated
promoting a great many firemen to engi-
neers or using firemen who had already
been promoted tmt had done no running
as engineers. This in turn resulted in
placing on both passenger and freight
engines inexperienced or partially inex-
perienced firemen, who naturally could
not be expected to be as efficient in the
use of fuel as the older men and the
same is equally true of the recently pro-
moted engineers, who naturally would
not be able to work their engines in a
manner calculated to induce the highest
efficiency in fuel consumption. This con-
dition is fully appreciated by all con-
cerned and the traveling engineers are
now making a specialty of it, endeavor-
ing to educate the new runners and new
firemen in the best system of perform-
ing their duties to assure maximum trac-
tive effort of the engine with minimum
consumption of fuel and some tests are
now being made in each class of service
by the traveling engineers, who will
count the number of scoops used per
trip then, making a comparison with oth-
er engines and with the maximum num-
ber of men required for the heaviest an-
ticipated traffic now available, it is be-
lieved we will have this feature soon well
in hand and it will not be long before we
will again be able to make favorable
comparisons with previous years.
Cost of Supplies.
Statements were read showing a ten-
dency to increased expense in all depart-
ments in the item of supplies of all
kinds, particular attention being devoted
in the discussion to Other Supplies for
Locomotives in all branches of service,
Lubricants and Water for Locomotives,
Other Supplies and Expenses for Freight
86
ILLINOIS CENTRAL MAGAZINE
and Passenger Trains, Refrigerator Sup-
plies and Expenses, etc. In discussing
this subject a circular issued by the
president some time ago showing the
percentage of increase in cost of mate-
rial and supplies was used to make com-
parisons and the figures produced indi-
cated that in nearly every item we had
held our own after eliminating the per-
centage of increase due to the advance in
prices and in some instances had actu-
ally made a saving as compared with
fast year. It was felt, however, that
there is great opportunity for saving
money by closer supervision of the issu-
ance and consumption of supplies as
well as the handling of charges for same
in our accounts. Attention was called
to a number of instances heretofore
when the division has been charged with
certain material for items of expense
which were not actually issued or used
on the division. In other instances
credit has never been received for ca-
boose supplies removed from cars going
to the shop and when the cars came out
an entire new charge was made for the
supplies put on, indicating that there is
a great opportunity in this respect for
more efficient supervision. The train-
masters were advised that caboose sup-
plies is a matter over which they have
direct jurisdiction and it should receive
sufficient supervision to insure only
proper charges being made against them.
The Store Department also should be
required to give this matter closer at-
tention than they have apparently given
it heretofore. The Car Department
foremen who generally have charge of
the work of setting up or re-equipping
cabooses also are in a position to assist
the trainmasters in controlling this ex-
pense. The master mechanic stated that
although he personally was responsible
for all charges made for the Cleaning
and Lubricating of Passenger Cars,
Other Supplies and Expenses for Pas-
senger and Freight Trains, Other Sup-
plies for Locomotives, Passenger. Freight
and Yard, Enrinehouse Supplies and
Lubricants for Locomotives, because of
the manner in which the accounts cov-
ering these expenses are handled he is
not in a position to keep as close a check
and exercise as efficient supervision over
these expenses as he should be to insure
best results. Under the present method
he merely accounts for the labor em-
ployed, the remaining charges or the ma-
jority of them being made direct against
the division superintendent by the vari-
ous departments and it is the idea if all
these charges were thrown into the shop
accounts and after being scrutinized by
the Mechanical Department officers
transferred to the division accounts.
The master mechanic, who is really
solely responsible for the disbursement
and use of the supplies, would be in a
better position to know what is being
done with the material and to detect any
erroneous or improper charges that
might be made. Mr. Eich was advised
that the matter would be taken up with
the general superintendent with a view
to having same submitted to the Ac-
counting Department and if possible
have the changed method of handling in-
augurated.
Cost of Handling Coal at Coaling
Stations.
Statement showing performance for
the month of July was read indicating
an increase in the cost per ton at Cham-
paign and Kankakee with a decrease at
Effingham and Oilman and the total cost
per ton for the division compared very
favorably with last year when consid-
ered casually. However, when the fact
that mechanical coaling plant is now in
operation at Effingham is considered,
whereas last year an old fashioned in-
cline was used, it was readily seen that
we did not handle coal as cheaply as last
year and an analysis of the charges in-
dicated that our poor showing was due
in the first place to the type of cars in
which our fuel supply has been received,
it being necessary to unload solid bottom
or semi-dump cars at Effingham, Cham-
paign and Oilman, where only dump cars
can be used advantageously. This ne-
cessitated the employment of additional
labor to shovel out the coal. The next
important item influencing our cost of
handling was the fact that a great deal
of coal received was in large lumps, ne-
ILLINOIS CENTRAL MAGAZINE
87
cessitating putting on additional labor to
break it into firing size and the decrease
at Oilman was due not to any increased
efficiency in handling, but to the fact
that in July of last year the coal was
picked up from around the coal chute,
involving a great deal of extra labor and
work-train service. But for this condi-
tion, we would have shown a heavy in-
crease over last year. Also there has
been considerable increase in the rate of
wages paid at all coaling stations. Not-
withstanding this, the officers in charge
of handling coal were very confident in
their assertions that if nothing but egg
coal were furnished, loaded in proper
type of cars, we would be able to show
a decrease over the corresponding period
of last year and it is earnestly hoped it
will be possible to do this, at least until
it comes time for us to use the storage
coal when, of course, we can anticipate
increased cost of handling.
Before concluding this subject the su-
perintendent called attention to the fact
that a number of storage coal piles at
various places had become ignited, due
to spontaneous combustion, which can be
attributed only to careless storing or
failure to properly ventilate the piles and
instructions were issued that a careful
examination be made of all storage p:les
on this division and whatever action
might be necessary taken to insure
against loss from ignition.
Loss and Damage Claims.
Statistics furnished by the agent, Loss
& Damage Bureau, as well as the gen-
eral superintendent, were read and dis-
cussed and attention was called to the
increased expense this year as compared
with various similar periods last year
and an attempt was made by some to
justify this increase by the fact that
there had been a heavy increase in busi-
ness, as indicated by our tonnage per-
formance as well as by local station
earnings. This attitude, however, was
not well taken. Generally it was the con-
sensus of opinion that the increase in
claims and claim payments was due to
decrease in efficiency of station forces,
particularly at the larger stations, in
handling, loading and stowing of freight,
as well as a tendency to rougher han-
dling of freight trains as demonstrated
by numerous incidents occurring from
time to time, also to the condition of
freight equipment, which has apparently
been permitted to deteriorate in the past
several months or practically a year and
there is only one way this condition can
be cured and that is by division officers
inaugurating another strenuous campaign
among all classes of employes to insure
proper and careful handling of freight
shipments throughout the process of
transportation from the time received in
freight house until delivered to con-
signee. The steps necessary to insure
safe handling of freight have been ex-
plained and gone over so many times
and are so thoroughly understood by all
concerned that it was not considered
necessary to again enumerate them, but
the superintendent made it very plain
that nothing less than 100 per cent im-
provement over our present perform-
ance would be satisfactory. He also
made it very plain that there must be an
improvement in the condition of equip-
ment sent out in trains, calling attention
to numerous cases on this division re-
cently where equipment had been per-
mitted to go out of terminals in a dan-
gerous condition, resulting in derail-
ments and damage to freight. One in-
stance in particular being nothing less
than a disgrace, where a piece of scrap
iron was used by a certain terminal for
knuckle pin, with the result that when
the train got out on the division, it sep-
arated .in front of an important pas-
senger train to which was attached office
car occupied by one of the general offi-
cers. This was referred to only as an
illustration as to what is likely to hapren
at any time if cars are permitted to leave
terminals in any but the best of srnpe
and the influence of operating or at-
tempting to operate such cars in heavy
freight trains is not the l°a^t of the
causes eventual'y developing into a loss
and damage freight claim.
Appreciation was expressed of the co-
operation given this division by the Loss
& Damage Bureau and all concerned
were impressed with the necessity of
88
ILLINOIS CENTRAL MAGAZINE
working in close harmony with the Bu-
reau, in order to receive the benefit of
their co-operation and experience.
Movement of Freight Cars.
Reports furnished the various officers
by the general superintendent of trans-
portation, showing the average miles per
car per day were read and discussed and
it was with considerable satisfaction the
Illinois division was observed to be not
far from the head of the list in the com-
parison of various divisions showing
movement of freight equipment. It was
considered cause for congratulation that
the Illinois Central had exceeded any
other road in the country in the average
miles per car per day. The causes lead-
ing to this remarkable performance were
too well known to be enlarged upon and
it was considered sufficient to rev.'ew
briefly the efforts made on this particu-
lar division consisting of instilling in all
employes having anything whatever to
do with the loading, unloading or move-
ment of cars, a thorough appreciation of
the value of a car of any description and
enlisting the co-operation through our
agents and division officers of consignees
and shippers of freight who, almost
without exception, were found ready
and willing to do all in their power to
assist in the prompt release of equip-
ment, many of them taking an apparent
pride in endeavoring to load or release
equipment more quickly than some of
their competitors, in many instances
working nights and Sundays to unload
cars and reporting to agents or division
officers their performance in this re-
spect. The public has also been the
source of a great many valuable sugges-
tions which have been taken advantage
of and in conjunction with the efforts of
the officers and employes have contrib-
uted to the increased efficiency in car
movement. It was stated, however, we
should not be satisfied with the height we
have reached, but that there is still a
srreat opportunity for improvement, to
prove which figures were read showing
movement of cars through various term-
inals showing a tendency to improve
from week to week, also a number of
instances were called to the attention of
the staff where cars had been delayed on
the division recently because of not be-
ing released promptly by the various de-
partments to which the material was
consigned. It was made very plain that
the management looks with great dis-
favor on any carelessness or neglect on
the part of employes in unloading or re-
leasing cars containing company freight
and we cannot expect with good grace
to ask our patrons to speed up in the
handling of freight shipments and the
release of our equipment while we our-
selves are not manifest'ng the same
spirit.
Mr. Downs.
Mr. Downs, having only recently
come to Northern Lines, was invited to
meet the division staff and offer them
such words of encouragement or advice
as he might see fit. He began by stating
that he was very glad to be a visitor at
the meeting but felt that ordinarily the
division staff meetings were more of a
family affair than they were to be par-
ticipated in by general officers,, believing
that a great many matters discussed at
these meetings were made in the nature
of the going over of the family short-
comings and deficiencies which it would
be of no advantage for the general offi-
cers to hear, reiterating, however, that
he was always pleased to bs a visitor at
such meetings when CDnvenient and
stated, in his opinion, the principal ad-
vantage of the meeting was not so much
what was sa'd and discussed at the time
the meetings were held but the results
forthcoming from such meetings d'.ie to
the suggestions and d'scussions and
ideas developed at the meetings being
followed up by the various members of
the staff after they returned home and
little would be gained by talk unless it
later developed into material form ?nd
definite action in the way of correcting
irregularities that might be called to the
attention of the heads of the depart-
ments by others and the ideas exchanged
of material worth beiner used to the best
possible advantage. He stated he be-
lieved such familv gatherings should be
held once a week, suggesting Tuesday
ILLINOIS CENTRAL MAGAZINE
89
as an appropriate day, but any day that
was convenient would be all right. He
called attention to a number of delayed
cars that had come to his notice, using
the incidents as an ill.istration of what
he had in mind when stating that a great
many matters discussed at staff meetings
should never be heard of by the general
officers, inferring if the cars had been
unloaded promptly he would never have
known that they had ever been received.
He made some inquiries concerning the
method of keeping a check on daily ex-
penses of the various departments which
were explained to him and because of
other matters demanding his attention he
excused himself, whereupon he was
thanked by the superintendent for hav-
ing spared even so little of his time in
addressing the staff.
After Mr. Downs' retirement only
matters of purely local interest were
discussed until 1 :30 p. m., when the
meeting adjourned.
Montonous Sowico
FAVORABLE mention is made of the
following conductors and gatekeepers
for their special efforts in lifting and pre-
venting the use of irregular transportation
in connection with which reports (Form
972) were rendered to the auditor of pas-
senger receipts, who, in cases of this kind,
advises the other departments concerned,
so that proper action may be taken, all pass
irregularities being brought to the attention
of the vice-president.
Illinois Division
During September the following subur-
ban trainmen and gatekeepers lifted card
passes and commutation tickets account
having expired or being in improper hands:
Conductor, R. Rinearson.
Conductor, L. N. Turpin.
Conductor, D. Campbell.
Conductor, J. M. Hall.
Conductor, C. White.
Conductor, A. Schultz.
Conductor, R. Gums.
Conductor, W. Feldhoff.
Conductor, D. M. Gerry.
Flagman, J. Sedlacek.
Flagman, H. Bookbinder.
Flagman, J. Statesley.
Flagman, G. W. Thompson.
Flagman, W. Roth.
Flagman, C. Hazelwood.
Flagman, J. Elliot.
Flagman, R. Hook.
Flagman, W. Kerr.
Flagman, A. Hudenpole.
Gatekeeper, R. J. Fraher.
Gatekeeper, H. L. Holmes.
Gatekeeper, A. Heldenbrand.
Gatekeeper, W. Gallon. •
Gatekeeper, W. Bowe.
Gatekeeper, K. B. Dixon.
Gatekeeper, Hester Sullivan.
Gatekeeper, Belle Onsel.
Gatekeeper, Eleanor Jacobs.
Gatekeeper, Zella Mills.
Conductor F. A. Hitz, on train No. 18,
September 8 lifted annual pass account pas-
senger not being provided with identifica-
tion slip Form 1572 and collected cash fare.
Conductor H. B. Jacks, on train No. 4,
September 21 declined to honor card ticket
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Conductor F. M. Williams, on train No.
9, September 24, lifted employe's trip pass
account having been previously used for
passage. Passengers refused to pay fare
and were required to leave the train.
St. Louis Division
Conductor J. H. Lewis, on train No. 22,
September 17, lifted annual pass account
being in improper hands. Passenger re-
fused to pay fare and was required to leave
the train.
Wisconsin Division
Conductor P. J. Crosson, on train No.
119, September 6, lifted employe's term
pass account being in improper hands and
collected cash fare.
Minnesota Division
Conductor J. A. McGonagle, on train
No. 15, September 25, lifted employe's pass
account passenger not being provided with
identification slip Form 1572 and collected
cash fare.
Tennessee Division
Conductor H. L. Newton, on train No.
Free to Oar Reader*
Write Murine Eye Remedy Co., Chicago, MP
08-page illustrated Eye Book Free. Write all
about Your Eye Trouble and they will advis*
as to the Proper Application of the Murinc
Eye Remedies in Your Special Case. Your
Druggist will tell you that Murine Relievea
Bore Eyes, Strengthens Weak Eyes. Doesn't
Smart, Soothes Eye Fain, and sells for 50e.
Try It in Your Eyes and in Baby's Eye* (of
8caly Eyelids and Granulatiou.
90
ILLINOIS CENTRAL MAGAZINE
106, September 22, lifted trip pass account
being in improper hands and collected cash
fare.
Mississippi Division
Conductor C. M. Anderson, on train No.
24, September 20, lifted trip pass account
having expired and collected cash fare.
On train No. 23, September 29, he lifted
identification slip Form 1572 account pas-
senger not being provided with pass and
collected cash fare.
Conductor J. Sitton, on train No. 132,
September 24, lifted mileage book account
being in improper hands and collected cash
far?,.
Louisiana Division
Conductor G. O. Lord, on train No. 1,
September 9, lifted mileage book account
being in improper hands. Passenger re-
fused to pay fare and was required to leave
the train.
On train No. 34, September 10, he lifted
joint trip pass account being in improper
hands. Passenger refused to pay fare and
was required to leave the train.
Conductor A. E. Broas, on train No. 4,
September 10 lifted mileage book account
being in improper hands. Passenger pre-
sented other transportation to cover trip.
Conductor L. A. Loutzenhiser, on train
No. 34, September 19, declined to honor re-
turning portion of Sunday excursion ticket
account having expired and collected cash
fare.
Memphis Division
Conductor Jeff Williams, on train No.
348, September 23, lifted mileage book ac-
count being in improper hands and collected
cash fare.
Vicksburg Division
Conductor S. F. Witherspoon, on train
No. 15, September 14, lifted mileage book
account being in improper hands and col-
lected cash fare.
Illinois Division
Conductor J. McManus has been com-
mended for discovering and reporting B.
R. C. 416 moving in extra 1580, October 17,
with no light weight stencilled on same.
Arrangements were made to have car sten-
cilled.
Signal Maintainer W. D. Roberts has
been commended for discovering broken rail
south of signal 752, northbound track.
Section Foreman was notified, so that re-
pairs could be made. This action prevent-
ed possible accident.
Towerman T. Watson, Sixty-seventh
Street, has been commended for discover-
ing and reporting broken rail, track 4,
Sixty-seventh Street, October 20. Track-
men installed new rail. This action un-
doubtedly prevented possible accident.
Operator S. A. Hayes, Monee, has been
commended for discovering hot box on C.
of G. express car 673, Train No. 9, passing
Monee, October 21. Train was flagged and
crew gave necessary attention to hot box.
This action undoubtedly prevented possible
accident.
Conductor E. Steinhardt, October 7, has
been commended for discovering and re-
porting I. C. 112439 improperly stencilled.
Arrangements were made to have car re-
stencilled.
Towerman W. C. Campbell, Harvey, has
been commended for discovering brake
beam dragging on train 77, October 1, and
calling up Homewood, where train was
stopped and brake beam taken down. This
action undoubtedly prevented possible ac-
cident.
Conductor Watson, extra 1769 north,
October 20, has been commended for dis-
covering and reporting N. P. empty gon-
dola in his train with no light weight sten-
cilled on same. Arrangements were made
to have car stencilled.
Conductor Lindsay ha.s been commended
for discovering and reporting S. L. & S. E.
60165 and 61037, also W. L. S. E. in extra
1778, October 18, with no light weight sten-
cilled on same. Arrangements were made
to have cars stencilled.
Conductor I. R. Martin has been com-
mended for discovering and reporting I. C.
86842, train extra 1513, improperly sten-
cilled. Arrangements were made to have
car stencilled.
Conductor Hoffman, train No. 56, has
been commended for discovering and re-
porting I. C. 131675, with nc light weight
stencilled on same. Arrangements were
made to have car stencilled.
Conductor E. T. Rackham has been com-
mended for discovering angle bar broken
on both sides in east rail of siding at Neoga,
and reporting same to dispatcher by wire.
This action undoubtedly prevented possible
accident.
Conductor H. L. Crawmer has been com-
mended for discovering and reporting A. T.
S. F. 21061 improper stencilled. Arrange-
ments were made to correct same.
Conductor Anderson has been commend-
ed for discovering and reporting 18 inches
of rail missing on northbound track be-
tween Branch Junction and Odin. This
action undoubtedly prevented possible ac-
cident.
Conductor T. I. Kinkade has been com-
mended for discovering and reporting I. C.
97469, train No. 58, October 2. with no
iiumber stencilled on one side of car. Ar-
.rangements were made to have car properly
stencilled.
Conductor S. H. Nelson, Extra 1779
south, October 6, has been commended for
discovering and reporting I. C. 118672 with
no light weight stencilled on car. Arrange-
ments were made to have car stencilled.
ILLINOIS CENTRAL MAGAZINE
91
Springfield Division.
Second Trick Operator A. Melissa, De-
catur, 111., has been commended for discov-
ering and reporting plates and spring fall
out of S. S. W. car 44244, October 8, De-
catur Junction, train extra 1719. Car was
set out at Elwin. This action undoubtedly
prevented possible accident,
Agent F. L. Cox, Vernon, 111., has been
commended for discovering and reporting
air sticking on C. N. W. 123S30, train 1719
south, October 20. Train was stopped, and
it was found that the wheels were quite
hot. This action undoubtedly prevented
possible accident.
Brakeman E. R. Banks, Clinton, 111., has
been commended for discovering and re-
porting N. Y. C. & St. L. 385524 with broken
arch bar at Ramsey. Same was set out on
the house track at Ramsey. This action
undoubtedlv prevented possible accident.
Section Foreman J. W. Coffey, Vandalia,
111, has been commended for discovering
a brake beam down on B. & O. 146254,
extra 1137 south, October 9. He signaled
train to stop, and repairs were made, there-
by preventing oossible accident
Conductor William Sharkey, Clinton, 111.,
has been commended for discovering brake
beam down in train 152 pulling out of Pana
and signaling train to stop. Brake beam
was removed, thereby preventing possible
accident.
Section Foreman D. Cheek, Mt. Pulaski,
111., has been commended for discovering
truss rod hanging on car in train 58. Train
crew was notified and truss rod reVnoved,
thereby removing possible cause of an acci-
dent.
Agent G. F. Thjng, Sabina, has been com-
mended for work done to promptly release
Erie 41852 in order to avoid a 24-hour delay
to car.
Conductor P. J. Crosson. Engineer C. L.
Dickerson, Fireman D. C. Potter, Train
Baggageman H. S. Morrow, Flagman F. J.
Fehr, Train Porter, and Homer Breedlove
have been commended for discovering and
extinguishing fire one mile south of \7ernon
before any damage was done.
Conductor H. Burkhardt, Springfield, 111.,
has been commended for discovering broken
rail at south end of house track, Di:vernon,
111., and notifying proper officials in order
that repairs could be made. This action un-
doubtedly prevented possible accident.
Engineer P. M. Lynch, Champaign, has
been commended for action taken when a
\Yi year old child was discovered on track
while train 623 was passing through Lin-
coln, October 4.
Minnesota Division
C. J. Nauman has been commended for
relieving fireman whet' he was taken se-
riously ill at Independence, October 19.
This action undoubtely prevented delay to
train.
Agent C. W. Reis, Lyle, Minn., has been
commended for discovering and reporting
broken rail about 300 feet south of depot
at Lyle, October 26. Repairs were made.
This action undoubted!}' prevented possible
accident.
Tennessee Division
W. B. Maxwell, operator, has been com-
mended for discovering and reporting brake
beam dragging in train September 25. This
action undoubtedly prevented possible ac-
cident.
J. A. McCann has been commended for
discovering and removing lumber on main
line September 18. This action undoubtedly
prevented possible accident.
Guy Jennings has been commended for
discovering and removing obstruction from
switch September 15. This action undoubt-
edlv prevented possible accident.
Conductor Osborn has been commended
for discovering and extinguishing fire on
main line bridge September 11.
Conductor J. J. Hill has been commended
for discovering brake beam down on an-
other train and notifying crew, who re-
moved the obstruction, thereby preventing
possible accident.
Di
ivision
News
Minnesota Division.
Monday, October 15th, at the Julien Dubuque
Hotel, a meeting of passenger conductors and
train baggagemen was held to consider effi-
cient handling of passenger service, new
methods of meeting traveling public and han-
dling of baggage and mail matters. The
meeting was presided over by General Super-
intendent W. S. Williams and about eight or
ten conductors ai^d three train baggagemen
from each of the three Western Lines Divi-
sions attended.
The meeting was called at 8 :00 A. M., and
continued throughout the day with recess at
noon when those present took lunch together
at the Julien Dubuque Hotel.
Besides the conductors and train baggage-
men the following officials were present :
From the Iowa Division, T. H. Sullivan,
superintendent, N. P. Mills, trainmaster, Fort
Dodge, W. E. Ausman. trainmaster, Cherokee;
Wisconsin Division, J. F. Dignan, superin-
tendent. G. S. Rought, trainmaster, Freeport,
M. G. Flanagan, trainmaster, F'reeport; Minne-
sota Division. L. E. McCabe, superintendent,
H. G. Duckwitz, trainmaster, Dubuque, H. G.
Brown, trainmaster, Waterloo, H. L. Fairfield,
manager of baggage and mail traffic. Mr.
92
ILLINOIS CENTRAL MAGAZINE
Coleman of the Baggage Department, Chicago,
was also present at the meeting.
All in attendance were well pleased with re-
sults secured and expressed themselves as
highly benefited with views exchanged at the
meeting. And all were of the opinion that
more meetings of this nature should be con-
ducted in order to bring the officials in closer
touch with the men who actually handle the
business.
A "Freight Service Meeting" was held by
General Superintendent Williams at the Ellis
Hotel, Waterloo, Iowa, 8:00 A. M., October
12th. The following division officers were
present: L. E. McCafoe, superintendent, H. G.
Duckwitz, trainmaster, P. E. Talty, chief
dispatcher, N. Bell, master mechanic, M. B.
Burke special agent and J. E. DeShara, claim
clerk.
Traveling Engineer B. J. Feeney, of the
Memphis Division, spent a day in Waterloo,
during the early part of this month.
Mr. "Mike" Townsend, chief dispatcher on
the Iowa Division spent October 12th in
Dubuque. Mr. Townsend was at one time
located at Dubuque and he noted with much
interest the many changes that have taken
place in the Division offices.
Mr. J. M. Beardsley, assistant engineer at
Dubuque, has just returned from a visit in
Arkansas. Mr. Beardsley has successfully
passed the physical examination and expects to
report for military service at Camp Grant,
Rockford, 111., in the near future.
Division Accountant J. C. Neft spent Mon-
day, October 15th, at Cedar Rapids.
Mr. C. Jackson, formerly of the Jackson
Vinegar Company at Dubuque, has accepted
position as Ticket Clerk at Dubuque.
Paul Ryan, secretary to General Superin-
tendent L. A. Downs and Ed. Riley, secretary
to General Superintendent W. S. Williams,
both formerly employed in the Division offices
at Dubuque, have visited us several times re-
cently. Evidently the boys still like Dubuque.
City Passenger and Ticket Agent J. F. Beyer
attended one of the World's Series games in
Chicago.
Mr. John Stemm, of East Dubuque. has been
transferred to Dubuque as Ticket Clerk. Mr.
Stemm succeeds Mr. Frank Halpin, who re-
signed.
A. W. Zimmerman, accountant in the su-
perintendent's office at Dubuaue, visited
friends at Camp Dodge, Des Moines, la.,
Sunday, October 21st.
Mr. L. Weiler and wife visited Mr. Weil-
er's brother at Camp Dodge, Sunday, Octo-
ber 21st. Mr. Weiler is assistant tonnage
clerk at Dubuque.
Misses Edna Piltz, Lenna Lightcap. Hilda
Schwartz, Lucile Sims and Ethyl McNamara,
all of the superintendent's office at Dubuque,
visited Camp Grant at Rockford, 111., Sunday,
October 21st. The young ladies express
themselves as having had a most enjoyable
trip.
Chief Dispatcher P. E. Talty spent a day
or two in Chicago during the month.
Agent W. B. Sievers is away for several
days visiting relatives at Lincoln, 111.
Much interest has been manifested in the
Red Cross War Garden at Dubuque and we
are glad to announce that it has been quite
a success. Thirty-five dollars is the amount
realized from the sale of vegetables and, ow-
ing to the fact that some of the seed was
planted a little late, we feel that this is a
very nice sum.
The plot has now been cleaned off and
winter wheat has been planted.
Indiana Division.
Chief Dispatcher Keene announces the
arrival of a new "operator" at his home.
General Superintendent Downs was on
Indiana Division October 10th; also Octo-
ber 25th. General Superintendent Trans-
portion Porterfield, October 5th-6th.
Commercial Agent B. T. Breckenridge
at Evansville has been promoted to As-
sistant General Freight Agent, Louisville,
Ky. He is succeeded by C. L. Netherland.
R. E. Laden, Chief Clerk to Road Mas-
ter, with his family, is spending vacation
at Rockford, 111.
J. W. Bledsoe, Dispatcher, is having a
vacation, spending part of the time in New
York.
S. P. Munson, Clerk to Supervisor, B.
& B., Mattoon, who was in the I. C. Hos-
pital at Chicago several weeks ago to
undergo an operation, and returned home
feeling he was much better, has found it
necessary to return to the hospital. Reports
from Chicago indicate that he is getting
along very nicely. Chas. Buchanan, Bridge
Carpenter, was also recently operated on
in the Illinois Central Hospital; and Con-
ductor O. M. Moore has been there the
last few weeks for treatment. Information
received is to the effect that they are all
doing well.
J. B. Brumleve, Carpenter in Roadway
Department, Mattoon, is "doing his bit" in
the Great Issue by contributing to the
cause three of his sons; one is now in
France, one in training, Presidio of Mon-
terey, Cal., and another called to leave
October 29 for Louisville, Ky., to go in
training.
Operator C. V. Whitsett, who worked in
the Dispatchers' Office, Mattoon, several
months, has been called and is now at
Camp Funston, Kan.; Operator H. R.
Fribble, of Bloomfield, is at Camp Taylor,
Louisville; also Fireman J. F. Sandefur and
M.C.B. Clerk J. L. Warren.
Quite a few employes of Indiana Division
have recently heard from J. A. Law and
Warren Stephenson, in France. The
Mattoon Trainmen have seen to it that Con-
ductor Law is not going to be minus
tobacco while in the trenches.
Claud Leach, Hosea Humphrey and Jas.
ILLINOIS CENTRAL MAGAZINE
93
Edmonds have returned to work at Mattoon
Shops after being in training for several
months at Camp Lincoln, Springfield, 111.
Contractors J. E. Nelson & Sons have
started work on new 14-stall roundhouse
at Mattoon Shops. Estimated total cost of
facilities at Mattoon, $120,400.00. This
work is being rushed as much as possible
in an effort to complete before cold weather.
A. F. Buckton, Chief Clerk to Master
Mechanic; C. R. Wood, Assistant Ac-
countant in Mechanical Department, and
J. N. Hardwick, Accountant in Store De-
partment, attended Accountants' Meeting
in Chicago on October 24th and report a
good meeting.
J. H. Scott, Agent at Victoria, is a victim
of typhoid fever. He is being relieved by
W. C. Scott.
In the recent draft made by Uncle Sam,
Jas. W. Hyland, of the Indianapolis Revis-
ing Bureau, and Cletus Warner, of the
Local Office, were called to Camp Taylor,
Louisville, Ky. It was learned today that
Mr. Hyland was transferred to Hattiesburg,
Miss., and now bears the title of "Cor-
poral." The latest news from Mr. Warner,
better known as "The Boy," is that every-
thing is all right, with the exception of the
Driver Agents Wanted
Railway
Employes
Eyes are
Exposed to
Wind, Dust
and Alkali
Poisons
The Rush of Air, created by the
swiftly-moving train, is heavily
laden with coal-smoke, gas and
dust, and it is a wonder that train-
men retain their normal Eye-sight
as long as they do.
Murine Eye Remedy is a Con-
venient and Pleasant Lotion and
should be applied follow-
ing other ablutions.
Murine relieves
Soreness, Redness
and Granulation.
Druggists supply Murine
at 50c per bottle.
The Murine Eye Remedy Co.,
Chicago, will mail Book of
the Eye Free upon request.
82x3 1-2 Tirea
i Drive and dem
115-Inch Wheelbase
itrate the Bosh C
your commissions on sales, my
a are »"«M"g money,
ilpments are prompt.
Buah Cars guaroa-
. teed or money back.
Write at once for my 48-
Ipasre catalog and all
/particulars. 1918 mod-
ady. Addr
^~~-f' iis-inen wneemase ^^^ j. H Bush. PresT I
Delco Ignition-Elect. Stg.&Ltg. Dept7ll-MS J
BUSH MOTOR COMPANY. Bush Temple. CHIcagO. Hit 9
JUST A MOMENT
Stop and think of this when you want real
high grade Jewelry at the right price. I invite
your personal inspection of my stock and a
rigid investigation of my methods. Should you
wish to purchase a very fine Diamond allow me
to compare quality and prices is all I ask. I
guarantee every Diamond I sell to be absolutely
perfect or money refunded Let me tell you
about my high grade railroad watches and
quote you prices
Safety First and I. C. Buttons, gold only,
$1.00 each.
MILTON PENCE
High Grade Diamonds
and Jewelry
Room 401 Heyworth Bldg.
29 E. Madison St. Chicago, 111.
shoes (Cletus always was particular about
his shoes), and "Jimmy" hopes to gain
enough in weight to fill out his suit in the
next few weeks. Stoy Duncan, of the Yard
Office, was also among those en route to
Camp Taylor. Best wishes of the office
go with the boys.
T. L. Smith has resumed work after an
operation for appendicitis; also Clarence
Lyons, who had typhoid fever. Both ex-
tend thanks to the Hospital Department of
the Illinois Central for the treatment they
received.
The employes of the Local Office have
organized the I. C. S. F. (Illinois Central
Social Fund) for the purpose of purchasing
flowers in case of sickness or death, or —
perhaps — a wedding present, should Dan
Cupid pay the office a visit.
T. S. Buck, Assistant Accountant, and
family visited in Muncie over Sunday, Oc-
tober 21st, with relatives.
94
ILLINOIS CENTRAL MAGAZINE
give to Honorbilt Shoes their well earned
reputation for quality. For comfort and wear they
have no equal no matter what you pay.
SE1
All leathers are the choicest; workman-
ship is high grade. A trial will convince you
that they are the best money's worth you ever
secured in footwear.
Warning
look for the
name and
trademark on the sole. If your dealer
cannot supply you write to us.
We make Mayer Honorbilt Shoes
in all styles for men, women, children;
Dry-Sox wet weather shoes, Honorbilt Cushion
Shoes, Martha Washington Comfort Shoes.
F. MAYER BOOT & SHOE CO.
Hotel Hayes
cWAnnex,
Pfione Hyde Park 4400
64A- St. and University Av.
Chicago
Popular Price
Family Hotel
American Plan
Kates:
Single $ 8 5? to $14 2? 'per weeL
Double 16 5? to 79^? per week.
Four blocks from new 63L Street
depot and office building
KERITE
Insulated Wires and Cables
Be guided by facts, not theo-
ries— by performance records,
not claims — by experience,
not prophecy. Every consid-
eration points straight to
KERITE for permanently
satisfactory and economical
service.
185O
KERITE INSULATED
WIRE & CABLE
NEW YORK
1917
COMPANY
CHICAGO
Please mention this magazine when writing to advertisers.
b k>. o
IL
RARf
CO
0
o
•p*
T3
C
w
!H
3
0
s-
3
0
JB
(Q
3
e
o
0
Z
V
Q
u
2
0
CO
I
0
a
J . g
& - * £
tfl
o
OF
w
KENFIELD-LEACH CO., PRINTFRS, CHICA6C
CONTENTS
C. H. Drazy — Frontispiece.
The Worst of Carelessness 8
Many Employes of the Company "Go Over the Top" in the
Discussion of Unreasonable Speed Restriction Law 10
Public Opinion '. .20
Military Department —
On Active Service with the American Expeditionary
Force _ 27
Letter from D. L. Hall 30
Development Bureau —
A Great Southern Fair 33
Engineering Department —
Destroying Weeds on Right-oV-Way 36
Transportation Department —
Efficient Railway Service 40
Station Force 41
Hospital Department —
Preservation of Vegetables by Salting Without Fermen-
tation _, .....44
Appointments and Promotions _ 48
Passenger Traffic Department _ 49
Freight Traffic Department _...61
Claims Department 62
Law Department _ 69
Roll of Honor 74
Contributions From Employes —
Loyal Co-Operation Between Employes and Railroad
Company 77
"It Is Up To You" 78
Fiction —
The Hand At the Throttle 80
How Employes Should Proceed to Purchase Illinois Cen- .
tral Stock 85
Local Talent and Exchanges 88
Meritorious Service 89
Division News 91
Published monthly by the Illinois Central R. I2-. G>.. in the
interest of the Company and its JJ4OD Employes
Advertising Rates on Application
Office 1200 Michigan Av- Telephone Wafask 2200
Chicago Local 35
..« P)$ per copy, $l^?per year •«•
MR. C. H. DRAZY, Assistant to Comptroller.
1VAR. C. H. DRAZY first entered railway service with the Cleveland, Cin-
"*• cinnati, Chicago & St. Louis Railway Company in October, 1896, as
Assistant to the Enginehouse Foreman, and in 1901 entered the service of
The Chicago, Burlington & Quincy Railroad Company as a Special Account-
ant, and has been continuously in railway accounting since that time with
the exception of eighteen months with the Interstate Commerce Commission.
He entered the service of the Illinois Central Railroad Company with the
Accounting Department, May 1st, 1910, and appointed Assistant to Comp-
troller, March, 1916.
-j/ear is about to be aaaea fo .
the mstoru of our Companies, during which,
/ - . • /^ y f j /' ' J7- •
despite the unusual conditions existina,
we have, through the co-operation, loyai-
tu and earnest endeavor of officers ana
employes, been able to handle our business
* r ff "V ' ' f
most successjuiii/, ( Jt is witln a great
'feelma of appreciation t hat $ take this
opportunity of extending Christmas
(jreetings,^ not on/y to those who are
now with us, but as weiito our patriotic
feffow employes enc/aaedin the more
momentous task of serving their
country at home and abroad. 3 hope
the Jfe<o I/ear will nave in, store for
all djrilf measure oj-^ood Aealth,,
prosperity and* happiness.
^/resident
ILLINOIS CENTRAL
Magazine
Vol. 6 DECEMBER, 1917 No. 6
The Worst of Carelessness
On November 4th an automobile grade crossing accident occurred at Fre-
mont, near Mayfield, Ky. Three were killed and one was injured. The May-
field Daily Messenger, in its issue of the 6th ult., discussed this case in an able
editorial headed, "The Worst of Carelessness," which we print below :
The people of Graves county, more especially the friends of John Yar-
brough, Delmus Jones and his young wife, Erne Jones, deplore the terrible
accident which happened to them at the railroad crossing at Florence Station,
Sunday afternoon.
As much as people are warned against the dangers of railroad crossings
and as much as railroads have attempted to prevent accidents, yet such a de-
plorable accident as this could happen, and in broad open day-light, and bring
about the sudden death of three of our intelligent and well beloved people.
We can hardly imagine how such accidents could happen in the face of good
judgment and the precaution that has been exercised by the railroads.
There is not a crossing of a railroad or street railway in the world that is
not dangerous, some more than others, and in this day of increased travel and
increased danger, it does seem to us that no driver of buggy, wagon or auto-
mobile should cross any railroad before stopping and looking up both ways
for approaching trains.
This terrible accident should be a warning to all people who travel in
vehicles by land.
Only three were in this machine ; father, daughter and son-in-law, all well
and happy and yet in a moment they were hurled into eternity on account
of not stopping their machine and informing themselves of approaching
danger.
We cannot understand why people who travel over land across railroads
do not use the necessary precaution before crossing these roads. Anyone
knows that to be struck by a train means death.
This is something we cannot understand. Because every newspaper in
the country has warned the people against these dangers. The courts and
the railroads have done the same, and yet, in spite of all these warnings,
people will run upon a railroad track in a machine without looking either
way and be struck by a fast train and knocked into eternity without warning.
Again we say to the people, never cross a railroad track without first stop-
ping your machine and taking the time to see if you are safe. This only takes
a moment and if this precaution is exercised, you will never be killed by a
train ; otherwise, in a moment's time, life is gone and your mangled bodies
will be picked up from the ground.
Such an accident seems to be the very worst of criminal carelessness and
ILLINOIS CENTRAL MAGAZINE
we hope another may never occur by crossing the railroad tracks in Graves
county.
President Markham, after reading the above mentioned editorial, wrote
the editor of The Mayfield Daily Messenger, Mr. J. R. Lemon, under date of
the 20th ult., as follows :
Illinois Central Railroad Company.
Office of the President.
Mr. J. R. Lemon, Chicago, Nov. 20, 1917.
Editor The Daily Messenger, Mayfield, Ky.
Dear Sir:
I have had the pleasure of reading the able editorial headed, "The Worst of
Carelessness," which appeared in The Daily Messenger of the 6th inst, and I
write to express to you my high appreciation of the broad position which you
have taken in regard to the automobile grade crossing peril. The excellent advice
given in your editorial, if heeded, would solve the problem and the newspapers
would no longer carry the horrible stories of loss of life and limb in automobile
accidents at grade crossings, which have reached such proportions as to be abso-
lutely appalling.
It may surprise you to learn that on the Illinois Central system since July 1,
1916, to Nov. 15, 1917, sixteen and one-half months, 53 persons have been killed
and 149 persons have been injured in automobile grade crossing accidents. Other
railroads report about the same experience in proportion to mileage and density
of population. The automobile accidents have become so frequent that they are
getting upon the nerves of enginemen and trainmen, as well as the officers of
the railroads. This situation is beyond the control of the railroads. We have
done everything about it which we can think of. We have had crossings carefully
checked for the purpose of ascertaining the number of automobilists who take
any precaution whatever for their own safety and the number who do not do so,
and have found that the number who take precautions is so small as to be almost
negligible. The results of these checks have been widely published in the news-
papers. We have also distributed thousands of warning notices to automobilists,
but still the slaughter goes on. In communities where accidents occur, some
reason is usually found to blame the railroads. Thus the seeds of prejudice
against the railroads are sown and they germinate and spread to the detriment
of the railroads in their relations with the public.
At this time the railroads are being called upon by the government and the
people, as never before, to speed up transportation. The necessity of quickly
moving foodstuffs, munitions and men is greater now than ever before. In some
parts of the world people are actually starving to death on account of the lack
of transportation, and yet, when these automobile grade crossing accidents occur,
there are people here at home narrow enough to blame the railroads for not ap-
proaching dangerous crossings under control, prepared to stop ponderous trains in
order to prevent the occupants of light and easily controlled automobiles, which can
be stopped at a moment's notice, from disaster. They find all sorts of reasons to
blame the enginemen and the trainmen who are striving to move commerce as
rapidly as possible, and rarely do they ever reflect such sentiments as these:
"If the automobilists could not hear the train they certainly could have seen it
if they had looked." WTe all know that an automobile is an agency of safety if
properly handled. It can be stopped in perfect safety within a few feet of the
track, where the occupants can have plain view in each direction. It is much
safer in this respect that a horse-drawn vehicle, which cannot be stopped too
close to the track because of the danger of frightening the horses, and yet, the
automobile accidents at grade crossings greatly outnumber the accidents to horse-
drawn vehicles.
10 ILLINOIS CENTRAL MAGAZINE
It is gratifying that the newspapers, the moulders of public sentiment, are
noting these things and that they see that placing all of the responsibility upon
enginemen and trainmen for safety at grade crossings does not and cannot pre-
vent accidents. When automobilists are brought to a full realization of the fact
that they must exercise the precautions of stopping, looking and listening at
railway grade crossings, and that this duty devolves upon them, these horrors
will cease. By the use of just a little care and attention, automobilists can cross
railroad tracks at grade in perfect safety.
Too unnecessary chance-taking must be attributed the increasing number of
casualties at railway grade crossings. As you so well state in your editorial,
railway grade crossings are all dangerous. They cannot be made safe except
by the people who cross them.
Yours truly,
C. H. Markham, President.
Ed. — President Markham's letter was published in full in The Mayfield Daily
Messenger of the 22nd ult. Since Mr. Markham's letter was written, the death
list on account of automobile grade crossings on the Illinois Central since July
1, 1916, has increased to 57.
Many Employes of the Company Go "Over the
Top" in the Discussion of Unreasonable
Speed Restriction Laws
Vice-President Foley's letter on unreasonable speed restrictions has occasioned
a great deal of comment on the part of trainmen and enginemen. It has also
been commented upon favorably by newspapers in all parts of the country. Mr.
Foley discussed in the letter the single question of unreasonable speed restrictions,
and showed how villages, towns, cities and states, by these unreasonable laws, are
interfering with transportation efficiency without accomplishing anything to
offset the great loss. In many other ways municipal and state authorities, by
unreasonable laws, bind and gag the railroads, to the detriment of the people,
and yet the people can always be relied upon to complain when railroad efficiency
fails to measure up to requirements of the public. Following are extracts from
some of the letters from trainmen and enginemen discussing Mr. Foley's speed
restriction letter:
Engineer C. W. Jones, Memphis, Tenn. :
"Long experience and observation as a locomotive engineer has convinced me
that speed restriction as a safety measure is a failure in practice and wrong in
theory. If it were sound in theory no accidents involving slowly moving trains
would occur. Witness the large number of accidents occasioned by slow trains.
We also have a large number of accidents each year in which boys are killed and
injured jumping on and off trains. Two such accidents in which boys lost limbs
came under my personal observation as I was handling the trains. These deplor-
able accidents are directly traceable to speed restrictions which tend to educate
the public that railway tracks are safe. I am convinced that lifting speed limits
now enforced against trains would result in a gratifying decrease in crossing
accidents. But the part of Mr. Foley's letter which impressed me most was the
enormous loss to the nation. No nation at peace, let alone one at war, should
stand for such wastage. Our individual interests are so involved that the inter-
dependence of the railroads and the public is now firmly established. You can-
not harm or hinder the railroads without adversely affecting the interests of the
public. The loss therefore ultimately falls upon the people and those responsible
ILLINOIS CENTRAL MAGAZINE 11
for speed restriction laws are bearing their proportion of it. Not only would
life and property be conserved by the repeal of speed laws and ordinances, but
the resulting increase in efficiency of transportation might well be one of the
deciding factors in winning our contest with the German government. A nation-
wide campaign should be started at once having for its purpose the repeal of
speed laws as affecting railway trains. Every employe of the company should
make it his business to use his influence in that direction. I have discussed this
subject with a number of my friends along the road and the success attending
my efforts lead me to believe that concerted action would surely bring results."
Engineer E. Von Bergen, Memphis, Tenn. :
"I wish to say that there is no question but that the practice of town authori-
ties in attempting to safeguard the public by placing speed restrictions on trains
is entirely incorrect, for the reverse is accomplished. Anyone who has ever paid
any attention to the matter in a small town will note that nearly all the
people watch closely for the fast trains, but pay very little attention to the
trains whose speed is restricted, and I cannot endorse too strongly Mr. Foley's
position that the public instead of being educated that the railroad is a safe place,
should be educated that it is a very dangerous place. In my opinion, the present
time, while there is a nation-wide campaign for economy in everything, is the
best time for a committee composed of representatives of the company and rep-
resentatives of the four train organizations to take this matter up with the public
authorities."
Conductor S. E. Matthews, Cairo, 111. :
"I have often thought about what it costs the railroads in time and money to
comply with foolish speed restrictions through stations. There is just as much
danger of people being injured on a highway crossing six miles from any station
and it would be equally as sensible to restrict the speed over highway crossings
as any other place. Since reading Mr. Foley's letter I am going to be more
zealous in discussing this matter with the public. If every railroad man would
take a little time and pains to speak a word here and there about what it costs
to slow down and stop trains, how much time and energy is lost and who ultimately
pays the bill, it would go a long way towards getting these restrictions removed.
You may tell Mr. Foley that I, for one, am going to do 'my bit' in this matter."
Conductor John W. Sawyer, Jackson, Tenn.:
"There is one great argument against slow speed of trams through stations
which Vice-President Foley did not mention in his letter. In towns where there
are speed restrictions I have observed that boys make a practice of jumping on
and off trains. They frequently conceal themselves on trains and ride in the
most hazardous places for many miles away from their homes, often resulting
in injury and loss of life. I would suggest that trains be permitted to increase
speed to forty miles per hour through towns and villages where there are no
railway crossings. If that were the case, I believe you would see a smaller
number of boys around our depots and yards idling away their time and taking
chances which frequently result in maiming them for life, if not in destroying
their lives. The people should be educated to look out for the trains instead of
being educated to believe that the trains will look out for them. I have often
wondered if the public ever thought just who it was that they were bringing
hardships upon by these unreasonable restrictions. Take our railroad boys ; who
are they? They are raised along the lines of railroads upon which they run.
They have at heart the best interests of all humanity."
Conductor P. P. Freeman, Jackson, Tenn. :
"If the public could only see each day, as I do, little boys running and jumping
on and off moving trains, and the danger their little lives are in by having our
trains pull through the towns at a slow rate of speed, such laws would not be
12 ILLINOIS CENTRAL MAGAZINE
enacted. Give us more freight cars ! Give us faster freight trains ! These are
the cries going up from east to west and from north to south. The railroads are
doing all in their power to meet these demands. This company has been loyal
to its employes and the employes should show their appreciation by taking a
greater interest in the affairs of the company and by discussing the railroad
question with the public. A good many of our employes purchased Liberty
Bonds, which was a good thing. Now if they would purchase shares in our
company, that would be fine. I, for one, think Mr. Foley's letter good and shall
do all in my power to advance the company's interest and hope each employe will
do likewise."
Conductor J. A. Maxwell, Fulton, Ky. :
"I have found by talking with business men along^the line that they are much
inclined to help the railroads in any way they can. Trainmen and enginemen
can do much by talking with the people in small towns towards getting speed
restrictions removed. We know the people personally and can explain to them
what it means to the country at large to have trains slow down at small stations
such as Arlington and Wickliffe. Heretofore, the people have heard but one
side of this question discussed. The railroad side has not been touched upon.
It is the duty of employes to present the railroad side, and they will do it."
Conductor S. P. Buck, Illinois Division:
"In regard to Vice-President Foley's letter on unreasonable speed restrictions,
we have only one place on my district that I would call a 'sticker' and all of us
know about it. I refer to the village of Thawville. I have stopped there fre-
quently to let No. 19 pass, or meet No. 20, and in each case I have made it a point
to discuss this matter with the people. I have talked with both grain dealers,
Mr. Maddin and Mr. West, and have requested them to use their influence with
the village authorities to remove the restrictions at Thawville."
Engineer H. H. Banks, Centralia, 111. :
"The public should be taught that speed restriction is a delay and hindrance
to traffic. At this day and age with the modern air-brake, the village authorities
enforce the same speed Jaw that was enforced in the day of the old link and pin
coupler, when the speed of trains was controlled by hand-brakes. Vice-President
Foley's letter No. 2 is the best that has ever been brought before the employes
and the public. It certainly contains much food for thought."
Engineer J. C. Coic, Memphis, Tenn. :
"If the legislature of Mississippi would repeal the six-mile speed law, enough
coal would be saved to supply many industries which are perhaps now suffering
for coal. For illustration, take one of our big locomotives that is required to
haul a heavy train through the state of Mississippi. To reduce speed to comply
with the law of Mississippi through each incorporated town, and then get back
to the normal speed required to make the schedule, will take at least 500 pounds
of coal. Assume that there are 30 of these incorporated towns through which
one train is required to pass on a trip. There is a loss of 15,000 pounds of coal,
or iy2 tons, for one freight train on one trip. Then just think of what all the
trains are consuming at this rate. I, for one, am going to use all influence possi-
ble in insisting on patriotic citizens using their influence to have the legislature
repeal this unreasonable speed restriction law. I am in favor of any law that is
essential and for the best interests of the country, but this is one law that is
draining our country of one of the most valuable products that is on the market
today, and in return for this is accomplishing nothing whatever for the goood of
the people."
Engineer P. G. Joest, Pinckneyville, 111. :
"The railroads are making every effort possible to handle the large volume of
business with the least possible delay, and, in my opinion, the public should co-
ILLINOIS CENTRAL MAGAZINE 13
operate with them by annulling useless speed restrictions which are causing
delay to trains, added expense and the waste of fuel which should be saved for
a better purpose. Railroad employes should interest themselves in helping to have
these unreasonable speed restrictions annulled."
Engineer Robert Allen, Pinckneyville, 111. :
"If it were not for this unreasonable speed restriction law discussed in Vice-
President Foley's letter, there would be boys in many towns who would have
two good legs to walk upon who do not now enjoy that privilege. Mr. Foley's
letters are helping to make all employes boosters for their own line."
Conductor John Allen, Pinckneyville, 111. :
"Employes appreciate the efforts of the management to make them a part of
the railroad, and we all think we have the finest management in the world. As
a passenger conductor, I personally know a great many people along the line,
and every opportunity I get I endeavor to get some of the facts mentioned in
.M',r. Foley's letters before the people. The more friends we make for the
company the more valuable are we to the company as employes."
Train Baggageman C. E. McMillan, Illinois Division:
"If the authorities in the states, towns and villages were given the facts and
figures as contained in Vice-President Foley's letter, I believe they would realize
the hardships that they have put on the railroads and the enormous burden they
have put on interstate commerce, as well as upon the government, as the railroads
are required to transport great numbers of soldiers and a great amount of food,
supplies, coal and munitions, all of which must be given the best possible move-
ment in the interest of our government. On the question of speed, I would like
to suggest that with speed ristrictions of six miles per hour there are more people
who will take the chance of crossing the track in front of an approaching train
than there are that will stand and watch the train go by. I believe if speed
restrictions were removed there would be fewer accidents than there are at the
present time."
Engineer C. H. Draper, Illinois Division :
"Recently I was approaching Harvey, 111., on train 26, when I noticed a large
motor car occupied by a man and his family standing ready to cross the four
tracks of our line. After we cleared the crossing, the man left the machine,
walked across the tracks, and after ascertaining no other trains were in sight
returned to his machine and drove over the tracks, knowing that he and his
family were safe. I felt like stopping the train and going back and telling that
man that he had more good, hard sense than any driver I had noticed. That man
needs no slow speed ordinance, watchman or bell to make his family safe. The
people all want to travel on time. They want their freight delivered on time.
They want the guns on the war front kept loaded and the boys over there who
are looking down the barrel of 'Fritz's' gun fed and clothed and their cartridge
belts kept full. Still they are not willing to remove speed restrictions and incon-
venience themselves to the slight extent to stop, look and listen at railroad
crossings."
Conductor H. A. Curtis, East St. Louis, 111. :
"My views are in full accord with those of Vice-President Foley on unrea-
sonable speed restrictions, and I am going to do what I can to acquaint the public
with the unjust burden which it has placed upon transportation."
Coonductor W. B. Norbury, East St. Louis, 111. :
"I think Vice-President Foley's letter is the start towards getting the men
together. I know several influential men in the villages and towns along my
district and I am going to do my best to get them interested in the question of
unreasonable speed restrictions."
14 ILLINOIS CENTRAL MAGAZINE
Brakeman George Montague, East St. Louis, 111. :
"The subject of unreasonable speed restrictions is one which I do not believe
has ever before been put before the public. The public is inclined to be fair
and I believe if the people in the towns and villages knew how these unreasonable
speed restrictions were interfering with transportation efficiency that a large per-
cent of the speed restrictions would be removed. The idea of employes talking
this matter to the public is a splendid one. I will do my share of the talking."
Engine Foreman A. A. Lipe, East St. Louis, 111. :
"I believe the public has been educated wrong in many cases. For instance,
taught by law that crews operating trains must look out for everyone at every
road or street crossing. The public demands fast movement of freight and pas-
senger traffic, which requires high speed, yet it demands slow speed at certain
points, and usually these points are where the most accidents occur. Why-
Because the public has become careless, driving or walking in front of slowly
moving trains, whereas if trains were permitted to run faster the public would
stop, look and listen, and therefore the number of accidents would decrease.
Let each of us talk to the public and try and have these clogs removed. Hold
up to the public the great usefulness of the railroads and the great good that
they are doing."
Conductor Guy D. Tate, East St. Louis, 111. :
"I can safely say that the boys on the St. Louis Division are with Vice-
President Foley in his unreasonable speed restriction campaign. Since they have
been informed of the importance of this matter, they are going to do what they
can to relieve the situation."
Engine Foreman J. E. Eubanks, East St. Louis, 111. :
"Vice-President Foley's letter has brought many serious thoughts to my mind.
We all know that our country needs the best service that can be rendered, and
whenever a true-hearted American feels that he ought to do something to help
carry the burden, he will do it. We can help by waging war against all unneces-
sary delays to interstate traffic by careful study and the practice of the closest
economy in conservation of time, and material. It behooves us to give this matter
the closest attention and carry on this campaign of education until all unnecessary
delays are eliminated and we have reached the highest point of efficiency as a
common carrier."
Conductor L. C. Gaerig, Memphis Division :
"Frequent application of braking power on heavy tonnage trains retards com-
merce, shortens the life of cars and reduces the maximum efficiency of equip-
ment. Mr. Foley's letter No. 2 is a clean-cut, logical, interesting exposition of
the situation. Intensified co-operation will reduce fatalities, accelerate train
movement and overcome car shortage. In peace or war the interests of employes
and the company are mutual, the concern of one being the concern of the other.
Speed limit laws were experimental and they have utterly failed to reduce cross-
ing accidents."
Engineer John T. Stuart, Jackson, Miss. :
"Speed laws cause delay to all trains. I am in full accord with Vice-President
Foley's views and the stand which he has taken is a good one."
Local Chairman George S. Henderson, Mattoon, 111.:
"I find that Mr. Foley has not told all of the bad things that speed restrictions
are doing to interstate commerce and that his estimates are not at all exag-
gerated."
Conductor C. J. Wheatley, East St. Louis, 111. :
"The points brought out by Mr. Foley, if observed, would aid in promoting
the idea of conservation, which is one of the fundamental features that will
help us to accomplish our aim — that of defeating Germany in the war,"
ILLINOIS CENTRAL MAGAZINE 15
Engineer E. H. Pope, East St. Louis, 111. :
"From my observation and 32 years' experience on a locomotive, I am satis-
fied that slow speed through towns invites personal injury. Why? Because of
the temptation of boys to try to attach themselves to moving trains. I have even
seen little girls do the same thing. We all know that death is a terrible thing,
but it is not so terrible as the serious injuries which children frequently sustain
by falling under slowly moving trains, for such an injury carries pain and sorrow
from the cradle to the grave. I only have to look out of my rear door to see a
little fellow, now seven years old, with two artificial limbs, and he has had them
for two years. I wish the public knew that there are more people killed and
injured in towns where there are slow speed restrictions that there are in towns
where trains pass through at the regular rate of speed."
Local Chairman F. M. Haney, Centralia, 111. :
"I wish to express my appreciation of Mr. Foley's letter. It contains infor-
mation of importance and will enable me to discuss this matter with members of
the public."
Conductor T. B. Hart, East St. Louis, 111. :
"I think each and every employe in the Transportation Department can get
out and do some personal work in presenting to the public the facts contained in
Vice-President Foley's letter No. 2. By helping in this movement we not only
help the company, but we help ourselves and we help the nation."
Engineer R. C. Pendergrast, McComb, Miss. :
"No doubt a great many road men will be benefited, as I have been, by reading
Vice-President Foley's letter. I consider it one of the best letters I have read
along this line. One of the worst handicaps we have to contend with are unrea-
sonable speed restrictions."
Conductor F. S. Ball, Fulton, Ky. :
"I know of many instances where unreasonable speed limits have caused acci-
dents that would not have occurred if it had not been for these foolish laws. I
have seen many a boy catch slowly moving trains which he would not have tried
to catch if they had been running at a faster rate of speed. What our people
need is more education."
Engineer R. L. Vantreese, Fulton, Ky. :
"Mr. Foley hits the nail squarely on the head. I am with him on the question
of speed restriction."
Conductor F. A. Steinbeck, Paducah, Ky. :
"The Vice-President's letter contains fine information for- the public. I
heartily endorse the letter in every respect."
Engineer C. Chandler, Jackson, Tenn. :
"I think Mr. Foley's letter No. 2 a great letter and every employe ought to
do his very best to help in this movement to secure the right of way for trains."
Conductor W. T. Straub, Tennessee Division :
"The subject covered in Mr. Foley's letter, to my mind, is of the utmost im-
portance. Employes can be relied upon to talk this matter over with their friends
in the different towns along the line. At Water Valley, Ky., a few days ago,
quite a number of gentlemen, including several I know, were discussing the
accident at that point in which a wagon was demolished, a mule killed and two
boys narrowly escaped injury; also the unfortunate tragedy at Fremont, where
three people lost their lives in an automobile accident. I seized upon the oppor-
tunity to present our side of the case and I feel that I convinced several of the
justness and practical value of Mr. Foley's contentions. The attitude of these
gentlemen after our talk was such that I feel that these friendly talks with the
people who make the speed restrictions is the best way to overcome them."
16 ILLINOIS CENTRAL MAGAZINE
Engineer K. J. Gwyn, Memphis, Tenn. :
"I have asked the mayor and aldermen of Newbern, Tenn., to raise the speed
limit. I have also sent to them copies of Mr. Foley's letter in order that they
might see in detail the exact cost and delay to trains caused by these speed
restrictions."
Engineer R. Johnson, McComb, Miss. :
"I think the speed restrictions are too severe and I will talk this matter, as well
as other things, over with the people every chance I get."
Conductor R. H. Bowles, New Orleans, La. :
"I think the speed restrictions are unreasonable and I assure you that I will
be glad to talk to the people about this matter."
Engineer E. M. Coe, McComb, Miss. :
"This is a great railroad of ours. I say ours because I feel that way about it,
having been in its service for 38 years. I trust the public will in time become
softened in its attitude toward us. There would be a great howl if by some
unforeseen circumstance our railroad would cease to operate for a short period
of time."
Engineer E. L. Lancaster, McComb, Miss.:
"My suggestion is that a copy of Vice-President Foley's letter be mailed to
every official of the different towns. I feel sure the employes will do their part."
Engineer A. Marx, McComb, Miss. :
"Such information as is contained in Mr. Foley's letter is bound to have its
weight and influence and is one of the means of bringing the men and the com-
pany closer together. We men as a body should do all in our power to bring
these things before the public. I will do all in my power to help."
Engineer E. Hakers, McComb, Miss.:
"I am very much interested in the contents of Mr. Foley's letter on unreason-
able speed restrictions, and I, for one, will do my part."
Engineer A. E. Williams, McComb, Miss. :
"I appreciate Mr. Foley's letter very much and will co-operate with him to the
best of my ability."
Engineer C. H. Hafen, Louisiana Division:
"I, for one, will do my best in trying to enlighten the public at every chance
I have. I think the speed restrictions are too severe and that the railroads are
being imposed upon and not getting the square deal which they are entitled to."
Engineer Wm. Beven, McComb, Miss. :
"Mr. Foley's letter strikes the proper key-note. The sooner the rank and file
become imbued with the spirit the better it will be for the public, the railroad
and the men."
J. H. Rogers, Brookhaven, Miss. :
"Mr. Foley's letter brought out in a clear way facts which the average person
would not think of. I hope he will continue to send these letters out from
time to time."
Engineer George Mclntyre, McComb, Miss. :
"I will not lose an opportunity to place before the public the facts contained
in Mr. Foley's letter. The eighth paragraph of the letter impresses me particu-
larly for the reason that it is my firm belief that the restriction of the speed
of trains through small towns has a tendency to increase rather than decrease
accidents."
Engineer Alex M. Stewart, McComb, Miss. :
"I believe it a good policy to take the employes into the confidence of the man-
agement in all matters pertaining to our common welfare, as it tends to create a
community of interest and helps to weld us into one great family working
together for the common good. During the greater part of a. lifetime spent in
ILLINOIS CENTRAL MAGAZINE 17
locomotive service, my observation has been that the speed restrictions placed
by small communities on freight and passenger trains are a farce and tend to
cause the very accidents they are intended to prevent."
Engineer T. J. McCosker, McComb, Miss. :
"I heartily endorse the sentiments expressed by Mr. Foley regarding speed
restrictions. It would be a great thing if speed restrictions were removed, as
they cause delay and waste of coal and, in my opinion, more accidents than would
otherwise occur."
Engineer W. L. Munn, McComb, Miss. :
"The President of the United States has said that the railroads are the prin-
cipal arteries by which the armies- of the allied nations will have to depend upon
for supplies. I consider Mr. Foley's letter a patriotic appeal which should be
recognized by the government and that the government should take steps to over-
come as many of the slow ordinances through towns and villages as possible.
This would relieve employes by enabling them to make quicker trips and thereby
give them more rest between trips. It would enable them to, 'make it in' ahead of
the 16-hour law and prevent them from being tied up on the road away from
home. It is also my opinion that slow trains through towns are one of the great
causes which produce accidents. The main thing in handling heavy trains is in
keeping them going, after they are once started, and in keeping the slack from
running up on the engine in short dips and then running out with a jerk."
Engineer I. H. Martin, McComb, Miss. :
"There are a great many people on the line of the Illinois Central yet to be
educated to higher ideas, but I feel that considerable progress has already been
made in all directions. You can count on me to use my influence in helping to
abolish these unreasonable speed limit laws."
Engineer A. Harms, McComb, Miss. :
'T consider it the duty of every employe to co-operate with the management
and use every possible influence to have speed limit laws abolished."
Engineer A. J. Tillman, McComb, Miss. :
"Mississippi is a six-mile, state and this law has a tendency Jto make -people
careless around the towns where it is enforced."
Engineer J. L. Zwingle, McComb, Miss. :
"In my estimation, unreasonable speed restriction laws are not only a loss to
the railroad company and to the government and to shippers and to employes,
but they also actually produce accidents which would not occur if it were not
for these laws."
Conductor C. B. Emmerich, McComb, Miss. :
"After reading Vice-President Foley's letter, I feel that every loyal citizen of
the United States in the present time of congested transportation, when the suc-
cess of our country in war depends largely upon the efficiency of the railroads,
should take this matter up in their lodges, societies, Red Cross and Y. M. C.'A.,
and agitate the question of having this same matter taken up with towns, cities
and with state legislatures."
Engineer J. L. Collins, AlcComb, Miss. :
"This company is very loyal to its employes and they should show their hearty
appreciation by taking greater interest in the affairs of the company. I shall
certainly exert every effort at all times to do all in my power to further the inter-
ests of our company."
Conductor J. G. Muller, Brookhaven, Miss. :
"I feel safe in saying that you will have the hearty co-operation of all the em-
ployes of the Illinois Central in the movement concerning unreasonable speed
restrictions."
Engineer E. G. Stanton, McComb, Miss. :
"Unreasonable speed restrictions are a detriment to the public, as well as to
18 ILLINOIS CENTRAL MAGAZINE
the railroad. I shall do all in my power to promote the welfare of our company,
particularly in this matter."
Engineer L. Jenkins, McComb, Miss. :
"I have learned something from Mr. Foley's letter which I did not know in
regard to the magnitude and great losses occasioned by unreasonable speed
restrictions, and I will be glad to talk this with the public."
Engineer J. S. Harris, McComb, Miss. :
"I have come to the conclusion that employes can do a great deal of good by
discussing unreasonable speed restrictions and other questions affecting the in-
terests of the company with the people. I enlist to do my part."
Conductor E. S. Sharp, Jackson, Miss. :
"I handed copies of Mr. Foley's letter to several of my friends at Clarks-
dale, Miss., among them a number of traveling salesmen, and after they had read
the letter I took occasion to ask them what they thought of it. Without excep-
tion, they all spoke of the contents of the letter in terms of the highest praise
and expressed the views that many of the unfair laws had been enacted without
any investigation and through abject ignorance. There are very few slackers
among the employes of the Illinois Central. I wish to say to Mr. Foley that
his men are with him heart and soul because they know he would not ask or
expect anything unreasonable of them and because they know that he is trying
his best to meet the requirements of the people and the government in their ef-
forts to defeat the common foe — Germany."
Conductor R. D. Robbins, McComb, Miss. :
"I think many of our conductors and employes generally will respond to Mr.
Foley's request to talk about unreasonable speed restriction laws to their friends
and acquaintances.
Engineer C. P. Chandler, Cairo, 111. :
"I feel sure that no set of people have treated the nation more faithfully and
patriotically thari the railway managers and employes, and one of the most ef-
fective ways in which the people can co-operate with them in their struggle to
win the war would be to abolish unreasonable speed restrictions through cities,
towns and villages, thus lifting a troublesome problem from their shoulders."
Conductor J. W. Arnn, Tennessee Division:
"It shall be my pleasure, when the opportunity presents itself, to talk with
the public, patrons and especially city officials in an endeavor to impress upon
them the arguments presented by Vice-President Foley in regard to unreason-
able speed restrictions."
Conductor W, D. Ray, Haleyville, Ala.:
"It occurs to me, and I venture to suggest, that if the effects of these speed
restrictions were brought to the attention of the authorities of the municipalities
which imposed the restrictions, together with the information as to the excessive
demands now being made upon the railroads, a repeal of these restrictions could
be induced. Undoubtedly this would be the result in many instances."
Conductor J. A. Cunningham, Tennessee Division:
"On the Birmingham line we have five villages with speed restrictions and not
one of them has more than 500 inhabitants, but we have to come down to 8 miles
per hour passing these stations, which causes considerable delay. As conductor
on a fast train, I have had three accidents in nine years where life was lost, and
two of them occurred in a village that has a speed restriction. I have never had
an accident at any station where there are no speed restrictions, with but one
exception. Where the trains do not slow up, the inhabitants know it, and look
out for themselves."
Engineer J. C. Staley, Jackson, Tenn. :
"I am in a position to appreciate the loss of time and waste of fuel in comply-
ing with unreasonable speed restrictions. I feel if the public realized the condi-
ILLINOIS CENTRAL MAGAZINE 19
tions under which the railroads are operating at the present time, that they would
be willing to co-operate with them in every way possible."
Conductor R. H. Cassidy, Illinois Division :
"These letters are indeed very instructive and contain valuable information for
all employes, and i am sure good results will be obtained through this inter-
communication of knowledge as between the management and employes."
Engineer Morris Gee, Memphis, Tenn. :
"1 think Mr. Foley's letter fine. It should encourage our men to help in getting
these unreasonable speed restrictions removed. One good effect would be to pre-
vent hoboes from getting on a tram just to ride over to the next station and
turning an angle cock in order to stop the train and permit them to get off, which
generally results in pulling out draw-bars, not to say anything about the great
delay to trains, it would also to some extent solve the problem of car shortage."
Conductor W. C. Hancock, Mounds, 111.:
"Mr. Foley's letter contained much good information for the employes and 1
believe the employes will talk the facts to the public with good effect."
Engineer J. H. Fuqua, McComb, Miss. :
"Mr. Foley's letter appeals to me as one which should concern the people that
live along the line and should be seriously considered by every employe. I con-
sider it the duty of every employe to acquaint the traveling public with the im-
portance and true meaning of the contents of this letter."
Conductor C. J. Hurst, St. Louis Division:
"We have on the Centralia District about ten places where we are required to
reduce speed. This causes a delay of from 30 to 45 minutes on a run of 102
miles. My observation has been that there are more accidents in these slow speed
towns than elsewhere. On the evening of October 23rd, while going through
one of these slow towns at about six miles per hour, a young boy and girl ran
in front of the locomotive and then stopped and looked back instead of stopping
and looking before crossing. If the train had been running faster, they would
not have taken this chance."
Conductor C. T. Harris, St. Louis Division:
"In 1886 the City of Chicago had a law that required all trains to slow down
to six miles per hour. I was at that time employed on the C. & N. W. It took
a passenger train one hour to go from the City Limits to the depot, a distance of
six miles. The right of way was lined with boys jumping on and off the trains.
I was on trains twice where boys were picked up badly hurt. This law was only
in effect a short time. It was found to be impracticable and was repealed."
Conductor John B. Aitken, Centralia, 111. :
"Mr. Foley's letter was carefully read by myself and my crew. Every para-
graph of the letter contained an educational feature, which has not heretofore
been impressed upon our minds. With the understanding which I received from
reading this letter, I shall now consider myself one of that great army which our
country is now organizing to combat the forces which are endeavoring to enthrall
all liberty loving humanity into servitude. I'shall aim to go 'over the top' in this
campaign to get speed restrictions removed."
Illustrative of the argument advanced by a good many of our enginemen
and trainmen, to the effect that slow speed of trains actually produces ac-
cidents, we might recite one concrete case which occurred very recently. At
Freeport, 111., at 11 :40 A. M., the 2nd inst., Fred Bales, Jr., a five year old boy,
attempted to hop on a slow moving train composed of seventy cars passing
through Freeport. He fell under the wheels and his right leg was cut off
between the knee and ankle. It is true that a great many similar accidents
are occurring on the railroad, so that the point made by the various writers
on this subject is well taken. — Editor.
9PIN19N
World thinks L
HOGS IN 1918
The proletariat of the live stock world
— hogs — will save the food situation
next year.
The southern hog is to be the leader
among the saving porkers.
The farmers in the southwest, because
of the failure of the grass crop, are sell-
ing their cattle. Therefore the cattle
shipments next year from the southwest
and the west will be small. The hog
output from the same regions will be
small.
The hog must furnish the fat next
year.
The south ought to be the great hog-
producing territory.
The south must be the great hog-pro-
ducing territory.
The failure of cattle over the country
must be made up by hogs.
The southern hog must do more than
the usual part assigned to the hog.
Now is the time to begin to grow
hogs for next year for a big profit.
Sow at once winter wheat or rye. not
verv much, but some.
If you have one brood sow, buy one ;
if you have two, buy one; if you have
four, buy two. In other words, there
ought to be 50 per cent added to the
breeding capacity on every farm.
You can feed these hogs in the winter
and in the spring until early summer on
green wheat or rye and other grass. In
the late spring you can plow up the
wheat and rye and plant the ground in
corn or in peas. ,
In the south the sows should be bred
so as to furnish two litters of pigs a
year.
This can be easily done in the Mem-
phis territory.
We are advising the growing of hogs
not as an experiment but as a necessity.
We are sure the profit will be big.
There can be no loss in the investment.
In an investment of this kind the citi-
zen will be doing a great service to his
state and to his country.
We have the advantage of the north-
ern hog grower, in that there is more
pigging among the sows in the south
than in the north.
The mistake in growing hogs is that
the real importance of a pasture is over-
looked. The average southern man
thinks a hog must be raised on corn.
The scientific hog grower depertds main-
ly on grasses. Corn comes into the
economy of fattening hogs, just like
corn comes into the economy of fatten-
ing cattle.
We would advise our people to raise
sheep, but they have not got enough
sheep sense. It takes lots of eduation
in sheepdom to make a good shepherd.
Banker Thomas, down at Grenada,
and other men established a number of
pig clubs last year and the year before.
Enterprising and patriotic bankers
and merchants in every county seat and
in every town in this territory ought to
begin at once a campaign for hog grow-
ing.
Let them supply a little money for
the purpose of buying brood sows. Let
them also supply a little money for the
purchase of good sires.
Every negro tenant ought to be sold a
brood sow on credit.
20
ILLINOIS CENTRAL MAGAZINE
21
The scraps from his table and other
refuse would keep the sow going.
Every plantation owner ought to set
aside an acre for his negro tenants to
grow a little grain on for the hog.
A little teaching makes the negro a
good hog raiser.
In Kentucky the small negro tenants
excel in the growing of hogs and chick-
ens.
There are millions in hogs, but we
are not appealing to the people to grow
hogs for this reason alone, but because it
is a necessity.
The south has responded mighty well
to every call that has been made.
Mr. Vrooman came down here and
told us that if we did not raise enough
to eat we would starve. We raised not
only enough to feed ourselves, but
enough to have a big surplus.
We can raise enough hogs to eat, but
what we want to do is to raise enough
hogs to ship millions out of the south.
Up to the present the south has not
fallen behind in a single demand that
has been made by Uncle Sam.
According to our means, we have
done everything.
Mr. Cottrell of the farm development
bureau of the Chamber of Commerce
will begin shortly to print daily bulletins
on hog growing.
We are not writing this to the man
with 10 brood sows or to the big hog
grower, but we want every man who has
a kitchen in the country to have one
sow, and every man who owns a little
land, or rents a little land, to have two
sows. — Editorial, Memphis Commercial
Appeal, Nov. 15, 1917.
MISSISSIPPI FREE OF CATTLE
TICK; LIFT QUARANTINE
Ban Will Be Lifted From Great Part
of the South, December 1
By PAUL WOOTON,
Times-Picayune Staff Representative.
Washington, Nov. 11 — As a reward
for its plucky fight against the cattle
tick, Mississippi is being given as much
favorable publicity as is within the
power of the Department of Agricul-
ture. Since it is the first state in the
Far South to free itself entirely from
the pest which has caused such tre-
mendous losses to the cattle-growing
industry in the South, this example will
be used as effiectively as possible by
the department to hurry the freeing of
other states.
An area of 65,520 square miles in nine
states is to be freed from federal
quarantine December 1, which will be a
red letter day for the cattle and dairy-
ing industry of the South.
This release breaks all records in tick
eradication. The total territory released
during the year 1917 through the co-op-
erative efforts of the states and the
United States Department of Agricul-
ture amounts to 70,754 square miles, or
20,000 more than were released in 1912,
until now the record year. Throughout
Mississippi, and in ninety counties and
parts of counties in eight other Southern
states, local officials and citizens are ar-
ranging local celebrations to mark the
dipping out of this costly parasite of
Southern agriculture.
Governor Bilbo, by special proclama-
tion, has declared December 1, when the
release of twenty-eight counties, his en-
tire state, will be freed from quarantine,
a day of special rejoicing. At the state
house he will receive the congratulations
of the United States Department of
Agriculture for the state's effective co-
operation in dipping out the tick and
driving a wedge of free territory through
to the gulf.
Congratulatory messages are to be sent
also to the governors of the other states
and be transmitted to each county cele-
brating its entry into the free cattle ter-
ritory of the nation.
Before the ticks were dipped out, these
parasites annually killed many cattle
with tick fever, steadily sucked out of
cattle vast quantities o'f Iblood which
should have gone to make meat or milk,
wasted, therefore, much of the grain and
forage fed to cattle, and finally, pre-
vented the introduction of non-immune
breeding stock for the improvement of
Southern beef and dairy herds. The
presence of the tick barred shipments
of Southern cattle from the open com-
22
ILLINOIS CENTRAL MAGAZINE
petition of the free pens at the packing
centers and forced their owners to sell
them at a disadvantage from quarantine
pens for immediate slaughter only.
The South, since 1906, has succeeded
in releasing from quarantine 379,312
square miles, or over 51 per cent of the
originally quarantined area. Mississippi
is the fifth state to be declared entirely
free, the states of California, Kentucky,
Missouri and Tennessee previously hav-
ing been released. Special credit, how-
ever is due to Mississippi Because much
of the area freed was heavily infested
with ticks. There remain in the entire
South 349,250 square miles yet infested
and to be cleaned and released from
federal quarantine. The example of
Mississippi, however, it is believed, will
serve as a strong incentive to neighbor-
ing states to widen the wedge to the gulf
until the tick is eradicated from the en-
tire South.
That this year's record will be ex-
ceeded in 1918 and that the tick will be
banished from the nation by 1921, are
stong probabilities. Louisiana and Ark-
ansas, following the example of Missis-
sippi, have passed statewide laws mak-
ing the eradication of the tick compul-
sory in every infested county, the Legis-
lature of Texas has recognized the im-
portance of tick eradication, although its
laws do not make eradication compul-
sory in its various counties for some time
to come. Indications from all the tick-
infested states are that in many sections
the people have grown thoroughly tired
of the toll the tick is making and patri-
otically are building dipping vats and
making preparations to free their cattle
during the coming year. — -The Times-
Picayune, Nov. 12, 1917.
SPEED RESTRICTIONS IMPOSE
ENORMOUS BURDENS
ON ROADS
T. J. Foley Urges Trainmen to Help
Bring About Reform
T. J. Foley, vice-president of the Illi-
nois Central railroad, has written a let-
ter to all trainmen engaged on the line
calling attention to unnecessary speed
restrictions and suggesting they discuss
the matter with the authorities in their
respective localities in the effort to bring
about a reform towards the end of pro-
ducing better transportation efficiency
to meet present strained conditions.
"I have not heard that there is a dis-
position anywhere to co-operate with the
railroads by removing unreasonable
speed restrictions," writes Mr. Foley
after outlining the manner in which the
railroads of the United States have co-
operated through the Railroads' War
Board to increase transportation effi-
ciency. "Shippers have taken a live in-
terest in co-operating with the railroads
in increasing their efficiency, but the
authorities in the towns, cities and
states have not done anything. . Per-
haps this is because they have not been
asked to do so. I think it would be
meet and proper for you gentlemen to
discuss this matter with the people
whenever you have the opportunity.
"It would seem that the only slack left
in the railroads is the slack which the
people, themselves, who are asking for
maximum efficiency, have placed in
them. For instance, on the Illinois Cen-
tral system there are 480 speed restric-
tions. Practically every hamlet, town and
city has its speed restrictions, the great
majority of which are six miles per hour
for freight trains. These restrictions, in
many instances unreasonable in the ex-
treme, constitute an enormous burden on
interstate commerce.
"On the main line of the Illinois Cen-
tral between New Orleans and Chicago,
there are. ninety-one places where the
speed of freight trains is restricted,
either by ordinance or state law, the total
distance embraced in these restrictions
being fifty-seven miles. There are forty-
eight places where passenger trains are
required to reduce speed to six miles per
hour. Many of the places where trains
are required to slow down to six miles
per hour are mere villages.
"The loss of time resulting from com-
plying with unreasonable speed restric-
tions on the Illinois Central system is
equivalent to a day's work for 49,883
men in each year. This waste is par-
ticularly burdensome at this time when
ILLINOIS CENTRAL MAGAZINE
23
the shortage of labor is a tremendous
handicap to efficient operation. Ten
thousand more men could now be used
on the Illinois Central if they were avail-
able. Complying with these restrictions
means the waste of 361,533 tons of coal
per year, at the value of $758,030 at
the present prices. It means the waste
of 10,021 locomotive days and 248,522
freight cars per year."
Mr. Foley asserts that if the unrea-
sonable speed restrictions were abolished
the railroads of the United States would
give an additional efficiency equivalent
to the moving o>f 75,023,520 tons of
freight for a distance of 100 miles.
Neal M. Leach, general traffic man-
ager of the Texas and Pacific railway,
has called attention to an excerpt from
a recent statement issued by Secretary
of War Baker, telling of the movement
of a great number of troops without a
single accident.
This excerpt reads:
"An interesting summary of troop
movements in the United States shows
that since the present mobilization be-
gan 914,195 persons have been transport-
ed by the railroads for the War Depart-
ment, of whom 256,816 were transported
in standard or tourist sleepers, the re-
mainder in day coaches. This vast move-
ment has been conducted by the railroads
of the country without a single serious
accident, and the co-operation between
the railroads and the department has
been most cordial and effective." — New
Orleans Times-Picayune, Nov. 27, 1917.
WHY ROADS ASK RELIEF
R. J. Clancy Explains the Plight of
Carriers Despite Record Business
NEWS OF THE RAILWAYS
With the railroads receiving the largest
gross earnings in their history, why are
they in the position where they must
either secure relief by a big advance in
freight rates or suffer financial collapse?
This question probably is in the mind
of the average layman who has been
reading anything at all about the plea
of the carriers for advances in freight
tariffs.
A clear and succinct explanation is
given by R. J. Clancy, assistant to the
general manager of the Southern Pacific
Company. He points out that the serv-
ice that a railroad renders is expressed
in "ton miles."
A ton mile is the equivalent of haul-
ing a ton of freight one mile. What a
railroad is able to earn by hauling a
ton of freight one mile corresponds to
what a workman can earn for his hour
of labor.
In 1913 the railroads received on an
average of 7.29 mills for this unit of
service. In 1916 rates have declined to
a point where the ton mile brought
only 7.06. In money this decline
amounted to over $80,000,000 in 1916.
So that money received for the ton mile
was less.
On the other hand, due to higher
costs, the purchasing value of the ton
mile also decreased. It buys less labor,
material and supplies. In 1913 341 ton
miles would buy a day's labor. In 1916
it took 393 ton miles. Now it probably
takes over 400.
In 1913 5,800,000 ton miles would buy
a mallet locomotive. Today the locomo-
tive costs almost 10,500,000 ton miles.
To earn the added cost of $74,100, a
railroad would have to haul a ton of
freight 187 times around the world. So,
172,153 ton miles would buy a box car
in 1915, but the small car costs 284,000
ton miles now.
While the purchasing power of the
ton mile has increased, that of other
commodities has risen. In 1915 a ton
of manganese was equivalent in purchas-
ing power to 93,000 ton miles. In 1917
it is equivalent to 566,000 ton miles. The
purchasing power of the ton mile has
dropped all the way from 10 to 60 per
cent in respect to labor, equipment and
the 1200 or more grades and varieties
of material ordinarily used by a rail-
road.
The shipper's dollar now buys 141.6
ton miles, the largest in history. The
24
ILLINOIS CENTRAL MAGAZINE
railroad's dollar buys the least in his-
tory.
That is, the railroad gets less dollars
per ton mile and the dollars buy less
than ever before. — Chicago Post, Nov.
22, 1917.
HELP THE RAILROADS AND
THE NATION
That the railroads are handling the
greatest traffic in the history of the coun-
try is generally known. It is likewise
known that the railroads, co-operating
as never before, are handling the vast
traffic with remarkable efficiency, con-
sidering the handicaps under which they
labor. These include shortage of equip-
ment and lack of needed terminal im-
provements and track extensions that
had been postponed because of unfav-
orable conditions during recent years.
Patriotism has inspired the railroad
managers to put forth extraordinary
efforts in the stress of war time de-
mands.
Though in response to this extremely
heavy traffic gross earnings have in-
creased very materially, net earnings
have decreased to a startling degree be-
cause of the advanced cost of all ma-
terials, of fuel and of labor. This de-
crease explains the alarming contraction
in the value of railroad securities. Frank
A. Vanderlip, one of the nation's leading
financiers, now insists that the govern-
ment must either acquire ownership O'f
the railroads or must take effective action
to restore the confidence of investors in
railroad securities.
The railroads have co-operated with
the government in whole-hearted fashion
as a fundamental means of carrying for-
ward war preparations. The government
now, through the interstate commerce
commission, should co-operate with the
railroads by granting the request of east-
ern lines for a 15 per cent increase in
freight rates. The government should
further be prepared to grant other rea-
sonable requests for increases that may
follow, while exerting itself to prevent
by every effective means within its power
such increases in costs of operating rail-
roads as must lead to bankruptcy or to
the necessity for still further advances
in freight rates beyond those now re-
quired.
This is primarily a question of national
efficiency. The railroads must have the
necessary equipment or they cannot per-
form the transportation service that is
essential not only to the comfort of the
people but to the national welfare and
even national safety. — Editorial, Chicago
Daily News, Nov. 19, 1917.
THE RAILROADS AFTER THE
WAR
Relief for the railroads is highly im-
portant in relation to our military prep-
arations and the financial stability of the
country, but it is also important in
relation to post-war conditions. Inade-
quate revenues make it difficult to pur-
chase equipment for our present trans-
portation needs and cause serious depre-
ciation in railroad securities. It is not
likely that the railroads can worry along,
even during the period of the war, if it
should be prolonged, and make shift to
meet our military needs, without an in-
crease in rates. But it is certain that if
they are compelled to do so they will be
in bad shape to handle the nation's busi-
ness after the war. It is also certain
that when the war is over American
business will require high-grade trans-
portation service, if it is to meet the com-
petition of the world, to say nothing of
supplying the enormous demand for
commodities now anticipated. But the
old rails, freight cars, and locomotives
are wearing out, and the added burden
of transporting military supplies nat-
urally accentuates the wearing out
process. A certain amount of the equip-
ment must be replaced every year, in
order to maintain the standard of serv-
ice. 'But, with constantly declining rev-
enues, less and less can be spent on re-
placement and betterments. Unless,
therefore, relief is granted, we shall find
at the end of the war that, by restricting
the railroads, we have restricted, if not
temporarily ruined, our opportunity for
industrial prosperity.
Talk of government ownership at this
time can only confuse the issue. It is
ILLINOIS CENTRAL MAGAZINE
25
obvious that, with war financing on our
hands, it would be practically impossi-
ble to undertake the purchase of prop-
erty representing such vast investments
as the railroads. On the other hand, by
permitting an increase in rates, we are
not interfering with or precluding the
possibility of government ownership, if
it should become feasible. If we regard
the railroads as being held in trust by
the present owners, there is certainly all
the more reason why we should want the
properties kept in good condition. —
Editorial, Chicago Tribune, Nov. 20,
1917.
COMBINATION AND RATES
If it were possible for some psychic
sharp to get in touch with the late E. H.
Harriman, his comment upon the war-
time unification of railroads doubtless
would provoke a smile. As a financier
concerned with profits, Mr. Harriman
saw the economy of combination and he
became richer. Yet his consolidations
were accounted offensive. But what was
forbidden yesterday is exacted today.
War pities not tradition.
Yesterday the process of administering
as a unit the lines east of Chicago was
begun. The fact that there is work
enough and to spare for all rendered the
merger simpler. With war crowding the
railroads, none will suffer because of
being run chiefly in the interest of the
nation. To a degree greater doubtless
than at any previous time the operating
man has thus been given a freedom. The
present crisis ought, in consequence, to
liberate the best talents and capacities
of the transportation executives. Com-
petition no longer modifies their deci-
sions.
This radical combination is accepted
without public debate for the reason that
it is a part of the price of victory. The
railroads have agreed tc the nationaliza-
tion of their business because of that
Patriotism has governed them. Their
generous conception of their duty to the
nation serves, however, to emphasize the
reciprocal obligation of the country.
Since the declaration of war, even be-
fore the actual outbreak of hostilities,
the railroads have by successive steps
placed their resources at the command of
the nation. They realized that the only
business worth while in America is win-
ning the war. The government which
accepts these sacrifices must assure the
roads against losses which may thereby
result. Rates must be so amended that
the owners of the roads will not be asked
unduly to carry the burden of the en-
tire country. Combination has come be-
cause it was a war necessity. The cost
must now be paid. — Editorial, Chicago
Herald, Nov. 27, 1917.
TRANSPORTATION FOR SOL-
DIERS
In every first-class army it is consid-
ered desirable to allow the soldiers per-
mission to go home on furlough at vari-
ous intervals. In most of these armies,
we believe, transportation is furnished
by the government. No such provision
is made by the United States. When our
soldiers get to France it will, of course,
be difficult if not impossible to give them
the opportunity to go home. For this
reason it would seem to be all the more
important to extend the privilege while
they are still in this country.
As a case in point we quote from a
letter received by Rabbi Hirschberg, who
is keenly interested in the project: "I
am a widow with both of my sons in the
army. The youngest was with General
Pershing in Mexico and I have not seen
him for four long years. He writes me
often and is a good boy, giving money
for my support, but he has not sufficient
to come and see me, as he is stationed at
San Antonio."
It has been suggested that the railroads
should reduce their fare by half for
soldiers, but the railroads have burdens
enough without undertaking new ones.
The government has transported these
men from their homes and the govern-
ment should furnish them a sufficient al-
lowance to return whenever a furlough
is granted for that purpose. In the
treatment of our soldiers the govern-
ment must pursue a policy of benevolent
paternalism. — Editorial, Chicago Trib-
une, Nov. 26, 1917 .
26
ILLINOIS CENTRAL MAGAZINE
The railroad problem has reached the
stage of cabinet discussion. Washington
despatches indicate that the discussion
turns on the question of government
ownership. In other words, it would
appear that the administration, while not
prepared to advocate the nationalization
of the railroads, is looking in that direc-
tion for a solution of our transportation
difficulties.
Government ownership may ultimately
commend itself as a national transporta-
tion policy. But it does not now com-
mend itself to any large part of the pop-
ulation. It must inevitably be a remote
goal, if it ever should become a goal.
The reasons are manifold; one of the
most potent lies in the difficulty, if not
impossibility, of raising the enormous
purchase price concurrently with the
floating of huge war loans.
Agitation for government ownership
merely obscures the necessity for grant-
ing the railroads immediate relief. It is
as if the specialists should allow a pa-
tient to die for want of nourishment
while they were discussing the advisa-
bility of a major operation.
It is admitted that the railroads re-
quire additional revenue to develop their
full efficiency. It is admitted that they
should be relieved of certain burdensome
legal restrictions. These are not prob-
lems. They are simple questions for
administrative and legislative common
sense. — Editorial, Chicago Tribune, Nov
30, 1917.
Regarding the Pomerene Bill of Lading
By M. E. Nichols, Auditor
While the liability of carriers under their
bills of lading had been defined from time to
time by courts, the Act of Congress, which
became effective January 1, 1917, and is usu-
ally referred to as the "Pomerene Bill of Lad-
ing Act," was the first national legislation on
the subject.
The movement for a uniform or national
bill of lading law started about 1904, and,
while several bills were prepared, for various
reasons, they failed of enactment. The neces-
sities for such a law were presented by the
American Bankers' Association with the co-
operation of various trade bodies, but the law
under discussion was the first to pass Con-
gress.
The substance of this law requires the car-
rier to deliver to the consignee the shipment
as described in the bill of lading given to the
consignor, or to become liable to the owner
of the bill of lading for the shipment therein
described. It is, therefore, of the utmost im-
portance that agents exercise the greatest care
in the execution of bills of lading to see that
the shipments covered thereby are properly
described and that they cover the goods al-
leged to be offered for shipment. It naturally
follows that any bills of lading under which
the company becomes responsible and any lia-
bility which the company has to assume be-
cause of improper bills of lading, become lia-
bilities of the issuing agents and their bonds-
men.
The law makes a bill of lading a bankable
paper, and there is, therefore, no limit of the
carrier's liability, as formerly, to the shipper
or his agent, but the carrier becomes respon-
sible to successive parties who may become
the innocent purchasers of the negotiable
paper. In the case of "order" bills of lading,
it is ^specially important that such bills of
lading be invariably demanded as a precedent
to delivery and suitably cancelled, or. when
this cannot be accomplished, that delivery is
made only in accordance with the established
rules of the company. In this connection, the
law provides that "where a carrier delivers
goods to one who is not lawfully entitled to
the possession of them the carrier shall be
liable to anyone having a right of property
or possession in the goods if he delivered the
goods otherwise than as authorized," and
agents should be most careful to avoid im-
proper deliveries.
The law provides a heavy penalty upon any-
one who issues, with intent to defraud, a bill
of lading, or who falsely makes, alters, forges,
counterfeits, prints or photographs any bill
of lading purporting to represent goods re-
ceived for shipment, or who issues or aids in
issuing or negotiating a bill of lading which
contains a false statement, and it is incumbent
upon agents to protect themselves and their
bondsmen in seeing that bills of lading are
properly and accurately issued and to take
necessary steps to protect themselves and the
company in the issuance of such documents.
The issuance of bills of lading should be lim-
ited to as few employes of the agency as pos-
sible, and all who are authorized to issue them
should be placed under bond. The full text
of the act was published in The Right Way
for February, 1917, and it is suggested that
agents and others charged with the respon-
sibility of issuing and handling bills of lading
read it carefully and ask for explanation of
any part not understood. — Right of Way
Magazine.
MILITARY
DEPARTMENT
On Active Service with the American Expedi-
tionary Forces
September 4, 1917.
American Y. M. C. A.
Dear Pal George :
Well, old scout, how goes everything? Same old grind I suppose. "Come
on with the meat," and, "don't forget to mark me off next Sunday." And of
course, I suppose you are still taking care of the ladies.
As for myself, I never was any happier or healthier in my life, and such
has been the case every since we left the U. S. on the 23rd of July.
Suppose you received the letter I mailed you upon reaching England?
Also the cards. Our voyage across was uneventful. Fine weather all the
way, with the exception of one day and no rough sea at all.
You know George, I was in charge of the Motor Truck Company, leaving
Chicago, and for a while it looked as though we were to make the trip across
England overland with the trucks, but that was all changed and we made the
trip on trains. Were not with the main body at the big parade in London,
and I regretted it very much.
Can't begin to tell you .how royally we have been welcomed at every
place we passed through, both in England and here. Landed at a certain
port of France, on the 17th last, and were only a couple of days reaching this
place where we are getting in shape to commence our R R work. Expect to
start soon. Don't know just where we are to operate from but presume that
we won't be far from the front. Only hope I get to see real action before it's
all over with.
Was busy three days last week with details of Yard and Trainmen ob-
serving the French method of yard and train operation. They are strong for
the hump system and except for the difference in equipment and tonnage the
work is pretty much as ours. If I can find room for one of their box cars in
my trunk locker when I am to start back, I shall fetch one to show you. The
largest is 10 ton capacity and the connections are all the same,' English, that
is, chain connections and a screw affair which hooks to the car adjoining and
slack taken up by an affair resembling a vice lever. Very few brakes, all cuts
slowed down or stopped with skates. It's quite an art to know where to place
the skates so as not to allow the cars to register too hard and at the same time
do the business so as to get your cuts closed up. But when you stop one too
soon, all you have to do is to put the back to it and grunt. The yards that I
have seen are all well layed out and the footing is real good. While the road
bed and general layout on the main lines is fine, their locomotives are righf.
up to the snuff and seem to be capable of doing their bit. Many large types
27
28 ILLINOIS CENTRAL MAGAZINE
and of modern make. Monkey motion, etc., although I have seen no super-
heaters as yet.
Owing to the censorship, I can't tell you anything which might disclose
our location, but believe me Son, we hear the roar of the big guns every day
and it is a common sight to see "something going on" in the air. Only this
morning I saw a German machine plainly visible not far from over our heads
and believe me again, Son, these French Anti-Air-Craft Guns soon had the
bird beating it up toward the Good Lord. No chance for that fellow getting
back over the lines, for "oodles of French fliers" were up and after him pronto.
We are close to a big hospital, and I often chin with the wounded boys
the front. One gave me a German canteen which he gently relieved a Boche
of, in a recent battle — killed the fellow after he had been shot through the
leg. Another French soldier gave me a German coin and some post cards he
took from a Hun who came near getting him as he was going down in the
trench — shot him through the neck, but luckily it was not a deadly wound.
I asked the French Comrade what he did after the German punctured him,
and he picked up my pistol and with it explained with a big smile of joy how
he blew the ginks dome off. I expect to have many trophies of the big War
when I return, to interest the boys with.
What do you know about this, George? The best of champaign at only
$1.40 per qt. Now I know you envy me. Expect to get paid soon and the
first one I pop I shall dedicate the cork to you and present to your Royal
Nibs, at some later date. Other things are very cheap too, but not as trust-
worthy as cheap.
We get a cabled "Little Tribune" every day and of course you know
how eager we all are to read the news which is only one day old. Hop-di-
diddy old White Sox. Hope you keep it up.
Isn't it rotten the way that no good element is fighting military service
in the States. Damn their rotten hearts. I am in favor of giving every one
of them the "stone wall." God, if they could only see and hear the brave
France. One doesn't know a thing about democracy until he knows the
French. Oh, what a glorious people they are The world knows no better
type of manhood and womanhood, and the wonderful part of it all is the way
they still "come up smiling." It is beyond any one's ability to justly put down
in words or tell in speech of the great fight for mankind which these glorious
people have made. Soon I will be in that part of the country which we used
to read so much of when the Germans retreated and I will then try as best I
can to verify what we used to talk so much of in the shanty, the Germans
ruthless warfare.
Now write soon and often George and tell Mickey Mick that I will write
him a good letter when I send him some more dough which will be in a day
or so. Remember me to McCreath, Neff, Danny Sullivan, McGraw, German,
Johnny, Smithy, the boys around 90th Street and to each and every one I send
all my best wishes. Reply at same address.
Your old Pal,
Dan Coons.
HARRY D. HERZOG
Harry D. Herzog, formerly con- Railroad Company is now with
nected with the Electrical De- the United States Naval Aviation
partment of the Illinois Central force in France.
I ^^^^^
rt M
COL. W. D. NEWBILL, WHO HAD CHARGE OF THE VICKSBURG NATIONAL PARK
DURING THE RECENT REUNION, AND CAPT. JOHN PAUL JONES, HIS ASSISTANT.
Mr. Hall Was Formerly in the Employ of the Illi-
nois Central Railroad Company and Is Now
a Member of the 13th Regiment
Engineers, Railways
Somewhere in England, Aug. 4, 1917.
Mr. W. J. Pinkerton,
9514 Indiana Ave.,
Chicago, Illinois.
My Dear Friend :
As a drizzling chilly rain has put an end to our camp activities for the
time being, will take advantage of the opportunity and tell you about our
trip. Believe me, there was plenty of excitement, too, before we finally
slipped through the German blockade, and arrived at our temporary camp
here in southeastern England.
Two companies of our regiment, A and B, the Illinois Central and the
Rock Island, left the barracks at the Municipal Pier, Chicago, July 19th, and
after a farewell march down Michigan Boulevard, entrained at the Nickle
Plate yards, and were off for the east. We received a rousing welcome as we
pulled into the Lackawanna Terminal, at Hoboken, and a little later were
ferried across to New York.
30
ILLINOIS CENTRAL MAGAZINE
31
D. L,. HALL.
On Sunday afternoon, July 22,
after a stay of only a few hours in
New York, we put out to sea, amid
wild cheering and whistling from
the ferryboats and crafts of all kinds
in the bay.
The first six days of the voyage
were uneventful, and the sea was
calm all the way over, so only a few
of the boys got sick. All of us
seemed to have forgotten about sub-
marines and the Germans, and were
enjoying ourselves as only a bunch
of soldiers can.
But on Sunday morning, the
seventh day out, at 7 :00 o'clock as
most of us still lay in bed, we were
brought to our feet by the roar of
our six inch stern gun, and I want
to say right now that no human be-
ing ever made any quicker move
than we did then. We must have
made that deck in better than nothing
flat, and it certainly must have
looked comical to see us piling out
on deck with our life preservers on
and most of us only part dressed, with scared faces and knees shaking, all
asking what was the matter, although we knew well enough what the mat-
ter was. Those who didn't know, soon found out, for, there on the horizon,
about a mjle_and half away, we saw one of the Kaiser's "Buns" plugging
away aT us with her deck guns. She was just emerged enough to allow the
use of her guns, and, take it from me, she made a mighty small target at
that distance, while on the other hand it seemed to us that our ship must
be looming up as big as a mountain to them, which wasn't very comforting.
As soon as we sighted the submarines, our ship put on full speed and
began to run away, firing as we ran, and zig-zagging through the water.
The sub. managed to launch one torpedo at us at the start of the battle, but
we saw it coming and pulled out of its course, allowing it to pass harmlessly
about 50 yards to our rear, after this our superior speed enabled us to pull
ahead, and it was then that the sub. opened up at us with her deck guns. We
could see a great flash from her guns as she fired, and a few seconds later the
report. Then a shell would come whizzing through the air.
The German's first shot went over our heads and landed in the water
beyond. The second did the same ; but the third hit somewhere in our rigging
and exploded, breaking all the windows on the upper deck and carrying away
part of our wireless ; but luckily, no one was hit. This was the only shell that
hit, but that was enough to suit us. Talk about your anxious moments ; it
seemed as though our ship was just barely creeping along. The fourth shot
landed in the water about five feet off our starboard and the fifth about
twenty feet to our rear. Then the rest of the shots began to fall short and
we knew we were pulling out of her range. The fight lasted about an hour,
during which each ship fired about forty-five shots.
As to the action of our boys under fire for the first time in their lives, I
32 ILLINOIS CENTRAL MAGAZINE
will say, and without pride, that their conduct was admirable. We will all
admit that we were frightened at first, but after the first few moments of
excitement were over, this all passed away, and good order prevailed as we
watched the battle from the railing. About a half hour later the fight was
over, we were cheered by the sight of two dandy little Britsh destroyers
which came in answer to our wireless call and escorted us the rest of the way
to (censored) and you can't imagine how relieved we felt to have them along-
side.
As it turned out later, the engagement took place about 150 miles off
the Irish Coast, and the next morning we rounded the (censored), and put
in at (censored), on account of mine danger ahead in the Irish Sea. We lay
at anchor in the Bay there for a day and a half until the mines could be swept
out, and on August 1st, at 8:00 a. m. we put into the docks at (censored).
On the trip through England, we stopped at Birmingham, for a few
minutes, but not long enough for me to get in touch with your brother.
However, I will probably be off on furlough later, and will get a chance to
see him.
We have just learned from our captain this morning that there is to be
a big celebration in London, August 13th, in honor of the American troops.
Five thousand American troops will parade and be reviewed by the King
and Queen. Our regiment will be among them. This will be the first time
in the history of the world that American soldiers in any number have
paraded in London, and we consider it quite an honor to be among them. It
will also be our first public appearance here.
Will close for this time.
Sincerely,
D. L. Hall.
Co. A, 13th Engineers, U. S. A., Washington, D. C.
Distribution and Sale of Savings Stamps
On or about December 3, 1917, War-Savings offer their services without expense, either to
Certificate Stamps and United States Thrift the United States or to purchasers, will be
Stamps (together with Thrift Cards and War- among those whom the Secretary of the
Savings Certificates, with suitable pocket en- Treasury will in his discretion appoint as
velopes for such certificates) will be .furnished agents to sell the stamps, certificates, and
(1) to postoffices for sale to the public and cards.
to agents of the first class, and (2) to Federal . Blank forms of application for appoint-
Reserve Banks, as fiscal agents of the United ment as agent, with the necessary informa-
States, for distribution to agents of the second tion as to execution and filing, may be ob-
class, and also for sale to banks which are tained from any money-order post office, from
agents of the first class. Post offices and Fed- agent banks, or from State or local repre-
eral Reserve Banks will maintain available sentatives of the National Wrar-Savings Corn-
supplies of stamps, certificates, and cards in mittee. Appointments will be made only un-
amounts sufficient to meet the requirements der authorization of the Secretary of the
for such distribution and sales. Treasury.
Banks, bankers, and trust companies ; rail- No agent shall sell any United States Thrift
road and express companies ; department Stamp at any price other than 25 cents for
and other retail stores; the duly author- each stamp, nor any War-Savings Certificate
ized representatives of labor, fraternal, and Stamp at any price other than the current
other associations; and other corporations, issue price of such stamp during the mt.ith
partnerships, and individuals who patriotically in which sold, as hereinabove specified.
Development Bureau
A Great Southern Fair
By Mark Fenton, Assistant General Development Agent
What was considered by some to have been the best State Fair in the South
and the greatest ever staged in Mississippi, opened in Jackson October 22, 1917.
In spite of the stress of war-time conditions, the people of Mississippi united in
one common effort to make this a representative display of their talents and in-
dustry, and much credit is due the State Fair Management and the various exhib-
itors. Every department, including schools, art and work of the home, was most
attractive and creditable. However, the greatness of the 1917 Mississippi State
Fair must be said to have been in its agricultural display, wherein the soil's every
product was attractively portrayed and in a more diversified manner than ever
before.
Among the noteworthy exhibits were those of Madison, Yazoo and Lee Coun-
ties, the I. C. and Y. & M. V. Railroads, the Mississippi Prison Farms, the Mis-
sissippi Corn Improvement Association, Boy's Corn Club, Mississippi
Experimental Stations and the A. & M. College. Mention should also
be made of the effective work of the young people, as shown in the pavilion set
up by the Grenada Bank and its chain of branches from a dozen different coun-
ties. Thus the farmers, the schools, the young people, the railroads and even the
prison inmates united in a display that revealed unquestionably the wonderful
possibilities of Mississippi's soil and climate.
Out of eight counties competing for the general county prizes, the results were
as follows : Madison, first ; Lee, second, and Yazoo, third. Fine corn, oats, pota-
toes, hay and food products of all kinds for man and beast were in evidence in
all of these exhibits.
Madison County, winner of the sweepstakes prize, is leader in the entire United
States in weight per bushel of her oat crop, the general average in the United
States being 32 Ibs. per bushel, while Madison County averaged 40 Ibs. per bushel.
Experts from the U. S. Department of Agriculture are introducing new varieties,
which promise even heavier yields. Good success was also made in the growing
of wheat in this county and good yields were exhibited. An interesting feature of
this exhibit was a choice lot of honeydew melons, equal in size and quality to fruit
of this kind shipped in from the West and retailing at 50 and 60 cents apiece. One
farmer exhibited a result of two crops of Triumph Irish potatoes, the spring crop
averaging 80 bushels per acre and the fall crop 60 bushels per acre. While
Madison County carried off the first prize and these figures are taken from their
exhibit, competent agriculturists stated that it was a difficult task with which the
judges were confronted, owing to the general excellence of everything displayed
from the Mississippi farms.
The corn exhibit by the Mississippi Corn Improvement Association, the Boys'
C&rn Club, the I. C. and Y. & M. V. demonstration farms and others, proves be-
yond doubt that Mississippi is rapidly forging to the front rank as a corn pro-
ducing state. To one who has viewed displays at State Fairs in Minnesota, Mich-
igan, Indiana, Wisconsin, Iowa and Illinois, it was interesting to find that in no
state was there seen a finer or larger display of its kind than that shown by the
33
34
ILLINOIS CENTRAL MAGAZINE
Corn Club boys of Mississippi under the efficient direction of Professor C. A.
Cobb. One of the most important actors in connection with the raising of corn
in Mississippi is the Boys' Corn Club organization. Mississippi has an active
army numbering 11,099 of these juvenile workers, many of whom were actual
competitors in county contests this year. The splendid display by hundreds of
these hard working young Mississippians told a decidedly interesting story of
steady progress. Within a period of eight years, Mississippi's corn production
has almost trebled, due largely to the work of the corn club boys who have been
setting an example to their elders. Recognizing what the work of these young
people means the State Fair has been notably liberal in premium awards, and the
judging of exhibits is always an event of keenest interest. In 1916 these boys
averaged 42.47 bushels per acre with a net profit of $20.03. That year was one
of the hardest crop years on account of the unusual drouth. While the figures
are not in yet, it is estimated that these boys will average 60 bushels per acre this
year with a net profit of about $45.00 per acre. The total yield for the stare
this year is estimated around ninety million bushels. The aim for 1918 is a total
state yield of one hundred and ten million bushels and twenty thousand boys in
the corn clubs. The best ten records of these corn club boys this year is shown
below :
Percent Name
75 Scott Kelley
87 G. W. Brantley
77 Florin Seal
76 Alredge Seal
72 Willie Cupit
72 Teddy Sanders
68 Bill Deaton
66 W. S. Hardin
62 Clyde Hood
60 Monroe McElveen
Cost per
Address
Collins
Ethel
Yield Bushel
180.00 $0.20
135.25 .10
Variety Total Cost
Hastings $36.95
Mosby &
Vardaman 14.05
Lumberton
122.00
.112
Rockdale
13.70
Lumberton
138.00
.128
Rockdale
17.80
Meadville
148.36
.16
Vardaman
23.90
Vossburg
luka
123.20
150.00
.13
.185
Hastings
W. Dent
16.10
27.80
Toomsuba
155.55
.21
Ga. Red
Cob
33.85
Collins
Osyke
162.00
140.37
.28
•22
Hastings
Hastings
46.45
31.05
.17
1,454.73
Average for the ten:
Yield per acre: 145.47. Cost per bushel, 17 cts.
Value of corn at $1.50 per bu $2,282.09
Less Cost . 261.65
$261.65
Net profit ..., ....$2,020.44
The five best records of the Mississippi Corn Improvement Association are
indicated below
Name
A. S. Woodruff
J. C. Johnson
A. Axelson
B. N. Simrall
Jno. C. Hancock
Address
Batesville
Carrollton
Vicksburg
Ballground
Coldwater
Cost per
Yield
Bushel
Variety
521.49
$0.168
Mosby
475.71
.29
Grenada
378.25
.243
Hastings
488.08
.37
Mosby
324.14
.226
Hancock
Total Cost
$ 87.85
141.30
91.90
180.65
73.10
2187.67 $0.26
$574.80
ILLINOIS CENTRAL MAGAZINE 35
Averages for the five best records:
87.50 bushels per acre at cost of 26c per bushel.
2,187.67 bu. at $1.50 per bu $3,281.50
Less cost . 574.80
$2,706.70
The girls' canning club, which includes women as well, is even larger than the
boys' club, and what they have accomplished was strikingly illustrated in the
splendid exhibit in the Agricultural Building.
The live stock exhibits attracted considerable attention, and the fact that Mis-
sissippi is making rapid advance as a livestock producing state was amply mani-
fested. Fine specimens of cattle were shown, both beef and dairy types. One
of the largest stock exhibits and one that attracted much attention and favorable
comment was the fine showing of dairy .and beef sires which were awarded as
prizes by the Illinois Central Railroad one year ago to the Baby Beef Club boys
of the state. There were eighteen of these animals on exhibition this year and
their fine appearance clearly indicated that good care has been given these
pure bred animals and that the boys have appreciated what was done for them
by the railroad. It is interesting to know that among other prizes awarded to this
stock, one of these fine animals, a pure bred Holstein given by the I. C. to George
Osborn, of Learned, Miss., won the first prize in the three-year-old open class.
This perhaps indicates more clearly than anything else the type of stock which the
Illinois Central officials consider will bring best results to Mississippi farmers.
That rapid progress is being made in the dairy type was made manifest by the fine
display of creamery products shown in the Illinois Central booth from the various
creameries along the lines, several of which were assisted in getting started by this
company. Approximately two and one-half million pounds of butter will be
made in this state this year. Five years ago, there was not a creamery in the
state.
A splendid showing was also made in the swine department, an unusually fine
class being the Duroc Jersey exhibit. Here again the club boys of the state
showed to advantage what could be accomplished in the way of stock raising.
Under the able leadership of Mr. P. E. Spinks, Mississippi Live Stock Club
Agent, these boys had on display a large number of pure bred pigs from all
sections of the state. There are over four thousand boys in Mississippi enrolled
in these pig clubs. Practically all of their pigs are pure bred and it is of more
than passing importance to the state that out of the 4,000 pigs owned by these
boys, about 60 per cent of them are located on farms on which there has never
been a pure bred hog. This statement will give a fair idea as to the results
being accomplished from the boys' live stock club wrork. Mississippi has the three
essentials necessary for the raising of live stock, viz. : good feed, abundance, of
pure water and good climate, with short winters, early springs and long summers,
with no extremes of heat or cold.
The visitors also displayed considerable interest in the poultry house exhibits,
where an excellent collection of birds was displayed, representative of nearly
every type of fowl. There was also a number of sheep entries.
Taken all in all, the wonderful display of products at the fair, proves to the
outsider the value of Mississippi as a farming and livestock center. The pro-
ductiveness of the soil taken in connection with the climate, water, and cheap
land available, makes this an ideal place in which a farmer may invest and estab-
lish a home. The state of Mississippi has twenty million acres of this splendid
land at prices varying from five dollars per acre up, according to location and
improvements. Write the Development Bureau if you are interested or know of
anyone who is.
DEPARTMENT
Destroying Weeds on Right of Way
By C. R. Knowles, Superintendent Water Service
\7 EGETATION growing on the right
ot way is objectiuna: !e for the rea-
son that it increases maintenance ex-
pense, communicates and spreads tires,
obstructs the view and interferes with
telegraph and telephone lines. The
elimination of vegetation on the road-
bed proper reduces maintenance ex-
pense, affords better drainage to the
ballast, prolongs the life of ties and
gives a better view of track conditions.
Vegetation growing in side tracks is
crushed on the rail by the drivers of
locomotives and causes them to slip,
making it very difficult to handle cars
in and out of weed infested sidings.
The most troublesome Grass, Johnson
Grass, Crab Grass, Horse Tail and
Sweet Clover.
The annual expense of keeping the
right of way and road bed clear of vege-
tation per mile of road is about $70.00,
which represents a little more than four
per cent ol the total annual cost per
mile for maintaining track and struc-
tures. The most common methods em-
ployed in keeping right of way and track
clear of weeds are teams with mowing
machines, men with scythes and weed-
ing by hand. Much of the grassing of
track being done with shovels, especially
between ties. Grassing track with shov-
els disturbs the ballast and while it re-
moves the grass and weeds temporarily
it has a tendency to promote future
growth through cultivation. On some of
our lines it is necessary to cut the right
of way and grass the track but once a
year while on other lines, especially in
the south the weeds grow so rapidly
that it is found necessary to remove
them twice a year. When it is neces-
sary to cut the right of way twice a year
the first cutting is done late in the
spring and the second cutting early in
the fall. The effectiveness of such
treatment is only, temporary and it is
necessary to repeat the performance
year after year. It is impossible to give
the cost of any of the above methods
singly as the work is not done entirely
by any single method. Some of the
track on Southern Lines where the
growth of Bermuda Grass is heavy will
cost from $25.00 to $40.00 per mile to
clear a 14 ft. strip. If only a few weeds
and little grass is on the track it will
cost from $12.00 to $15.00 per mile,
while on rock ballast and washed river
gravel the cost will amount to from
$60.00 to $80.00 per mile as a large
amount of the grass and weeds on this
class of track will have to be pulled by
hand, which is very slow work. Numer-
ous experiments have been made with
various chemicals designed for the pur-
pose of killing weeds, most of these
weed killers being arsenical compounds.
Conflicting reports have been made as
to the merits of these compounds but
there is no doubt that some of them
are effective, especially on quack grass
and other shallow rooted vegetation.
The cost and effectiveness of chemicals
will depend largely on whether the vege-
tation is rank or otherwise, the cost
being from $15.00 to $100.00 per mile.
The cost of treatment will vary greatly
according to width of strip treated, char-
acter and density of weeds and weather
36
ILLINOIS CENTRAL MAGAZINE
conditions. One serious objection to the
use of chemicals for destroying weeds
has been on account of many of the
compounds being poisonous and injuri-
ous to live stock which absorb the chem-
icals while grazing on the right of way.
This has limited the general use of the
chemicals to such territory where there
was little possibility of live stock reach-
ing it. A repellant compound has been
designed to prevent live stock from
grazing on the treated area which is
claimed to be effective. This odor coin-
pound, as it is called, is applied imme-
diately after the application of the weed
killing compound.
Mowing machines attached to motor
cars are being used successfully for
mowing the right of way on several div-
isions. This macrr'ne mows a swath 6
38
ILLINOIS CENTRAL MAGAZINE
feet wide starting about 4 feet from the
gage side of rail. It will mow only one
side of the track on double track but
will mow both sides on single track. The
cost of cutting the right of way with
this machine is approximately $1.50 per
mile for double track and $1.25 for sin-
gle track as compared to a cost of $3.00
per mile by hand.
It is the intention to use both the
mowing machine and weed burner on
the Yazoo and Mississippi Valley Rail-
road South of Baton Rouge, first cutting
the weeds and then running the burner
over the same territory after the weeds
ha\e dried out sufficiently to burn. By
this method a swath will be cleared £4
feet wide at a cost of but little, if' any
more, than burning a 14 ft. strip, for the
reason that the dead weeds will assist
in the combustion of the green weeds,
thereby reducing the amount of oil re-
quired for burning enough to offset the
cost of operating the mowing machine.
. A weed burner has been operated
over the lines of the Yazoo and Missis-
sippi Valley Railroad between Vicks-
hurg, Miss., and New Orleans, La., for
the past four years with very satisfac-
tory results. The vegetation in this ter-
ritory is very heavy, especially south of
Baton Route, La. In fact such good
results have been obtained from the use
of this burner that the second burner
has been purchased and will be placed in
service north of Vicksburg.
The machine used for burning weeds
is known as the Commonwealth Weed
Burner. It is constructed entirely of
steel and iron as the heat is so intense
that any wood work would catch fire.
The main frame or bedplate is a single
steel casting comprising the center, side
and end sills, transoms, engine founda-
tion and floor, all in one piece. All
other parts of the machine are attached
to this bedplate. The machine is self
propelling, being equipped with a 60
H. P. three cylinder reversible air start-
ing engine. It is also equipped with an
air pump driven from the main shaft of
the engine for operating the air brakes
and forcing the oil to the burners. The
side, or wing burners, are also raised
and lowered by means of air cylinders.
The wing burners work independently
of each other and can be raised or low-
ered quickly to clear wing fences,
•bridges, etc., and can be adjusted to
bank slopes. The machine is designed
for a slow speed of three to four miles
per hour while burning weed? and a
high speed of fifteen to twenty miles
per hour when going to and from work.
Two burnings are necessary to de-
stroy weeds by this method. The weed
burner is first passed over the weeds
and the intense heat kills the plant life.
The weeds soon wilt down and after a
day or two of dry weather the weeds
are dried out sufficiently to furnish fuel
to assist in their own combustion upon
the weed burner passing over them the
second time.
The burner was originally designed
to burn weeds with gasoline, but by
changing the burners and coils it was
found possible to use a less expensive
oil than gasoline. The oil being used
for burning is a distillate or fuel oil
having a gravity of from 30 to 32 de-
grees Baume and is much cheaper than
gasoline. The oil tanks have a capacity
of 480 gallons and will burn from 10 to
15 miles, the consumption of oil depend-
ing on the density of the vegetation.
The engine of the first burner is op-
erated on gasoline, but the engine of the
new burner is designed to run on the
same oil used for burning.
The weed burners are provided with
cars for taking care of crew, trainmen,
supplies, etc. This outfit consists of one
combination kitchen and dining car, one
bunk car with six bunks, one tool and
supply car and tank car for oil. The
machine requires a crew of two men to
operate it in addition to train crew,
which usually consists of conductor and
flagman. A motor car follows the burn-
er with section men to extinguish small
fires in ties, etc. The fire extinguishing
crew is provided with water buckets and
a barrel of water is carried on the car
A swab is used for extinguishing fires in
ties, as it is more effective than dashing
water on the ties and requires much lecs
water. This crew follows immediately
ILLINOIS CENTRAL MAGAZINE
39
behind the burner, extinguishing all vis-
ible fires, with the exception of one man,
who remains about an hour behind to
guard against any fires that may have
been overlooked gaining headway in
bridges, etc. Very little trouble has been
experienced from fires caused by the
burner though it is inadvisable to burn
during a high wind or after a prolonged
period of dry weather on account of the
possibility of fire spreading. As a pre-
caution against bridge fires two five-gal-
lon chemical extinguishers are carried
on the machine with 12 extra charges.
A water barrel is also provided with
two fire buckets.
The cost of burning weeds is from
$10.00 to $12.00 per mile for two burn-
ings ; a detail of the expense of burning
163 miles is as follows:
Gasoline used, 205 gallons $ 46.11
Fuel oil used, 6,500 gallons 292.00
Other supplies 15.90
Wages of train crew 184.90
Wages weed burner crew 271.20
Wages section men 153.15
$963.26
Cost per mile $ 5.90
During this period the machine actu-
ally worked only 57 per cent of the
time, owing to delays account of rain,
train delays, high winds and repairs to
machine.
The importance of labor saving de-
vices for removing weeds from right of
way is more apparent with the increas-
ing scarcity and price of labor. There
is no doubt that the use of motor car
mowing machines and weed burners
take the place of a large amount of sec-
tion labor and under present labor con-
ditions their use would appear to be ad-
visable even though the cost of operat-
ing the machines equaled the expense of
doing the work by hand. As a matter
of fact, the use of the machines has
proved that they earn a very satisfac-
tory return on the investment, in addi-
tion to conserving section labor for the
maintenance of track.
A Student of the Station Training School Writes
About His Progress
Tishomingo, Miss., Oct. 24, 1917.
Mr. E. A. Barton,
Instructor, Station Training School, Chicago, 111.
Dear Sir:
Will write you a short letter as I have time. How are you and Mrs. 'Barton?
All O. K. for myself. Have been intending to write ever since I left school, but
kept putting it off. Am now working at Tishomingo, Miss., as relief agent. Like
the work the best kind. I think it is the nicest thing of all. Have worked at
several places since finishing the course in school. I did not stay at Henning,
Tenn., but two months ; was transferred to Brighton, Tenn. There was a lot
more work to do at Henning than at Brighton, but I received $10 more. There
was where I got by first experience as agent. The training P received while in
your school certainly was a lot of help to> me. Without the training I would be
far down the ladder yet. Can now handle a small station without any trouble
at all. This station handles about six or eight thousand dollars business
monthly.
Mr. Barton, I want to thank you for your kindness and the interest shown me
while in your school. Words cannot express by thankfulness for the good ad-
vice and training given me. Will at all times sneak a good word in behalf of the
school. Am figuring on getting a short vacation in a short time and if I do I
want to visit the school again as T am expecting to be called for military the
next call. " Will now close for this time with love to M'rs. Barton.
Your former student,
J. O. Tuggle, Agent.
TRANSPORTATION
DEPARTMENT
Efficient Railway Service
By A. Bernard
President Wilson, addressing the
American Federation of Labor Conven-
tions in Buffalo, New York, on Novem-
ber 12, 1917, among other things said :
' If we are true friends of freedom,
we will see that the power of this coun-
try and the productive activity of this
country shall be raised to the highest
degree, and nobody should be allowed to
sta.nd in its way."
On the same occasion the President
issued a warn'ng against crippling the
efficiency of the nation by strikes.
How many of the fifty thousand em-
ployes of the Illinois Central Railroad
read Mr. Wilson's address, analyzed it,
and mentally resolved to apply the splen-
did advice given to themselves
Employing and supervising officers to-
day cannot help but come to a full real-
ization of the erroneous interpretation
which many of us have p^ced upon the
broad principles of which every true
American is proud — American Freedom
and Independence — which are emblemat-
ically portrayed by the Stars and Stripes.
Perhaps parents are responrible tD a
great degree, in their enthusiasm over
what this glorious banner represents, in
thoughtlessly neglecting to expound
these principles in their true light. Pos-
sibly this omission has resumed in such
a pronounced aversion to any condit'on
which tends to restrict us in any way,
or bears the slightest semblance to self-
suppression or self-discipl'ne.
It is a peculiar characteristic of the
average American to show an arbitrary
lack of interest, if not indeed actual re-
sentment, toward authoritative orders
and instructions. As a class, we do not
seem to relish strictness, or in fact any
condition having a tendency to interfere
with or obstruct our own ideas and per-
sonal desires. On the contrary, unques-
tioning and spontaneous obedience is
quite generally farthest from our
thoughts.
The world-war and the recent con-
scription appears to have aggravated
this situation among those of us remain-
ing in civil occupations. Without doubt,
however, the training of those who have
already gone to the various military
camps will do much toward correcting
the popular misconception of what
American Freedom and Independence
really mean, rendering them more order-
ly and precise and less resentful toward
true discipline.
There seems to be a vague sort of
restlessness prevalent among workers at
this time, a desire to change positions
and keep shifting about from one em-
ployment to another. As a consequence,
there is a constant changing of forces,
and a lack of genuine interest in the effi-
cient performance of duties. This spirit
is so conspicuous in many instances as
to arouse a want of confidence in the
individual's loyalty and true patriotism.
The rank and file, at this moment, are
in precisely the same position as a great
number of speculators who risked their
finances on "War Brides" at the begin-
ning of the war. While a few profited,
the vast majority lost. Many men who
have held positions of a permanent na-
ture for the past five or ten years are
40
ILLINOIS CENTRAL MAGAZINE
41
now leaving these positions for alluring
"War Brides" or temporary employ-
ment offered by those employers who are
momentarily busy and prosperous
through abnormal conditions produced
by the war, and paying a large wage for
the time being. These employes are sac-
rificing more than they realize. They
are gambling away their permanent jobs,
with numerous benefits and perquisites ;
and at some future time, when condi-
tions again become normal, will in all
probability find themselves out of em-
ployment and in financial difficulties,
while their former positions will be filled
by wiser ones.
Every Illinois Central employe should
resolve to stick to his position, to respect
and comply with all orders and instruc-
tions he may receive, and to carry on
the work in such a manner as will make
him feel secure and contented, — satisfied
that he has something permanent, with
a liberal pension awaiting him at the end
of his productive years.
Finally, let us all remember that the
greatest thing on earth is true Manhood,
and acquit ourselves accordingly.
Station Force
Meeting Held in Office of Agent, Jackson, Miss.,
2: 15 P.M., March 28, 1917
PRESENT: Agent Morgan, Account-
ant Barton, Clerk Therrell, Revising
Clerk Canter, Clerk Bonnie Barton,
Clerk E. R. Smith, Clerk L. T. Wyatt,
Cashier Hill, Clerk Winslow, Clerk
Draughan, Claim Clerk Reed, Deliv-
ery Clerk Dorman, Check Clerk Ellis,
Warehouse Clerk Ferguson.
r\ EJECT of the meeting was stated
^^^ by Agent Morgan, who expressed
the opinion that former meetings had
been very beneficial, and called atten-
tion to importance of the departments
working together closely with view to
facilitating 'the work of each depart-
ment much as possible ; also explained
that the meeting was for purpose of dis-
cussing working conditions and any mat-
ters pertaining to welfare of the com-
pany or employes.
Cashier Hill was first called on and
stated that when calling consignees with
reference to surrendering ladings on
shippers order cars and hurrying release
of the equipment, he was occasionally
asked about cars on which ladings sur-
rendered, not placed, indicating that at
times a little delay occurred in placing
cars after the B/L surrendered. When
asked whether he was having any com-
plaints about expense bills or notices on
freight, stated that there was no com-
plaint whatever and that notices seemed
to be going out promptly.
Accountant Barton stated that in ac-
counting department they are experi-
encing some trouble on corrections due
to errors in gross, tare or net weight,
etc., indicating that billing not checked
as closely as should be — such errors
amount to two or three per week; fur-
ther stated that attention of parties at
fault had been called to the errors and
that the errors existed principally with
the night force.
Lumber Clerk Wyatt stated that ow-
ing to so much embargo lumber moving
to Jackson and large volume of work
connected with handling same, had not
recently been checking billing in his de-
partment as closely as would like to do;
but had called matter to attention of his
assistants, as well as night force, with
view to having the billing more closely
checked; it was suggested that the tare
could be substracted from the gross
weight, verifying net weight, at time the
billing is checked. It was brought out
that Bogalusa weights had given major-
ity of the trouble, due possibly to
42
ILLINOIS CENTRAL MAGAZINE
weights being taken over telephone and
misunderstood.
NOGN Accountant Smith stated that
he did not think we were having as much
trouble from this source at present as
we have had in past, possibly due to
business not being quite as heavy and
those handling having little more time
to devote to the work. The NOGN
billing is now carrying file reference
when necessary to handle for rate or
division and that we are having no
trouble along that line. He mentioned
some trouble account local shippers not
showing on the billing covering' salt,
whether table or common salt, account
of which some corrections are received ;
matters has been handled for correction.
Clerk Winslow mentioned billing be-
ing sent to warehouse for inspection in
connection with weight, commodity, etc.,
not returned to office until following
day, causing delay in getting billing to
connecting line. It was arranged to have
such billing revised first thing in the
mornings and handled in such way as
to keep the billing with the freight and
at same time avoid all delay possible.
Revising Clerk Canter suggested that
carlpad billing from G. & S. I. be
placed on his desk for inspection each
morning with view to catching and im-
mediately correcting any errors that
might exist due to the night force not
being thoroughly familiar with tariffs
and supplements received from time
to time.
Expense bill clerk Barton stated
that their department was experienc-
ing a little trouble making plain ex-
pense bills on account of carbon paper
now in use being too heavy ; stated
that while she found some errors in
checking the expense bills, as a whole
they were very good ; that she cor-
rected all records when she discovered
such errors.
Agent Morgan called attention to
importance of having all expense bills,
and all copies of an expense bill, legi-
ble, explaining that the men in ware-
house had to read the expense bills,
and that if they were not legible, it
was liable to cause errors in forward-
ing or delivering freight, or overs and
shorts.
Billing clerk Draughan stated that
his department is getting along nicely
and that he had no suggestions to
make ; that was receiving the tickets
from warehouse promptly, house chart
received regularly, etc. ; he mentioned
some delay existing with NOGN busi-
ness, which, he said he understood was
due to insufficient equipment and
called attention to cases where the
B/L furnished by shippers did not
carry weight and stated that in such
cases warehouse was called on for
weight.
Claim clerk Reed stated that he ex-
perienced some trouble working claims
account receiving requests as to con-
dition shipments transferred in yard—-
no record made of condition of ship-
ment and the number of articles not
counted, citing case where car of hay
was transferred and while records
showed all of contents of original car
transferred to the new car, did not
give number of bales of hay or indi-
cating amount of loose hay at time
transferred, due to bales being broken.
Matter of handling records in record
room as gone over and all impressed
with importance to keep records in
good shape and in the record room —
mentioning cases where dray tickets
are carried to warehouse and retained
several days, causing confusion and
loss of time in office when necessary
to refer to them ; also cases where mill
load records have been misplaced and
necessarily consume good deal of time
searching for same, when just a little
care exercised by party using records
would avoid this trouble. He called
attention to fact that had some trouble
with seal records — cars coming in with
one seal while records show another,
indicating that seals were not closely
checked ; also mentioned receiving
perishable freight under refrigeration
and no records kept to show whether
under refrigeration at time received.
Suggested that in cases where we have
ILLINOIS CENTRAL MAGAZINE
cars of bananas for connecting line,
billing indicate whether delivered to
connecting line with messenger in
charge, as well as on interchange rec-
ord's.'
Car Service clerk Therrell called at-
tention to cases where LCL ship-
ments, usually household goods, placed
on team track when they should be
placed at warehouse, in order to re-
lease, car and permit better check of
shipment before it is delivered.
Agent Morgan stated that every-
thing possible should be done to avoid
liability of claims and that any special
act on part of anyone that would pos-
sibly have tendency to avoid a claim,
would be well worth while, and that if
in this way we could avoid one claim
per week or one claim per month, the
aggregate would be more than grati-
fying to all concerned.
Clerk Therrell brought up the ques-
tion of handling loads pulled from in-
dustries and found overloaded, neces-
sary to return to shipper for part load
to be removed, mentioning delay to
such cars, and the feature of delay to
equipment by reason of being over-
loaded.
Check clerk Ellis mentioned pos-
sibility of picking up revenue by close-
ly checking shipments, especially those
prepaid, citing case where a shipment
was billed 118 pounds, prepaid 96c,
while it weighed something over 1,000
pounds and difference in revenue was
$8.10; stated that expense bills at
times were rather dim and mentioned
the liability of errors when such is the
case. Also matter of making nota-
tions or writing in weight, rate and
revenue columns was discussed and
all urged to refrain unnecessary use
of these columns. (Agent Morgan-
Mr. Ellis, please explain just how you
check a car?) When I find a shipment
for which I have no bill, it is placed
to one side and generally later I find
bill ; if I do not find the bill, I make an
over on tally sheet, which we have on
each car and are filed ; on shorts, if I
am thoroughly satisfied that an article
is short before leaving car, I write up
same, but at times possibly I am not
thoroughly satisfied and go to other
cars or post in warehouse where ship-
ment is liable to be placed and verify
the fact that it is short by seeing that
the freight is not there.
., Warehouse clerk Ferguson stated
that his only source of trouble was
caused by not having cars to load ; the
bills come to warehouse in good shape
and we generally have billing to cover
the freight in the cars; we have some
trouble account Chicago billing show-
ing one car number while the ship-
ment is possibly in another car.
Delivery clerk Dorman stated that
some notices were delivered too soon —
that consignees occasionally brought
notices for freight before cars un-
loaded at warehouse and suggested
that warehouse watchman be called on
to check all freight in bad order before
placing in house, in order to get exact
extent of damage or shortage and
make accurate record for OS&D work.
Suggestions were made for correc-
tion of all irregularities and matters
necessary to handle with other depart-
ments were taken up and will be
checked up at future meetings to de-
termine benefits derived and keep the
subjects before the employes inter-
ested.
The importance of departments
keeping in close touch with each other
on matters pertaining to one or more
departments was discussed and sug-
gestions made with view to more
thoroughly harmonizing the depart-
ments to avoid duplicating files, refer-
ing papers back to the sender for ad-
ditional information, etc. in cases
.where should be able to obtain the in-
formation in our office.
••> '*:•
> l
How to lave;
It is not tne Science of curing Disease so much as me prevention or it
tnat produces tne greatest good to Humanity. One of tne most important
duties of a Health Department should be tne educational service
A A A A teaching people how to live A A A A
Preservation of Vegetables by Salting Without
Fermentation
A T this time it is a most serious ques-
^r tion with all countries engaged in
the world war that each should have
sufficient food supplies for the absolute
necessities of the people. It is therefore
especially important at this time that we
study various methods to conserve food
supplies as much as possible, and by pre-
serving vegetables when they are plenti-
ful we can greatly increase the total sup-
ply of foods for the future.
In the method of the preservation of
vegetables by salting the vegetables are
packed with enough salt to prevent fer-
mentation or the growth of yeasts or
molds. The following directions should
be followed in salting vegetables :
For each 100 Ibs. of vegetables weigh
out 25 Ibs. of salt. For smaller quan-
tities use the same proportion of salt ;
that is, one-fourth of the weight of the
vegetable. Spread a layer of the vegeta-
bles about one inch deep on the bottom
of a clean keg, tub, or crock, and sprinkle
heavily with some of the salt. Try to
distribute the salt evenly among the dif-
ferent layers packed so that the quan-
tity weighed out will be just enough to
pack the vegetables and salt until the con-
tainer is nearly full, then cover with a
clean cloth, board and weight. The keg
should then be set aside in a cool place.
If the salt and pressure of the weight
have not extracted 'sufficient brine to
cover the vegetables after twenty-four
hours, prepare a strong brine by dissolv-
ing a pound of salt in two quarts of water
and pour enough of this over the vege-
tables to come up to the round cover.
There will be a small amount of bub-
bling at the start, as in the case of the
fermented vegetables, but this will not
continue long. Just as soon as the bub-
bling has stopped the surface of the
liquid should be protected by one of the
methods described, either by. parraffin,
or by oil, or by filling in the head of the
keg and shutting it up tight.
Experiments have shown that the fol-
lowing vegetables may be satisfactorily
preserved by the above methods :
Dandelions, beet tops, turnip tops,
spinach, chard, kale, cabbage, string
beans, green peas and corn. The string
beans should be cut in two-inch pieces.
The peas should be shelled and packed
according to the directions given. Cab-
bage should be shredded and packed in
the same way as in the manufacture of
sauerkraut. Corn, however, requires
somewhat different treatment and the
directions for salting it are as follows:
Salted Corn. Husk the ears of corn
and remove the silk. Cook in boiling
water for about ten minutes to set the
milk. Cut off the corn from the cob
with a sharp knife. Weigh the corn and
pack in layers, with one-fourth of its
weight in fine salt, as described above.
Care and Storage of Fermented and
Salted Products. If properly prepared
and stored, fermented and salted prod-
ucts will keep for a long time. It is ab-
solutely necessary to prevent mold from
44
ILLINOIS CENTRAL MAGAZINE
45
growing on the surface of the brine of
fermented vegetables by the addition of
paraffin. Practically all the trouble with
fermented or salted products may be
traced to carelessness in protecting the
surface of the brine. In case mold should
develop upon the surface or the brine
should become evaporated so that the
upper layers may have a disagreable odor
this does not mean that the entire con-
tents of the vessel has spoiled, as the
molds and other organisms which cause
the spoiling do not penetrate rapidly to
the lower layers. By carefully remov-
ing the spoiled material from the top
and adding a little fresh brine and pour-
ing hot paraffin on the top, the remainder
of the contents of the vessel may be
saved. After fermentation has ceased
the containers should be stored in a cool
place. Care should be taken to protect
them from rats and mice.
Preparation of Salted Vegetables for
the Table. Some fermented and salted
vegetables, like cucumbers, may be eaten
raw; others, like cabbage, are usually
cooked. In general the fermented and
salted products may be prepared for the
table in much the same manner as fresh
vegetables except that before cooking
they should be soaked in fresh water
for several hours to remove the salt,
the water being changed several times.
In some cases it may be necessary also
to change the water once or twice during
the boiling of the salted vegetables. Fer-
mented vegetables after being removed
from the container should be rinsed tho-
roughly in fresh water and then cooked
without soaking if a decided acid flavor
is desired.
The following suggestions and recipes
are given as a guide in the preparation
of salted and fermented vegetables for
the table, each recipe having been tested
and found to give satisfactory results :
Dandelions, Spinach, Kale and Other
Greens. The salted greens after they
have been soaked to remove the salt
may be boiled with fat meat, or boiled
plain and served with a cream sauce and
garnished with hard boiled eggs. When
so prepared they taste much like the
fresh greens although naturally they lose
some of their flavor during the salting
and freshening process. The fermented
greens may be soaked and cooked in the
same way as the salted greens, but in
general it is desirable to cook them with-
out first soaking them in order to pre-
serve the acid flavor, which is very simi-
lar to that of fresh greens when boiled
and served with vinegar.
Beets. Rinse the fermented beets and
boil in the same manner as fresh beets.
When thus prepared they have a flavor
which is not unlike the common pickle
beets, and may be served as a pickle with
butter, or used in the preparation of
salads or vegetable hashes.
String Beans. The salted string beans
should be soaked to remove the salt and
then cooked in any of the ways in which
fresh string beans are prepared. The
fermented string beans may be cooked
without soaking and served as a vege-
table or as an ingredient of a salad, the
acid flavor being agreeable to many per-
sons. Young and tender string beans
may be fermented and eaten raw in the
same way as cucumber pickles.
Corn. To prepare the salted corn for
the table rinse it thoroughly and soak it
for four or five hours, changing the
water frequently. As a rule it will be
found more satisfactory to remove prac-
tically all of the acid flavor from the
fermented corn. After soaking, place
the corn in cold water, bring to a boil
and pour off the water. Then add
fresh water, bring to a boil again and
cook until tender.
The cooked, salted or fermented corn
may be used in the following recipes,
or may be served as stewed corn or suc-
cotash :
Corn Chowder. Cold beef ^ of a
pound, or % pound salt pork or bacon,
2 potatoes, 1 onion, *4 green pepper,
\y2 cups (or more) cooked corn, 1 cup
tomatoes, 3 tablespoons flour. 1 cup milk
or cream, 1 teaspoon salt, y2 tea-
spoon pepper. Cut the meat or pork
into cubes, cover well with water,
add the tomato and cook slowly for
about two hours. Then add the
potato, onion, pepper, corn and season-
46
ILLINOIS CENTRAL MAGAZINE-
ings. Cook until the vegetables are ten-
der. Mix the flour with a little cold
water, add to the other ingredients and
cook slowly for five or ten minutes. Add
the milk or cream and serve hot.
Scalloped Tomatoes with Corn. Can-
ned tomatoes 2 cups, 1 teaspoon salt,
Y^ teaspoon pepper, 2 tablespoons sugar,
1 cup bread crumbs, 2 cups salted or fer-
mented corn. Cover the bottom of the
greased baking dish with a layer of bread
crumbs. Add a layer of the corn and one
of the 'tomatoes. Continue this until all
the materials have been used, saving a
layer of bread crumbs for the top. Dot
with butter and brown in a hot oven.
Corn Pudding. 2 eggs, 1 pint milk,
1 tablespoon sugar, 2 cups cold cooked
corn, 2 tablespoons melted butter, y2 tea-
spoon salt. Beat the eggs until light and
add the sugar, corn, milk, melted butter
and salt. Pour into a buttered baking
dish and bake in a slow oven until firm.
Skim milk may be used in this dish.
Corn Omelet. 4 eggs, y2 teaspoon
salt, 4 tablespoons hot water, 1 tablespoon
butter, 1 cup cold cooked corn. Separate
yolks and white of eggs. To the yolks
add the salt^pepper and hot water; beat
until .thick and then add the corn.
Fold the stiffly beaten whites into the
first mixture. Cook the omelet slowly
in a buttered pan until a delicate brown.
Corn Fritters. 2y2 cups cooked corn
1 cup flour, 1 teaspoon baking powder,
2 teaspoons salt, 54 teaspoon paprika.
2 eggs. Chop the corn. Mix and sift
dry ingredients and add chopped corn
and the well beaten eggs and then fold
in the stiffly beaten whites. Bake in well
greased griddle or in frying pan until
brown. Serve hot with butter or syrup.
Employes Are Reaping the Benefit of the Hospital
Department and Are Very Appreciative
of Attention Received
Jackson, Term., May 1, 1916.
Dr. G. G. Dowdall, Chief Surgeon.
Chicago, Illinois.
Dear Doctor Dowdall:
March 20th found me in Chicago on my way to the new Illinois Central Hospital.
Each and every employe should feel that they form a part of this grand institution,
and every one of the contributors should feel a sense of pride because of maintaining
a place where so much good is being accomplished. Even though blessed with the
best of health the small monthly donation is used for the benefit of some unfortunate
suffering fellow employe.
On my arrival at the front door I paused for a moment. My thought was that I
was about to enter a place where death sometimes comes; where the suffering and the
afflicted are ever present; but was comforted with the thought that the benefits prom-
ised myself as a sufferer would repay my coming. This was the first time that I had
entered a hospital as a patient, but the business-like way in which the doctors ap-
proached my case, with a view to diagnosing my condition added confidence to my
previously waning enthusiasm. During the four weeks that I was constantly confined
to my bed I learned to know and to appreciate the thorough study which was given
my case, and the earnestness with which the serious condition which was threatening,
was met. I was given every attention by the Hospital Department Staff of physicians
and nurses. I can never forjaret the manv words of cheer and the deep sympathetic
womanly kindness shown to all patients alike by the good nurses. May God bless them
for their noble work.
The employes of the Illinois Central and the Yazoo & Mississippi Valley, Railroads
have so much to be thankful for in their Hosoital Department, and especially in the
thoroughly equipped institution at Chicago, where under the most favorable outside
surroundings the most perfect scientific facilities and the services of the best trained
specialists are available to the employes of these companies.
I am thankful to everyone who was instrumental in conceiving and preparing such a
splended place for the suffering employes, and hope that the originators of this grand
ILLINOIS CENTRAL MAGAZINE 47
movement of the Hospital Department may be blessed with a life of usefulness, and
live to see their expectations fully realized in the aiding and assisting of mankind.
Yours in appreciation,
429 E. Chester St. (Signed) R. F. Phillips, Conductor,
Tennessee Division.
Dr. G. G. Dowdall, Council Bluffs, Iowa, October 29, 1917.
Chief Surgeon,
Illinois Central R. R.,
Chicago, 111.
Dear Doctor Dowdall:
I hereby wish to express my thanks to you and your very efficient corps on the
Hospital Department. I shall never forget the splendid work which has been done
by the Hospital Department Staff while a patient in the new Illinois Central Hospital
at Chicago. Both the surgeons and nurses were especially prompt and careful in the
attention that was given. Everything possible was done to render the surroundings,
pleasant and to make the patient comfortable. One could not have had better care
than I received and no matter where I might have gone could not have been better
taken care of than by the Hospital Department.
I would like so much if all the emploves of the grand old Illinois Central Railroad
would realize the benefits that are possible to them through the Hospital Department,
i am sure that all would become "boosters" for same, just as I have become because
of the magnificent treatment that I have received through it. It is certainly the best
insurance that anyone can buy, and I know that all who come within the care of the
Hosn-'tal Department will agree fully with me.
Thanking you for the many attentions given, I am,
Yours sincerely,
(Signed) J. R. Mayher, Flagman,
Iowa Division,
Council Bluffs, Iowa.
The Reveries of a Local Attorney While Being
Repaired on the Third Floor of the
Illinois Central Hospital
By W. R. Hunter, Local Attorney, Kankakee
What a great pleasure it is to be sick — in the I. C. Hospital. There is such happy
environment that you forget your troubles, and lie — in a quiescent comatose con-
dition, and like the old woman in church — think about nothing at all. You are not
even disturbed in the still hours of the night by the visiting nurse, who pussy-foots
in and out as softly as a Mexican mouse slips over your whiskers in Vera Cruz.
Pleasure is added to your dreams by the rustle of wings as the ministering angels
caper up and down the corridor like young lambs on a mountain side in the good old
summer time. And when the M. D. coldly looks you in the eye, and tells you some
things that make you feel the time is at hand when your sins will find you out and
you feel the cold chills of despair chasing up and down your spinal column, you look
into the face of the angel, robed in white, standing by the switch ready to make your
transfer "over there" as pleasant and sweet as the flowers that bloom in the spring,
(tra la) and you feel you have not lived in vain. She is such' a dear, she stood by us
when we lay in the cradle and sucked our big1 toe; when we passed through the hair-
oil period of youth — at the soda fountain — at the altar, at the bargain counter and in
her devotion, she will stand by us as long as we have a dollar, nevertheless and not-
withstanding she is Johnny on the spot when there is anything doing. But —
They talk about the Hahnemann I sure have had a dandy time,
And Mickey Reese galore, They've made life just one scream:
I'd rather have the I. C. H. Although they pumped my "stummick" out
Than others by the score. And filled it up with cream.
For the doctors are so pleasant They turned my liver upside down,
And the nurses are so nice; They fluoroscoped my lung;
They make a convalescent feel, They shot an X-Ray through me,
He'd like to get sick — twice. Just to see my innards hum.
48 ILLINOIS CENTRAL MAGAZINE
They camouflaged my abdomen, But here's to all the doctors
They burnished up my rib; And the head nurse — My Oh my;
They shortened up my main top sail And "Wait Till the Clouds Roll — Bye."
And lengthened out my jib. If I get sick — I'll go back quick.
— Sunny Jim.
The Thoughtfulness of Conductor Freeman Was Ap-
preciated by the Richton Lumber Company as
the Attached Correspondence Shows
Jackson, Term., November 9, 1917.
Richton Lumber Co.,
Richton, Miss.
Dear Sir:
While in charge of train extra 1738 north on November 8, 1917, out Frogmoor
yard I had nine (9) cars of your lumber in my train for Rittenhouse & Embree
Co., Chicago, 111. We had a lot of trouble in route in keeping the short lumber
from sliding off through the stake at the center of the car. I will admit your car
was well staked, but would suggest by having another stake placed in the center
of the car it would prevent the short lumber from sliding off, and no doubt save
a delay to your cars and also might prevent some one from getting injured along
our line by the lumber falling on them.
Yours truly,
P. P. Freeman,
I. C. R. R. Freight Conductor,
284 W. Main Street.
Richton, Miss., November 16, 1917.
Mr. P. P. Freeman,
I. C. R. R. Co. Freight Conductor,
284 West Main Street, Jackson, Tenn.
Dear Sir:
We wish to acknowledge receipt of your of the 9th inst, relative to the handling
of our cars from Richton, Miss., to Chicago, 111., and we note what you have to
say regarding the short lumber sliding off through the stakes at the center of the
car.
Wish to advise that we certainly do appreciate the information that you have
given us and we will have our shipping department place center stakes on all
cars where short lumber is loaded.
Yours truly,
Richton Lumber Company,
By J. M. Andersen,
JMA/LC Asst. to Gen. Mgr.
Appointments and Promotions
Effective December 1, 1917, Mr. E. Effective December 1, 1917, Mr. P.
C. Newman is appointed District Pas- W. Bell is appointed City Passenger
senger Agent, with headquarters at Agent, vice E. C. Newman, promoted.
Memphis, Tenn.
, _
Passenger Traffic Department
I/ifile TaJks vifli fne Rambler
Seryie'e Nofes of Inferesf
The Present and the Past
T HAD missed the Rambler for sev-
eral days but thought nothing of
it, as he was so frequently away, until
he telephoned me from his apartment
saying that he was laid up with a bad
cold. "And," he concluded, as he was
about to hang up, "as everything
helps, come over this evening, will you?
I am getting lonesome."
Of course I hurried over to him as
soon as I could after dinner, and was
gratified to find him apparently ex-
tremely comfortable in his slippers
and house jacket, and stretched out
in his big morris chair. As far as ap-
pearances went he did not seem at
all an invalid. The absence of the old
pervading smoke that generally fills
his den on my visits to him, however,
was a good indication that he was not
normal, and the occasional coughing
spells that he had verified his state-
ment that he was under the weather.
However, he insisted that he was all
right and but for the doctor, would
never have laid off. Hence, but for
the absence of his habitual cigar, I
thought he appeared and acted during
the evening, quite as usual, with the
exception of a certain restlessness.
But I thought him in rather good
spirits, in view of his several day's
confinement.
I asked him, naturally, where he got
his cold, to which he laughingly re-
plied, "Oh, riding that troop train, I
guess." Further explanation developed
the fact that the movement of troops
had come so thick and fast the week
previously that his department was
somewhat put to it to find men to ac-
company their trains. Consequently
he had volunteered to help out, "and,"
he added "I guess I got all that was
coming to me on that trip. Not that
there was any trouble, but because on
a long run such as I made, with a
sixteen car train, there was something
to do. I think I did everything that
one is liable to be called on for with
such a train, except to quarrel and
wrangle. There was none of that, for
I had seasoned troops. But I checked
transportation, registered cars, sent
telegrams, played cards with the offi-
cers, jollied the men, helped in the
matter of furnishing meals, arranged
for reicing and watering, explained
why we were not going faster, satis-
fied inquiries as to why we were tak-
ing siding, lectured on the country
through which we were passing,
smoked a cigar or two, told some
stories and listened to more — in fact,
as I say, I did a little of most every-
thing, and in the long run it tired me
49
50
ILLINOIS CENTRAL MAGAZINE
out. So somewhere along the route,
I hardly know where, I contracted a
bit of a cold which I did not mind at
first, but which so grew on me that
when I got home I felt mean. So I
thought I would let Doc. look me over.
He prescribed the rest cure, and I am
a bit tired of it. I guess, however, I
am practically all right now; think
I'll go to work tomorrow. I don't
like this looking over correspondence
at home, as I have b'een doing. Some-
how it seems more like task work than
it does in the office."
"That's probably because it breaks
up the home atmosphere, that you so
much enjoy in the short intervals that
you are enabled to be here." I an-
swered.
"Yes, I guess that's it," he said re-
flectively, and added as an apparent
afterthought, "there's a time to play
and a time to work. In the home is
my play time, and somehow it does not
mix with my professional activities,
which constitute my pleasurable-work-
ing time.
"But say," he remarked, suddenly
changing the subject and continuing
with animation, "I enjoyed that troop
train experience. Not so much for the
duty it involved as for its association
with the spirit of the times. There
was a sturdy, earnest, eminently de-
cent but jolly and lively bunch of men
on that train. One could but feel proud
of the rank and file of that organiza-
tion, and as for the officers, they were
all thoroughbreds. No fuss and feath-
ers, but while strictly military, good
comrads withall. Being thus associat-
ed with this unit representing Uncle
Sam's efficiency and power seemed to
deepen my patriotism in a way.
"However," he continued as a quiet
smile played over his features, as
though pleased with some recollec-
tion, "I think the deepest lesson in pa-
triotic enthusiasm I got on the trip
was given me by an eighteen year old
youngster. It was on the return trip,
when I was through with the troop
train and doubling back home on the
Panama Limited. The boy, for his
fresh young face and his enthusiasm
betokened all the exuberance of a boy
just awakening to what was going on
about him in the world, and made him
seem very boyish to me, possessed at
the same ' time a mixture of serious
thoughtfulness and manly purpose that
made him delightfully interesting. In
fact, he was a lad taking rapid strides,
amounting almost to a jump, out of
youth into full manhood.
"He was an enlisted man in the Ma-
rine Corps. He had been among the
first to enlist when war was declared,
and was on a short furlough. This last
accounted for his exercising the great
American perogative of traveling first
class when one has the money. He
had the money and was his own free
man for the time being, hence his pres-
ence on the Panama Limited. As, of
course he was in full uniform, he nat-
urally attracted some attention among
the passengers on the train, although
he quietly kept to himself and made no
advances except when spoken to.
"I covertly watched him for some
time and observed that he seemed in-
terested in all that passed about him ;
he particularly noting the country as
we sped along, and getting off at the
few stations at which we stopped to
walk up and down the platform for
exercise, where he closely observed all
that was going on there. While the
train was running he spent practically
all of his daylight hours on the obser-
vation platform, always standing up
in a corner except when there werfj
seats to spare.
"Both for his own sake, for there
was a very likable look and way about
him, and because I had myself but just
come off the troop train where I had
imbued a military atmosphere, my
heart warmed toward that sea-soldier.
When it became dark, therefore, and
we all had to resort to the occupations
or relaxations due to the evenings on
a train in distinction to the day's di
versions, I sought the little Marine,
ILLINOIS CENTRAL MAGAZINE
got him in a corner and began to chat
with him."
"I'll warrant you did," I interrupted.
"You are a famous chatter, Rambler,
when you get a going, what passenger
traffic talk did you get out of him?
However, go on, and excuse the inter-
ruption."
"Rather an unkind intimation," was
the laughing reply. "Do you think I
am interested in nothing but Passen-
ger Traffic? Have I no human sym-
pathies. Is the world but one picture
to me?
If you think so you have another guess
coming. I'll wager I see more of things
in general that are worth while than
you do. But Passenger Traffic is in
itselt so vast, and so far reaching a prop-
osition, that it gets mixed up with, or
casts its shadow or reflection on, more
things than you would imagine. How-
ever, about the young soldier.
"He asked me a lot of questions
about the country through which we
had been passing before the lights were
turned on, and incidentally he com-
mented on a lot of things that he had
noticed, thus showing me that he was
both a keen observer and a thinker. In
turn I led him on to the experience
through which he was passing as one
of our nation's defenders.
"He was full of enthusiasm for his
present life and seemed to have no crit-
icism or complaint to make in con-
nection with it. Like the rest of the
million, or more, of his fellow country-
men sworn to serve the stars and
stripes, he expressed the hope that he
would soon go to France ; but the thing
that seemed to be uppermost in his
mind for the moment was the trip a-
cross the continent that a unit of his
corps had recently taken. In an enthu-
siastic way he told me quite a lot about
that trip, and I was exceedingly inter-
ested in noting what his point of view
had been through it all. He kept track
of [the number of states through which
they had passed, and the different char-
acteristics of the, various sections of the
country gone over. He evidently
didn't like some portions of the latter,
saying that they were 'nothing but
waste land.' Incidentally I learned that
he belonged in one of the prairie states
whose deep black soil he was so fami-
liar with that anything of different na-
ture failed to appeal to him. Hence
the 'grease wood cactus and sand' was
dismissed from his mind as not being
worth thinking about. He was clearly
amused, however, at the 'few Mexicans
and their rude shacks made out of old
box cars and five gallon oil cans flat'-
tened out' that he saw. The sugar country
that he encountered made more of an
appeal to him evidently, especially
where he saw the fields of cane ready to
be harvested, some of which was being
cut at the time. He laughed with boy-
ish glee when he told of the negroes
running up to the train with long
stocks of cane which he and his com-
panions would catch on the fly as the
train passed. 'It tasted real good' he
said naively, 'but if you swallow much
of the stalk it will make your throat
sore.' The negroes of the country had
evidently been new to his experience,
and he seemed to enjoy them hugely,
saying 'it was fun to watch the little
black kids as we went by. They danced
and yelled like a bunch of Indians.
We would always say something fun-
ny at a station where a bunch of blacks
were near just to see them laugh.'
"He later switched into another train
of thought, telling how the Red Cross
treated them to sandwiches and coffee
at one point enroute, while at another
the 'Canteen' treated them even better ;
the underlying pleasurable memory in
connection with this last evidently be-
ing that they 'got off and talked with
100 canteen girls' while they were hav-
ing their 'treat.' Once, and once only,
did the young man seem to forget him-
self and say more perhaps than he
should have. That was when he told
of their being in one section of the
country where they put on an extra
guard .for twenty-four hours, while the
running rate per mile was slow, and
where at night they had an engine and
52
ILLINOIS CENTRAL MAGAZINE
two baggage cars ahead that were
equipped with search lights whose
beams were kept constantly on the
train, an engine and a caboose follow-
ing behind. He told more of this fea-
ture of the trip, which I am not going
to repeat," said the Rambler, "for the
young man himself seemed to realize
that possibly, from a military point of
view, he was supposed not to have talk-
ed on the subject at all. He so expressed
himself, stopping in the middle of
his narrative to do so, and trusted that
I would let it go no further.
"His description of the commissary
features enroute was whimsical. He
said they had two meals a day on the
train, which they ate off of tin plates,
using, he added with a laugh their "sil-
ver" from their packs. 'We washed
our dishes in cold water, some times a
piece of ice in the bucket,' he laughing-
ly said in this connection, and then jo-
cosely added, 'can you figure us bunched
up waiting <to wash dishes in the one
bucket to a car. We would stick the plate
in the bucket, give it a spin, and wipe it
off with the man's size dish towel (a
sheet) and then return to look at some
more negroes/ was his further account
of that feature of their train life.
"Another feature of his life enroute
interested me particularly," said the
Rambler, as he shifted from his easy
chair over on to the couch, "and the
marine told it in about these words :
'We got off the train once a day, and
marched around at some town. In the
largest cky we hiked in, the bunch gave
the people, craning their necks out of
the windows of some high buildings, the
marine football yell, spelling out marine
just as we were passing some skyscrap-
ers. The cheers in response seemed to
come all the way from heaven down.
Perhaps we were the first marines that
ever landed there. When we were trav-
eling we passed several troop trains and
then there was a real noise. We would
yell, "Where to?" Then we would stick
our arms out and strike hands, bidding
good-bye and saying we would meet
them in France.'
"Finally he told of camp life, saying
that everything was on a big scale at
the camp where he was stationed. I
remember among other things, he made
this remark, which, mind you, 'the Ram-
bler cautioned,' "is but the personal
opinion of an inexperienced youth based
on his own limited experience. He was
speaking of officers and said, 'We have
some fine officers. Our First Lieuten-
ant used to be a Sergeant at the recruit-
ing station where I enlisted, and I hope
he can stay with us. They make the
best officers. These college boys who
come in here and get a uniform don't
know how to handle men. It takes ex-
perience besides book learning.' >:
"But they get experience in time," I
interrupted. "Certainly," said the Ram-
bler. "Remember, I am only quoting
the young man, who himself is now only
getting his own experience. O, yes," the
Rambler replied, with a smile in re-
sponse to an inquiry, "He was a very
human youth. But you couldn't have
helped liking him, and I am not sure but
what I thought more of him for having
a prejudice in favor of his own corps
and the way it did things.
"He told before the evening was over
of some of the work they did in camp,
and among other things said they used
the army regulations there in most every-
thing, 'just to make it uniform,' but if
they were to go elsewhere it would be
the Marine regulations again. And
there," the Rambler remarked, "is where
his pride of corps came in — when he said,
'we have to start all over again with foot
movement and manual of arms, which is
not as hard or snappy as the Marine
stuff.'
"He was particularly modest," the
Rambler resumed, as he uneasily arose
from the couch and went back to his
easy chair; a condition which I accounted
for by his desire to smoke, but from
which he had been prohibited by the
doctor. "However, he did mention him-
himself enough to say, after explaining
that they had been on the range shooting
for record, that if everything went as
well as he expected it had, he thought he
ILLINOIS CENTRAL MAGAZINE
53
would make an expert rifleman. This,
he explained, paid five dollars per month
extra, sharpshooters getting three and
marksmen two; also that there was first
and second class marksmen. 'Nobody
goes to France unless they qualify as
marksman,' he further explained, which
seemed to reawaken a constant thought
that he carried in mind, for, as we closed
our conversation and were about to bid
each other goodnight, he said, 'we might
go to France any time after the first ot
the year. The boys can hardly wait for
the time to come.' :
"That reminds me," the Rambler
said as he got up from his chair again
and went to a drawer in the library
table from which he fished out a publi-
cation, "that I read today a mighty good
thing on th« War in the Manufacturers'
News of Chicago. That young Marine
reminded me of the war from an indi-
vidual point of view, but this article
goes a step further and takes it up from
the railroad point of view as a collec-
tive proposition. Let me read it to you.
You know," he remarked apologetically
as he settled himself again in his chair
and held the magazine at a proper angle
to get the best light on it, "that reading
aloud helps fix a subject or thought in
my mind, and this is worth remembering.
He then read as follows from an editor-
ial entitled "Railroad Soldiers of Amer-
ica."
"Success in modern war demands that
behind the army and the navy there must
stand another army, the army of indus-
try. This army does not fight with
sword and cannon — its weapons are the
common implements of everyday life,
the sledge and the anvil, the lathe and
the drill press, the spade and the plow,
the locomotive and the freight car, even
the pen and the ledger. Yet that suc-
cess shall reward the efforts of the men
at the front this prossic army must toil
and struggle as faithfully and as self-
sacrificingly as the men in the trencher.
Denied the glamour of the uniform, of-
ten unrewarded by the praise of their
fellow citizens, far away from the ro-
mance and the excitement of the battle-
field, upon their loyalty depends vic-
tory or defeat.
"Of all the many industries that must
play an important part in the conduct
of the war there is none more vital than
transportation. Not a gun can be forged,
not a ship launched, not a soldier sent
to the front, without the help of the
railroads. Upon the transportation sys-
tems of the United States and upon the
men who manage and run them, rests,
to a great extent, the responsibility for
success or failure.
"The men who are charged with the
management of the railroads have done,
and will continue to do, their part. For
the purpose of helping to win the war,
the numerous systems of the nation have
been merged into one, and rivalries and
competition cast aside. 'But the em-
ployes of the railroads also have their
duty and their responsibility to the coun-
try. Although they may wear the uni-
form of any one of a hundred railroads,
they are, in reality, serving one great
master — the Nation. They are the rail-
road soldiers of America, mobilized for
the great battle for freedom and democ-
racy, and upon their shoulder rests the
responsibility of seeing that their com-
rads in the trenches, on the seas and in
the training camos lack for nothing that
rhev can bring them that will make for
their welfare and success.
"Each man, in his particular posi-
tion, is equally important. President,
general manager, superintendent, train-
master, trainman, switchman, surveyor,
shopman, draftsman, trackman — each
must do his duty, for if one fails all
fails. Will this railroad army accom-
plish its task? Will it prove itself
worthy O'f the confidence reposed in it?
To those who know the American rail-
road man there can be but one answer —
yes ! When the war is over and the
Sammies come marching home the rail-
road men of America will have no reason
to hide their faces — they will have done
their bit."
"Yes," I remarked as he finished read-
ing, "there is a bit for all of us to do
I reckon, and undoubtedly it will be
54
ILLINOIS CENTRAL MAGAZINE
done. I believe the country as a whole
is soberly in earnest in this war matter;
and everything is done on such a large
scale now." "That is so," was the re-
ply, "it is a new epoch with us now.
We are in the beginning of a new era
just as the curtain falls on the last scene
of one that has passed. I refer to the
recent reunion of the Blue and the Gray
at Vicksburg."
"By the way, tell me of that occasion.
I heard something of it, and thought
at the time that the idea was an excel-
lent one, coming as it did at the present
time, thereby possibly strengthening our
patriotism at the thought of what we -is
a nation had been through in the Civil
War. You were there, I believe, Ram-
bler. What about it "
"Yes I was there all through it," he
replied, "and I am glad I was. But I
must be brief as it is getting late. In
short, this is the story." As he talked
he had for him an unusual dreamy and
far away look, as though he felt deeply
on the subject as he related to me the
story of the Vicksburg Reunion.
"The first Blue and Gray Reunion
you know," he said in a way of intro-
duction, "was held at Gettysburg, Pa.,
in July, 1913. What I am telling you
about was the first reunion of veterans
who fought at Vicksburg, and it is prob-
ably the last joint reunion of those old
warriors; for both the union and con-
federate veterans were participants. It
was held near the heights of Vicksburg,
October 15th,-19t>h, 1917, in surround-
ings prepared by Uncle Sam himself.
They were in camp in a beautiful valley
of the Vicksburg National Military
Park, the latter including practically the
battle grounds of the Siege and Defense
of Vicksburg; the camp overlooking the
Mississippi River on the west.
"According to the official count, there
were fifty-eight hundred veterans who
attended, besides twelve or thirteen
hundred friends and relatives who ac-
companied these soldiers of the Great
Civil War of 1861-65. What might be
called the skirmishers put in an appear-
ance on Saturday and Sunday, followed
as far as our line was concerned, by com-
panies from Minnesota, 450 strong, in
two special trains, with Governor Burn-
quist accompanying them, which com-
panies were reinforced by two specials
from Iowa, 750 men, also accompanied
by their Governor, Mr. Harding. Then
came the Pennsylvania and West Vir-
ginia trains with 350, and last but not
least the veterans from Nebraska, Illi-
nois, Arkansas and California, six hun-
dred and over of them.
"The federal government had pro-
vided fifty large motor trucks, each com-
fortably seating twenty men, and as fast
as the veterans arrived at the Y. & M.
V. station they were transferred in
twelve minutes to the Information Bur-
eau at the camp. At the latter each
man was registered, assigned a cot, also
to one of the two messes. Hie was then
accompanied by a boy scout from Vicks-
burg, Magnolia, Clarksdale, Canton or
Jackson, Miss., to the tent which he was
to occupy during his stay.
"One of the tents used for this en-
campment," the Rambler remarked as
an aside, "is said to be the largest tent
in the world. However, all of the tents,"
he continued, "were equipped with coal
oil heaters, should it turn cold. Inci-
dentally, as the weather was quite warm
from Monday until Thursday night,
these stoves were not needed until Fri-
day morning.
"On Monday afternoon, Colonel W.
D. Newbill of the regular army, who
had been detailed months before to
make all necessary preparations for the
event and to whose untiring energy, in-
terest and forethought the success of the
enterprise is largely due, formally turned
the encampment over to General Whit-
ney, who in turn transferred the au-
thority of the occasion over to Captain
F. A. Roziene, who represented the
United States Government, and to whose
persistent and untiring efforts the re-
union was made a possibility. Of course,
an attractive program was mapped out
for each day ; I will show it to you," he
said as he arose from his chair and went
again to the drawer in his library table,
ILLINOIS CENTRAL MAGAZINE
55
continuing his talk, however, as he did
so, saying:
''The arrangement of the camp could
not have been better. It was well drained
and plenty of running water was at
hand. Messes were within short dis-
tance of the sleeping quarters. Good
meals were served promptly, and the
boy scouts were at every hand to take
care of, assist, or guide those desiring
their help, while the 155 U. S. Infantry
did guard duty and assisted the boy
scouts when necessary.
"While there was not as many at-
tended the Reunion as was first expected,
nevertheless it was in every way a suc-
cess. This last was due also in a grear
measure to the untiring efforts of the
citizens' committee of Vicksburg, who
had all of the general arrangements in
charge. In this last connection, it might
not be amiss to say that Mayor J. J.
Hayes and his associates had made such
provisions regarding the welfare of the
veterans and visitors while ithey were
in the city that not a person was injured
in any way during the entire encamp-
n^nt, although the city was thronged
during all the days of that event. The
railroad Information Bureau at the camp
was crowded with visitors from Tues-
day until Thursday night, where twenty
thousand of our special folders, show-
ing the old battle grounds, were dis-
tributed.
"Ah, I have found it," he said as he
took the official program from the drawer
and read verbatim its heading as fol-
lows: 'The National Memorial Reunion
and Peace Jubilee in Vicksburg "Na-
tional Military Park, October 16, 17, 18,
and 19, 1917. In charge of National
Association of Vicksburg Veterans. F.
A. Roziene, President. Authorized by
Act of United States Congress, Septem-
ber 8, 1917.' "As for each day's events,
shown by the program," he continued
as he glanced over its pages, "of course,
for all of them there is announced the
firing of the morning gun, raising the
flag, reveille, bugle call followed by in-
vocation for the opening day, breakfast,
dinner and supper calls, lowering of flag
at .sunset, and taps. Specifically, how-
ever, this is what they did from day to
day after Tuesday, which was the open-
ing day and used in receiving and locat-
ing the arriving veterans.
"Wednesday, Oct. 17, at 10 :00 A. M.,
the opening prayer and address by Bish-
op Gunn of Nlatchez, followed by sing-
ing of the Star Spangled Banner, and at
10:30 dedication of New York monu-
ment with an address by Governor Theo.
Bilboe of Mississippi ; and, after music
by the band, an address by Governor W.
L. Harding of Iowa. In the afternoon
there was the dedication of the Missouri
Memorial of Leo Rassieur, Past Com-
mander-in-Chief of the Grand Army of
the Republic. Visiting the battle field
followed, and in the evening there were
camp fires by staites.
"On Thursday, October 18th, after
the opening prayer and address by Rev.
W. J. Libberton, Past Department
Chaplain of Illinois, there was a parade :
also addresses by Ell Torrence, Past
Commander-in-Chief of the Grand Army
of the Republic, by J. K. Verdaman, Ex-
Governor of Mississippi and United
States Senator from that state, and by
General George P. Harrison, Com-
mander-in-Chief of the United Confed-
erate Veterans. This occupied the fore-
noon, and at 2 :30 in the afternoon the
dedication of the Union Naval- monu-
ment took place. In the evening there
were addresses by Judge A. O. Right,
Admiral Commanding Naval Veterans,
John Sharp Williams, Senator from
Mississippi, Byron P. Harrison, Con-
gressman from Sixth District of Missis-
sippi, and General A. J. West, Commis-
sioner from Georgia in the Gettysburg
Celebration.
"The prayer on Friday morning, Oc-
tober Iftth, was by the Rev. J. S. Hill-
house of Vicksburg, and there was an
address by James W. Collier, Congress-
man from the Eighth District of Missis-
sippi, and an address by F. S. Thompson,
of Rock Rapids, Iowa; the subject of
the latter's address being Reminiscences
of late Capt. J. F. Merry, originator of
Vicksburg National Military Park.
56
ILLINOIS CENTRAL MAGAZINE
"Captain Merry, you will remember,"
he interpolated, "was an Illinois Cen-
tral man with a record of nearly thirty-
one years' continuous service. He was
for many years one of our Assistant
General Passenger Agents, and at the
time of his retirement was our Immigra-
tion Commissioner.
"The last afternoon of the encamp-
ment," he continued, "was spent in a
farewell address in retrospect and ac-
knowledgment by E. A. Roziene, the
President."
As the Rambler threw the program
on the table he remarked, "of course
vou understand, and it shows here, that
there was music and singing of patri-
otic songs on all proper occasions. The
memory of that encampment is an im-
pressive one to me," he concluded. "Par-
ticularly in contrast to our war activities
along modern lines. But," he remarked
good-humoredly as he looked at his
watch, "I don't want to hurry you, and
I trust you will not consider that you
are fired. But really, in view of the
fact that I am supposed to be an invalid,
I expect it is my bed time. You will not
mind if I say good-night, will you old
man?"
I assured him to the contrary, and as
I was about to pass out of his room I
saw him look with longing eyes at his
box of cigars on his smoking stand ; and,
I thought I detected a slight motion of
his hand as though he were about to
reach out and take one. So I smilingly
shook my head at him, and as I closed
the door was gratified to see him turn
his back on the box and viciously begin
to jerk off his coat. "No wonder he was
restless this evening," I said to myself,
"here's hoping that his throat recovers
speedily so he can smoke again."
Service Notes of Interest
For the information of agents handling
Florida business, and that they may trans-
mit the same to interested Florida patrons,
attention is called to the fact that there will
be held at Jacksonville, Fla., from February
26 to March 9. 1918, a Florida State Fair and
Exposition. This exposition has been author-
ized by act of the Legislature of the State of
Florida, and on its opening will represent an
expenditure of about one hundred thousand
dollars. A group of ten permanent exhibi-
tion buildings are now being constructed for
it, and its general scope may be outlined as
follows : Extensive agricultural exhibits will
deal with every possible phase of that indus-
try. Particular attention will be given to the
exploitation of all classes of live stock, and
the display of finished products of manufac-
ture and manual skill will be most complete.
The commercial exhibit, representing the
every-day utilities of life, will consist of the
finest displays of the newest things in the
world in fashion along lines of household
necessities and general merchandise of every
description. One of the most attractive edi-
fices in the grounds will be a woman's build-
ing, in which will be displayed articles of
handicraft and achievement, and varied ex-
hibits pertaining to the model home, art, do-
mestic science and economics. Horticulture
will, of course, be a prominent feature of
the exposition, and along educational lines the
showing will embrace representative work of
the various colleges, city and country schools
of the state. The Fine Arts feature will be
one of the most interesting departments in
that it will represent the most priceless can-
vasses and . pieces of sculpture in Florida.
For the fancier and farmer a poultry exhibit
will be a strong feature. In addition to these
and other educational and instructive show-
ings, amusements and entertainments will be
provided in the most attractive settings pos-
sible. All the latter features are to be of
the highest class possible to obtain; most of
them to be educational as well as interesting.
As an illustration of one of the interesting
and broad scope features of this Florida
State F,air and Exposition, we quote the fol-
lowing statement in regard to the twenty-
five thousand dollar government exhibit :
"With the largest exhibit ever made in
Florida the government's twenty-five thous-
and dollar display in the Agricultural Build-
ing at the State Fair will be a liberal educa-
tion in itself.
"A series of cinematograph lectures will
be given, beginning every day at 11 a. m. and
will be a continuous performance. Fifteen
films showing problems in forestry, road
building, farming, health, etc., will illustrate
the talks of trained exoerts. who will relieve
each other without intermission.
"It will take five railroad cars to carry the
exhibits, and they occupy about 10,000 feet of
floor space. They are under the charge of
ILLINOIS CENTRAL MAGAZINE
57
A. A. Ormsby, from the office of the Secre-
tary of Agriculture in Washington; with him
are F. L. Goll, in charge of the Bureau of
Plant Industry; C. A. Lindstrom, in charge
of the Bureau of Forestry; Joseph Abel, in
charge of the Bureau of Animal Industry,
and Dr. I. M. Cline, of the Weather Bureau.
"In the plant industry section there are ex-
hibits of cotton, corn, wheat, rye, oats, fibers,
grapes, dates, etc., in such perfection as can
be attained by anybody who goes at it in the
right way.
"The forestry section illustrates the right
and wrong way of bleeding pine trees for
turpentine and how waste lumber is being
utilized ; there are models of sawmills, dry
kilns, paper mills, etc., so that the entire in-
dustry can be studied within the compass of
a few feet.
"A model of a national forest unit is shown,
complete with roads, conservation houses,
bridges, telephone wires. One hundred and
sixty-two thousand acres of forest are now
under the domain of the national govern-
ment.
"Of special interest to the housewife are
the exhibits of the Bureau of Animal Indus-
try, showing specimens of diseased meats.
An hour spent here will enable one to do
marketing more intelligently and will have
important health results.
"There is also a model, complete in every
detail, of a municipal abattoir, showing the
cattle and hogs entering the killing pens, illus-
trating the subsequent processes and showing
the meat hung in cold storage.
"Also there are models of concrete silos,
dairy barns, poultry houses, trap nests, dip-
ping vats— everything so complete that one
could study farming right there. Plans for
every building are furnished free, and the ex-
perts are eager to explain the gospel of scien-
tific management to everybody who looks the
least bit inquiring or hopeful.
"Exhibits of the Bureau of Chemistry show
the result of the pure food campaign — with
analyses of some of the things that we used
to put so blithely into our stomachs — as a
reminder of the perils of the unscientific
eater.
"In addition there are some 150 varieties
of canned fruits and vegetables.
"A complete weather station is also estab-
lished under Dr. Cline and is one of the most
interesting parts of the exhibit."
The New York Central announces the fol-
lowing changes :
Their train No. 46, operating between Chi-
cago, Buffalo, New York and Boston, has be-
come train No. 4, handling the same equip-
ment and running on same schedule and with
same extra fares as when it was No. 46.
On train No. 6, parlor car Chicago to Cleve-
land has been discontinued; also the 10 sec-
tion observation car used as a parlor car Chi-
cago to Cleveland. The train, however, con-
tinues to handle the same standard drawing
room compartment sleepers Chicago to New
York, and the same extra fares apply.
Its No Extra Fare train • No. 6-12, leaves
Chicago the same as No. 6, at 10:25 a. m.,
carrying as far as Cleveland the Chicago-
New York and Boston sleepers formerly
handled in No. 10. East of Cleveland these
sleepers are being handled in new train No.
12, leaving Cleveland at 7 :00 p. m. and ar-
riving at New York at 3 :30 p. m., and Boston
as formerly. The train also carries a first-
class coach Chicago to New York, arriving
at New York at 3 :30 p. m.
Train No. 14, a No Extra Fare train, leaves
Chicago at 2 :30 p. m., arrives at New York
at 7 :30 p. m., with the same sleeping car
equipment as formerly, and the same dining
car service from Elkhart.
Train No. 16, Extra Fare train, leaves Chi-
cago at 1 :30 p. m., arrives at Nev» York at
4:00 p. m., and at Boston 6:10 p. m., carrying
the same sleeping car equipment, and through
coach Chicago to New York as formerly.
Train No. 22 continues as formerly, except
that Chicago-Buffalo sleeping cars have been
transferred to No. 64, leaving Chicago at
5 :20 p. m. daily.
Train No. 28 continues to leave Chicago
at 11 :45 p. m., as formerly, but the Chicago-
New York sleeping car arrives at New York
at 7 :03 a. m. instead of 5 :05 a. m. as for-
merly. No extra fare.
Train No. 64 leaves Chicago at 5 :20 p. m.,
arrives Buffalo 6 :00 a. m. and carries the Chi-
cago-Buffalo sleeping car heretofore handled
in No. 22. It also has dining car and club
car Chicago to Toledo, and a coach to Buf-
falo.
The following convention announcements
for December, 1917, and January and Feb-
ruary, 1918, should be carefully gone over
by agents and kept in mind with the end in
view of obtaining business therefor in cases
where applicable to their territory:
Phi Delta Theta, Indianapolis, Ind., Dec.
31, 1917.
National Association of Anatomists, Min-
neapolis, Minn., Dec. 27, 1917.
Mathematical Association of America, Chi-
cago, Dec. 27-28, 1917.
American Mathematical Society, Chicago,
Dec. 28-29, 1917.
Western Fruit Jobbers' Association, Hous-
ton, Tex., Jan. 16-19, 1918.
Western Roentgen Society, Chicago, Jan.
23-26, 1918.
Council of the Church Boards of Education,
Chicago, Jan. 8-9, 1918.
Educational Association of the Methodist
Episcopal Church, Chicago, Jan. 9-10, 1918.
American Refrigerator Association, Chi-
cago, Jan. 28, 1918.
58
ILLINOIS CENTRAL. MAGAZINE
Northwestern Lumbermen's Association,
Minneapolis, Minn., Jan. 15-17, 1918.
National Automobile Show, New York-
City, Jan. 2-12, 1918; Chicago, Jan. 26-Feb.
2, 1918.
National Cash Register Representatives,
Dayton, O., January, 1918.
American Society of Heating and Ventilat-
ing Engineers, New York City, January, 1918.
Grand Rapids Furniture Dealers' Exhibi-
tion, Grand Rapids, Mich., January, 1918.
Department of Superintendents of the Na-
tional Educational Association, Boston, Mass.,
February, 1918.
Manufacturers and Importers' Association
of America, Chicago, Feb. 4-9, 1918.
National Canners' Association, Boston,
M^iss., February, 1918.
National Retail Dry Goods Association,
New York City, February, 1918. •
Retailers' Commercial Union, Chicago, Feb.
1-7, 1918.
' American Association of Creamery Butter,
Manufacturers, Chicago, Feb. 19, 1918.
Sergeant H. B. Stratton, now "somewhere
in France," writes very interesting letters to
his friends, from one of which the following
extracts are quoted. The first, in regard to
the second Liberty Bond, is of special inter-
est in that it shows to those of us who made
subscriptions here at home how the men at
the front regarded the same proposition ; and
how, while making their own great sacrifice
the boys also helped in that campaign.
"From all accounts the second Liberty Loan,
went big and I understand that the total sub-
scriptions reached the five billion mark. That
is quite a figure, isn't it? We all felt mighty
fine about the result over here, and this unit
made a fine showing, for at least 85 per cent
of its entire personnel, officers, nurses and
enlisted men, took at least one bond. I got
one and the way we pay for it is by taking
five dollars a month out of our pay for each
bond subscribed for; so you see when I get
back to the States I will at least have a bond
to peddle and I imagine the $50 will come in
handy."
Those of us who also subscribed to the re-
cent Y. M. C. A. fund also will be interested
in that extract in which he speaks of the
recreation hut that was being erected within
the sound of the enemies' guns.
"There is not much excitement here now
and Fritz has not been over for some time.
I guess it is too cold for much flying. They
started work today on a Recreation Hut for
the men and expect to have it finished within
a week. This is something that we needed
badly, for the meji have practically no place
to go where they can read or write a letter.
Those of us who are sergeants are fixed
pretty nice, for we have our own mess hall
and about half of this is used as a living
room with a fire and chairs and tables where
one can read, "study or write."
A few days ago we were trying to make up
a list of the duties of an average station agent,
and we admit that we failed, not because we
did not know what he has to do, but because
there was not enough spare paper in the office
to complete the list.
And now Uncle Sam has taken a hand in
the thing and has added one more little duty.
This one, however, is for .such a good cause
that we are all at it hammer and tongs, in
such a cheerful manner that it no longer
seems like work.
Most passengers are ready and willing to
pay the small assessment, realizing that the
revenue derived is making it possible for
Uncle Sam to put more power into the hands
of the men who are winning the war for us.
Nevertheless, many questions will be asked,
and in some cases protests will be offered.
The ticket agent can only do his best to
explain that he is simply carrying out the
provisions of the law, and that the amount
of tax is fixed by law. He has no alternative,
and if he will give the passenger the benefit
of his knowledge of the subject, in a short
time all will understand, and he will have
the satisfaction of doing his bit without any
noticeable effort.
One more detail to the long list of ticket
agent's daily work will be practically forgot-
ten by him, yet it will go down in history as
one of his greatest achievements. He will
have helped to win the war with his patience
— Erie Information Circular.
The following Illinois Central minor changes
have been made since the issue of the last
general folder :
Buffet-Club Car is now operated in trains
Nos. 3 and 4 between Chicago and New Or-
leans ; the Sun Parlor Observation Car be-
tween Chicago and Memphis, and Buffet-
Coach between Memphis and New Orleans
having been discontinued.
Dining Car in trains Nos. 11 and 12 is now
operated between Chicago and Freeport, in-
stead of between Chicago and Dubuque as
formerly.
St. Paul Sleeping Car and Buffet-Club Car
operated in train No. 29 are now handled in
M. & St. L. R. R. train No. 3, Albert Lea to
St. Paul, while the coach is handled in train
No. 5, M. & St. L. R. R. having discontinued
their train No. 7.
Lombardy, Miss., Memphis Division, Y. &
M. V. R. R. has been reopened as an agency
station.
B. & O. train No. 45, carrying the New
Orleans equipment of I. C. train No. 101, now
leaves Cincinnati at 8:00 a. m. instead of 8 J.5.
B. & O. train No. 43, carrying New Orleans
.equipment of I. C. train No. 103, now leaves
. Cincinnati at 5 :55 p. m., instead of 6 :10 p. rn.
Both trains arrive at Louisville as formerly.'
ILLINOIS CENTRAL MAGAZINE-
59
Pasadena's twenty-ninth annual tournament
of Roses will be held on January 1, 1918.
It will be a gorgeous spectacle.
The floral parade in the morning will have
floats entered from Japan, the Hawaiian Is-
lands, the Philippines and other parts of the
world, as well as from all Southern Califor-
nia.
Big cities of the East and North will be
represented, as they were last year. No flow-
ers other than natural blossoms are allowed
in the marvelous decorations on every pageant
entry. Millions of them are used.
In the afternoon will be staged a splendid
program of sports at Tournament Park, with
a football game between East and West as
the big feature. The two best university
elevens obtainable will play.
Tournament Day pleasures come to a close
with a brilliant ball in the evening at one of
the most prominent hotels. Profits of the
Tournament, will go into the Red Cross fund.
— Northivcstern Monthly Bulletin.
The world's greatest bridge, that, which is
to connect the north and south shores of the
St. Lawrence River at Quebec, is nearing
completion, its famous center span having
been bolted in place the latter part of Sep-
tember after two previous unsuccessful at-
tempts with heavy loss of life.
The placing of the center span of the
bridge, which is 640 feet in length and weighs
5,200 tons, was the crucial test of the whole
project. It was erected at. Sillery Cove, some
three and a half miles below Quebec city,
and was towed on scows up stream to the
bridge site.
The total length of the Quebec bridge is
3,239 feet and will cost when all has been
completed between $14,000,000 and $18,000,000.
The New York Globe and Commercial Ad-
vertiser publishes an interesting and thought-
ful essay by Frank Crane, entitled "Railroad
Bees," in which, among other things, he
states that agents, conductors, brakemen and
porters have been collecting the following
specimens on a railroad, the main line of
which is Alturia : "Be polite," "be sure," "be
clean," "be honest," "be on time," "be patient,"
"be cheerful, "be considerate," "be careful."
Mr. Crane, remarking in regard to them, said :
"If you mind them they bring you honey of
content," and "if you don't, why — you get
stung." We would be glad to add : "Be dili-
gent" to the swarm if there is room in the
hive for it:
The Michigan Central announces various
changes and eliminations of train service, in
which are the following : The Chicago-Lan-
sing sleeping car will be operated in their
train No. 6 instead of train No. 36.
The Chicago-New York sleeping car car-
ried on train No, 14 will be moved by the
N. Y. C. from Buffalo to Albany on train
No. 40, and on train No. 20 beyond ; due in
New York City at 8 :00 p. m.
The Chicago-Niagara Ealls .sleeping car is
being operated Chicago to Buffalo via Niagara
Falls in train No. 18-14.
The Erie calls attention to the earlier de-
parture from Chicago of their night train
No. 8, east-bound, it now leaving Chicago at
10:35 p. m. daily for New York instead of
at 10.40 p. m. Their morning train No. 4
leaves Chicago daily at 11 :00 a. m. for New
York and points east as formerly, but arrives
at New York at 4 :30 p. m. instead of at 5 :00
p. m.
The St. Louis-Southwestern announces that
the corporate name of the town formerly
called "Argenta, Ark.," has been changed to
"North Little Rock."
The Northwestern announces that Dudley,
Minn., on the Marshall branch of their Min-
nesota Division has been closed as an agency
station.
The following, appearing in Saxby's Maga-
zine and entitled "What's the Use," may be
of interest as applying broadly to most activi-
ties of life as well as to a health fad :
He had a prophylactic bent,
And led a sterile life,
Had hygienic children and
A sanitary wife.
Lived in a fumigated house
And wore aseptic suits,
Ate germicidal food and smoked
De-nicotined cheroots.
His milk was always pasteurized,
He drank denatured water;
He ne'er forgot to swat the flies,
Mosquitoes he would slaughter.
He screened his doors and windows and
His office disinfected;
Against disease of every kind,
He felt himself protected.
He exercised ; he slept by rule
And timed his very breath ;
His health was excellent and he
Defied the demon Death.
His plan was admirable, no doubt,
But darn the measley luck!
He went and got run over by
A ten-ton power truck!
From an envelope of newspaper clippings,
thrust into oblivion many years ago, the fol-
lowing extract from a review of a book was
brought to light. The point made therein
would apply to winter travel as well as to
that of the summer time.
"* * * has made not a few wise and
epigramatic remarks concerning this form of
amusement or education. 'Travel,' he re-
marks, somewhere in 'Contarini Fleming,' 'is
60
ILLINOIS CENTRAL MAGAZINE
the great source of true wisdom; but to
travel with profit you must have such a thing
as previous knowledge.' It would be too in-
vidious to inquire how large a proportion of
ordinary summer wanderers have such a thing
as previous knowledge, but some light is
thrown upon the mystery of their being able
to tolerate each other's stupidities by the ob-
servation elsewhere in the same novel that
'travel teaches toleration. "
It was nearly noon when the irate travel-
ing man found the night clerk of the little
hotel in a North Carolina town. "I told you
to call me for the 7 :00 o'clock train. Now I
have to lose twenty-four hours' time. Why
didn't you call me?"
"I couldn't very well," explained the clerk,
cheerfully. "I just got up myself." — Clipped.
"So you have twins at your house?" said
Mrs. Nabor to little Jack.
"Yessum," he said soberly, "two of them."
"What are they going to call them, my
dear?"
"Well, I don't know for sure, but I think
their names is Thunder and Lightnin', 'cause
that's the names paper called them when the
doctor came in and told him about them." —
New Puck.
An old song of the fourteenth century
touches on the Christmas spirit as follows :
"Without the door let sorrow lie,
And if for cold it hap to die,
We'll bury it in a Christmas-pie,
And evermore be merry!"
A railroad gang foreman at Atchison has
sent in this report again : "The horse that
No. 508 killed is a mule, and is not dead yet.'
Kansas City Star.
Merry Christmas and Happy New Year.
A Commendable Act by Conductor T. W. Mclntyre
Which Has the Approval Not Only of the Su-
perintendent, But the^Management as Well
Chicago, October 25, 1917.
Mr. A. E. Clift:
I quote below a letter from Superintendent Battisfore to Conductor T. W. Mclntyre
of the Springfield Division dated October 24th:
"I have just been advised that when the fireman on train No. 526 fell from engine
at Weedman October 19th and was so severely injured that he could not take the
engine to Oilman, you volunteered to fire engine from Weedman to Oilman, although
at the time you were a passenger and not prepared for such an emergency, but bor-
rowed the injured man's clothing and took the engine through.
"This manifestation of loyalty and interest in the company's welfare is very com-
mendable and I assure you is highly appreciated not only by myself but the manage-
ment as well, and I am making your action in this case the subject of a communication
to the General Superintendent with request that same be printed in the magazine,
with the idea that the splendid example set by you will be the means of encouraging
other employes to do likewise."
L. A. Downs,
General Superintendent.
EFFICIENT SERVICE
ALWAYS ^.
Illinois Central Railroad_Company
Office of Coal Traffic Manager
Chicago, November 16, 1917.
To Mine Owners and Operators:
The Country's need of increased transportation has never been brought to mind
more clearly and more forcibly than now.
To help meet this great need this Company asks its patrons, both shippers and
receivers, to co-operate by giving instructions prior to arrival that will enable the
carrier to place cars for final delivery on arrival, instead of sending them to "hold"
track to await such instructions.
It develops that a great many cars of coal reach destination before the invoice or
notice of shipments reaches consignee.
May we rely on your co-operation to the extent of notifying your customer, either
by forwarding bills of lading, invoice or postal card manifest in advance of arrival
of the car, to the end that delay may be avoided and cars returned to the coal fields
earlier for you to load?
B. J. ROWE,
Coal Traffic Manager.
If All Cars Were Moved Like This One, Car
Shortage Would Be Minimized
Clinton, 111., November 24, 1917.
Mr. J. F. Porterfield,
Mr. L. A. Downs,
For your information I am quoting below letter from Chief Dispatcher Mallen
under date of November 23.
"Wish to submit the following data on RI 78484 stock car. Left Clinton extra
1718 5 a. m. November 22nd, arrived Patoka at 10:30 a. m., loaded with stock
for Pana and moved by train 164 at 10 :50 a. m., unloaded at Pana and
immediately reloaded with cattle for Chicago, leaving Pana at 3 p. m., arriving
at Clinton 7 p. m., showing a total mileage of 196 miles on this division, or a daily
car mile, including the movement to Chicago, of 316 miles. This for your infor-
mation." J. W. Hevron.
CLEANINGS
from t/ie
CIAIMS DEPARTMENT
JntQrQsting - Jvews - of* "Doings - of
Claimants* Jn - and- Out - of* Court
THREE KILLED — OVER ONE
HUNDRED LIVES PLACED
IN JEOPARDY.
Three young- men .in the prime of
manhood are dead, three women were
changed from wives to widows in the
twinkling of an eye, three children are
left fatherless, three fathers and three
mothers are stricken with grief, over one
hundred lives were placed in jeopardy,
an automobile truck is destroyed,
traffic was seriously delayed, a costly
locomotive is badly damaged and the
wheels of nine modern steel cars were
flattened to the extent of rendering them
unfit for further use, all caused by the
failure of Glenn Taylor, Arthur Pea-
cock and Earl Cramer to exercise rea-
sonable and ordinary care in approach-
ing a railroad grade crossing in an auto-
mobile. Illinois Central through pas-
senger train No. 12, eastbound, col-
lided with an auto truck occupied by
these young men as they were on their
way to work on the morning of Novem-
ber 26th, on a public highway crossing
at Perryville, 111., killing them instantly
and demolishing the truck. They were
riding on the front seat of this truck
with the side curtains up, and it was re-
ported that one was sitting in another's
lap. There is a clear and unobstructed
view of an approaching train from the
west for a distance of one-quarter of a
mile seventy-five feet back from the
track. Eye witnesses saw the truck ap-
proach the track going at a speed of
fifteen miles per hour and say that the
occupants did not slacken the speed be-
fore reaching the track and paid no
attention to the approach of the train,
the sound of the crossing whistle, nor
the ringing of the bell. The impact de-
molished the pilot of the locomotive and
broke the air-brake apparatus, thus
causing the brakes to be applied in the
emergency, which flattened every car
wheel in the entire train. Three of the
cars were temporarily taken out of ser-
vice. Had the truck; been struck in
the center, it would no doubt have be-
come entangled in a switch located near
62
ILLINOIS CENTRAL MAGAZINE
the crossing and the entire train would
have been derailed, endangering the
lives of over one hundred passengers,
as well as the train crew. On account
of the damage to the locomotive, it was
necessary that the train proceed at a
very slow speed to the city of Chicago,
further delaying through traffic. The
men who were killed lived at Cherry
Valley, 111., which is located two miles
north of Perryville. They were familiar
with the crossing and were employed by
The United Disposal & Recovery Com-
pany. At the time of the accident they
were on their way to Camp Grant for
the purpose of hauling refuse from the
Camp. They were well respected and
esteemed citizens in the community in
which they lived, as well as valuable
employees. Not only do the widows,
children and parents suffer a serious loss
by reason of this deplorable accident, but
the loss to the community is substantial,
as well as the damage sustained by the
Railroad Company Arthur Peacock,
Glenn Taylor and Earl Cramer were re-
sponsible for this horrible catastrophe
in which they lost their lives. They
merely did what thousands of others
driving automobiles are doing daily.
They paid no heed of the railroad tracks.
They did not stop, look and listen. They
paid the penalty for the passive indiffer-
ence of our law making bodies in failing
to impose upon those approaching rail-
road crossings at grade the duty of pro-
tecting themselves.
RAILROAD LAWYER ARGUES
CASE IN POETRY.
Nine vers'es of poetry form the prin-
cipal part of a petition filed in the Kan-
sas Supreme Court by Walter E. Brown,
attorney for the Missouri Pacific Rail-
road, asking for a reversal of a verdict
given to Ernest Smith of Carona, Cher-
okee County, for $1,800 damages for
the loss of a barn by fire. Smith charg-
ed that the barn had been burned by
sparks from a passing locomotive.
Judgment in the Circuit Court was
rendered despite the fact that some of
the witnesses testified there was no train
over the line for several hours preceding
the fire, and others that the blaze started
from the interior of the structure. The
train dispatcher's records showed also
that no train had been operated on the
road later than 5 o'clock, while the barn
was destroyed six hours later.
Here's the text of Brown's appeal :
Once on a fervid, arid day
About four miles from town,
A measley stack of musty hay
And a farmer's barn burned down.
"Who burned my barn?" the farmer
bawled,
"Who burned my clover stack?"
"I saw a tramp," a neighbor called,
"All scorched adown the back."
"Who burned my barn?" the farmer
cried,
"Who burned my stock of feed?"
"It might be me," his son replied,
"I threw a match that way."
"Who burned my barn?" the farmer
brayed,
"Who burned my stack of feed?"
"The cook threw coals," said the dairy
maid.
The hire man agreed.
"Who burned my barn?" thje farmer
roared.
"The roan mule's home and hearth."
The cry went forth, and rose and soared
Till it reached e'en Leavenworth.
A lawyer heard what the echo brought,
And straightway oped his mouth,
These soothing words the farmer caught :
"There's a railroad four miles south."
His path that lawyer quickly took,
And to the farmer sped.
And in spite of boy, and tramp, and
cook,
He cried, "We've got 'em dead."
Full soon into the jury box
Came twelve men, good and true,
No need of Judge or witnesses,
They knew just what to do.
ILLINOIS CENTRAL MAGAZINE
That lawyer read them verses sweet,
Which melted in his mouth.
The jury need not leave their seat —
"There's a railroad four miles south."
AN ABSURDITY ON ITS FACE
Local Attorney Foster has another
scalp dangling from his belt. The case
of Minnie Osborne against the Illinois
Central occupied the time of Judge
Baldwin's Court, Chicago, from No-
vember 21st till noon, November 28th.
It also occupied the time of two train
crews and a large number of employee
witnesses who were badly needed in
the service of the railroad.
Minnie Osborne claimed that she took
passage from Memphis on train No. 134,
February 3, 1913, accompanied by her
father and her small child, enroute to
Chicago; that the ticket agent informed
her that she would not have to change
cars at Fulton, Ky. There was a through
sleeper, but she occupied a day coach
which did not go beyond Fulton. When
No. 134 arrived at Fulton, it was found
that the connection for Chicago was
late and she took the next train, which
was No. 4. She claimed that the con-
ductor of No. 4 told her she would have
to change cars at Cairo Junction. The
idea of any conductor on the Illinois
Central telling a passenger on train No.
4 (one of the best established trains in
the country, a train which has for years
and years been running as a solid train
between New Orleans and 'Chicago),
that it would be necessary to change at
Cairo Junction, was an absurdity on its
face, but this is what Mrs. Osborne re-
lied upon and this is what occasioned all
the trouble. She claimed that she got
off the train at Cairo Junction, accom-
panied by her father and her little child
at 3 :00 o'clock in the morning and they
were required to stay in the station at
Cairo all night and return to Cairo Junc-
tion to catch another train, at which time
she had to stand out in the cold and
snow for an hour. This woman swore
that her baggage had gone on to Chicago
and she had no warm clothing and that
she suffered from exposure until she
was made very ill ; that her sickness de-
veloped into female disorders and that
she had become a wreck. The testi-
mony of Conductor Melton, one of the
best conductors on the road, was to the
effect that he had not told Minnie Os-
borne that she would have to change
cars at Cairo Junction, and this was the
view which the jury took and the Rail-
road Company was acquitted after a
very strenuous trial.
Local Attorney Foster, in his argu-
ment to the jury, touched upon the out-
rageousness, during this time of world
stress, for a person to be able to tie up
a large number of railroad employees in
a case with so little merit as it was pat-
ent to anyone that this one had. A
woman claiming that the conductor of
No. 4 had said to her that she would
have to change cars at Cairo Junction
in order to reach Chicago was the only
pretext for the suit, and Mr. Foster
dwelt upon this at length. At best, the
woman had only lost a few hours' time
and the testimony was that she could
not have suffered from the cold because
of the fact that the depot at Cairo was
warm and she spent the night in it. Not-
withstanding this, two of the oldest and
most experienced train crews on the
road had to be taken out of the service
for more than one week in order to re-
fute this unjust claim. Mr. Foster
stated to the jury with much force that
people in other parts of the world were
suffering for food on account of the
shortage of transportation and that the
efficiency of transportation was being
seriously interfered with by reason of
the shortage of labor. On top of all of
this a woman passenger on No. 4 from
Fulton to Chicago was permitted to come
into court and say that the conductor
told her she would have to change cars
at Cairo Junction and as a consequence
more than a dozen employees of the rail-
road who could have been rendering good
service to the railroad and to their coun-
try were held in Court a week as wit-
nesses in order to keep this woman and
her lawyer from taking a big bunch of
the Railroad Company's money.
65
Frivolous litigation against railroads
at this critical time is playing into the
hands of Germany as much as blowing
up munition factories, and it should be
looked upon in the same light.
WHERE IS HE NOW?
There was a man who fancied that by
driving good and fast,
He'd get his car across the track before
the train came past;
He'd miss the engine by an inch, and
make the train-hands sore.
There was a man who fancied this ; there
isn't any more.
— Nebraska Farmer.
"HENRY," A COON DOG, IN
NEW ROLE.
Assistant General Claim Agent Parks
C. Archer, of the Chicago & Alton, who
has many friends on the I. C. and Y. &
M. V., having formerly been employed
as Claim Agent at Memphis, went down
to Grenada, Miss., to spend Thanksgiv-
ing with his friend, Claim Agent J. L.
Scott, on the latter's farm near Grenada.
Mr. Scott happened to be ill at the time
and Mr. Archer had to entertain himself.
He borrowed Mr. Scott's shot-gun and
a lot of shells and left Mr. Scott's house,
saying he would only be gone a short
time. Not far from Mr. Scott's home
are thousands of acres of timber. Old
residents familiar with this timber have
been known to become lost in it. Mr.
Archer was warned not to go deep into
the timber, but the squirrels were plen-
tiful and he became excited and went
further than he expected. In the mean-
time, the folks at Mr. Scott's home be-
came alarmed. Hours passed. Mr.
Archer did not show up for dinner. At
supper-time he was still missing. By
this time the woods were as dark as an
Egyptian night and there was not a
sound to be heard anywhere except the
occasional hoot of a screech-owl. Mr.
Scott called out the neighbors with their
horns and guns and the woods were
bombarded. The only fear was that Mr.
Archer might be so deep into the woods
that he could not hear the horns and the
guns. It was decided to dispatch a ne-
gro on a mule to Grenada for the pur-
pose of getting sky-rockets. An emer-
gency of this kind nearly always de-
velops a general, and in this instance the
general happened to be a coon dog named
"Henry," said to have more intelligence
than any dog ever raised in the vicinity
of Grenada. "Henry" and his master
went in and soon brought Mr. Archer
out of the wilderness and he is now back
in Chicago representing the Chicago &
Alton as usual. His friends in the Claim
Department of the I. C. specially request
that no mention of this matter be made
to anyone connected with the Chicago &
Alton.
CALLS FOR FIGURES.
Dr. Dowling Believes Railways Kill
Large Number of Cattle.
In line with the movement looking
to the conservation of food supplies,
Dr. Oscar Dowling, president of the
State Board of Health, has written to
officals of all the railroads operating
in this state, asking for statistics con-
cerning the killing of cattle by railroad
trains. ,
The matter was brought sharply to
the attention of Dr. Dowling1 by a
statement made by B. F. Bush, presi-
dent of the Missouri Pacific and mem-
ber of the National Defense Commit-
tee who has compiled data on the eco-
nomic waste involved in the number of
animals killed by the railroads in Mis-
sissippi, Arkansas and Louisiana in the
past five years.
Since June 30, 1917, on fifteen roads,
having- a milage of 12,641, 121,596
head of live stock were killed, approxi-
mately ten head per mile. At present
prices the value would be close to
$7,800,000, an amount which would
furnish meat for one month for 1,500,-
000 persons. Dr. Dowling believes if
he can get separate figures for Louisi-
ana the result will be startling. — New
Orleans Tim&s -Picayune, Nov 11
1917.
66
ILLINOIS CENTRAL MAGAZINE
Dubuque, la., December 4 1917.
Mr. H. B. Hull,
General Claim Agent,
Chicago, 111.
Dear Sir— I see in the last issue of
the magazine where Claim Agent Cary,
of the Illinois Division, very properly
brags aibout the good showing the
Illinois Division has been making in
the handling of claims. I wish to
direct your attention to the fact that
the Minnesota Division stands first for
the period of ten months of the pre-
sent fiscal year in the reduction of per-
sonal injuries, in proportion to the
number of men employed, and fifth in
the amount of money disbursed in set-
tlement of personal injury cases; also
fifth in the amount disbursed in settle-
ment of stock claims for the same per-
iod.
Yours very truly,
J. T. TAIT,
Claim Agent.
Continuing Cases Interferes with Rail-
roads' Operations.
Pursuant to a circular issued to all
concerned by the management to con-
serve the time of railroad employes and
officials as much as possible in their
attendance at court as witnesses, an
effort is being made to ascertain from
attorneys for plaintiffs in advance of
the trial date, whether they will be
ready for trial of their cases. Un-
fortunately, such attorneys and the
courts do not always co-operate to
the extent they might. A great many
suits are filed without any intention of
trying them, but in the hopes that the
railroad company will make a small
compromise rather than incur the
trouble and expense of a trial. In such
cases where compromises are refused
by the company, cases are kept on the
calendar until the trial dates and when
called they are either continued or dis-
missed, the company being subject to
the expense of having all witnesses on
hand.
At the October term of Warren
County, Miss., Court, it was felt by
railroad representatives that a certain
suit would not be tried. On the day
preceding the date of the trial, the
plaintiff's attorneys were asked wheth-
er they would be ready and they
were advised that the company must
incur a great deal of expense and in-
convenience to its operating depart-
ment in having its witnesses on hand,
and desired to avoid this trouble if
the case was not to be tried. Assur-
ance was given that the case would
certainly be tried. Therefore, two sup-
erintendents, a roadmaster from anoth-
er division, two employes of another
department from Chicago, an entire
train crew and other witnesses were
assembled for the trial, but when the
case was called the plaintiff's counsel
asked a continuance and, notwithstand-
ing attention was called to the agree-
ment of the day before, the continuance
was given.
The amount of money, which the
company is called upon to pay witnes-
ses, to say nothing of the interruption
of railroad business due to such in-
stances, during the year is very consid-
erable.
Plaintiffs in damage suits enjoy pe-
culiar advantages. Suit may be filed
in a case utterly without merit, the
plaintiff taking the pauper's oath, thus
escaping court costs if the case goes
against him and on the day of the trial,
if no excuse avails to secure a contin-
uance, a nonsuit is taken and the suit
then goes over to the next term of
court, and the trouble and expense of
assembling witnesses is put upon the
railroad again.
AS REPORTED
A girl who was running a London
bus was making out her first report.
Under the heading "Accidents" she
stated :
"Bumped into an old gent."
Under the heading "Remarks" she
said :
"Simply awful," Christian Register.
ILLINOIS CENTRAL MAGAZINE
67
AMOUNT SUED FOR NO INDICA-
TION OF DAMAGE SUSTAINED.
Frequent notices appear in the press
of the institution of damage suits for
very large sums. It seems to be the
practice of some lawyers never to file
a damage suit for a small amount. In
other words, the amount demanded is
the same whether the injurv amounts
to $10.00 or $10,000.00.
At the October term of the Warren
County, Mississipi, circuit court
twenty-four damage suits appeared on
the docket against the company. Elev-
en were continued, one dismissed and
twelve compromised. Of the twelve
compromised four were adjusted for
a total of $1550.00 while the amount
sued for aggregated $50,000.00. The
other cases compromised were mostly
small fire and stock suits.
A suit was recently filed in Quitman
County against the company for $101.-
000.00 on account of personal injury
sustained in an auto accident where
the plaintiff was laid up only two or
three weeks, since which time he has
been attending to his usual business.
Just why some lawyers sue for such
ridiculous amounts, as compared with
the actual damage sustained, does not
appear unless it be for advertising pur-
poses or in the hope that the large
sum demanded may make an impres-
sion upon the jury, as to the impor-
tance of the case, which they would
not otherwise have. It is, therefore,
not wise to judge the importance of
a suit by the sum mentioned in the
petition. It seems to tickle the vanity
of certain lawyers and their clients to
have a $50,000.00 suit against the rail-
road and they are little abashed if the
amount recovered be but $50.00.
GETS 7 YEARS FOR FLEECING
RAILROADS.
P. H. Konzen Got Money on Fake In-
jury Claims.
Fleecing the railroads was found to
be a poor business by P. H. Konzen,
a former attorney of Sioux City, when
he was sentenced this week by Judge
Kelly at Mason City to seven years
imprisonment on a charge brought by
the Minneapolis and St. Louis road.
He was convicted of obtaining mon-
ey under false pretenses a few weeks
ago, the jury returning a verdict of
guilty after deliberating for an hour
and twenty-five minutes^ His convic-
tion was secured by B. Burnquist,
of this city, attorney for the railroad.
The imprisonment of Konzen has
ended a notable career of gaining mon-
ey from railroads in the country under
false pretenses. Even with this sen-
tence served, he will not be free as
there is a count against him in the
Federal court at St. Paul for using the
mails to defraud.
History of the Case.
Konzen, at the time he claimed to
have been injured, was going under
the alias of Joe Martin, a laboring man
of Sioux City. He claimed to have
been injured when stepping from an
M. and St. L. train at that city. He
slipped from the steps and the fall re-
sulted in paralysis of the lower limbs,
he claimed. He was in the hospital
for two weeks, and S. J. Beardsley,
claim agent for the road, settled with
him for $800.
He got his money at 5 :00 p. m., and
at 8 :00 p. m. left the hospital on crut-
ches. According to a detective, who at
the instance of the road, followed
Konzen when he left the hospital, the
man was barely able to walk for half
a block. Then he grabbed up his crut-
ches, ran into an alley, where he threw
them away, ran to the M. and St. L. de-
pot and took the train for St. Paul.
The case was investigated and he was
brought to trial for obtaining money
under false pretenses Up to the time
of the trial Konzen denied his irlpntitv
but on the witness stand admitted he
had gone .under the name of Joe Mar-
tin.
Works Other Railroads.
This was not the first time that
Konzen secured settlements from rail-
roads.
68
ILLINOIS CENTRAL MAGAZINE
Two years before he claimed he was
injured on the M. and St. L., he work-
ed the Great Northern road for settle-
ment for practically the same injuries
he claimed to have received at Mason
City. He also received settlement from
the Northern Pacific road a few
months before the last "injury." He
filed claim against the Milwaukee
road within seven days of the Mason
City injuries and, as D. H. Condon,
called at the Milwaukee offices in
Omaha to file his claim. Later he
went to St. Paul and, as P. H. Kon-
zen, attorney, wrote to the road in be-
half of his client. This letter is now
being held against him by the Federal
court at St. Paul.
Similar Injury Cases.
The Konzen trial is just a sample
of the fake injury claims that are filed
against railroads. Mr. Beardsley to-
day told of a similar case staged at
Hampton, Iowa, by a man named
Roach. The M. and St. L. settled with
him for $600 in Minneapolis. His in-
juries were similar to those of Kon-
zen. Two days after settling Mr.
Beardsley saw the man walking with-
out crutches. He was afterwards
caught by the Duluth and Iron Range
railroad which had settled with him
for $1,000. He was prosecuted for
grand larceny and is now doing time
at Stillwater penitentiary. He had
worked his eame under different names
against the Northern Pacific, the
Great Northern, the Grand Rapids and
Indiana, the M. and St. L., the road
that prosecuted, and two electric lines.
— Ft. Dodge, la., Messenger, of Nov-
ember 9, 1911.
Information for Those Who Have Chickens
Dear Editor:
You have often heard the old saying:
"You can lead a horse to water, but you
can't make him drink." But here is one
thing you can do: "Make a hen lay." Why
don't the farmers get as many eggs in
winter as in summer? The reason is simple.
Chickens must be kept in a warm place
in order to keep their blood warm. To
keep their blood warm, their feet and combs
must be kept warm. If everybody who
has chickens will follow this rule, they will
get just as many eggs in winter as in
summer.
Clean out one or two stalls in the stable
or barn and sweep the ground clean. Scat-
ter the food for the chickens over the
ground regularly and cover about 24 inches
with dry straw. Put the chickens in on
the straw and close them up, leaving a
ventilation at the top of the stall, but not
enough to make the place cold.
They soon reason with themselves and
start stratching for the food. The friction
from scratching -in the straw warms the
blood in their feet and keeps them perfectly
dry. Thus the body becomes heated from
the burdensome work in the deep straw
and they often sit down and lay, then go to
work again. Don't give them too much
water. Keep them hot and make them
work hard. Regulate the food and straw
daily and you will get your regular daily
reward.
Have you ever noticed the chickens
standing on the sunny side of the house or
barn, first on one foot and then the other,
waiting for somebody to throw the food to
them? That is why we have less eggs in
winter. Keep your chickens warm and
dry and make them work for what they get.
Hang the food above for strenuous ex-
ercise, just far enough to make them jump.
One jump, one bite; no jump, no bite. Do
this and we will all have eggs. Harness
up your chickens, and pump the eggs out
of them.
FROM THE LAW DEPARTMENT
Procedure for Advances in Rates and Fares, Under
Amended Section 1 5 of the Commerce Act
On November 8, 1917, the Interstate Commerce Commission issued the follow-
ing statement governing the procedure in connection with applications for ad-
vances in rates and fares pursuant to the recent amendment to Section 15 of the
Act to Regulate Commerce ; viz. :
"The Interstate Commerce Commission takes this means of answering numer-
ous inquiries as to the application and operation of the amendment to the 15th
section of the act, which prohibits filing increased rates, fares or charges until
the Commission's approval thereof has been secured.
1. Section 22 of the act authorizes the carriers to carry, store or handle prop-
erty free or at reduced rates for the United States, state or municipal govern-
ments, or for charitable purposes, or to or from fairs and expositions for exhibi-
tion thereat. If a carrier has established and filed a tariff of such reduced rates,
it must secure approval before increases in or cancellation of those rates can be
filed.
2. In the Fifteen Per Cent Case the Commission authorized increases in joint
rail-and-water rates to the level of the all-rail rates between the same points. In
some instances such rail-and-water rates were increased and thereafter the all-
rail rates were increased. The rail-and-water rates may not again be increased
by virtue of the authority of the Fifteen Per Cent Case without first securing
approval under the amended loth section.
3. If after formal hearing the Commission finds that undue preference or
prejudice exists and must be removed and also finds that the higher charge is
not unreasonable or prescribes a reasonable maximum charge, it will not be neces-
sary to secure additional approval under the 15th section for the filing of charges
which conform to such findings. But, if the Commission finds that undue prefer-
ence or prejudice must be removed and does not make a finding as to the reason-
ableness of the existing charges or what would be a reasonable maximum charge,
approval under the 15th section must be secured for the filing of increased
charges intended to remove the undue preference or prejudice.
4. If a fourth section application to continue lower charges for the longer
haul is denied and the Commission makes no finding as to the reasonableness of
the higher charges to the intermediate points, or as to what would be a reasona-
ble maximum charge at the more distant lower-rated point, approval under the
15th section must be secured as to increased charges proposed by the carrier in
order to bring the charges into conformity with the rule of the fourth section.
5. The Commission's jurisdiction over joint rates or fares applying from points
in Canada to points in the United States has been announced in several of its re-
jptorts. Black Horse Tobacco Co. v. I. C. R. R. Co.. ,17 I. C. C, 588: Inter-
69
70 ILLINOIS CENTRAL MAGAZINE
national Paper Co. v. D. & H. Co., 33 I. C. C, 270 ; Carey Mfg. Co. v. G. T.
W. Ry. Co., 36 I. C. C., 203. The Commission has and can assume no extra-
territorial jurisdiction. It cannot abdicate its jurisdiction over charges of carri-
ers for service rendered by them within the United States. Through or joint
rates or fares from a point in Canada to a point in the United States are neces-
sarily filed with the Board of Railway Commissioners of Canada, which has juris-
diction of the roads in Canada. Through or joint rates and fares between points
in the United States and points in Canada are a great convenience to the public
and their use should not be abandoned or discouraged unless that is absolutely
necessary. Through or joint rates and fares from points in the United States
to points in Canada are subject to the requirements of the 15th section as amend-
ed. Reaffirming the views as to its jurisdiction as announced in the cases above
cited, the Commission holds that it wrill not be necessary to secure approval of
this Commission under the amended 15th section to the filing of through or
joint rates or fares applying from points in Canada to points in the United States.
J?t follows that the same ruling applies to through or joint rates or fares be-
tween points in Mexico and points in the United States.
6. In preparation, presentation and handling of applications for approval of
increased rates, fares or charges the following rules will, until otherwise ordered
by the Commission, be observed:
One copy of each application, together with one copy of each exhibit attached
thereto or referred to therein, will, as soon as received and recorded by the Fif-
teenth Section Board, be deposited for public inspection in the Commission's
public tariff file room.
A daily list of the applications presented, showing in concise form and in a
general way their purport, and excluding applications for permission to correct
palpable errors in tariffs and applications of relatively minor importance which
manifestly should be promptly granted, will be laid upon the press table in the
Secretary's office, deposited in the Commission's public tariff file room, and one
copy thereof mailed to each state railroad commission and to accredited repre-
sentatives of organizations of shippers, chambers of commerce, boards of trade,
and commercial clubs. Such organizations and commercial bodies are herebv
requested to designate to the Secretary of the Commission the names and ad-
dresses of their respective representatives to whom they desire such statements
mailed.
When an application has been assigned for hearing, either formal or informal,
a notice of such hearing, together with a concise general statement of the mat-
ters to be considered thereat, will be placed upon the press table and copies there-
of mailed to shippers or their representatives who have requested such hearing.
Informal hearings may at the discretion of the Fifteenth Section Board be
stenographically reported. The Commission will take only one copy of the
record, which will be filed with the application.
In instances of a somewhat general territorial increase in rates on commodi-
ties or between localities, interested parties at an informal hearing may, at the
discretion of the Board, be accorded 10 days within which to file with the Board
and serve upon each other such briefs as they desire to file.
It is not necessary for carriers to secure additional approval to filing of
(a) All-rail or rail-and-water rates approved in the report in the Fifteen
Per Cent Case and rates approved in the C. F. A. Class Rate Case.
(b) Any rate, fare or classification rating prescribed or maximum rate or
fare authorized in a report or order of the Commission after formal hearing.
Approval must be secured before tariffs are tendered for filing in the follow-
ing instances:
ILLINOIS CENTRAL MAGAZINE 71
1. When the elimination of a route designated in the tariffs will result in
increased rates, fares or charges via that route.
2. When an increase in the minimum carload weight effects an increased charge
on the shipment.
3. When a diminution in the amount of switching charges absorbed by the
carrier results in increased charges against the shipper.
4. When the restriction or elimination of a transit service results in increased
charges.
5. When the substitution of combination rates for joint rates results in in-
creased charges.
G. When a freight tariff specifies a date of expiration and the charges that
will be applicable after that date are increased charges.
7. When changes in rules or regulations effect increased charges.
8. When increased charges result from changes in numbers assigned to sta-
tions or express offices,' from additions of new stations or express offices on old
lines, from changes in distances, from the withdrawal or cancellation of sta-
tions, landings or express offices, from correction of capacities or dimension of
cars.
It is not necessary for a carrier to secure approval before filing of tariffs which
effect the following changes.:
(a) When because a railroad or water line ceases operation cancellation of
rates becomes necessary.
(b) When a team track is eliminated or a siding at a way station has been
removed so that delivery of carload shipments can no longer be effected thereat.
If the Commission has approved an increase in rates or fares from a given
point to a gateway, traffic moving beyond that gateway on a combination rate or
fare bears the increased charges, but the carriers may not increase joint through
rates or fares which may have been made on the combination without first se-
curing the Commission's approval.
If the Commission has approved an increase in the rate or fare from a given
point to a given point, that approval does not include other points grouped with
and taking the same rate or fare, unless they are specified in the application and
order of approval.
The law recognizes the cnrriers' right to establish excursion fares. Where
such fares are lower than the ordinary or what may be termed standard fares
and are effective for a limited period or between specified limited dates, their
expiration does not require the carrier to secure special permission under sec-
tion 15 for the application of the standard fares, which have remained in effect
all the time and which apply under different circumstances and conditions. Author-
ity must, of course, be secured for any increase in the established or standard
fares.
Rule 52 of tariff circular 18-A permits changes on short notice in round-trip
excursion fares for certain specified reasons. Special permission is not necessary
for those changes.
Approval is necessary for the elimination of stopover privileges or side trips,
but is not necessary as to rules providing for extension of time on limited tickets
or for honoring of tickets that have not been properly validated.
If a switching line has on file a tariff naming a switching charge and the line-
haul carriers have on file tariffs providing that they will absorb the charges of
the switching line, the switching line may not increase its tariff charge without
securing approval.
On November 16, 1917, the following modification of the foregoing circular
was issued :
2 ILLINOIS CENTRAL MAGAZINE
"The Commission has adopted the following modification of its circular of
November 8, 1917:
"If a carrier desires to establish for a specified limited period reduced freight
rates, and, upon the expiration of that limited period, to restore the rates that
are in effect at the time the reduced rates become effective it may do so in a supple-
ment to the tariff which contains the rates that are to be temporarily reduced,
provided that tariff is one which may under the Commission's tariff regulatio<
be supplemented, which supplement must bear notation substantially as follows :
" The rates (or the rates on from to ) contained in this supplement
will apply from (effective date) until (date of expiration), in lieu of the rates
in the tariff, or in supplement No. — - to the tariff, to which this is a supple-
ment, and upon the expiration of the reduced rates named herein the rates in the
tariff, or in supplement No. — - to the tariff, will again become effective.'
"If such change is made by reissue of a tariff which may not be supplemented,
the item providing for the temporarily reduced rates must bear notation to the
same effect.
"Rates in a tariff may not be temporarily displaced by rates published in another
tariff or supplement to another tariff. This authority may not be used in con-
nection with a tariff which has been filed and has not yet become effective ex-
cept under special permission secured in the usual way, and does not waive any
part of the Commission's tariff regulations as to the number of supplements or
volume of supplemental matter that may be in effect at any time.
"When this form of publication is used, it will not be necessary to secure special
approval under the amended 15th section of the act before filing same."
CURTAILMENT OF UNNECESSARY PASSENGER SERVICE IN
IOWA APPROVED
The Cedar Falls Commercial Club and Iowa State Teachers' College com-
plained to the Iowa Board of Railroad Commissioners because the Chicago,
Great Western Railroad took off two of its four passenger trains in each
direction between Cedar Falls and Cedar Falls Junction, the prayer being
that this service should be reinstated. It was shown that one of the trains
carried an average of less than ten passengers for each round trip and the
other, about twelve, that upon the whole service the earnings did not equal
the expenses, and that service was available via the Illinois Central other
roads. In dismissing the complaint, the Commisson said : "We recognize
that the service given by the Chicago, Great Western Railroad Company prior
to the discontinuance of said trains was very convenient for the people of
Cedar Falls. We think it would hardly be claimed that it was necessary, and
the showing certainly is that the trains were not well patronized.
"In addition to these facts, this Commission thinks it should so regulate
and control the service to be furnished by railroad companies at this time as
to avoid the expenditure of large sums of money either directly or indirectly
simply for the convenience of a few people. This country is now at war and
the railroads are absolutely necessary to the proper conduct of that war, and
where the public safety and public necessity are not manifestly and immi-
nently endangered, we cannot be expected to order the railroads to operate
trains where their operation is a mere matter of convenience and not a matter
of necessity. The railroads of this state must be permitted and encouraged
to use their whole equipment, including their funds, to carry on what is now
the supreme business of this country — the business of war — and to facilitate
the distribution of food, fuel and other necessities of life. Mere matters of
convenience, which are desirable in times of peace and for the purposes of
peace, will have to wait until peace comes."
ILLINOIS CENTRAL MAGAZINE 73
EXPERT EVIDENCE ON CARRIERS' FINANCIAL CONDITION
AND REMEDY SUGGESTED
At the recent hearing of the reopened Eastern Fifteen Per Cent Freight
Rate Case, the Interstate Commerce Commission called as expert witnesses
Frank A. Vanderlip, President of the National City Bank of New York, and
Paul Warburg, Vice-Governor of the Federal Reserve Board, to analyze the
causes of the carriers' financial condition. Neither being identified with either
side to the controversy, their evidence is particularly interesting. Mr. Van-
derlip said, "So long as railroads are regulated as to rates, they should have
the advantages of economies of combination," that regional consolidations
should be permitted, that the granting of 15 per cent advance in the rates
would assist in restoring the willingness of the public to provide the carriers
with new capital but that it would not cure fundamental faults in the rail-
road situation, that, before the situation is cured, roads would either go into
the hands of the Government or will be permitted to consolidate, that rail-
roads can learn from the experience of bankers, that they have not been think-
ing nationally, that mere earnings of roads do not reflect accurately the rail-
road situation, the chief menace of which is the unwillingness of the public
to purchase railroad stocks, that railroads face government ownership unless
the public can be convinced railroad investment is desirable, that none of the
practical methods of obtaining money is open to the roads except at high rates
of interest, that they need a billion dollars a year for improvements and ex-
tensions, that stocks of roads prudently constructed and managed should
be slightly above par as a reward for prudence, that earnings appear to indi-
cate roads are doing well but that investors do not think so, that roads are
not meeting demands for service, that service is more important than rates,
and that the public is willing, except an extremely selfish part of it, to pay
for service when it is renc'^red.
Mr. Warburg testified that every industry which contributes to the winning
of the war should be encouraged, that foremost among them are the railroads,
that index prices show an increase of about 100 per cent in wholesale prices
since the beginning of the war, that higher interest rates and higher dividends
are essential to attract the investing public, that the investor is in doubt as to
the future of railroads, the quantity of labor available, and price of material,
that the public is uncertain as to whether railroads will receive generous
treatment, that the government may have to fix the wages of labor as it has
fixed the price of materials, that the sale of railroad securities has become
practically impossible, that the carrying out of the suggestion railroads
should conserve their revenues by discontinuing payment of dividends would
be fatal to railroad credit, that it would seriously affect the income of a large
part of the public owning railroad securities and upon which the government
depends for a large part of war revenues, that railroad stocks have declined on
an average of about 20 per cent since the beginning of the war, that this de-
crease, together with the lessened value of railroad bonds, has brought about
a shrinkage in values of about $2,800,000,000, and that this is of serious inter-
est to banks which hold about two billion dollars of these securities as collat-
eral for loans, that present conditions are such as to demand an increase in
railroad revenues, that there are at present no issues of railroad stock and no
market for them, that these times are extraordinary, that the principal
consideration under war conditions is to attain results rather than to con-
sider price, and that if after the war the Commission finds the revenues of
roads are too large, they can be reduced.
ROLL OP HONOR
Name
Michael Ryan
Samuel W. Robertson
Isaac S. Gray
Thomas J. Hunt
J. Alfred Skon
Peter G. Eich
John P. Reis
Luther Backus
Samuel P. Munson
Melville B. Willard
Littleton T. Thomas
Carl J. Schrandt
Frank B. Rugg
Irving E. Pushee
Samuel Hudson (Col.)
Where
Date of
Occupation
Employed
Service
Retirement
Switchman
Decatur
20-9/12 Yrs.
Sept.
30,
1917
Engineman
Memphis
19-4/12 Yrs.
Apr.
30,
1917
Engineman
Durant
23-1/12 Yrs.
Jan.
31,
1917
Trav. Engr.
Jackson
44-8/12 Yrs.
Sept.
30,
1917
Carpenter
Chicago
35-4/12 Yrs.
July
31,
1917
Engineman
Minonk
44-6/12 Yrs.
Aug.
31,
1917
Timekeeper
Chicago
34-4/12 Yrs.
Aug.
31,
1917
Agent
Dixon
34-5/12 Yrs.
Oct.
31,
1917
Clerk
Mattoon
41 Yrs.
Nov.
30,
1917
Engineman
Centralia
44-7/12 Yrs.
May
31,
1917
Car Repair.
McComb
37 Yrs.
Oct.
31,
1917
Janitor
Chicago
31-6/12 Yrs.
Nov.
30,
1917
Engineman
Fort Dodge
34-2/12 Yrs.
Oct.
31,
1917
Gateman
Chicago
40-11/12 Yrs.
Sept.
30,
1917
Sand Dryer
Fulton, Ky.
38-10/12 Yrs.
Oct.
31,
1917
TIMOTHY O'CONNOR.
THE PASSING OF A COM-
PETENT AND LOYAL
EMPLOYE
ly/TR. TIMOTHY O'CONNOR died
•^ •*• at his residence at Ramsey, 111., at
6 :50 p. m., Tuesday, September 25th ;
his death being due to a most unfortunate
accident.
Mr. O'Connor was born in County
Kerry, Ireland, August 2, 1850. He
came to America in 1875, went direct to
Pana, 111., arriving there April 19th, of
that year. He at once entered the serv-
ice of the Illinois Central Railroad Com-
pany as track laborer, and after he had
mastered the details of his work was
made section foreman, which position
he held at the time of his death.
A remarkable thing about Mr. O'Con-
nor's connection with this company was
that during his forty-two years service
he never took a vacation, and further no
accident ever occurred on his section that
was in the remotest degree traceable to
neglect of duty on his part.
The funeral services were held at St.
Joseph's Catholic Church, at Ramsey,
74
ILLINOIS CENTRAL MAGAZINE
Saturday, September 29th, and his re-
mains were taken to Vandalia, and
buried in beautiful South Hill Cemetery.
The funeral party made the journey
from Ramsey to Vandalia in a special
car furnished by the Illinois Central
Railroad Company.
During the funeral hour a remark-
able evidence of the esteem in which he
was held was demonstrated by the fact
that all business houses in Ramsey
closed ; also the business houses at Van-
dalia closed while the funeral proces-
sion was en route from the depot to the
cemetery.
Mr. O'Connor left a wife, one son
and four daughters; and to them the
management of this company tenders
sincere sympathy.
Timothy O'Connor was a man of
sterling qualities. His disposition was
sunny, and he was loved by all who
knew him.
A loving husband and father, a true
friend, a loyal and efficient employe.
This railroad company can ill afford to
lose men of his stamp.
C. E. SPINNER
MR. C. E. SPINNER was born
July 17, 1847, in Allentown, Pa.,
and moved with his parents to Colum-
bus, Indiana, in 1856. Enlisted in the
Federal army in 1861 at the age of 14
years, and served three years and ten
months in the 33d Infantry, Indiana
Volunteers.
Commenced his railroad career in
1865 at Allentown, Pa., with the P. & R.
as engine coaler for three months, then
to passenger brakeman between Harris-
burg, Pa., and New York, on what was
then known as the Allentown Short
Line. Was later called home to Colum-
bus, Ind., on account of sickness. He
then entered the service of the J. M. & L,
now the Louisville division of the Penn-
sylvania, and served with that road in
capacity of freight brakeman, switch-
man, yardmaster, freight conductor and
locomotive fireman and engineer.
In 1886 entered service of the N. M.
C. E. SPINNER.
& N. V., now the Illinois Central Rail-
road, as freight conductor, then as car
repairer, until 1907. From that date
until the present time, in the supply de-
partment at Paducah, Ky. Retired on
pension August 1, 1917.
SKETCH OF HARRY L. MOF-
FETT'S LIFE
The death of Harry L. Moffett, for
the past twelve years Trainmaster at
Clinton, Illinois, occurred in the John
Warner Hospital, Sunday afternoon,
October 21, after an illness of several
months, with complications and Brights
Disease.
Mr. Moffett has been in failing
health for the past two years, but con-
tinued his duties as Trainmaster up
until about one week before his death,
when he entered upon an indefinite
leave of absence, with the hope of re-
gaining his former good health.
Mr. Moffett passed practically his
entire life in the service of the Illinois
Central, having entered the service as
Switchman, November, 1886 when he
was eighteen years of age and was suc-
cessively promoted to positions as
brakeman, fireman, engineer, traveling
engineer and trainmaster. He was,
through his entire period, a very effi-
ILLINOIS CENTRAL MAGAZINE
loving husband and son, his community
a respected and honored citizen and his
Company an efficient and loyal employe.
H. L. MOFFETT.
cicnt and conscientious worker for the
good of the Illinois Central.
Mr. Moffett was blessed with a
sunny disposition which made it easy
for him to make friends and to retain
such friendship throughout his entire
life. This fact was so demonstrated
when his remains were laid to rest, in-
asmuch as one of the largest churches
in Clinton, in which the funeral cere-
mony was pronounced, could not begin
to house the friends who were present
to pay their last respects to his memory.
Mr. Moffett leaves to mourn his
death, his wife and parents, Mr. and
Mrs. J. E. Moffett, all of whom reside
at Clinton, 111. In the passing of this
gentleman his family has lost a kind and
L. T. THOMAS.
1V/IR. L. T. THOMAS was born at
Winchester, 111., on October 4.
1847, entered the service of the Illinois
Central Railroad Company at McComb,
November 1, 1880, as car repairer in
which capacity he has served con-
tinuously, until October 17, 1917, when
he was retired on pension, having at-
tained the age of seventy years.
Mr. Thomas has always been re-
garded by his employers and co-
workers as a competent, conscientious
employe, ever mindful of the com-
pany's interest and appreciative of even
the slightest courtesy shown him.
He has been a contributor to the
Hospital Department since its organiz-
ation, and is at all times loud in his
praise of the courteous and efficient
service rendered employes who are sick
or injured.
L. T. THOMAS.
Loyal Cc-cperation Between Employes and Railroad
Company
By F. H. Hinton, Traveling Engineer, Wisconsin Division
IT is the minor details in railroading, as
in every other business, that make profit
and loss; little economies mean much in the
smallest household or business; how much
more do the little savings mean to the rail-
road employing thousands of people?
Each and every employe working for the
Illinois Central should be vitally interested
in the Road's welfare, as its welfare and
prosperity means their own. So let us ask
ourselves if we are doing everything- we
can, all the time, to promote the welfare
of the Road with which our own interests
are so closely allied — we may think we are,
if we are performing our daily duties to the
best of our ability, but if we do only the
things we are required to do, we are miss-
ing a great many opoortunities to he^er
ourselves as well as the interests of this
railroad.
The man who works the alloted number
of hours may feel he has done all he should
do; alrite, perhaps, for the man who is con-
tent with his lot, but the man with am-
bition and push is looking around for op-
portunities for self-improvement; above all,
he will realize that self-improvement is the
keynote of all lasting advancement; he will
have the faith that says, ''I will get ready
and perhaps my opportunity will come"—
knowing that if he has made himself really
competent, even if he does not obtain the
desired reward in one place his worth can-
not go unrecognized forever.
Therefore, employes working for this rail-
road should take advantage of every oppor-
tunity for self-improvement, looking ior-
ward for some way or means to save or
improve conditions along their line of work.
Practice economy and do not allow em-
ployes around you who are negligent or
wasteful to continue along those Imes with-
out calling their attention to the saving
that could be accomplished by being care-
ful and working with the company's in-
terests always in view.
With the conditions that confront us in
this country today, now is the time for
every employe to co-operate and co-operat»
loyally with the management of this rail-
road; let us bury that spirit of indifference
and put forth every bit of energy we have
to see that the work we have to perform
is done well. In no other way can w»
render better service than by performing
every duty cheerfully, promptly and well.
Economize in every way we can and if we
do that we are loyal to this Railroad Com-
pany as well as to our country.
The price of everything, we all know, has
advanced and this naturally imposes a very
heavy burden on any railroad and with the
tremendous advance in the price of coal
and the scarcity of this commodity it is
of the u,tmost importance that extensive
measures be adopted to conserve all the
fuel we can; practice economy along these
lines and use the utmost care to cut down
this expense in fuel which, in 1916, was
over $5,000,000 and this year, 1917, estimated
at $8,000,000.
The price of material has advanced and
maintenance of equipment is a very large
item of expense and this can be reduced
verv materially by faithfully co-operating
with the management of this Company.
Employes having anything to do with
the handling of locomotives, cars in yards,
or trains enroute on road, should handle
them carefully; avoid rough handling, caas-
ing damage to equipment and contents, de-
lays to cars and trains. This is not alone
an expense to the comnanv in renairin?
cars, but is a waste of fuel as well. All
we have to do is to consider each phase
of our work carefully, then endeavor to
perform it to the best of our ability — then
we are co-ooerating loyally and savin^ iu
the items of expense for repairs and elim-
inating delays to cars and trains, which is
a mighty important factor in the railroad
business today.
The management of this railroad has
called the attention of employes to the item
77
78
ILLINOIS CENTRAL MAGAZINE
of expense for air hose. Last year air hose
alone cost this company around $75,000 and
this year the price of air hose, as well as
everything else, has gone up. They appeal
to us to help reduce this item of expense
and we can do this if v/e will only give
the matter earnest attention; if it is neces-
sary to change hose on the road see that
old hose is retained and turned in so it
can be returned for new hose. I do not
know of any other thing that is abused
more than air pumps on locomotives and air
hose on freight cars. The employe who
allows air hose to part automatically is de-
stroying the company's property and I do
not think we have any agreement to do
this.
The automatic separation of an air hose
charged with 70 pounds of air, requires a
pull of 550 pounds; now can you imagine
what this does to the hose and the train
line pipe under the car? If it does not
break the pipe at the various fittings it will
cause a leak around the threads, also breaks
the inner lining of hose and causes hose to
be spongy, which can only be repaired with
a new hose.
These leaks not alone consume fuel un-
necessarily, but, in a great many cases,
cause drawbars to be pulled out and pos-
sibly derailments for the reason that an
engineer cannot do a good job of braking
with a leaky train line; he may only get
his valve in lap position and the brakes go
on in emergency and the trainmen are
thrown from one end of caboose to the other
and when they investigate and find two or
three drawbars out will say that the old
boy done fine — must have put it on with
his foot, and the truth of the matter is the
"old boy" was not to blame at all. So let
us take hold and get interested and take
time to part the hose by hand as the man-
agement wants us to do and reduce this
item of expense.
The close inspection of locomotives and
trains at various points enroute is an im-
portant factor in finding many of the little
things that might develop into big ones and
possibly cause an expensive wreck — such
as nuts missing from truck box bolts and
archbar column bolts, cotter keys missing
from brake beam hanger pins, drawbar
carrying irons and gib plates and many
other things we should look for and repair.
The successful man today is the man who
has the habit of giving his best efforts to
seemingly unimportant things.
I believe we can all do better along the
different lines of our work if we will only
think and try and I think we owe it to this
company, for it is the best railroad in the
world to work for; our general officers are
all broad minded men and all promoters
and we should certainly co-operate with
them and not only do our bit, but add our
best to it.
"It Is Up to You"
By J. F. W. Haid, Storekeeper, Memphis, Tenn.
The word "ECONOMIZE" is now the
watch word of the people and our govern-
ment and the necessity of quick action on
the part of the people is imperative.
With the vast resources of our country
one would hardV' think that all are called
to do their part, but it is true as we must
assist our Allies who are unable to pro-
duce the many necessities that are needed
to bring success to their armies and our
boys.
You must take into consideration the
many tons of materials that have been de-
stroyed by our enemies and through their
madness they have opened the eyes of the
eagle, he could hold his peace no longer
when he saw the suffering and tortures in-
flicted upon the innocent women and chil-
dren.
As he stretched his wings proudly with
madness in his eyes, he gave one shriek
and his messaee was "Economize my people
and it will not take long to turn the Kaiser's
salt to stone and without salt he cannot live
and the longer you delay the longer the
war."
The management of your family should
be economical and your business must be
economically conducted. "The loaf that you
save may save the life of another," it is
worth the effort.
All of the railroads are being pressed for
equipment and are doing all they can to aid
the government and the people and every
pound of waste means unnecessary use of
equipment and as an employe of a railroad I
wish to make a few suggestions where we
may be able to economize for our employer
and be of service to our nation.
All of you that work for a railroad can-
not deny that day in and day out we walk
over the companies' properties and see nuts
and bolts dropped here and there. Do you
stop to pick it up. or do you let it go to
rust? The railroads as a rule are liberal
employers and as a rule very few questions
are asked when you make application for
material. Do you abuse this privilege? Ask
yourself that question.
It is easier to use new materials than it
is to use old material and at this time and
date it is up to you to save all you can, as
ILLINOIS CENTRAL MAGAZINE
79
all materials have advanced and if you can
save your employer the unnecessary ex-
penditure of capital, you should do it for
his sake as well as the nation's.
This is what the new material means. De-
lays in manufacture of government neces-
sities, unnecessary transportation, unneces-
sary outlay of capital, unnecessary labor in
many instances — unnecessary waste to em-
ployer and delay to our government in its
economic campaign.
The lantern is an item that comes up for
consideration — you find the frames in cinder
pits and many other obscure corners. Why
was it thrown away? You have no right
to destroy the property of your employer;
still, you throw it away without his consent.
"It is so easy to get another," but if you
had thought you may have saved your em-
ployer quite a little, as the frames can be
soldered and straightened, new fountains and
globes put into them, and they would be as
good as new — that is, as far as the light
is concerned.
Then you find the man that has charge of
the repairs of the injectors; the injector is
reported out of order. It is very easy to
put in a new set of tubes, but what does he
do with the old ones? I have found sets of
tubes in scrap brass that were perfect in
every respect after being placed in the acid
vat. Could you have used the old ones if
you had your employer's interest at heart?
I realize I may be spoken of harshly by
some but I feel it is my duty to my em-
ployer and the country to attempt to open
the eyes of many who know that waste and
carelessness is costing millions each year
to the railroads.
Then we have the engine that comes in
off her run as a fellow would say, "she
hangs around so long that she can't get into
the roundhouse on her own steam" — and he
just throws a "few shovels of coal into the
old girl" to get her to make it. You might
have saved the coal if you had been on the
job. They take the engine to the coal
chute to have her tender filled. The man
on the job is not there; he fills it too full —
and what happens as she rattles down the
line? The coal rattles off — it's lost, and the
carelessness of so many men in their vari-
ous occupations is costing their employers
as well as delaying the progress of the gov-
ernment in its hour of need.
There are many other places I might men-
tion where we all could save much for
our employer and be of assistance to the
nation, but a hint to the wise is sufficient
and let us hope that every man in the nation
will be willing to sacrifice a little for his
country and employer and do his part — if
not at the front, at home — for his assistance
will be the means of bringing our enemies
to their knees and through your effort a
lasting peace to the world.
Vicksburg National Cemetery
High on the bluffs amid magnolias green
Row upon row, with grass in between;
Are the graves of the soldiers who
peacefully sleep
While mute marble markers their lone
vigils keep.
Columns of granite with bronze tablets
tell
Where each regiment fought and each
leader fell ;
To the fourth of July from the first days
of May
Fought soldiers in blue against soldiers
in gray.
In these very woods, now so solemn and
still
Where late blooms the rose and the shy
daffodil ;
Loud cannon thundered, while with shot
and shell
Brothers fought brothers, like demons
from hell.
Down deep in the heart of each veteran's
son
Is buried the sorrow for some dearly
loved one ;
Yet God in his infinite mercy above
Has taught us forgiveness, aye taught us
to love.
As into the golden west sinks the sun
from the sky,
Old glory is lowered from her mast on
high,
To my country's one flag, as a worship-
ping lover,
I face to the north, and in reverence un-
cover.
J. WILBUR DODGE,
5340 Cornell Avenue,
Chicago, 111.
The Hand at the Throttle
By Rev. M. E. Wadeland, St. Ansgar, la.
(Copyrighted)
TN the observation car of a Chicago
Limited one day, a man who had
every reason to feel happy, if one should
judge by the general look of prosper-
ity about him, nevertheless seemed to
be put out with everything about him,
especially the railroad on which he
was traveling.
He took care that everybody in the
car should be able to hear what he had
to say, which was somewhat as follows :
"Well, if this is not the worst old
ROAD in the country. Now what is
that old fool engineer slowing down
for? Well, Siree, this beats everything
I have ever seen. We are going about
as fast as a slow freight down my way.
Any old hog train could beat us in and
come back to meet us."
The man next to him said: "Well.
I would rather be a minute late, and
come in in one piece, than to have some-
body pick me up in pieces and send me
home in a box."
This conversation renewed a desire I
had often had to know why many stops
and slow-downs are made. I had often
felt that the real life in railroading is
not in the parlor-car, but up ahead.
Like all boys, in youth, I liked to see
the wheels go round. As I became a
bigger boy, I had often felt the desire
to see more of the work of the men that
made the wheels go round.
That day I betook myself to the ex-
ecutive offices of one of the Chicago-
Minneapolis lines. After a session with
an official who wanted to be shown. why
the favor should be granted, and after
signing some large legal documents
which released the company from re-
sponsibility for any hurt or harm that
might come to me on the trip, I was
given the bit of. paper which permitted
me to make a trip to Minneapolis in the
cabs of some of their fastest engines.
Little time was lost in getting to the
station, providing for baggage and don-
ning the new jeans and goggles in which
the novice was to shine. They did not
shine, so much at the end of the trip.
On board the first impression is that
of the huge size of the present-day loco-
motives. This is not a' new impression,
for anyone can get it by standing beside
one of these big machines, but former
impressions were intensified on noting
that the engineer's cab would hold a
dozen men without crowding.
A look at the gauge shows a pressure
of 190 pounds. Power enough and to
spare in that great boiler, especially as
the steam is superheated.
A wave of the hand, a pull at the
throttle, a rush of steam, the grinding
of ponderous wheels — and we are off.
Off, eating up distance, devouring space.
Riding up ahead, where there is real
life ! Say, it was an experience.
Did the engine rock? Yes, but not
enough to scare a man who is not habit-
uallv timid. Did it feel as if we were
80
ILLINOIS CENTRAL MAGAZINE
going off the track? Well, I held my
breath when we struck the first curve
in op_en country at full speed. The next
did not bother so much and other things
soon distracted attention from the
curves.
Hear those strange sounds? There
are so many new things that one does
not become conscious of them till long,
after they are present. Hear the strug-
gle of the engine ! It is different from
the puffing of the exhaust, the grinding
of the drivers, and the clatter of the
rails. There is an engine struggle dis-
tinct and unmistakable. It sounds al-
most human. Let your imagination
play a little and you no longer wonder
that there is a fascination in this work
for the men who are in it.
But look. There 'is a grade crossing
of a country road in the distance. A
buggy is rapidly approaching. The
driver is trying to beat the train. My
first thought: "Now we are going to
have a race. Hip, hip, hurrah for the
winner." My next thought: "What a
fool you are. A race, with hundreds
of lives behind? What good would it
do? Whom would it benefit?''
That fellow in the buggy seems to
think that his life and pursuit of happi-
ness depends on his getting to that
crossing first. Never a thought has he
of what would happen if the horse
should shy or something should break,
as the buggy strikes the track.
The relative positions and speeds are
such that the engineer must either put
on reckless speed till he has crossed the
road (and there is a curve just beyond
— a curve which is built for safe travel
only up to a speed of less than he would
have to make) or he will have to slow
up and make up for lost time by a
gradual rise in speed beyond the curve.
Thoughts come very rapidly at such
times. We wonder what the engineer
is going to do about it. Is he going to
negotiate the curve at reckless speed or
is he going to accommodate the patent
fool ahead? The clear, cool intellect
back of the throttle does not seem to
wonder. A quick glance at him shows
that. He has long ago learned to sup-
press any desire to do sporty but dan-
gerous things. If not, he would not be
running that engine.
But he cannot keep the speed we are
going at. Somebody must slow up or
make better time, otherwise two things
will try to occupy the same space at
the same time at that crossing, to the
sorrow of horse, driver and perhaps
train and passengers. Smaller objects
have been known to throw a train off
the track when so near the sharp curve.
Will not that driver stop? Has he no
sense? Is it not easier for him to be
delayed a moment than to delay a heavy
train that is supposed to run on
schedule ?
No, not he. He is not made that
way. He does not even look at the
train. The whistle has sounded re-
peatedly. What does he care? If his
horse is scared into a runaway, he will
sue the company. If he is killed, the
fool's family will come around for a
handsome sum. The engineer knows
this and he knows that the word of
the fool up ahead or his family
in court have a tendency to weigh heavy
in importance in spite of anything he
might be able to say. He also knows
the elements of danger and safety and
he knows his duty to his passengers
and to his company without studying
long about it.
There is a movement of the hand on
the air-brake valve. There is a decrease
in speed and the fool and his horse
"cross the wire" in triumphant glory.
Say, can't you hear that fellow, Mr.
Grouch, in the parlor car swear at the
old, punk Road, where trains almost
stop to see the potatoes grow? He is
at his old job, working himself into
a nervous fit.
The fool driver is safely past. He is
happy because he beat the limited. He
has accomplished one of the big feats
of the country. Next evening at the
corner grocery, after being supplied
with the pre-determined amount of plug
tobacco safely stored in one corner of
his mouth, the tale will be retold. He
will tell how that engineer pulled the
throttle wide open in an effort to beat
82
ILLINOIS CENTRAL MAGAZINE
his blooded horse. He will tell that
the train was running rather down grade
and had every advantage as compared
with him who had to ascend a low grade
at the crossing of the tracks. He will
know the number of rods he was from
the crossing when the train was almost
as close, and a thousand other -
But I am dreaming. The hand on the
throttle moves again. The train loses
no more speed in rounding the curve
with its extra demand for power. As
the cars straighten out on the track
beyond, an extra pull on the throttle
soon tells. We whizz along till it makes
us catch our breaths, but there is no
danger on the rock-balasted, smooth,
straight track where even this speed
does not make the engine uncomfortable
to ride. The next station is reached in
time to transact business, get the signal
and have wheels moving at the appointed
second, Mr. Grouch in the parlor car to
the contrary. Some hours afterwards
he discovers that his time is off. He
sets his watch but keeps right on grouch-
ing. Such a little thing as his watch
being off must not stop him.
Never a thought does he give to the
man ahead, who did not put on head-
long speed that might have made the
train climb the rails and send his par-
ticular bit of humanity to the grave.
He never looks back at the end of his
journey, at the men in the cab, who not
once, but many times during the trip
did just the right thing at the right
time and in the right way to protect
him from harm. Nor does he ever
give a thought to the care, forethought
and expenditures of great sums of
money — greater than Mr. Grouch or
his heirs will ever possess — that this
particular railroad has spent to make his
journey safe and pleasant. The Roads
are all "punk," and especially this one,
if you will believe what he has to say
about it.
By the way, you can meet Mr. Grouch
almost on any journey. I cannot des-
cribe him, but you will know him if
you keep your eyes and ears open.
I met Mr. Grouch last spring at the
- wreck in Ohio. The engineer was
killed. When he saw the engineer's dead
and mutilated body, he said: "There is
the devil of a man who brought about
all this muss. Why, Sir, he was going
around that curve at seventy miles an
hour, I know. I have railroaded long
enough to know."
The only railroading he ever did was
in a passenger car and the actual speed
at time of accident was reported by I.
C. C. investigators to have been less than
forty-five miles.
To hear him talk on the relief train,
you would think all the injured pas-
sengers would have perished, were it not
for him. The rest of us were too
busy helping the injured to have noticed
Mr. Grouch before. We did not see him
around while we were working. We
did not even know that he was on the
train till he began telling us all about
it.
Later on the porter tells this story :
Mr. Grouch was too badly scared to
find his clothes. After the first shock
was over he yells : "George, say porter,
I can't find my trousers. Say, hurry
will you. I am cold and I want to get
out of this before I burn up alive in
this wreck."
A little later: "Hey, George, I can't
find my coat and vest. I'll get pneu-
monia without them. Hurry up, will
you ?"
The porter was helping an injured
lady, just then.
The conductor tells that when he
finally did get out, he stood around
trying to boss the crew, and was a
great nuisance generally.
He was not hurt. His clothes were
not torn his dainty skin was not
scratched (worse luck) but he slipped
on his shirt in such a hurry that he
lost one of his cuff-buttons. He put
in a claim "for loss and damage to
baggage" for fifty dollars for that button
and he got away with it. The roads
always try to treat passengers liberally
as to the loss and damage in wrecks.
He told other passengers how he got
away with the goods, in a burst of
friendship, later in the day.
But we were taking a ride in an
ILLINOIS CENTRAL MAGAZINE
83
engine, you and I, and I have been
day-dreaming again about this Mr.
Grouch in the parlor car. Let us try
to forget about him. The scenery is
more entertaining, but next time you
see him, don't listen. Boycott his stories.
Freeze his insolence. Stare down his
presumption. Turn your back on his
braggadocio. It will do him good.
While I have been dreaming, the
engine has gained speed till it literally
tears along. I say to the fireman :
"What are we going so fast for? We
don't need this speed to make our
mileage to the next station." "Oh. we
have a few soft miles up ahead. We
can run fast and be safe here, where
the track is straight and hard as rock.
Up there we have got to remember the
lives behind us."
A little later the engineers hand gives
a vicious little jerk. "Track getting
soft here too," says the fireman. "Water
seeping in at the bottom of the grade.
All hard as a rock here yesterday."
The winter had been exceptional.
Heavy snow covered ground that was
hardly frozen. In the spring the ground
was soaked through and through with a
double overdose of water. Stretches
of track that for years had been hard
and firm, suddenly softened up. Beds
of quicksand, though some distance down,
made their presence known. Knowing
about this, the engineers did their fast
running before such places were
reached.
Here we are on the soft track. It
is a stretch of over five miles. There is
a great reduction in speed. Every muscle
of the engineer seems fixed like steel.
He is ready to act and act in the twink-
ling of the eye.
I wonder what Mr. Grouch has to say
now. He does not know that every
railroad in the middle west is suffering
from the same cause. The condition
is one which man could not foresee, nor
of course remedy before the contingency
arose.
The extra speed on hard track has
about balanced loss of time and we reach
the next station only a minute and a
quarter late. This is a division point.
A few minutes are allowed for changing
engines and crews. Everybody hurries
and the limited pulls out on time.
Boys give each other nicknames.
Railroad boys are no exception to the
rule. The new engineer is invariably
dubbed: "Whistling Billy." He is a
good engine driver. He is an old hand
at it. He has seen something of life
and some incident in the past has im-
pressed upon him that some human life
somewhere may at some time be saved
if the whistle is clearly heard. So he
whistles his way through life. Nobody
could mistake those long strong warning
blasts. Therefore he will be known
as Whistling Billy to the end of his
days.
I had not noticed the whistling be-
fore, in particular, though the warning
blasts were faithfully given by the other
men. With Whistling Billy at the
throttle nobody could help noticing the
whistle. There was a difference.
There is a reason for his name. I men-
tioned the whistling to the fireman when
there was an opportunity and he gave
the above information about the en-
gineer's nickname.
The country was becoming hilly. The
tracks were soon on high grades and
soon in deep cuts through the hills.
Grade crossings in such country are es-
pecially dangerous. Whistling Billy
never missed a signal. The whistle blew
frequently and it blew deep and strong.
A loud cry from the engineer. The
air brake valve jerked to the emergency'
position. Whistling Billy doubled up in
a supreme test of strength in moving
the reverse lever of the huge machine.
A look ahead. A big touring car on the
pilot. A woman's body hurling through
the air. A cry of anguish, and it was
over.
The driver of that car was the twin
brother of the fellow with 'the blooded
horse. He is an automobile driver living
in a little city not five miles distant from
the place of the accident. He had sold
the car and with the customer's wife and
daughter in the rear seat, he was teach-
ing the new owner how to run his car.
The owner did not yet have confidence
ILLINOIS CLNTRAL MAC,AZ1\'R
enough in himself to be at the wheel,
and this experienced driver who knew
every foot of the road in that locality,
and who had to confess that he knew
about the time of trains also, floated
onto the tracks at thirty miles an hour
at a point where tracks and road crossed
in woods which hindered the engineer
from seeing the machine till it was nearly
on the tracks ; and this driver of a big,
silent six touring car had every oppor-
tunity of hearing the warning blasts
which Whistling Billy had not failed to
give.
The driver of that car evidently had
never a thought about the lives for which
he was responsible and afterwards he
swore that the engineer had not blown
the whistle or he would have heard it.
The road paid the heavy damages
awarded by the jury. Juries sometimes
do those things. It makes them popular
with the friends and relatives of the
maimed and the killed.
The criminally reckless driver of that
car was not scratched either by the
train or by any process of law. He
even got the price of his car and some-
thing for hurt feelings because he did
not hear Whistling Billy.
<£>.
ILLINOIS CENTRAL MAGAZINE
85
Of course it was Whistling Billy's
fault. It could be no otherwise; but
three men in that cab knew better and
Whistling Billy is running trains for
that road yet.
At dusk we suddenly see a figure on
the track. It is a young boy gesticulat-
ing. That ever ready hand moves again.
Sand flows to help make a quick stop.
Sparks fly and a little imp of a boy
jumps aside and makes his get-away,
making faces at the engineer. He knows
the sparks will fly from stopping wheels.
He likes to see it. He knows the engi-
neer will do his best to bring the train
to a standstill and so he remains on the
track till the train is quite close. It is
an old trick of his. He is at it when-
ever he is safe from being caught. If
harm comes to him any evening, the
Road will will have been guilty of gross
carelessness and outraged public opinion
will demand heavy damages and the dis-
charge of the man at the throttle.
Were there time I could sav something
about the fireman's work How mani-
fold his duties. How he keeps a look-
out on his side of the cab and in general
contributes to the safety of railway
travel.
Lest anyone say this was a test ex-
hibition because there was a visitor in
the cab, notice such things as slowdowns
and spurts of speed next time you travel,
and be convinced that such things hap-
pen every day in the year.
These little things speak of men with
hearts strong and true who think quickly
and act carefully for your safe arrival
home. These things speak of a railroad
management that has studied the details
of safe travel and has put into the
balance every effort to bring you to your
journey's end on time, safe and happy.
To tell of the funny things that hap-
pened will be left until another time,
but the old gentleman in a long Prince-
Albert coat who lost his silk hat, his
false teeth, and a part of his dignity,
when he saw a preacher in the cab as
we were pulling into M — will know one
of them.
=// . •;. - ^
-
1C
•
/ .,..
•• '/
STATEMENT OF EXPENSE McCOMB SHOP, 1865-1866.
86 ILLINOIS CENTRAL MAGAZINE
t\$ Employes may become stock-
holders in the Illinois Central R.R.
•
on the installment plan.
Ibr the information of employes
desiring to acquire stodc in trie Illinois
Central R.R..W quote beloft from the
Circular issued by the President May 95*
1896, addressed to officers and employes:
(o he pnce to 6e quoted for which applications will &e ac-
cepted for purchase afcZ C.cfrocA. is cased upon the mar-
ket price on the day the application is received in Comptrol-
lers office... C^fn employe is offered the privilege of sulyscrik-
/*' / j.' j.* "//"/' ' j n 7 X •
major one share at a time, payable by installments in sums
of $5— or any multiple of$5~, on the completion of
which the Company will deliver to him a certificate of
the share registered in his name on tne boohs, of the. Com-
pany. <zJie can then, if he wishes, heain the purchase of
another share on the installment plan. c&he certificate
of stock is transferable, on the Company's 6ooks, and
entitles the owner to such dividends as may 6e de -
dared by the &oard ofjuirectors, and to a vote in.
their election.
Csfny officer or employe majuncj 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 paying for his share of stock, provided ne does not al-
i ' -' *t' • J f ' / •,/ /'
low ttuelue consecutive months to elapse without making
/ /" T* f 1 '
any paument, at the expiration of which period interest
•Jf' J /j ,/ / , x- / j • •// /
will cease to accrue, and the sum at his credit will Jbe
returned to him on his application therefor.
c_siny officer or employe making payments on the K>re-
aoma plan, and for any 'reason desinna to discontinue
mem, can nave nis money returned to mm with accrued
ILLINOIS CENTRAL MAGAZINE 87
interest, by making application to the head of the de-
partment in whicn he is employed.
Cx^>z employe, who has maae application for a share
of stock on the installment plan , is expected to make
me nrstpayment from the first wages which may be due
Aim. Jorms are provided- for the purpose, on which the
subscribing employe authorizes the c^oocal ^oreasurer in
Chicago, or the Jjocal^Dreasurer in (5fyew (Orleans, or
theruymaster or the c^/ssistant 'Paymaster to retain
from his wages the amount of installment to he credited
monthly to the employe for me purchase of a share of stock.
c7n case an employe leaves the service of the Company
from any cause, he 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,
has accrued.
^D he foregoing does not preclude me purchase of
shares of stock for cash.. Cx//z emploi/e who nas not al-
"> )• /*'// /~ s
ready an outstanding application for a share of stock, on
j f 11 1 r / ' -y" // ' ) /" -^
the installment plan, which is not fully paid for, can in any
,/ '/ /• . •-• /-/ 7f / /• / /• / /
given month make application for a share ofstocitfor cash
at the price quoted to employes for that month , ana. he can
ft I / •/-/ / c< V / /'>'/•
in the same month, if he so desires, make application for an-
f / i J' n / T/ *
omer share on the installmQnt plan.
(Employes who Want to purchase more than one share
at a time for cash, should address me (Comptroller in Chi-
cago, who will ovtainfor them the price at which the stock
can be purchased.
Cxmy employe desiring to purchase stock (except in
special purchase of more than one share for cas/i) should
apply to his immediate superior omcer, or to one of the
c*uocalcforeasurers by filling in the following coupon :
Mr O V Nnn Date
r . \j . r . 1NC1UL,
Local Treasurer,
Cnica^o 111.
\Pill ^ou please send me an application klanR,
for tne purchase ofLC. StocK. on tne installment plan.
Signed -.
Employc-d as
DON'T BE A KNOCKER.
By A. A. Nankivell.
Are you my brother, one of those
Who puts his scrawny little nose
Into everyone's business,
Wherever he goes?
Do you take mean delight,
(When you know it's not right)
In "knocking" a feller
'Till your heart's tough as leather?
I have known of such folk,
And today they're afloat,
Ever trying to tip
Some other guy's boat ;
And by knocking and kicking,
And splashing and balking,
They are not aware
That the system they're blocking.
The world gets to know
Such people as these,
And when they come near,
The lemon they squeeze ;
As they're taking no chances
On such troublesome glances,
For they know sure as night,
That their name they wrill blight.
Then let it be known,
As the Bible has shown,
You should love your neighbor
Same as those in your home ;
And the only one trusted
In this "knocking" art,
Is the Saviour of men,
Who has a large heart.
And knocks at men's heart doors
That He may come in,
To deliver their lives
From the burden of sin.
OBEYING ORDERS
A certain English, foreman in one of the
Kensington textile factories is in the habit
of having an apprentice heat his luncheon
for him. The other day he called a new
apprentice.
"Go downstairs and 'eat up my lunch for
me," ordered the foreman.
The boy, a typical young American, with
no knowledge of cockney English, obeyed
with alacrity. He was hungry.
Ten minutes later the foreman came
down. He was also hungry.
"Where's my lunch?'' he demanded.
The boy gazed at him in amazement.
"You told me to eat it up — and I ate it,"
he stated.
"I didn't tell you to heat it up!'' roared
the irate foreman. "I told you to 'eat it up."
"Well, I didn't heat it up," maintained
the youngster, stoutly. "I ate it cold." —
}' (nith's Companion.
DO AS HE WAS DONE BY
The goose had been carved and every-
body had tasted it. Tt was excellent. The
negro minister, who was the guest of honor,
could not restrain his enthusiasm.
"Dat's as fine a goose as I evah see,
Prnddah William," he said to his host.
WMr did you git such a fine goose?"
"Well, now, Pahson," replied the carver
of the goose, exhibiting great dignity and
reticence, "when you preaches a speshul
good sermon I never axes you whar you
got it. I hopes you will show me the same
consideration." — II. v.
AN ELUSIVE STAIRWAY.
An old German was on the witness stand
the other day and a lawyer was cross-ex- .
amining him as to the position of the door,
window, and so forth in a house where a
crime had been committed.
"And now, sir," queried the lawyer, "kind-
ly describe to the court just how the stairs
run in that house."
The old man looked dazed and scratched
his head for a few minutes. "How the stairs
run?" he repeated.
"Yes, if you please, how the stairs run,"
said the lawyer.
88
S CENTRAL MAGAZINE
"Veil," ventured the witness slowly, "ven
I am oopstairs they run down, and ven I am
downstairs they run oop." — Ex.
HE'D FIX 'EM
An attorney who was a daily passenger
on a remote Western railroad had a row
with the conductor one morning. When
the row was over the passenger turned to
a friend and in an audible tone remarked:
"Well, this road will never see another
cent of my money after today."
The conductor, who was collecting tickets
across the aisle, glanced over and snarled:
"What'll you do? Walk?"
"Oh, no," replied the attorney, pleas-
antly. "I'll stop buying tickets and pay my
tare to you." — St. Louis Republic.
ONE MORE BUMP NEEDED
Phrenologist (enthusiastically) — "Why,
sir, your bump of veneration is the greatest
I have ever seen. Such a bump should
make you a bishop."
Delighted Subject. — "Is that so? Well,
I'll get Paddy Nolan to give me another
whack in the same place, and I'll be an
archbishop at once!"
CAN'T DODGE 'EM.
"Don't you find it hard these times to meet
expenses?"
"Hard?" Man alive, I meet expenses at
every turn." — Boston Transcript.
SOME DOUBT ABOUT IT
"Mamma, is papa goin' to die an' go to
heaven?"
"Why, Willie, what put such an absurd
idea into your head?"
M
THE AWFUL TRUTH
Inquiring Lady — "How much milk does
your cow give a day?"
Truthful Boy — " 'Bout eight quarts, lady."
Inquiring Lady — "And how much of that
do you sell?"
Truthful Boy — " 'Bout twelve quarts,
lady."
BASE INGRATITUDE.
A Scottish minister was one day talking to
one of his parishioners who ventured the opin-
•i that ministers ought to be better paid.
"I am glad to hear you say that," said the
minister. "I'm pleased that you think so much
t" the clergy. And so you think we should
have larger pay?"
"Aye," said the old man, "then we'd get a
better class o' men." — Pittsburg Chronicle.
CAUGHT
"I say, who was here with you last night?"
"Only Myrtle, father."
"Well, tell Myrtle that she left her pipe
on the piano." — Awgwan.
"Come, come. Triggers," snapped the in-
structor as the recruit shot wido of the
mark, "I don't believe you could hit a fur-
niture van."
"Well, you needn't say anything," retort-
ed Triggers; "you missed a train yester-
day."— tioston Transcript.
Mae — Are you knitting for the soldiers?
Fae — O, yes, the loveliest light blue
sweater, which none of them can fail to
admire when they see me with it on. — Phil-
adelphia Bulletin.
Gntonous
S
T^AVORABLE mention is made of the fol-
A lowing conductors and gatekeepers for
their special efforts in lifting and preventing
the use of irregular transportation in con-
nection with which reports (Form 972) were
rendered to the auditor of passenger re-
ceipts, who, in cases of this kind, advises the
other departments concerned, so that proper
action may be taken, all pass irregularities
being brought to the attention of the vice-
president.
ILLINOIS DIVISION
During October the following gatekeepers
lifted commutation tickets account having
expired or being in improper hands: Daisy
Emery, Zella Mills.
Conductor D. S. Wiegel, on train No. 2,
October 25, declined to honor card ticket
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
ST. LOUIS DIVISION
Conductor Ed. Whalin, on train No. 205,
October 27, lifted mileage book account be-
ing in improper hands and collected cash
fare.
MISSISSIPPI DIVISION
Conductor R. F. Cathey, on train No. 6,
October 28, declined to honor mileage book
account having expired and collected cash
fare.
LOUISIANA DIVISION
Conductor R. E. Mclnturff, on train No.
35, October 14, lifted 30 trip family ticket
account having expired and collected cash
fare.
On train No. 35, October 20, he declined
to honor card ticket account having ex-
90
ILLINOIS CENTRAL MAGAZINE
pired and collected cash fare. Passenger
was referred to passenger department for
refund on ticket.
Conductor E. S. Sharp, on train No. 313,
October 11, lifted employe's term pass ac-
count identification slip Form 1572 having
expired. Passenger purchased transporta-
tion to cover trip.
NEW ORLEANS DIVISION
Conductor Chas. E. Gore, on train No.
34, October 20, lifted 30 trip family ticket
account being in improper hands. Passen-
ger refused to pay fare and was required
to leave the train.
Illinois Division.
Conductor Maxfield, extra 1573 south,
has been commended for discovering and
reporting I. C. 95857 with no light weight
stencilled on same. Arrangements were
made to have car restencilled.
Conductor C. H. Flora, Train 58, Oct.
26, has been commended for discovering
and reporting Big Four 69244 with no
number. Arrangements were made to
have car stencilled.
Conductor Chas. Wildman, extra 3573
South, October 27, has been commended
for discovering and reporting I. C. 108245
with no light weight stencilled on same.
Arrangements were made to have car
stencilled.
Conductor C. H. Norman, extra 1753, Oc-
tober 24, has been commended for dis-
covering and reporting I. C. 118581 with no
light weight stencilled on same. Arrange-
ments were made to have car stencilled.
Conductor I. G. Bash, extra 1693, Nov-
ember 3, has been commended for discov-
ering and reporting I. C, 85872 with no
light weight stencilled on car. Arrange-
ments were made to have car stencilled.
Conductor George Lindsay, extra 1645,
November 7, has been commended for dis-
covering and reporting I. C. 91633 and I. C.
85164 without light weight stencilled on
cars. Arrangements were made to have
cars stencilled.
Conductor J. J. Monahan, extra north,
November 8. has been commended for dis-
covering and reporting I. C. 56637 with no
light weight stencilled on either side of
car. Arrangements were made to have
car stencilled.
Conductor C. H. Calahan, extra 1649,
November 23. has been commended for
discovering and reporting T. C. 118911 with-
out light weight stencilled on either side.
Arrangements were made to have car sten-
cilled.
Conductor C. Squires has been com-
mended for discovering and reporting three
cars with no light weight stencilled on
same. Arrangements were made to have
cars stencilled. He also discovered and
reported three cars with end gates gone.
Agent C. E. O'Key has been commended
for discovering and reporting car with
bottom dump open passing his station in
Extra 1673 north, October 24.
Section Laborer George Platis has been
commended for discovering and reporting
brake beam dragging on train No. 51, No-
vember 3. Train was stopped and brake
beam removed. This action undoubtedly
prevented possible accident.
Brakesman Jess Stevens has been com-
mended for going from Hayes Hill to
Hayes to notify Dispatcher on failure of
Engine 1650, thereby avoiding delay to
train No. 4.
Section Foreman Ira Shrider has been
commended for discovering and reporting
brake evener down on C. O. & L. 10080
while passing train 55, November 2, about
one mile south of Mattoon. This action
undoubtedly prevented possible accident.
Engineer C. Jenkins has been commended
for discovering broken rail on house track
at Chebanse, train No. 91, November 1, and
promptly reporting same, thereby eliminat-
ing possible cause of an accident.
Flagman D. G. Grimsley, train No. 1,
November 2, has been commended for as-
sisting passenger to locate mileage coupons.
Brakeman C. E. Slagley, train No. 71,
November 10, has been commended for dis-
covering defective wheel on train 54, and
advising dispatcher of same, thereby elimi-
nating possible cause of an accident.
Conductor J. Conlon has been commend-
ed for discovering and reporting broken
arch bar on C. R. I. & P. 33761. This ac-
tion undoubtedly prevented possible acci-
dent.
Springfield Division
Conductor H. Burkhardt, Springfield, 111.,
has been commended for discovering brake
rigging down on I. C. 36053, train 54, in
charge of Conductor Daniels, October 25,
passing through Marine. Train was stopped,
brake rigging was removed, thereby elimi-
nating possible cause of an accident.
Conductor C. S. Steger, Clinton District,
has been commended for his efforts in con-
serving equipment, as shown as follows:
I. C. 45920 car on 195, November 17, made
empty and set out at Mowequa. S. A. L
24033 and M. C. 95826 cars on 196, Novem-
ber 19, transferred and made through cars,
saving a 48 hour delay at Decatur.
Switchman J. O. Finnegan, Decatur, 111.,
has been commended for discovering and
retiring badly broken rail near the water
works track, South Junction. This action
undoubtedly prevented possible accident.
Towerman D. Duke, Springfield, 111., has
been commended for discovering and re-
porting broken rail south of East Grand
Avenue, November 1. -This action pre-
vented possible accident.
Section Foreman Charles Hurt, Clinton,
111., has been commended for discovering
ILLINOIS CENTRAL MAGAZINE
91
broken arch bar on I. C. 110932, train extra
1610, November 10, and notifying crew, who
••t car out, thereby preventing possible ac-
cident.
Fireman H. F. Horn, Clinton, 111.,
has been commended for discovering
wheels sliding on car in train extra 1541,
leaving Clinton, November 18, and calling
dispatcher by telephone in order that train
could be stopped. This action undoubtedly
prevented possible accident.
Section Foreman J. Leach, Hanson, 111.,
has been commended for discovering brake
rod dragging while train 164, in charge of
Conductor Boyle, November 3, passing two
miles north of Hanson, and flagging train,
which was stopped and rod removed, there-
by preventing possible accident.
Brakeman R. O. Bratcher, Clinton, 111.,
extra 1557, October 30, has been commended
for discovering loose wheel on I. C. 140847
in train 156 passing your train at Emery.
Train 156 was stopped and set out in order
to prevent accident.
Brakeman Earl Banks, Clinton, 111., train
171, November 3, has been commended for
discovering S. R. L. 13269 with swing beam
broken while inspecting train at Shobomer.
Car was set out in order that repairs could
be made, thereby preventing possible acci-
dent.
Brakeman Maroe Evans, Clinton, 111., has
been commended for volunteering to fire
engine 1054 from Alhambra to East St.
Louis, November 8, when hours of service
law made it necessary for Traveling En-
gineer Turlay to relieve fireman at Alham-
bra.
Memphis Division
Lineman Wm. Koenig, Jackson, Miss.,
has been commended for discovering and
reporting broken angle bar leaving the
ends of rails standing in way to cause de-
railment. This, action undoubtedly pre-
vented possible accident.
Operator W. H. Norman, Lula, Miss.,
has been commended for discovering and
reporting broken rail south of depot after
train 59 passed, November \5. Section fore-
man made repairs, thereby removing possi-
ble cause of an accident.
Division News
MINNESOTA DIVISION
Fuel demonstration cars in charge of
Mr. J. W. Dodge and Mr. O. L. Lindrew
stopped over at Dubuque, November 1st
and 2nd. Classes were conducted twice
daily and were well attended, seventy-
two being present at one meeting.
Messrs. Dodge and Lindrew expressed
their appreciation of the large attendance
and considered it one of the largest
classes they have had.
A Minnesota Division staff meeting
was held at the division superintendent's
office at Dubuque on October 29th. Mr.
G. J. Congdon of Mr. McPike's office,
Chicago, and Mr. Titus of auditor of
disbursement's office, Chicago, were in
attendance in addition to the division
staff and traffic department officials in
this territory.
Mr. E. C. Russell has been appointed
assistant chief dispatcher at Dubuque,
succeeding T. J. Russell, who has been
assigned to other duties.
Mr. B. F. Williams, has been appointed
agent at Dubuque effective November
16th, succeeding Mr. W. B. Sievers. Mr.
William's wife and son will join him
soon. Mr. Sievers has accepted a posi-
tion in the office of superintendent of
freight service J. L. East at Chicago.
Mr. H. O. Dahl, formerly general yard
master at Dubuque, has been promoted
to general yard master at Waterloo. Mr.
Dahl is succeeded at Dubuque by Mr. J.
E. Nihlean.
Miss Esther McLaughlin, train
master's clerk at Dubuque, is spending
a two weeks vacation with relatives and
friends in Chicago and Carbondale, III.
The death of E. L. Hall, known to
hundreds of Illinois Central Employes
as "Tad" Hall, is mourned by scores of
friends in Dubuque. Mr. Hall was born
in Catskill, N. Y., February 22nd, 1846.
He was one of the oldest employes of
the Illinois Central and was retired three
years ago after forty-eight years of serv-
tfree to Oar Reader*
Write Murine Eye Remedy Co., Chicago, f«?
48-page illustrated Eye Book Free. Write all
about Your Eye Trouble and they will advis«
as to the Proper Application of the Murine
Eye Remedies in Your Special Case. Your
Druggist will tell you that Murine Relievea
Bore Eyes, Strengthens Weak Eyes. Doesn't
Smart, Soothes Eye Fain, and sells for 50c.,
Try It in Your Eyes and in Baby's Eye» tot
Scaly Eyelids and Granulatiou.
92
ILLINOIS CENTRAL MAGAZINE
ice in the capacity of brakeman, con-
ductor, switchman, yard master, and for
fifteen years before he was retired, as
crossing watchman at Dubuque. His
faithfulness and length of service was
rewarded by placing him on the pension
roll.
"Tad" was a friend of all who knew
him and perhaps few men in the city had
as many friends as he. He was a veteran
of the civil war and was a member of
Hyde Clark Post.
The funeral took place from the home
of his nephew, E. C. Hall, 1904 Couler
avenue, to St. Mary's church, Wednesday
morning, November 21st, at nine o'clock
with burial at Linwood cemetery.
Colon Thomas, engineer on Minnesota
division, recently returned from a honey-
moon trip to New York.
The office force of the master
mechanic's office at Waterloo have pur-
chased a service flag to be hung in their
office. This flag will contain a star for
Railway *
Employes
Eyes are
Exposed to
Wind, Dust
and Alkali
Poisons
The Rush of Air, created by the
swiftly-moving train, is heavily
laden with coal-smoke, gas and
dust, and it is a wonder that train-
men retain their normal Eye-sight
as long as they do.
Murine Eye Remedy is a Con-
venient and Pleasant Lotion and
should be applied follow-
ing other ablutions.
Murine relieves
Soreness, Redness
and Granulation.
Druggists supply Murine
at 50c per bottle.
The Murine Eye Remedy Co.,
Chicago, will mail Book of
the Eye Free upon request.
each employe who has entered military
service from the mechanical department.
The flag now contains twelve stars.
Shop employes at Waterloo showed
their patriotism by subscribing liberally
to the Second Liberty Loan. Five thou-
sand eight hundred dollars was sub-
scribed.
Robert Me Laren, former stenographer
in master mechanic's office, is now serv-
ing as field clerk with General Pershing
in France.
Several changes have taken place in
the master mechanic's office in the past
few weeks. They are as follows : Walter
Larsen, accountant, joined the National
Guards and his place is being filled by
J. L. McDowell. Willis Egan has been
employed as roundhouse timekeeper to
succeed A. W. Zeisiness, who has been
promoted to outside timekeeper. Miss
Beryl Smith, has been employed as steno-
grapher to succeed Reginald Carr, who
resigned. Charles C. Harper, accountant
entered training camp for officers at Fort
Snelling, and his place is being filled by
L. E. Schulte.
Vicksburg Division
Since the last issue of the maeazine,
chief clerk to superintendent, Mr. S.
Simmons, became the proud father of a
girl. Congratulations.
Engineer maintenance-of-way, Mr. A.
F. Blaess, made a trip over the Vicksburg
division during the month of November.
Mr. C. A. Cadenhead is acting time
keeper in place of N. T. Buck, who has
been working for Mr. Clift on special
work in connection with Form 1.
Mr. L. W. Olin, former tonnage clerk
was awarded the position as second
assistant accountant, vice Mr. C. D.
Newell, resigned.
Mr. N. B. Dennis is filling position as
tonnage clerk, made vacant by Mr. Olin,
and appears to be getting along nicely.
Miss Ella Suzetta Buehler, was pro-
moted to position as stenographer in place
of Mrs. D. H. Smith, who resigned to
leave for the "north" to accept position
at Youngston, Ohio.
Chief Accountant M. P. Massey and
Accountant B. F. Simmons, will attend
ILLINOIS CENTRAL MAGAZINE
93
the accountant's meeting at Memphis,
November 21st. They always seem to
enjoy these meetings immensely, as well
as derive a great deal of good from them.
It is with much regret that we learned
of the death of ticket Agent G. A. Hop-
kin's father and mother, in Tennessee,
who died within a few days time of each
other.
Mr. W. ]. Powers, has accepted posi-
tion as crossing flagman, at Washington
Avenue, Greenville,
At about 8:00 a. m., November 20th,
our chief dispatcher's little girl, "Lady
Bettie" was painfully injured at "East
End" Greenville, while riding her bicycle
being struck by a Ford automobile, ren-
dering her unconscious for about an
hour. The Ford was owned and being
driven by Mr. G. G. Council. All the
many friends of Mr. and Mrs. Chand-
ler hope for a speedy recovery of Lady
Bettie.
Mr. J. O. Thompson, assistant store-
keeper at Vicksburg, paid a visit to the
office force at Greenville on their inven-
tory trip.
JUST A MOMENT
Stop and think of this when you want real
high grade Jewelry at the right price. I invite
your personal inspection of my stock and a
rigid investigation of my methods. Should you
wish to purchase a very fine Diamond allow me
to compare quality and prices is all I ask. I
guarantee every Diamond I sell to be absolutely
perfect or money refunded Let me tell you
about my high grade railroad watches and
quote you prices
Safety First and I. C. Buttons, gold only,
$1.00 each.
MILTON PENCE
f High Grade Diamonds
and Jewelry
Room 401 Heyworth Bldg.
29 E. Madison St. Chicago, 111.
% fa UM &
"Right-
to the Dot!
A LL other things equal, the train that
jL\. is timed by a South Bend Watch
is sure of living up to its schedule.
The accuracy of these watches is the
result of quality — of extraordinary skill
and care in manufacture. South Bend
Studebaker Railroad Watches give the
good features of all good watches, and
more; for they give you unconditionally
A Guarantee No Other Watch Offers
South Bend Watches are guaranteed to meet the re-
quirements of the road you now work for, and of any
road to which you may transfer within the next five
years. There's protection that's as good as a bond.
Jewelers who know watch values recommend "The
Watch wita the Purple Ribbon."
SOUTH BEND WATCH CO.
2012 Studebaker St. • South Bend, Ind.
South Rend Watches
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
Section Foreman H. C. Porter, has
accepted position as clerk at Rolling
Fork with agent L. M. Elliott.
Conductor Milton Duncan, has ac-
cepted the position as train master at
"Kings Dirt Pit." We believe he will
do the work to the satisfaction of all
concerned.
Rodman E. G. Jones has tajken unto
himself a "better half" since the last
write-up of division news; and from all
appearances is behaving himself, and en-
joying life.
Ignace F. Layoconp, former super-
visor's clerk, has accepted position as
train master's clerk.
Conductor Tom Hyer, has taken the
Cleveland-Greenville Accomodation, re-
lieving Conductor C. B. Garner.
Business in general is good on the
Vicksburg division; more cotton in the
country than the gins and compresser
can take care of. The best business in
the history of the division.
INDIANA DIVISION
Superintendent H. J. Roth, held three
successive agent's meetings the last few
Sundays, the first one at Evansville Oct.
28th, at which agents from Mattoon to
Evansville inclusive were present ; at
Bloomington, Ind., Nov. 4th (agents ori
Indianapolis district) and at Peoria, 111..
Nov. llth (agents Mattcon to Peoria in-
clusive). The agents were well repre-
sented at these meetings, there being
the full number present, with but one or
or two exceptions ; a number of train
yard and engine-men also attended, and
members of the traffic department; also
outside interests were represented.
Various subjects were dealt with, the
loss and damage feature receiving spe-
cial attention ; the conservation of car-
and other subjects in connection "with
the condition of our country, were
dwelt upon, and various matters of
local interest were discussed freely
among those present.
At Evansville, Ind., Mr. J. C. Keller,
traffic manager of the Evansville Cham-
ber of Commerce and secretary of The
Evansville Manufacturers' Association,
addressed those in attendance, speaking
on the relation between railroads and
shippers.
At Bloomington, Ind., Mr. C. Rich-
mond from Mr. East's office, Chicago,
furnished • some very interesting statis-
tical figures pertaining to loss and dam-
age. Mr. H. P. Radley, vice-president
of the Stone Company at Bloomington,
Ind., made a nice talk, principally on
treatment of the public by agents of rail-
roads, from the standpoint of the out-
sider.
At Peoria, 111., F. B. Sherwood, audi-
tor of freight receipts, Chicago, also
Mr. Thompson of that office, made in-
teresting talks, giving some valuable in-
formation pertaining to that department.
Superintendent J. M. Baths, of the P. &
P. U. R. R., at Peoria, was also present
and made a pleasing, talk.
Much interest was manifested at all
three of these meetings and it is expected
that good results will be forthcoming.
Some of the members of the super-
intendent's office force at Mattoon have
decided to take lots of "outdoor exer-
cise," judging from the many miles they
are covering these days in pursuit of rab-
bit and quail. Some have been less for-
tunate than others.
Dispatcher E. C. Russell has accepted
the position of assistant chief dispatcher
on Minnesota Division; he is succeeded
by C. A. Wallace from New Orleans
division.
Chairman A. B. Cameron in roadway
department, has been promoted to rod-
man on the new mechanical facilities'
work at Mattoon. D. D. Farmer from
Fulton, Ky. now occupies the position
of chainman.
Miss Edna Riggs, stenographer in the
superintendent's office for the last three
years, has accepted a position in the
general superintendent transportation's
office, Chicago. Miss Essie Reams has
has taken the place made vacant by Miss
Riggs.
On Nov. 27th, Mr. W. A. Yoder of the
loss and damage department begins a
check of all Indiana division stations ; at
the same time, Mr. W. M. Calahan will
check all yards and outbound loading at
the larger transfer platforms.
ILLINOIS CENTRAL MAGAZINE
Relief for Sensitive Feet
Mayer Honorbilt Cushion Shoes relieve tender, sensitive,
tired feet. They give solid comfort and complete satis-
faction. Warm in winter, cool in summer.
Honorbilt
Cushion
SHOES
Note substantial construction. Cushion sole is tufted to
leather insole, making one inseparable unit— cannot work
up in ridges, crease or slip out of place. Patent applied for.
Most practical and comfortable cushion shoe made and
right up-to-date in style.
CAUTION — Be sure to get the
genuine Mayer Honorbilt
Cushion Shoe — look for the
name Mayer and trademark ,
stamped in the sole.
We make Honorbilt Shoes for
• men, women and children; Mar-
tha Washington Comfort Shoes
and Dry-Sox wet weather shoes. If your
dealer does not carry them, write us and we
will see that you are supplied.
F. Mayer Boot & Shoe Co.
Milwaukee. Wis. /^
Extra Strong
Steel Shank Solid Oak
Tanned Heel
Soft Quilted Felt Sole
Solid Oak
Solid OakTanned Insole Tanned Outer Sole
Inside Cork Filling Stitched Through Inner Sole and Fastened Underneath
Miss Gustafson, of the dispatchers'
office has decided hereafter when she
wants a window raised or lowered, she
will gladly accept the assistance of some
of the masculine gender of said office,
as she received a painful injury a few
days ago, when her hand was caught be-
tween the upper and lower window,
mashing three fingers and requiring the
attention of a physician.
The telephone gang is expected to ar-
rive in the next few days to commence
work on dispatchers' telephone circuit
between Mattoon anl Indianapolis.
Mr. C. R. Wood, assistant accountant
in master mechanic's office, spent three
days in Gary, Ind., and Chicago, 111.,
visiting friends.
Mr. G. L. Hampson, safety appliance
inspector at Mattoon shops, and wife
have just returned from two weeks visit
in Newark, N. J., and Orange N. J., visit-
ing relatives of Mr. Hampson whom he
has not seen for 40 years, and reports
a very enjoyable trip.
The new round house at Effingham,
111., was put in operation, Monday Nov.
26th.
Hotel Hayes
and Annexe
Pdone Tiydc Park 4400
64*- St. and University Av.
Chicago
Popular Price
Family Hotel
American Plan
Rates:
Single $ 8 5? to $14- <&per weeL
Double 16 2? to 19 ^per weeL
Four blocks from new 63 L Street
depot and office building
Please mention this magazine when writing to advertisers.
96
ILLINOIS CENTRAL MAGAZINE
flfeorfcen
TOorfcs
anb
SPECIAL WORK /or STEAM'ancf ELECTRIC ROADS
-IN-
Office OPEN HEARTH— BESSEMER and MANGANESE Works
Chicago Chicago Heights
KERITE
Insulated Wires and Cables
Be guided by facts, not theo-
ries— by performance records,
not claims — by experience,
not prophecy. Every consid-
eration points straight to
KERITE for permanently
satisfactory and economical
service.
185O
1917
KERITE ITTcVE COMPANY
NEW YORK CHICAGO
NATHAN
BULL'S EYE
LUBRICATOR
A new type that may be
safely relied upon under
all conditions of mod-
ern locomotive service.
The new form of "DISC" glass is unbreakable to
far as human agency can provide. Danger to
engmemen and delays to bains, resulting from break-
age, has been practically eliminated.
Every lubricator conforms to our high standard
of material and workmanship and is subjected to
tests of extreme severity before shipment
Descriptive Catalogue on Request.
Injector* and Attachments
Lubricators and Gile«s
Engine and Boiler Fitting*
85-93 Liberty St., NEW YORK
Western Office: 1612 Old Colony Bldg.,, Chicago
New York
Houston
St. Louis
James Stewart & Company, Incorporated
Engineers & Contractors
Westminster Building, Chicago
Grain Elevator Designing & Construction
Oklahoma City
General Construction
Salt Lake
Toronto
SHOP FOREMEN
Are you interested in improving your shop conditions and
reducing your maintenance and labor costs? If so, write
AYER & LORD TIE COMPANY
RAILWAY EXCHANGE, CHICAGO
for their booklet "FLOORS."
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL
January
HELENA, ARKANSAS
Invites Correspondence with
Manufacturers of Hardwood timber by-products and textile industries
with view to locating plant.
Elevated location on Mississippi River.
Immediate access to unlimited supply of raw material.
Unexcelled transportation facilities.
Low Freight rates.
FARMERS LOOKING FOR LOCATION:
Phillips County offers exceptional opportunities for stock raising,
truck gardening or general farming.
Complete information will gladly be furnished by
The Helena Business Men's League.
GEO. A. SANFORD, Secretary
To Illinois Central Men
"Continental"
means
Income Protection
Liberal Policies
Courteous Agents
Fair Claim Settlements
Abundant Resources
(Ennitotttai (Eaaualtg (Eompattg
H. G. B. Alexander, President
__ __ _ _ ^_ ^^ ^^ «•. _»_• Tear off and mail today ^_ ^_ ^_ __ ^_
CONTINENTAL CASUALTY COMPANY. 910 Michigan Ave., Chicago
Please send me information in regard to health and accident insurance.
Name
Address —
Occupation-
I. C. R. R.
KCNFIEkB-LKACN C«.. MUNTIM. CHICASO
CONTENTS
Mark Fenton — Frontispiece
A Proclamation by the President of the United States of America
1 ! 9
Public Opinion 13
Helena, Arkansas 17
Military Department
Letter from Major C. L. Bent 24
"Old Glory" in London 25
In Memoriam — First Lieutenant G. M. Anderton 29
Captain George Wildes, Jr 32
Leadership 35
Freight Traffic Department, Egypt '. 43
Transportation Department — The Railroads' Duty in War 46
Hospital Department — The Value of Rice as a Food 49
Safety First 53
Claims Department 56
Appointments and Promotions 62
Engineering Department
Description of Grade and Line Revision North and South of
Vicksburg 63
Law Department 69
Roll of Honor
John Howard 71
John A. Rose 72
J. J. Egger 72
Failure or Success, Which ? , 74
Contributions from Employes
Arteries of the Nation's Life 80
Shippers Order Shipments Delay Cars 82
Safety First, Efficient Service, and the Duty of Every Em-
ploye, Especially at this Critical Period, War 83
Letter from Engineer E. J. Bolian 84
Fiction
The Revolt of Jane 85
Meritorious Service 89
Division News 90
Published monthly by the Illinois Central 12. 12. Co.. in the
interest of the Company and its ^4dD Employes
Advertising Rates on Application
Office 1200 Michigan Av,. Telephone Wafask 2200
Chicagc
Local 33
15 $ per copy, $1^9 per year
MARK FENTON
Assistant General Development Agent
I7NTERED service of the Illinois Central Railroad In September, 1890, as
L-1 station clerk at New Hartford, Iowa. Worked as telegraph operator in
Iowa until December, 1893, at which time was appointed station agent, work-
ing in that capacity at various points in Iowa and Illinois. March, 1904.
appointed agent at Madison, Wis. December 17, 1906, promoted to Traveling
Freight Agent, headquarters Bloomington, 111.; October 21, 1909, Traveling
Industrial Agent, Chicago, and June 16. 1917, Assistant General Development
Agent, Memphis.
ILLINOIS CENTRAL
Vol.6
Magazine
JANUARY, 1918
No. 7
Illinois Central Railroad Company
The Yazoo & Mississippi Valley Railroad Company
CHICAGO, December 29th, 1917.
To All Officers and Employes:
President Wilson's proclamation bringing all the transportation systems of the
United States under government control at 12 :00 o'clock noon of December 28,
1917, appears herein.
THE NEED OF THE HOUR IS INCREASED MOVEMENT OF TRAF-
FIC. I have promised our government the fullest co-operation and support of
the entire organizations of the Illinois Central and The Yazoo & Mississippi
Valley Railroads, and I am confidently counting on each and every one of you
to do your best in obtaining that measure of efficiency so absolutely essential
to the successful conduct of the war and the needs of general commerce.
A Proclamation
By the President of the United States of America
"Whereas, The Congress of the United States, in the exercise of the constitu-
tional authority vested in them, by joint resolution of the Senate and House of
Representatives, bearing date April 6, 1917, resolved :
10 ILLINOIS CENTRAL MAGAZINE
"That the state of war between the United States and the imperial German
government, which has thus been thrust upon the United States, is hereby for-
mally declared; and that the President be, and he is hereby authorized and di-
rected to employ the entire naval and military forces of the United States and the
resources of the government to carry on war against the imperial German gov-
ernment ; and to bring the conflict to a successful termination, all of the resources
of the country are hereby pledged by the Congress of the United States.
"And by joint resolution bearing date of Dec. 7, 1917, resolved :
"That a state of war is hereby declared to exist between the United States of
America and the imperial and royal Austro-Hungarian government ; and that the
President be, and he is hereby authorized and directed to employ the entire naval
and military forces of the United States and the resources of the government
to carry on war against the imperial and royal Austro-Hungarian government;
and to bring the conflict to a successful termination all the resources of the
country are hereby pledged by the Congress of the United States.
"And whereas, it is provided by section 1 of the act approved Aug. 29, 1916,
entitled 'An act making appropriations for the support of the army for the fiscal
year ending June 30, 1917, and for other purposes,' as follows :
"The President, in time of war, is empowered, through the Secretary of War,
to take possession and assume control of any system or systems of transportation,
or any part thereof, and to utilize the same, to the exclusion, as far as may be
necessary, of all other traffic thereon, for the transfer or transportation of troops,
war material and equipment or for such other purposes connected with the emer-
gency as may be needful or desirable.
"And, whereas, it has now become necessary, in the national defense, to take
possession and assume control of certain systems of transportation and to utilize
the same, to the exclusion as far as may be necessary of other than war traffic
thereon, for the transportation of troops, war material and equipment therefor,
and for other needful and desirable purposes connected with the prosecution of
the war ;
"Now, therefore, I, Woodrow Wilson, President of the United States, under
and by virtue of the powers vested in me by the foregoing resolutions and statute,
and by virtue of all other powers thereto me enabling, do hereby, through Newton
D. Baker, Secretary of War, take possession and assume control at 12 o'clock
noon on the 28th day of December, 1917, of each and every system of trans-
portation and the appurtenances thereof located wholly or in part within the
boundaries of the continental United States and consisting of railroads, and
owned or controlled systems of coastwise and inland transportation, engaged in
general transportation, whether operated by steam, or by electric power, includ-
ing also terminals, terminal companies and terminal associations, sleeping and
parlor cars, private cars and private car lines, elevators, warehouses, telegraph
and telephone lines and all other equipment and appurtenances commonly used
upon or operated as a part of such rail or combined rail and water systems of
transportation — to the end that such systems of transportation be utilized for
the transfer and transportation of troops, war materials and equipment, to the
exclusion, so far as may be necessary, of all other traffic thereon ; and that so
far as such exclusive use be not necessary or desirable, such systems of trans-
portation be operated and utilized in the performance of such other services as
the national interest may require and of the usual and ordinary business and
duties of common carriers.
"It is hereby directed that the possession, control, operation and utilization of
such transportation systems hereby by me undertaken shall be exercised by and
through William G. McAdoo, who is hereby appointed and designated director
general of railroads.
ILLINOIS CENTRAL MAGAZINE 11
"Said director may perform the duties imposed upon him so long and to such
extent as he shall determine, through the boards of directors, receivers, officers
and employes of said systems of transportation.
"Until and except so far as said director shall from time to time by general
or special orders otherwise provide, the boards of directors, receivers, officers
and employes of the various transportation systems shall continue the opera-
tion thereof in the usual and ordinary course of the business of common carri-
ers in the names of their respective companies.
"Until and except so far as said director shall, from time to time, otherwise by
general or special orders, determine, such systems of transportation shall re-
main subject to all statutes and orders of the regulating commissions of the
various states in which said systems or any part thereof may be situated. But
any orders, general or special, hereafter made by said director shall have para-
mount authority and be obeyed as such.
"Nothing herein shall be construed as now affecting the possession, opera-
tion and control of street electric passenger railways, including railways com-
monly called interurbans, whether such railways be or be not owned or con-
trolled by such railroad companies or systems.
"By subsequent order and proclamation, if and when it shall be found neces-
sary or desirable, possession, control or operation may be taken of all or any
part of such street railway systems, including subways and tunnels ; and by sub-
sequent order and proclamation, possession, control, and operation in whole or
in part may also be relinguished to the owners thereof of any part of the rail-
road system or rail and water systems, possession and control of which are here-
by assumed.
"The director shall, as soon as may be after having assumed such possession
and control, enter upon negotiations with the several companies looking to agree-
ments for just and reasonable compensation for the possession, use and control
of their respective properties on the basis of an annual guaranteed compensation,
above accruing depreciation and the maintenance of their properties, equivalent
as nearly as may be to the average of the net operating income thereof for the
three-year period ending June 30, 1917 — the results of such negotiations to be
reported to me for such action as may be appropriate and lawful.
"But nothing herein contained, expressed, or implied, or hereafter done or
suffered hereunder, shall be deemed in any way to impair the rights of the stock-
holders, bondholders, creditors and other persons having interests in said systems
of transportation or in the profits thereof, to receive just and adequate compensa-
tion for the use, and control, and operation of their property hereby assumed.
"Regular dividends hitherto declared and maturing interest upon bonds, de-
bentures and other obligations may be paid in due course, and such regular div-
idends and interest may continue to be paid until and unless the said director
shall from time to time otherwise by general or special orders determine, and,
subject to the approval of the director, the various carriers may agree upon and
arrange for the renewal and extension of maturing obligations.
"Except with the prior written assent of said director no attachment by mesne
process or on execution shall be levied on or against any of the property used
by any of the said transportation systems in the conduct of their business as
common carriers, but suits may be brought by and against said carriers and judg-
ments rendered as hitherto until and except so far as said director may, by gen-
eral or special orders, otherwise determine.
"From and after 12 o'clock on said 28th day of December, 1917, all trans-
portation systems included in this order and proclamation shall conclusively be
deemed within the possession and control of said director without further act
or notice.
12
ILLINOIS CENTRAL MAGAZINE
"But for the purpose of accounting said possession and control shall date from
12 o'clock midnight on Dec. 31, 1917.
"In witness whereof I have hereunto set my hand and caused the seal of the
United States to be affixed.
"Done by the President, through Newton D. Baker, Secretary of War, in the
District of Columbia, this 26th day of December, in the year of our Lord One
Thousand Nine Hundred and Seventeen and of the independence of the United
States the One Hundred and Forty-second.
"By the President: "Woodrow Wilson,
"Robert Lansing, "Newton D. Baker,
"Secretary of State. "Secretary of War."
Office of the Director-General of Railroads
Washington, December 28, 1917.
To the Presidents and Directors of all Railroad Companies :
Having assumed the duties imposed upon me by, and in pursuance of, the proc-
lamation of the President dated December 26, 1917, you will, until otherwise
ordered, continue the operation of your road in conformity with said proclama-
tion. You are requested to make every possible effort to increase efficiency and
to move traffic by the most convenient and expeditious routes.
I confidently count on your hearty co-operation. It is only through united
effort, unselfish service and effective work that this war can be won and America's
future be secured.
W. G. McAdoo,
W.w?>--'. Director-General of Railroads.
THE RAILROAD SITUATION.
Whatever our general opinion may
be respecting railroads it must be ad-
mitted that just at present they are one
of the greatest factors in prosecuting a
winning war. Much 'depends upon the
rapidity and volume of railroad move-
ments.
Appealing to the entire country to
stand by a constructive policy regarding
the railroads, on the ground that trans-
portation is the greatest economic prob-
lem of the day, United States Senator
Francis G. Newlands told the business
men of San Francisco the other day that
there has been enough punitive and con-
structive legislation.
Newlands heads the joint Congres-
sional Committee on Foreign and Inter-
state Commerce, and is regarded as one
of the most reliable authorities on the
subject.
Speaking before the San Francisco
Commercial Club, Senator Newlands
said:
"The President of the United States
has called our attention to the fact that
it is important we should again enter
upon a constructive era, realizing that
almost everything has been done that
could be done in the way of punitive and
corrective legislation, and that we have
the administrative power which is neces-
sary to correct any evils that may now
exist or arise in the future."
"When the war broke out," continued
the speaker, "we realized that railroad
facilities, enormous as they were, while
adequate, perhaps, in time of peace,
were not adequate at these enormous and
abnormal demands thrown upon the
transportation system of the country
by the war."
Senator Newlands recalled that as a
result of the period of depression dur-
ing 1913 and 1914, due in great measure
to economic changes in legislation, the
railroads were suffering from a loss of
income and were compelled to under-
take financial retrenchment, which, while
wise from the viewpoint of the internal
conditions of the carriers, was not ex-
pedient from the standpoint of the coun-
try's needs.
"Therefore, that is why I am making
an appeal to you all and to this entire
country to stand by and sustain a con-
structive policy regarding the railroads,
not so much that the railroad bond-
holders and stockholders may earn in-
terest and dividends on their investments,
but for the principal reason alone that
the public interests absolutely require
that these great public agencies should
be fully developed and that we should
act in such a way as to encourage priv-
ate capital in enlarging these facilities
throughout the entire country.
"The past is secure — the present is
secure. There is no danger of our laps-
ing into the old conditions where such
serious abuses existed as to arouse the
resentment of the public. All that I
suggest is that the public should rid its
self of the influence these abuses have
made upon their minds, and set to work
in proper aid to its railroads so as to
give them the command of the markets
13
14
ILLINOIS CENTRAL MAGAZINE
of the world again, the financiaf markets
for their loans and their securities;
markets which are not open to them,
partly because railroad securities are not
the safest securities that they once were,
partly because the Government is now
monopolizing the financial markets of
the world and absorbing all the money."
Senator Newlands held that there
are two ways of furnishing needed aid
to the railroads. One is a more liberal
policy on the part of the Government
and public that would satisfy the invest-
ing public. The second is National aid,
such as has been given to shipping in-
terests and the great trusts of the coun-
try in the construction of ships and other
materials.
"An essential thing," declared Sena-
tor Newlands, "is to increase the rates
of the railroads so that they can take
care of a larger portion of these require-
ments out of current revenue, a method
not viewed with satisfaction by econo-
mists generally, for the contention is that
rates should be made to simply provide
dividends to stockholders, cost of opera-
tion and maintenance and a substantial
surplus fund to meet emergencies.
Every year billions of dollars are
needed to meet the pressing requirements
of the railroad situation, and probably
will be needed for many years to come,
and to add a billion dollars more in rates
to the three billion dollars in rates now
exacted from the public might be a hard-
ship they should not be forced to stand.
This paper does not pretend to be able
to point out any particular method for
meeting public acclamation or satisfy-
ing public interest, but simply to call
attention to the fact that a satisfactory
settlement of this matter is very urgent,
as upon the railroads devolves a great
burden and they are making a patriotic
effort to fully measure up to the respon-
sibility.
There should be neither prejudice nor
favoritism in considering the matter; it
is one of vital interest that must be met.
Editorial — Jackson, Miss., Daily Clarion
Ledger, November 13,
A VERY SERIOUS LOSS.
That live stock valued at millions of
dollars is being needlessly killed by the
railroads each year, is the declaration of
Secretary Redfield, of the Department
of Commerce at Washington, and this
serious loss to the United States and its
Allies, he says, must be checked.
It is gratifying to see that this very
important economic question has finally
attracted the attention of a member of
President Wilson's cabinet. It is a sub-
ject on which the Daily News has been
printing editorials for several years, urg-
ing the farmers of Mississippi to keep
their live stock off of the railroad rights-
of-way. Due largely to the energetic
campaign of education waged by the
Daily News, and other Mississippi pa-
pers, the economic loss from this source
has been materially reduced, but there
is still room for improvement.
Secretary Redfield bases his state-
ment on figures issued by the Central of
Georgia showing that $20,000 worth of
food animals were killed on the tracks
of that system during the first nine
months of the year. This figure is
small when compared with the losses
due to this cause on the larger railway
lines of the country. The total for
the nation will mount to millions of
dollars each year — practically all of
it unnecessary loss, and due, in an
overwhelming majority of instances,
to the carelessness or negligence of
owners of live stock.
In nearly all instances where ani-
mals are killed by railroad trains it
can be stated that the owners allowed
the animals to roam upon or near the
railroad right-of-way, and, with the
characteristic fright of dumb animals,
they do not know how to protect their
own lives, but rush pell-mell in front
of. the locomotives, leaving the engi-
neer no chance to protect them.
Of course, the owner invariably
gets paid for the dead animal, not-
withstanding1 the fact that its death
may have been due to his own ne^li-
^ence, but that does not alter the fact
that whenever one of these accidents
occurs the nation has suffered an econ-
ILLINOIS CENTRAL MAGAZINE
15
omic loss — a loss that is very serious
at this time when a country-wide
campaign for conservation of our meat
supply is being waged, and our vic-
tory or defeat in the worst war in his-
tory hinges on our ability to feed the
armies of the Allies.
Every cow killed on a railroad track
is not only a loss to the owner, the
railroad, and the material resources of
the State, but it is a loss to the boys
who are fighting in the trenches, of
France and Italy, and for the latter
reason, if none other, owners should
make every possible effort to keep
their live stock away from the rail-
road tracks. — Editorial, Jackson, Miss.,
Daily News, December 10,
GIFTS SENT ACROSS
Railroad Men in the Service Are Remembered
by Their Comrades
BOX FOR EVERY MAN
President Markham, of I. C. R. R. Addressed
Personal Letter to Each I. C. Employe
Dubuque employes who contributed to
the Illinois Central regiment soldiers'
fund will be interested in knowing what
was done with the money. The follow-
ing article is from the Railway Gazette :
"The six railroads represented in the
13th engineers (railway) have all sent
Christmas gifts to their men in France.
President Charles H. Markham, of the
Illinois Central railroad, has addressed a
personal letter to every Illinois Central
soldier in France. The letter accompan-
ies a box of Christmas presents, money to
purchase these having been contributed
by employes of the company. Each box
contains the following articles: One box
of cigars, twenty packages of cigarettes,
twenty packages of cigarette papers,
twenty boxes of smoking tobacco, one
pound of chewing tobacco, one automatic
cigar or cigarette lighter, which is good
for 2000 lights ; one pipe, one package of
pipe cleaners, two tooth brushes, two
packages of tooth paste, five pounds of
candy, three bars of soap, ten packages
of chewing gum, three pairs of woolen
hose and one woolen vest.
Mr. Markham addressed the soldiers
as "My Dear Boys." Following is a
copy of the letter:
"Proud of the fact that so many of
their co-workers have responded to the
call of their country in the war emer-
gency that now exists, it affords me
pleasure to inform you that the employes
(rank and file) of these companies which
you have so faithfully served" have vol-
untarily subscribed to a fund to be used
in the purchase of Christmas remem-
brances for their former comrades now
members of the 13th railway engineers
in France, and we hope these tokens of
our esteem will help to minimize the
loneliness which absence from your fam-
ilies and loved ones entails.
"Notwithstanding your present duties
are arduous and your personal risks
great, I know that any task which may
be assigned to Illinois Central and Yazoo
& Mississippi Valley men will be prompt-
ly and efficiently performed.
"In conclusion may I (voicing the sen-
timent of the entire personnel of these
companies), wish you a Merry Christ-
mas and a Happy New Year, and ex-
press the hope that very soon you will
return to America with health unim-
paired, and happy in the knowledge that
the individual effort of each of you, and
the co-ordinate work of all of you, has
contributed in no small degree to the vic-
tory which must and will be achieved?"
— Dubuque Daily Times Journal, Dec.
28, 1917.
RAISE MORE HOGS
If you are a progressive farmer with
any sort of business judgment, you have
already fully realized how important it
is to raise more meat. If you have fully
acquainted yourself with the situation,
nobody is going to keep you from going
full length this fall and winter and next
spring, summer and winter again to
raise every hog you can possibly produce.
It is your duty to yourself and those who
are dependent upon you to get the full
significance of meat producing fixed in
your mind right now.
You can make more money raising
hogs for meat than you can in cotton
and peanuts. Is there any way on earth
you could be made to believe that? Is
there anybody able to make you read
16
ILLINOIS CENTRAL MAGAZINE
and find out the real situation? You
are not going to take the statement that
we are ten years behind in the production
of fats, meats and animal oils — but we
are.
Mississippi farmers have fully ten
years ahead of them in tremendously
high prices for meats and fats. You
might raise a million hogs a year on
your farm and you couldn't grease the
great world's frying pan one time in a
hundred chances. The demand will be
heavy, war or no war. It was heavy be-
fore the war. It will still be heavy.
We want more farmers here in our
own country to begin in dead earnest to
raise more hogs. We want them to go
at it with a view of making money out of
it because there is money to be made.
We want to produce all we use and have
an abundance to send away. We need
more hard workers, more men who will
see that hogs are raised on the farms
and men who will see that the hogs are
cared for and brought up to paying size
for meat.
We need more men who will make a
business of it — who will see that their
tenants do something towards reaching
out for the profits now in hog raising.
Every farmer, every man with a patch
big enough for the growing of feed,
ought to have just as many hogs as it is
possible to care for.
There are fortunes unheard of, of
which none of us have ever dreamed in
raising hogs here at home in our own
fields and pastures. Cholera is nothing
to fear. The man with an ounce of en-
efrrv. rare and attention for his stock —
real business like attention — need not
worry. Hogs that are cared for do not
suffer from this trouble. — Editorial,
Jackson, Miss., Daily News, Nov. 13,
Capt. John A. Webb, Agent Develop-
ment Bureau, Illinois Central Railroad
Co., was in the city yesterday and paid
this office an appreciated call. Capt.
Webb was at one time an efficient mem-
ber of the Mississippi Railroad Com-
mission and is among the best posted
men on transportation rates, perhaps in
the State. He
was here with
the end in
view of inves-
t i g a t i n g the
H a r b o 1 d hog
feeding ranch
recently estab-
lished at Aber-
deen in the
interest of co-
operating with
that industry to
the mutual ad-
vantage of its
owner, the sec-
tion in which
the ranch is
located, and
the railroad
company he rep-
resents. Capt.
Webb stated
that the location
of the industry
here has more
significance t o
the development
of this section
in the way of
stimulating hog
raising and the
growing of
feeds which go
into their finish-
ing than most
people realize.
TheHarbold hog
ranch is nearing
completion and
soon hogs will
b e transported
from the north-
west for finish-
ing until the
time when, per-
haps, this terri-
tory will supply
many of them
that will b e
needed. — Aber-
d e en, Miss.,
Weekly, 12-21-
1917. '
Ine Natural Gateway
to the South and. Southwest
ty
George ^A.. Sarifoi-cL
Secretary Helenas Business Mens League
O ITUATED in Phillips County on the
*^ west bank of the Mississippi River
on what is known as Crowleys Ridge,
which puts it above high water free from
floods and is the only natural elevated
location on the west bank of this greatest
of rivers below the Missouri line. Helena
has a population of 21,000 and is grow-
ing rapidly. No town in the whole coun-
try has a more wide awake loyal citi-
zenry who pull together on every propo-
sition that looks to the betterment of
town or county.
Phillips County is one of the richest
in the state. Her soil from the rich delta
lands along the eastern half to the high
rolling lands to the West are adapted to
a greater variety of farming than any
other section in the whole South, and in
this day of diversification ideal locations
can be found for any kind of farming
from rice growing to stock raising.
Helena is within reach of unlimited
quantities of hardwood timber of all
varieties and this added to her transpor-
tation facilities, five railroads extending
in all directions, and the Mississippi
River, makes an ideal location for wood-
working plants of every description.
Helena is the second largest hardwood
center in the world.
Helena handles more than 100,000
bales of cotton every year, which on ac-
count of its quality is known as Helena
Cotton and is sought by the Eastern buy-
ers.
RAILROADS
Helena, by reason of her transporta-
tion facilities is the natural gateway and
trade center of the South and South-
west.
Besides deep water transportation on
the Mississippi River she has five rail-
roads, two of which are great trunk line
systems.
The Yazoo & Mississippi Valley, a part
of the great Illinois Central system, the
greatest railroad system in the United
States today, gives an outlet to the North
and East and to all points East of the
river, and gives Helena direct access to
Kentucky and Southern Illinois coal
fields.
The Missouri Pacific gives direct serv-
ice East as well as West They have
three lines radiating from Helena, North,
South and West, putting Helena in direct
touch with coal mines in Western Arkan-
sas and Southern Illinois.
The Missouri and North Arkansas
Railroad gives connections West through
Joplin, Missouri, touching the zinc and
lead fields in Northwest Arkansas and
South West Missouri.
This gives five lines of railroad cross-
ing the county in different directions and
in direct touch with the finest hardwood
timber supply in the United States.
The Yazoo and Mississippi Valley and
Missouri and North Arkansas have just
completed a beautiful joint depot in Hel-
ena at a cost of $75,000.00.
Considerable coal is also handled to
Helena direct from Kentucky and Illi-
nois mines by barges on the Ohio and
Mississippi river.
Helena has as low freight rates as any
city in the Mississippi Valley.
I*
18
ILLINOIS CENTRAL MAGAZINE
HOTELS
Two modern, well equipped
hotels serve the traveling public
and in addition there are several
smaller hostelries, and as sani-
tary, attractive and well appoint-
ed cafes as can be found in any
city in the country.
INDUSTRIES
Helena has three newspapers,
one first class daily, all alive to
the public interest and ready at
all times to promote
Two splendidly equipped job
printing establishments as good
as any in the South, turning out
work equal to the large cities.
Helena has a very active
wholesale district with traveling
men covering all adjacent terri-
tory, and a cold storage plant
said to be the most complete in
the South.
Helena is the second largest
hardwood center in the world
and is adjacent to almost unlimited
ILLINOIS CENTRAL MAGAZINE
19
supplies of hardwood timber of all kinds.
She ships 12,000 cars a year of lumber
and lumber products and consumes
36,000 cars of logs a year.
She has twenty large woodworking
plants manufacturing lumber, veneers,
box material, hoops, cooperage stocks
and various other articles of wood.
Two large cotton compresses and two
capital and surplus of $1,000,000 and de-
posits of $5,000,000 and three Building
and Loan Associations with assets of
more than $1,000,000.
ROADS
Helena has twenty miles of beautiful
streets paved with concrete asphalt and
brick and her country roads are well
cotton oil mills handle annually more
than 100,000 bales of cotton, which with
the seed and other by-products amounts
to approximately $20,000,000.
An 1800 Spindle Cotton Mill manufac-
turing cotton yarn.
A well equipped modern ice plant of
large capacity, and unexcelled service
supplies the town with pure ice.
There are five banks with combined
maintained the year round and the county
is rapidly building concrete roads.
At the present rate of improvement,
Phillips County will soon have the best
roads and road system of any county in
the State.
SCHOOLS
Helena's public schools rank among
the best in the state, and have long en-
joyed a most enviable reputation.
ILLINOIS CENTRAL MAGAZINE
21
Graduates are eligible to enter the
State University and other colleges with-
out examination. The efficiency of the
Helena schools is due no less to the char-
acter of the directors and officers of the
board than to the attainments and talents
of the principals and teachers. The
beautiful Highschool building, cut of
which is shown on cover of this maga-
zine, is one of the handsomest in Arkan-
sas, is fireproof and perfect in sanitary
construction and occupies a city block.
PUBLIC BUILDINGS
The Phillips County Courthouse is one
of the handsomest buildings in the city
and in fact is one of the most modern in
the State.
The Federal Building housing the post-
office and Federal Court is a credit to
the city and is a very handsome commo-
dious building.
The Helena Hospital is well equipped,
thoroughly modern in every respect and
large enough to take care of the City's
needs.
The Public Library is said to be one of
the best in any town this size in the
country.
PUBLIC UTILITIES
Helena has a thoroughly modern well
equipped electric light plant furnishing
the city with light and cheap power, her
gas plant with its enormous storage ca-
pacity is indeed a boon in this time of
fuel scarcity, furnishing as it does, am-
ple supply of gas at reasonable price for
heating and cooking.
The street railway not only serves
Helena proper but connects Helena with
Midland Heights and West Helena, a
distance of a little over three miles. This
is a beautiful ride, attractive and inter-
esting and some of the scenes along the
route are hard to rival.
Helena is well supplied with good pure
soft water pumped from 500 foot wells.
Her fire department is one of the best
and most efficient in the State.
CHURCHES
A city is judged by its churches and its
schools. Every right living man believes
in the influence of the church, although
he may not be a regular attendant. He
would not consider locating in a place
that was not under the moral influence
of a church life. Helena offers all in
the way of denominational churches that
any city can offer, and here we find the
true Southern hospitality. It is said of
church people in some sections that they
are cold and uncharitable. The reverse
is true here. Our churches are well at-
tended, and there is a warmth and com-
panionable feeling extended to strangers
within their doors.
The pulpits are supplied by high-class
men of the cloth, who rank with the aver-
age to be found in the pulpits of the
country. Good choirs are maintained
and most excellent Sunday schools.
HOMES
As will be seen from the accompanying
pictures, Helena is indeed a city of beau-
tiful homes.
As a residence city she is ideal.
Few cities in the country can claim
better health conditions. Her death rate
among the white residents is way below
the average. A full time competent
health officer is employed by county and
city. The citizens are proud of their
city as is attested by the well paved
streets and beautiful well kept lawns.
AMUSEMENTS
The Grand Opera House furnishes all
that is desired in the way of high class
attractions, the best on the road coming
to Helena during the season.
Two high class well managed motion
picture houses keep abreast of the times
and always show the best to be had.
The Helena Country Club has beauti-
ful grounds, including forty acres with a
nine hole golf course, two tennis courts
and a beautiful modern equipped club-
house.
Helena has first class fair grounds and
race track and the Helena District Fair
held each fall is a big event in Eastern
Arkansas.
PHILLIPS COUNTY
Is situated in the eastern part of the
State, on the Mississippi River.
Her bottom lands; the richest in the
world, are protected by permanent levees.
Agriculturally she is the garden spot
ILLINOIS CENTRAL MAGAZINE
of Arkansas. Her rich bottom lands
raise cotton that has a reputation in the
eastern markets and is sought by the buy-
ers.
Her high land is adapted to stock rais-
ing, fruit growing, and on account of the
the importance of diversification and are
now rotating their crops, raising alfalfa,
lespedeza, soy and velvet beans, crimson
and bur clover, rice, wheat, oats, peas
and are gradually improving their cattle
and the hog raising industry is growing
HoknatArk.
mild climate and long growing season
and excellent transportation facilities,
rare opportunity is here for truck farm-
ers to make themselves independent in a
few years.
Phillips County farmers have realized
rapidly. Arkansas is third in yield of
rice and is second in production per acre.
A great deal of rice is raised in Phillips
County.
At Barton, twelve miles from Helena,
a co-operative creamery and pasteurizing
ILLINOIS CENTRAL MAGAZINE
23
plant has been established, and several
carloads of the best Holstein and Jersey
cows to be had in the country have been
brought to the community.
Phillips County is free from the cattle
tick and farmers all over the county are
buying pure-bred cattle.
Helena has a live, wide awake Busi-
ness Men's League with a full time sec-
retary, including a traffic department
with a full time competent traffic man.
The Board of Trade is a separate or-
ganization with a full time man in charge,
with wire service and keeps in touch with
the cotton, grain and stock markets
throughout the world.
These two organizations work in per-
fect harmony, and their whole energy is
devoted to upbuilding Helena and Phil-
lips County.
If you are seeking a location, either
manufacturing or farming, Helena and
Phillips County can give you what you
want.
Gnarcnes, HefenaAr^,
Letter From Major Bent
American
Y. M. C. A.
On Active Service
with the
American Expeditionary Force.
November 25, 1917.
Dear Mr. Anderson:
I enjoyed reading the clipping you sent about the game and was more
glad to receive your letter.
I have felt that I ought to write a monthly letter for the magazine, but
the colonel in turning over to the officers the orders of the commanding gen-
eral in regard to what one could write put us on honor to censor our own
letters. On that account orte naturally feels bound to comply more strictly
with the orders than if he was simply taking a chance with the censor.
I have mailed you many papers and clippings published here and in
London, which I did not consider a violation of the instructions, for they were
published statements. I thought from those you could take extracts for the
magazine. I have also sent Mrs. B. copies of some of them and asked her to
give them to you.
I shall soon begin to mail you a description of events in the past that
certainly can be of no value to the enemy.
I mailed a large number of clippings about our first taking over a section
of the French railway and enclose another copy herewith.
Our first American locomotive, a superheater, showed up on the line a
few days ago and is doing good work. It is handling trains that heretofore
required a pusher. When the whistle was first blown, all the Frenchmen
came tumbling out of the buildings. They had never heard anything like it,
for their whistle is a sharp, little one. The bell is also a source of wonder
to them, for the French engines have no bell. Here the people look out for
the trains, not the trains for the people, and the fines are very heavy for get-
ting on the tracks or walking on the right-of-way.
The railroad is first here, the people second. Its importance and value
are accepted as a matter-of-fact, and it is realized that interference with the
railroad is interference wtih the vitality and welfare of the nation.
Those roads that are guarded by gates, have gates closed long before
the arrival of the train, and are not opened until the train is well by, and are
then rolled back by the guard. As he has to operate one on one side of the
track first, and then cross the tracks to the other, this does not make very
rapid travel for the man on the road.
I was amused the other day to receive the report about the smash up of
24
ILLINOIS CENTRAL MAGAZINE
25
an automobile which was left by the driver too near the team tracks, and
was caught by some of the cars when the train pulled out. The remarks by
those in power were to the effect that the d fool ought to have had more
sense, and it was a question of disciplining the driver. We would have been
glad, at home, to get out of it by buying a new automobile.
Give my best regards to all my many friends on the I. C. and remember
me most deeply to Mrs. Anderson. Give her my best.
Again I say I hope that you understand my position in not giving you
more information. I know others have sent home considerable, but it is not
in accordance wtih my standard of honor.
Yours sincerely,
! C. L. BENT.
"Old Glory" in London
American Troops Welcomed — March Past the King
On the morning of August 15, 1917,
Londoners had one of their few chances
to cheer and wax enthusiastic since the
war began. American troops marched
through the streets behind the flag of
the great Republic. For weeks past —
indeed, since the United States came
into the war — English people have been
hearing rumors of the number of troops
being sent from the States to the French
front. They had ocular demonstration
enough to convince them of the effort
being made on the other side of the
Atlantic.
The censor and our War Office, the
American Embassy and the American
military authorities decided that it
would be better in the interests of all
concerned if no very early preliminary
announcements were made. Conse-
quently it was not until Tuesday night
that Londoners knew that the march
was taking place. Even with the short
notice given the public, it was evident
that the crowds which gathered had
come there to express their enthusiasm.
To those who have watched London
crowds in the past three years of war
it was at once plain that, although the
gathering was perhaps small in num-
bers, it was in no way lacking in en-
thusiasm. The cheering on some parts
of the route was continuous and the
comments of the crowd would have
made any man in the khaki ranks
pleased.
From 8:30 a. m. the troops marched
from Waterloo to the Wellington Bar-
racks. At the railway station there were
some hundreds of British soldiers going
on leave and a few score coming back
from France. It was there that the
Americans got their first noisy welcome.
The Tommies cheered in British fashion,
and the Americans, standing easy, re-
sponded with the sort of cheer that one
hears from the Big League crowds when
the White Sox have "put it over" the
Giants. Every nation cheers in its own
way, but in the cheers of both nations
at Waterloo there was the same enthusi-
asm.
At Wellington Barracks Colonel Las-
siter, the military attache of the Ameri-
can Embassy, was present to welcome
the units as they arrived. With him were
Lord Derby, Lieutenant-General Sir
Francis Lloyd, and a number of officers
of the Guards' Brigade. There was a
tremendous crowd here from 9 o'clock
onwards, and the railings of the parade
ground were packed with people eager
to make the men from the United States
feel at home, and incidentally to beg a
souvenir or two from them in the shape
of a button or a badge. At 11 :30 a. m.
the troops left the barracks to the tune
of "The Boston Tea Party," surely a
26
ILLINOIS CENTRAL MAGAZINE
strange air to be played before troops
in the streets of London, but still a most
appropriate one.
The Men Themselves
The men were admired all along the
route. They were a remarkable uniform
lot, and their physique was splendid.
All of them are volunteers, and most of
them are men who have been working
with their hands in the West, and they
are necessarily as fit as an open-air
rigorous life can make them. They
marched with a free step, much like the
Colonial troops, and they showed that
they had learned their drill. Hardly a
man or woman in the crowd realized
that nearly all of these men were ci-
vilians six weeks ago. But such is the
fact, and it is good to let it be known.
After a month and a half of drilling
these men marched as well as many of
our permanent battalions. The slope
of their rifles was uniform, and they
never seemed to tire or grow slack. And
it was a tiring march, even though it
was not a long one, for the streets were
hot, and the men were up very early in
the morning to entrain for the city.
The Americans wear the hat that has
been made familiar to us by the New
Zealand forces — a felt hat with a
straight brim and pinched crown. Each
unit of the American Army wears a dif-
ferent cord around the crown, with two
tassels hanging on the brim in front.
The men carried waterproof capes slung
in their belts behind. Instead of puttees
they wore canvas leggings laced in front.
These are particularly useful for every
class of service. On the Mexican bor-
der they were found to be cool and com-
fortable. In France they will be every
bit as useful, for they do not collect as
much mud as puttees, and are easily
washed.
The sergeants, many of them with
medal ribbons telling of their service in
Mexico, the Philippines, or China, all
Wore automatic pistols hung handily on
the right hip. Their chevrons denot-
ing rank are reversed and the "Vs" of
the stripes point upwards. There was
at least one man from the New York
police 'in the non-commissioned ranks,
and perhaps a patrolman or two from
Chicago. Many of the men have come
fresh from the West.
It is just about now that the annual
migration of the "hoboe" takes place.
He leaves New York for the winter,
often traveling on the undercarriage of
a freight wagon until he reaches a town
far enough west, and warm enough
climatically, to attract him. Here he
stops off, and works intermittently
until the city calls again. This year the
"hoboe" will have a much easier time.
One of the biggest men in the first con-
tingent to march past, when asked
what he was doing two months ago,
looked a little homesick. "I was chas-
in' hoboes off the freight cars on the
Dallas-Sweetwater stretch in Colo-
rado." And in case the uninitiated do
not know what a "hoboe" is, it might
be explained that a hoboe is a tramp.
In the watching crowd one was often
struck with the frequent comment on
the physical appearance of the Ameri-
c,an troops. They went along with
shoulders squared and their eyes to the
front. There was no talking in the
march, and each man kept the aline-
ment of his four splendidly. When, as
often happened, the column paused on
the route, the men marked time with a
precision that would have pleased even
a Guards sergeant-major. There was
one noticeable thing about their ap-
pearance, and that was the lack of
moustaches. Very few of them had
moustaches, and fewer still had beards.
Saluting "Old Glory."
At the head of each contingent there
was carried the Stars and Stripes, and
it can safely be said the "Old Glory"
has never had such a rousing reception
in the streets of London before. As
each color party passed it was saluted
by every man among the watching1
crowds. Civilians doffed their hats,
and soldiers saluted rigidly. Often,
too, it was the signal for three cheers.
There were many individual exam-
ples of enthusiasm, and they were not
missed by the marching men. In the
Green Park, when the men halted, one
28
ILLINOIS CENTRAL MAGAZINE
of them called to the other, "Say, did
you get the little 'bell-hop' looking
through the grating in Pell Mell
street? The one that was hollerin' 'Are
we downhearted ?' " They had all no-
ticed him, and his little tribute wal
appreciated. As a matter of fact, it
was the page-boy of the Automobile
Club who had squeezed his head
through the grille above the front door
and so addressed the crowd beneath
and received" a rousing answer.
Once in the crowd there came a
weird sound that caused all heads to
turn in wonder. The American files
knew it, and although they could not
respond, they smiled as they looked
straight to their front, for it was the
college yell of Harvard. Yale followed
in lesser voice, and ended with a hoarse
wheeze. Many of the men in the ranks
were engineering graduates and many
of them were athletes. More than one
private carrying his rifle in the parade
has stood at the diamond and hit balls
that made the outfield scatter to the
four corners of the ground. Many of
them have pitched balls fast enough
and curly enough to make the best
batsman resume his seat after a bare
few seconds with never a base gained.
Some of them are runners who have
breasted the tape for Pennsylvania,
Princeton, Yale, and Harvard. They are
all in a bigger game now, where the
pace is faster and the score greater.
The ancestors of many of these men
fought in the Civil War and it is certain
that the traditions of Gettysburg, Har-
per's Ferry, and the Hagerstown Pike
will be jealously guarded. There will
be many families in the United States
in a few years who will be able to point
to war records covering three genera-
tions.
The column swung past the Nelson
monument, along Pall-mall, and up
into Piccadilly, where the crowd was not
so dense. Then they marched to the
American Embassy, where they passed
the Ambassador and Mrs. Page. As
each company marched past the men
came to the salute, and the movement
was acknowledged by Mr. Page. Can-
adians at the Maple Leaf Club cheered
hard and continuously as the proces-
sion swung past the Embassy.
At Buckingham Palace.
Perhaps the crowd was thickest and
most enthusiastic round Buckingham
Palace, where the King, Queen Alex-
andria, Lord French and Lieutenant-
General Sir Francis Lloyd stood at the
saluting base in front of "the massed
bands of the Guards' Brigade. As the
salute was given by each company in
turn the King acknowledged it, and the
crowd burst into prolonged cheering.
One band played "The Long, Long
Trail," and the crowd took up the re-
frain in great voice, helping the strains
of the brass with a fine volume of
sound. When the Str.rs and Stripes
came past the King and all the military
officers at the saluting point paid the
proper compliments.
When most of the troops had gone
by a motorcar drove into the cleared
space in front of the Palace, and the
Prime Minister stepped out amidst
cheers, and walked briskly across to
the King, and stood beside him until
the guard of honor had been inspected.
In the Green Park the Americans
were given a light luncheon at open-air
tables, and many of their countrymen
mixed with them and stayed to talk
of their homes. The Canadians were
especially fraternal in their greetings,
for many of them had friends in both
forces, and after all it is not a far cry
from Medicine Hat to Missouri or from
Montreal to Massachusetts.
The impression made by the men
was undoubtedly a splendid one, and
one could not help wondering what the
regular battalions of the United States
Army in France are like if soldiers of
six weeks' training comported them-
selves as well as these. The whole pro-
cession was an excellent argument in
favor of our having more of the same
sort of thing. Why should not we see
our own men from Canada. Australia,
New Zealand and South Africa march
through the streets? The enthusiasm
was sufficient warranty that the Lon-
ILLINOIS CENTRAL MAGAZINE
29
don public needs a spectacle like this The bands of the Guards, in full
every little while, and it would be a strength, were distributed along the
pretty compliment if it could be ar- column, and they played every appro-
ranged. When the bands passed the priate air their bandmasters could
cheering grew louder than ever, and think of. The opinion of the average
the pipers of the Irish Guards, in brick- man in the crowd was that, "it was a
colored kilt, and with Irish pipes, the good show, and it was a pity that we
stocks decked with emerald ribbons, re- did not have more like it." — London
ceived a particularly hearty reception. Times.
In Memoriam
First Lieutenant G. M. Anderton, Co. "A", 501st Engineers
/^•EORGE MONCRIEF ANDER-
^^TON, formerly Assistant Engi-
neer, St. Louis Division, died of menin-
gitis, December 9th, on board a Unit-
ed States transport, just before the
ship reached France.
Mr. Anderton was born at Alexan-
dria, Va., in 1892. After graduating
from Washington and Lee University
in 1912, with degrees of B« S. and B.
A. he was engaged by the United
States Forestry Service on a survey
in Virginia.
June, 1913, he entered the service
of the I. C. R. R. as chainman on Lou-
isiana division, Maintenance of Way
party; September, 1913, he was pro-
moted to rodman on Kentucky divi-
sion party; March, 1914, he was pro-
moted to masonry inspector on north-
ern lines; June, 1914, he was promot-
ed to instrumentman and assigned
temporarily to the Kentucky division,
and then to the Tennessee division ;
January, 1915, he was transferred to
construction work and was located at
Benton, 111., 'then at Dawson, Ky.,
and thence to Grand Crossing, Chi-
cago.
From December, 1915, to April,
1916, he served as topographer on the
Centralia-Mounds proposed grade re-
duction survey, and was then as-
signed to the Minnesota division,
Maintenace of Way party.
June, 1916, Mr. Anderton was pro-
moted to the position of inspector on
FIRST LIEUTENANT G. M. ANDERTON
the chief engineer's staff at Chicago,
and in February, 1917, he was promot-
ed to the position of assistant engi-
neer, part of his time being devoted to
the study and preparation of plans for
I. C. R. R. proposed new passenger
terminal at 12th street and other im-
30
ILLINOIS CENTRAL MAGAZINE
provements along the lake front, Chi-
cago.
June, 1917, he was promoted to the
position of assistant engineer on the
St. Louis division.
Mr. Anderton was among the first
to offer his services to his country,
having applied for admission to the
Engineer Officers' Reserve Corps ear-
ly in April, '1917. On August 9th, he
was notified that he had been accept-
ed, and on August 23rd he was grant-
ed leave of absence during the term of
his military service. On September
5th he reported to the Engineer Of-
ficers' training camp at American
University grounds, Washington,
D. C.
October 6th, Mr. Anderton was
married to Miss Judith Winter Bos-
well of Alexandria, Va. He received
his commission as first lieutenant, and
on November 26th sailed for France.
He was taken ill on December 5th and
passed away on December 9th.
Mr. Anderton's career in the service
of this company gave promise of a
brilliant future, which was cut short
by his untimely death. He was a
man of fine character and pleasing
personality, and has left many friends
on the I. C. R. R. to mourn his loss.
FIRST I. C. RAILROAD SIGN IN FRANCE
As the accompanying photograph indi-
cates the men of Company A., 13th Regi-
ment Engineers (Railway), are still loyal
to the Illinois Central.
The picture shows the first I. C. R. R.
sign in France and was sent from "some-
where in France" by Warren Stephen-
Following is an abstract from a let-
ter written at sea by one of his broth-
er officers, First Lieutenant O. H.
Wainscott, also of the Chief Engin-
eer's office:
''It is a sad day for brother of-
ficers aboard ship sailing abroad to do
our bit on a foreign field, to have to
give up our dear friend and brother,
First Lieutenant George M. Ander-
ton of Company A, 501st Engineers,
who passed to that land of rest at
6 :05 a. m.
"Lieutenant Anderson joined this
command October 1, 1917, and proved
to be a valuable man, a jolly good fel-
low and a friend of everyone; all will
miss him, and I most of all, due to our
pleasant relations with the I. C. R. R.,
our pleasant times at Washington,
D. C., our Masonic relations, and most
of all our close friendship since he
joined this command.
"He was taken sick several days ago
and was unconscious to the last, and
passed away in a peaceful sleep."
We who, knew Lieutenant Anderton
well, who held him in esteem, and ap-
preciated his friendship, extend our
heartfelt sympathy to the widow and
parents who are thus suddenly be-
reaved of the husband and only son.
son, formerly timekeeper in master
mechanics office at Mattoon, and now
clerk to Lieut. F. P. Nash.
THE SOLDIER.
By F. M. Jones.
He wired for us to meet him,
Enroute he was, to France,
\Yit.h millions more he's going,
To make the Kaiser dance.
We met in old St. Louis,
Down near the Terminal Tower,
Our handsome red cheeked soldier boy,
Who's on his way to War.
With her eyes like stars,
And a smile on her lips,
His mother bide him farewell,
Although she knew he was leaving her,
Going into the jaws of Hell.
ILLINOIS CENTRAL MAGAZINE
31
Her baby boy was leaving her,
And her heart with grief was sad,
But her eyes shone blue,
And her smile was true,
To cheer her soldier lad.
WASTE IS CRIMINAL
"To waste now is nothing short of
criminal." Secretary of the Treasury
McAdoo.
The duty of the American people to
economize in consumption of food and
all other materials as well as save
money, can not be too often or too
strongly urged upon them. The duty
is so imperative, its observance so
vital to our country's success, that it
should be kept constantly before them.
The proposition is plain and under-
standable. We have lessened the pro-
ductive powers of the country by tak-
ing 2,000,000 men away from the pro-
ductive forces of the country; instead
of producers of one kind or another
the soldiers are consumers of the prod-
ucts of our farms, factories, and
mines, and when the munitions they
expend and will expend against the
enemy is considered they are tre-
mendous consumers of the manufac-
tured products of the country.
A tremendous amount of the manu-
facturing energy of the country has
been withdrawn from manufacturing
the things we use in peace and put
to manufacturing the things we use
in war. The total loss to the country
of the productive energy of our sol-
diers and sailors and the diversion of
a great portion of the other produc-
tive energy of the country to war pur-
poses lessen to a great extent the
amount of material and supplies pro-
duced by the country.
To this condition of lessened pro-
duction and increased consumption of
and by our own men must be added
the extraordinary demand made upon
this country to supply the armies of
our allies and to a great extent their
population with food and other ma-
terial.
We must meet the condition that
confronts us in two ways — by the
strictest economy in consumption, for
every pound we refrain from using
adds a pound to be devoted to the
uses of our Army and Navy and the
military forces of our allies; and by
speeding up our production to the
limit. The American people are going
to do all that they know to be neces-
sary to win this war — to shorten this
'war. They have only to realize the
imperative duty of economy in saving
and they will economize and save.
The finances of the whole country,
public as well as private, by force of
the national needs at this crisis are
subordinated and adjusted to the great
Liberty Loan. Financing by railroads
or other great industries and all lesser
private financing must be considered
primarily in relation to the Govern-
ment loans.
The needs of private interests, the
money necessities of the business of
the country as well as that of the
Government itself are all considered
by the Secretary of the Treasury in
fixing the amount and date of each is-
sue of Liberty Loan Bonds, and the
effect of the issue of bonds on all oth-
er securities and all other loans is
given due consideration.
The dissemination, therefore, of un-
true information, even when made in
honest belief and with good intention,
is harmful, and Secretary McAdoo on
December 20 issued the following
strong statement:
"The report that the next issue of
Liberty Bonds will be $3,000,000,000
at 4!/2 per cent and on March 15, 1918,
is wholly unfounded. I wish I could
make the patriotic newspaper men of
America realize how mischievous and
hurtful to the interests of the country
such speculative statements are. When
a decision has been reached about the
next Liberty Loan, it will be officially
announced. Meanwhile, all other
statements and rumors may be disre-
garded."
ILLINOIS CENTRAL MAGAZINE
GEORGE WILDES, JR.
Formerly Y. & M. V. Agent at Baton Rouge,
Now Captain Company "A" 335 Battalion
M. G. D. 87 Division Camp Pike, Ark.
THE PEOPLE ARE SAVING
It has been pointed out as evidence
of how strongly the duty of saving had
been impressed upon the English peo-
ple by the war-savings campaign in
that country that in the year 1916, al-
though purchasing billions of dollars
of war bonds, the small savings-bank
depositors in England increased their
deposits in savings banks over $60,-
000,000, this in face of the fact that the
English have been noted as a spend-
ing rather than a saving people.
It seems that a similar process has
taken place in America. Two great
Liberty Loans were floated in the year
just closing, and nearly $6,000,000,000
of Liberty Loan Bonds were pur-
chased by the people. Yet instead of
being depleted the savings-bank de-
posits of the country have been in-
creased. The president of one of the
large New York savings banks is
quoted as saying on December 20,
1917:
"One of the most remarkable things
about the Liberty Loan campaigns is
the small effect they have ,had on the
saving banks accounts, which show an
increase. This we lay to the appeals
made to the American people to pur-
chase the bonds out of their earnings,
paying for them from week to week or
from month to month. The people ap-
pear to be doing as they have been
urged, purchasing the bonds from cur-
rent savings."
THE SOLDIERS TAKING GOV-
ERNMENT INSURANCE
That the wise and beneficent law
providing Government insurance for
the military and naval forces of the
United States is fully appreciated by
the soldiers and sailors of the Nation
is being every day evidenced.
At Camp Wadsworth, Spartanburg,
S. C., during the month of November
nearly 20,000 applications were sent to
the Bureau of War Risk Insurance;
71 per cent of these was for the maxi-
mum amount of $10,000, 23 per cent
was for $5,000, and 6 per cent was for
lesser sums. In 16 companies every
single man applied for insurance; in
5 units, 3 of them full companies,
every man applied for the maximum
of $10,000.
A spirited campaign of education has
been organized and is being conducted
to furnish full and thorough informa-
tion of the workings of the law to
those coming under the provisions, and
it is believed that the great benefits of
this wise and humane provision for
the soldiers and sailors of the United
States and their dependents will be
availed of by practically all of our
fighting men.
At the close of the business day of
December 20 the Bureau of War Risk
Insurance had received applications to
the number of 272,122, aggregating
$2,359,402,000 of insurance.
ILLINOIS CENTRAL MAGAZINE
33
REVENUE OFFICIALS TO
ASSIST IN MAKING OUT IN-
COME-TAX PAPERS
Farmers all over the country are
making numerous inquiries about their
income-tax returns.
Men of the field force of the Bureau
of Internal Revenue of the Treasury
Department will visit every county in
the United States during January and
February. Notice of their arrival will
be given in advance.
The services of these officials in
making out income-tax returns will be
given without cost to all persons re-
questing it. Failure to see them, how-
ever, will not relieve citizens of the
duty imposed upon them to file their
returns not later than March 1.
Questions as to when a farmer is to
make his return of the value of crops
and stock, the relation of these things
to income, etc., and as to employes
and other matters, will all be answered
by the revenue field force.
LIBERTY-BOND COUPONS
The interest coupons of Liberty
Loan Bonds are payable at any Fed-
eral reserve bank or Subtreasury and
at the Treasury Department in Wash-
ington, and any national bank which
is a general depositary of Government
funds is required to cash these cou-
pons without charge.
It is believed by the Treasury De-
partment that no bank or trust com-
pany which is a depositary of the
proceeds of Liberty Bonds or Treasury
certificates of indebtedness will make
a charge for collecting the coupons,
paying cash to the holder. The serv-
ice rendered by banking institutions in
cashing these interest coupons is a
substantial one, but it is hoped that
these depositaries will perform the
service without charge as a patriotic
duty.
TWO BITS A DAY CLUBS
Out in Phoenix, Ariz., a movement
has been inaugurated for the forma-
tion of "Two Bits a Day" clubs, the
members of which are to buy a quar-
ter's worth of Thrift Stamps every day.
Three men each took a hundred Thrift
cards, pasted one stamp in each card,
and sold the entire lot before two
blocks had been covered.
"Two Bits" is the old term, dating
back to the early days of the country,
for a quarter of a dollar, and is still
used in the South and West. Every
patriotic American now wants "to do
his bit;" the members of these clubs
are carrying out this idea finely in do-
ing their "two bits" every day. It is
hoped that "Two Bits a Day" clubs
will be formed all over the country in
the great war-savings campaign.
A SUGGESTION TO SHIPPERS OF FRUITS, VEGETABLES AND
OTHER PERISHABLE FREIGHT THAT THEY PROVIDE
THEMSELVES WITH COVERED VANS.
It is understood that some progressive shippers and receivers of fruits,
vegetables and other perishable freight in certain large cities have provided
themselves with covered vans in which it is possible for them to install port-
able heaters during very cold weather, thus minimizing the risk of loss or
damage by freezing such goods while being hauled across town or during the
loading or unloading of cars.
The Food Administraion wishes to bring this matter to the special atten-
tion of shippers and receivers in general with the suggestion that they give it
their immediate and serious consideration to the end that so far as practicable
they or many of them may promptly provide themselves with some kind of
covered vehicles in like manner.
This suggestion is not intended to encourage the unecessary handling of
fruits, vegetables or other perishable goods during very cold or inclement
4 ILLINOIS CENTRAL MAGAZINE
weather. Everything must be done to prevent loss, damage or deterioration
of such perishables which consist largely of food products.
The Food Administration will be pleased to make a careful note of the
names and addresses of all progressive shippers and receivers who have made
or are making a special effort to place themselves in positoin to handle food
products safely and with the least possible risk of loss or damage thereto.
Yours very truly,
UNITED STATES FOOD ADMINISTRATION.
Per Harry A. Wheeler,
Food Administrator for Illinois.
A LOYAL ACT ON THE PART OF A TRAIN CREW ACKNOWLEDGED
BY THE GENERAL SUPERINTENDENT \
December 7, 1917.
Mr. S. P. Jones,
Engineer.
Dear Sir:
My attention has been called to your action at Mound Bayou this morning on
train No. 12, when you discovered cotton on fire on a platform, where there was a
large quantity of exposed cotton, as well as equipment belonging to this company.
The stopping of your train, its protection, extinguishing the fire and the alarm
sounded to the people, merits most favorable notice. Your action on this occasion,
as well as several others are most gratifying and I shall take pleasure in sending copy
of this letter to our management.
Yours truly,
A. H. Egan,
General Superintendent.
Leadership
A Remarkable Address Delivered by Major C. A. Bach, U. S. A., to the
Graduating Officers at Fort Sheridan
'"PHIS is the soldier's analysis of how
to be a leader — the farewell instruc-
tions given to the student-officers at the
Second Training Camp at Fort Sheridan
by Major C. A. Bach, a quiet, unassum-
ing army officer acting as an instructor
at both the training camps. This address
to the men commissioned as officers in
his battalion should be read by every
young officer in the army and every pri-
vate soldier and noncommissioned of-
ficer as well. It is one of the best com-
positions on the subject of "Leadership"
ever recorded.
The reserve officers" in Major Bach's
battalion were so carried away by the
speech that they besieged the ma-
jor for copies that they could
take with them into the army and re-
read. The Herald, hearing of the
great interest aroused, secured the
only copy of the address in existence
and, with the approval of Colonel James
* *
TN A short time each of you men will
control the lives of a certain number of
other men. You will have in your charge
loyal but untrained citizens, who look
to you for instruction and guidance.
Your word will be their law. Your
most casual remark will be remembered.
Your mannerisms will be aped. Your
clothing, your carriage, your vacabulary,
your manner of command will be imi-
tated.
When you join your organization you
will find there a willing body of men who
^sk from you nothing more than the
qualities that will command their re-
spect, their loyalty and their obedience.
They are perfectly ready and eager to
follow you so long as you can convince
them that you have these qualities.
When the time comes that they are sat-
isfied you do not possess them you might
as well kiss yourself good-by. Your use-
fulness in that organization is at an end.
R. Ryan, publishes the speech in full.
The wisdom of Major Bach's address
is as vital to the business man aspiring
to leadership or to the section "boss" as
to the young leader in the mighty army
which democracy now sends forth to fight
its battles. The best service you can do
for any relative in the army or navy,
officer or enlisted man, is to send him
this copy of the Herald containing this
remarkable address.
Major Bach entered military life
through the National Guard, going out
as an enlisted man in the Thirteenth Min-
nesota Infantry. When the regiment
was sent to the Philippines young Bach
went along as a sergeant. He was pro-
moted to a lieutenancy in the Thirty-
sixth United States Volunteer Infantry.
He then went into the regular establish-
ment as a first lieutenant in the Seventh
Cavalry and advanced grade by grade to
his majority.
From the standpoint of society, the
world may be divided into leaders and
followers. The professions have their
leaders, the financial world has its lead-
ers. We have religious leaders, and
political leaders, and society leaders. In
all this leadership it is difficult, if not
impossible, to separate from the element
of pure leadership that selfish element
of personal gain or advantage to the in-
dividual, without which such leadership
would lose its value.
It is in the military service only, where
men freely sacrifice their lives for a
faith, where men are willing to suffer
and die for the right or the prevention
of a great wrong, that we can hope to
realize leadership in its most exalted
and disinterested sense. Therefore,
when I say leadership, I mean MILI-
TARY LEADERSHIP.
In a few days the great mass of you
men will receive commissions as officers.
35
36
ILLINOIS CENTRAL MAGAZINE
These commissions will not make you
leaders; they will merely make you offi-
cers. They will place you in a position
where you can become leaders if you
possess the proper attributes. But you
must make good — not so much with the
men over you as with the men under you.
Men must and will follow into battle
officers who are not leaders, but the driv-
ing power behind these men is not en-
thusiasm but discipline. They go with
doubt and trembling and with an awful
fear tugging at their heartstrings that
prompts the unspoken question, "What
will he do next ?"
* * *
Such men obey the letter of their or-
ders but no more. Of devotion to their
commander, of exalted enthusiasm which
scorns personal risk, of their self-sacri-
fice to insure his personal safety, they
know nothing. Their legs carry them
forward because their brain and their
training tell them they must go. Their
spirit does not go with them.
Great results are not achieved by cold,
passive, unresponsive soldiers. They
don't go very far and they stop as soon
as they can. Leadership not only de-
mands but receives the willing, unhesitat-
ing, unfaltering obedience and loyalty of
other men ; and a devotion that will cause
them, when the time comes, to follow
their uncrowned king to hell and back
again if necessary.
You will ask yourselves: "Of just
what, then, does leadership consist?
What must I do to become a leader?
What are the attributes of leadership,
and how can I cultivate them?"
Leadership is a composite of a num-
ber of qualities. Among the most im-
portant I would list self-confidence,
moral ascendency, self-sacrifice, pater-
nalism, fairness, initiative, decision, dig-
nity, courage,
tail.
Let me discuss these with you in de-
S elf -confidence, results, first, from ex-
act knowledge ; second, the ability to im-
part that knowledge ; and, third, the feel-
ing of superiority over others that natu-
rally follows. All these give the officer
poise.
To lead, you must know — you may
bluff all your men some of the time, but
you can't do it all the time. Men will
not have confidence in an officer unless
he knows his business, and he must know
it from the ground up.
The officer should know more about
paper work than his first sergeant and
company clerk put together; he should
know more about messing than his mess
sergeant; more about diseases of the
horse than his troop farrier. He should
be at least as good a shot as any man
in his company.
If the officer does not know, and dem-
onstrates the fact that he does not know,
ir is entirely human for the soldier to say
to himself, "To ihell with him, He
doesn't know as much about this as I
do," and calmly disregard the instruc-
tions received.
There is no substitute for accurate
knowledge. Become so well informed
that men will hunt you up to ask ques-
tions; that your brother officers will say
to one another, "Ask Smith — he knows."
* * *
And not only should each officer know
thoroughly the duties of his own grade
but he should study those of the two
grades next above him. A twofold bene-
fit attaches to this. He prepares him-
self for duties which may fall to his lot
at any time during battle; he further
gains a broader viewpoint which enables
him to appreciate the necessity for the
issuance of orders and join more intel-
ligently in their execution.
Not only must the officer know but he
must be able to put what he knows into
grammatical, interesting, forceful Eng-
lish. He must learn to stand on his feet
and speak without embarrassment.
I am. told that in British training
camps student officers are required to de-
liver ten-minute talks on any subject
they may choose. That is excellent prac-
tice. For to speak clearly one must
think clearly, and clear, logical thinking
expresses itself in definite, positive
orders.
While self-confidence is the result of
knowing more than your men, moral as-
cendency over them is based upon your
ILLINOIS CENTRAL MAGAZINE
37
uelief that you are the better man. To
gain and maintain this ascendency you
must have self-control, physical vitality
and endurance and moral force.
You must have yourself so well in
hand that, even though in battle you be
scared stiff, you will never show fear.
For if you by so much as a hurried
novement or a trembling of the hands,
)r a change of expression, or a hasty
order hastily revoked, indicate your men-
tal condition it will be reflected in your
men in a far greater degree.
In garrison or camp many instances
will arise to try your temper and wreck
the sweetness of your disposition. If at
such times you "fly off the handle" you
have no business to be in charge of men.
For men in anger say and do things that
they almost invariably regret afterward.
An officer should never apologize to
his men; also an officer should never be
guilty of an act for which his sense of
justice tells him he should apologize.
Another element in gaining moral as-
cendency lies in the possession of enough
physical vitality and endurance to with-
stand the hardships to which you and
your men are subjected, and a dauntless
spirit that enables you to not only ac-
cept them cheerfully but to minimize
their magnitude.
Make light of your troubles, belittle
your trials and you will help vitally to
build up within your organization an
esprit whose value in time of stress can-
not be measured.
Moral force is the third element in
gaining moral ascendency. To exert
moral force you must live clean, you
must have sufficient brain power to see
the right and the will to do right.
RE AN EXAMPLE TO YOUR
MEN. An officer can be a power for
good or a power for eyil. Don't preach
to them — that will be worse than useless.
Live the kind of life you would have
them lead, and you will be surprised to
see the number that will imitate you.
A loud-mouthed, profane captain who
is careless of his personal appearance
will have a loud-mouthed, profane, dirty
company. Remember what I tell you.
Your company will be the reflection of
yourself. If you have a rotten com-
pany it will be because you are a rotten
captain.
Self-sacrifice is essential to leadership.
You will give, give all the time. You
will give of yourself physically, for the
longest hours, the hardest work and the
greatest responsibility is the lot of the
captain. He is the first man up in the
morning and the last man in at night.
He works while others sleep.
You will give of yourself mentally, in
sympathy and appreciation for the
troubles of men in your charge. This
one's mother has died, and that one has
lost all his savings in a bank failure.
They may desire help, but more than
anything else they desire sympathy .
Don't make the mistake of turning
such men down with the statement that
you have troubles of your own, for ev-
ery time that you do YOU KNOCK A
STONE OUT OF THE FOUNDA-
TION OF YOUR HOUSE.
* * * *
Your men are your foundation, and
your house of leadership will tumble
about your ears unless it rests securely
upon them.
Finally, you will give of your own
slender financial resources. You will
frequently spend your own money to
conserve the health and well-being of
your men or to assist them when in
trouble. Generally you get your money
back. Very infrequently you must
charge it to profit and loss.
When I say that paternalism is essen-
tial to leadership I use the term in its
better sense. I do not now refer to that
form of paternalism which robs men of
initiative, self-reliance and self-respect.
I refer to the paternalism that manifests
itself in a watchful care for the com-
fort and welfare of those in your charge.
Soldiers are much like children. You
must see that they have shelter, food
and clothing, the best that your utmost
efforts can provide. You must be far
more solicitous of their comfort than
of your own. You must see that they
have food to eat before you think of
your own; that they have each as good
38
ILLINOIS CENTRAL MAGAZINE
a bed as can be provided before you con-
sider where you will sleep. You must
look after their health. You must con-
sider their strength by not demanding
needless exertion or useless labor.
And by doing all these things you are
breathing life into what would be other-
wise a mere machine. You are creating
a soul in your organization that will
make the mass respond to you as though
it were one man. And that is esprit.
And when your organization has this
esprit you will wake up some morning
and discover that the tables have been
turned : that instead of your constantly
looking out for them they have, without
even a hint from you, taken up the task
of looking out for you. You will find
that a detail is always there to see that
your tent, if you have one, is promptly
pitched ; that the most and the cleanest
bedding is brought to your tent; that
from some mysterious source two eggs
have been added to your supper when
no one else has any; that an extra man
is helping your men give your horse a
supergrooming ; that your wishes are an-
ticipated ; that every man is "Johnny on
the spot." And then you have arrived.
Fairness is another element without
which leadership can neither be built up
nor maintained. There must be first that
fairness which treats all men justly. I
do not say alike, for you cannot treat
all men alike — that would be assuming
that all men are cut from the same piece ;
that there is no such thing as individ-
uality or a personal equation.
YOU CANNOT TREAT ALL MEN
ALIKE; a punishment that would be
dismissed by one man with a shrug of the
shoulders is mental anguish for another.
A company commander who for a given
offense has a standard punishment that
applies to all is either too indolent or too
stupid to study the personality of his
men. In his case justice is certainly
blind.
Study your men as carefully as a sur-
geon studies a difficult case. And when
you are sure of your diagnosis apply the
remedy. And remember that you apply
the remedy to effect a cure, not merely
to see the victim squirim. It may be nec-
essary to cut deep, but when you are sat-
isfied as to your diagnosis don't be di-
verted from your purpose by any false
sympathy for the patient.
Hand in hand with fairness in award-
ing punishment walks fairness in giving
credit. Everybody hates a human hog.
When one of your men has accom-
plished an especially creditable piece of
work see that he gets the proper reward.
TURN HEAVEN AND EARTH UP-
SIDE DOWN TO GET IT FOR HIM.
Don't try to take it away from him and
hog it for yourself. You may do this
and get away with it, but you have lost
the respect and loyalty of your men.
Sooner or later your brother officers will
hear of it and shun you like a leper. In
war there is glory enough for all. Give
the man under you his due. The man
who always takes and never gives is not
a leader. He is a parasite.
There is another kind of fairness —
that which will prevent an officer from
abusing the privileges of his rank. When
you exact respect from soldiers be sure
you treat them with equal respect. Build
up their manhood and self-respect.
Don't try to pull it down.
For an officer to be overbearing and
insulting in the treatment of enlisted
men is the act -of a coward. He ties the
man to a tree with the ropes of discipline
and then strikes him in the face, know-
ing full well that the man cannot strike
back.
Consideration, courtesy and respect
from officers toward enlisted men are
not incompatible with discipline. They
are parts of our discipline. Without
initiative and decision no man can ex-
pect to lead.
In maneuvers you will frequently see,
when an emergency arises, certain men
calmly give instant orders which later,
on analysis, prove to be, if not exactly
the right thing, very nearly the right
thing to have done. You will see other
men in emergency become badly rattled ;
their brains refuse to work, or they give
a hasty order, revoke it; give another,
revoke that ; in short, show every indica-
tion of being in a blue funk.
ILLINOIS CENTRAL MAGAZINE
39
Regarding the first man you may say :
"That man is a genius. He hasn't had
time to reason this thing out. He acts
intuitively." Forget it. Genius is mere-
ly the capacity for taking infinite pains.
The man who was ready is the man who
has prepared himself. He has studied
beforehand the possible situation that
might arise ; he has made tentative plans
covering such situations. When he is
confronted by the emergency he is ready
to meet it.
He must have sufficient mental alert-
ness to appreciate the problem that con-
fronts him and the power of quick rea-
soning to determine what changes are
necessary in his already formulated plan.
He must have also the decision to order
the execution and stick to his orders.
Any reasonable order in an emergency
is better than no order. The situation is
there. Meet it. It is better to do some-
thing and do the wrpng thing than to
hesitate, hunt around for the right thing
to do and wind up by doing nothing at
all. And, having decided on a line of
action, stick to it. Don't vacillate. Men
have no confidence in an officer who
doesn't know his own mind.
Occasionally you will be called upon to
meet a situation which no reasonable hu-
man being could anticipate. If you have
prepared yourself to meet other emer-
gencies which you could anticipate, the
mental training you have thereby gained
will enable you to act promptly and with
calmness.
You must frequently act without or-
ders from higher authority. Time will
not permit you to wait for them. Here
again enters the importance of studying
the work of officers above you. If you
have a comprehensive grasp of the entire
situation and can form an idea of the
general plan of your superiors, that and
your previous emergency training will
enable you to determine that the respon-
sibility is yours and to issue the neces-
sary orders without delay.
The element of PERSONAL DIG-
NITY is important in military leader-
ship. Be the friend of your men, but
do not become their intimate. Your men
should stand in awe of you — not fear.
If your men presume to become familiar
it is your fault, not theirs. Your actions
have encouraged them to do so.
* * *
And, above all things, don't cheapen
yourself by courting their friendship or
currying their favor. They will despise
you for it. If you are worthy of their
loyalty and respect and devotion they
will surely give all these without asking.
If you are not, nothing that you can do
will win them.
It is exceedingly difficult for an offi-
cer to be dignified while wearing a dirty,
spotted uniform and a three days' stub-
ble of whiskers on his face. Such a man
lacks self-respect, and self-respect is an
essential of dignity.
There may be occasions when your
work entails dirty clothes and an un-
shaven face. Your men all look that
way. At such times there is ample rea-
son for your appearance. In fact, it
would be a mistake to look too clean —
they would think that you were not do-
ing your share. But as soon as this un-
usual occasion has passed set an exam-
ple of personal neatness.
And then I would mention courage.
Moral courage you need as well as
physical courage — that kind of moral
courage which enables you to adhere
without faltering to a determined course
of action, which your judgment has in-
dicated as the one best suited to secure
the desired results.
You will find many times, especially in
action, that, after having issued your
orders to do a certain thing, you will be
beset by misgivings and doubts ; you will
see or think you see other and better
means for accomplishing the object
sought. You will be strongly tempted to
change your orders. Don t do it until
it is clearly manifested that your first
orders were radically wrong. For, if
you do, you will .be again worried by
doubts as to the efficacy of your second
orders.
Every time you change your orders
without obvious reason you weaken
your authority and impair the confidence
40
ILLINOIS CENTRAL MAGAZINE
Di your men. Have the moral courage
to stand by your order and see it
through. ,
Moral courage further demands that
you assume the responsibility for your
own acts. If your subordinates have
loyally carried out your orders and the
movement you directed is a failure, the
failure is yours, not theirs. Yours would
have been the honor had it been suc-
cessful. Take the blame if it results in
disaster. Don't try to shift it to a sub-
ordinate and make him the goat. That
is a cowardly act.
Furthermore, you will need moral
courage to determine the fate of those
under you. You will frequently be called
upon for recommendations for the pro-
motion or demotion of officers and non-
commissioned officers in your immedi-
ate command.
Keep clearly in mind your personal
integrity and the duty you owe your
country. Do not let yourself be de-
flected from a strict sense of justice by
feelings of personal friendship. If your
own brother is your second lieutenant,
and you find him unfit to hold his com-
mission, eliminate him. If you don't
your lack of moral courage may result
in the loss of valuable lives.
If, on the other hand, you are called
UDon for a recommendation concerning
° man whom for personal reasons, you
thoroughly dislike, do not fail to do him
full justice. Remember that your aim
is the general good, not the satisfaction,
of an individual grudge.
I am taking it for granted that you
have physical courage. I need not tell
you how necessary that is. Courage is
more than bravery. Bravery is fearless-
ness— the absence of fear. The merest
dolt may be brave, because he lacks the
mentality to appreciate his danger ; he
doesn't know enough to be afraid.
Courage, however, is that firmness of
spirit, that moral backbone which, while
fully appreciating the danger involved,
nevertheless goes on with the undertak-
ing. Bravery is physical ; courage is
mental and moral. You may be cold all
over ; your hands may tremble ; your legs
may quake; your knees be ready to give
way — that is fear. If, nevertheless, you
go forward; if, in spite of this physical
defection you continue to lead your men
against the enemy, you have courage.
The physical manifestations of fear will
pass away. You may never experience
them but once. They 'are the "buck
fever" of the hunter who tries to shoot
his first deer. You must not give way to
them.
A number of years ago, while' taking
a course in demolitions, the class of
which I was a member was handling
dynamite. The instructor said regard-
ing its manipulation: "I must caution
you gentlemen to be careful in the use
of these explosives. One man has but
one accident." And so I would caution
you. If you give way to the fear that
will doubtless beset you in your first
action, if you show the white feather, if
you let your men go forward while you
hunt a shell crater, you will never again
have the opportunity of leading those
men.
Use judgment in calling on your men
for displays of physical courage or brav-
ery. DON'T ASK ANY MAN TO GO
WHERE YOU WOULD NOT GO
YOURSELF. If your common sense
tells you that the place is too dangerous
for you to venture into, then it is too
dangerous for him. You know his life
is as valuable to him as yours is to you.
Occasionally some of your men must
be exposed to danger which you cannot
share. A message must be taken across
a fire-swept zone. You call for volun-
teers. If your men know vou and know
that you are "right" you will never lack
volunteers, for they will know your
heart is in your work, that you are giv-
ing your country the best you have, that
you would willingly carry the message
yourself if you could. Your example
and enthusiasm will have inspired them.
And, lastly, if you aspire to leader-
ship, I would urge you to STUDY MEN.
Get under their skins and find out
what is inside. Some men are quite dif-
ferent from what they appear to be on
ILLINOIS CENTRAL MAGAZINE
41
the surface. Determine the workings
of their minds.
Much of General Robert E. Lee's suc-
cess as a leader may be ascribed to his
ability as a psychologist. He knew most
of his opponents from West Point days,
knew the workings of their minds, and
he believed that they would do certain
things under certain circumstances. In
nearly every case he was able to antici-
pate their movements and block the exe-
cution.
You cannot know your opponent in
this war in the same way. But you can
know your own men. You can study
each to determine wherein lies his
strength and his weakness; which man
can be relied upon to the last gasp and
which cannot.
KNOW YOUR MEN, KNOW
YOUR BUSINESS, KNOW YOUR-
SELF.— Chicago Sunday Herald, Dec.
2, 1917. r
[Copyright, 1917, by J. Keeley.l
Egypt
By Will W. Husband, Centralia, 111.
"fP GYPT" is that part of Illinois
lying south of the Baltimore &
Ohio Railroad. In this territory there
are twenty-six counties, with an ap-
proximate population of one million
people. It is bounded on the east by
the Wabash River, and on the south and
west by the Ohio and Mississippi Rivers.
Originally forests covered the greater
portion of the State of Illinois, while
the central and northern sections were
originally covered with grasses. "Egypt"
is more or less hilly, and the Ozark
Ridge, which enters the state at Grand
Tower, crosses half a dozen counties
to the Ohio River.
Until the last decade or so farming
was the principal occupation of this re-
gion. True, coal mining had been car-
ried on for years, but not on the magni-
tude the industry is now conducted. It
was not until about twenty years ago
that Southern Illinois began to attract
the attention of the outside world to any
great extent, since which time the mining
business has been developed on a large
scale ; indeed, "Egypt" is now considered
one of the most important coal fields of
the nation. As a result of the opening
up of these vast mines, railroads and
electric lines have been constructed, new
towns have been erected and various
manufacturing plants have been estab-
lished at different points in Southern Il-
linois.
"Egypt" is not rich in coal alone, for
other valuable minerals are produced in
this section. The fluor-spar mines of
Hardin County are said to be second to
none in the world. This county also pro-
duces some silver and lead. Silica is
very profitably mined in Union and Al-
exander Counties. Some ten or twelve
years ago oil was discovered in paying
quantities in parts of Southern Illinois,
which added materially to the wealth of
the community. It is believed that other
oil pools exist, particularly in the more
southern counties, and considerable pros-
pecting work is now under way.
The dairy industry is at present re-
ceiving considerable attention in South-
ern Illinois ; farmers are no longer de-
pending exclusively on grain crops, but
are taking up dairying and stock raising.
Conditions for the conducting of this
business in this locality are ideal. The
growing season in Southern Illinois is
about one hundred and ninety days,
while the growing season in more north-
ern localities is one hundred and fifty
days. Nearly all varieties of hay and
grass grow to perfection on the uplands
and prairies, and the rich bottom lands
never fail to yield an abundance of ex-
cellent corn. Then, too, the great mar-
kets of Chicago and St. Louis are near
and shipping facilities ar unexcelled.
The Illinois Central Railroad Com-
pany is now co-operating with the farm-
ers, bankers and business men of
Southern Illinois with the view of es-
43
ILLINOIS CENTRAL MAGAZINE
tablishing the dairy industry on a firm
basis, and it is gratifying to know that
this work, which is in charge of Mr. W.
S. Matthews, Dairy Extension Agent, is
meeting with success. In this connec-
tion, the Illinois Central Railroad Com-
pany is appealing to farmers to make a
more liberal use of crushed limestone.
It has been demonstrated that Southern
Illinois land, treated with ground lime
and phosphate, will yield twenty more
bushels of wheat to the acre than ordi-
narily. Dr. Hopkins, a noted authority
on agriculture, has given this subject
much study and has been conducting a
series of experiments on a farm he pur-
chased in Marion County several years
ago. Commenting on the result of his
work, the Chicago Tribune says :
"Some years ago, Dr. Cyril G. Hop-
kins, the famous agriculturist of our
state university, bought a place down in
Southern Illinois, The soil was origi-
nally the prairie type common in that
part of the state, but it had become so
depleted by bad farming that it was
known throughout the country as 'Poor-
land Farm.' Dr. Hopkins kept the name,
but on that supposedly exhausted soil,
he raised this year forty-four bushels of
wheat to the acre.
"There is nothing mysterious and
nothing expensive about his success. He
practices a sensible crop rotation, and
uses the fertilizer combination which has
proved at the agricultural experiment
station to give the best results. Even this
year, he tried out his land with three
methods of fertilizing, and here is the
result :
"Manure alone 7.7 bu. per acre
"Manure and limestone..21.3 bu. per acre
"Manure, limestone and raw
phosphate 44.1 bu. per acre
"Soil treatment like that pays, even
with wheat at moderate prices. With
wheat prices at the altitude fixed by law
for the next year, big crops of bread
cereal are the surest source of wealth
known."
Southern Illinois offers splendid op-
portunities to investors. Being situated
midway between the North and the
South, and the East and the West, its
. location is significant. With its numer-
ous railways extending in all directions,
and its water boundaries formed by
the three rivers previously mentioned,
"Egypt" has an ideal system of trans-
portation by rail and water. A new era
is dawning over Southern Illinois and
"Egypt" is coming into her own.
Resolutions Adopted by the Sub-committee, Birming-
ham, Alabama, Executive Committee, the
American Railway Association
"Resolved, that the Local Freight
Agents, as well as officers of the trans-
portation lines in the territory covered
by this Committee, should determine in
all cases the destination of shipments for
which cars are asked to be placed, be-
fore placing cars, and restrict the plac-
ing for shipments only to such points as
are not embargoed and where destina-
tions are such as will permit of shipments
moving through junction points that are
not embargoed or that are known not to
be congested.
"Be it further Resolved, that where
shippers tender reconsigning instructions
to an embargoed destination or via an
embargoed route, said instructions be de-
clined and the shipment held at recon-
signing point on the original billing, de-
murrage rules to apply thereon until
shipment is delivered or reconsigned to
a point not embargoed.
"Be it further Resolved, that traffic
officials of lines, members of this Com-
mittee, make special effort through their
field representatives and local agents to
discourage the reconsignment of ship-
ments on the part of shippers and
others."
TRANSPORTATION
DEPARTMENT
The Railroads' Duty in War
C. W. Shave, Train Master
EVERYBODY is closely watching
the progress being made in stamp-
ing out despotism and inaugurating
democracy in Europe in the great con-
flict with Germany and her Allies. In
many instances the news received
through the press and otherwise has
anything but a satisfactory effect. We
frequently read where the Allies of
America have gained some point of
vantage only to be hurled back with
stubborn resistance by their enemy, and
thus far has left considerable oppor-
tunity for those not actually engaged
in close vicinity of the engagements to
draw their own conclusions as to the
progress being made.
We do know, however, that the en-
tire world is looking forward with im-
plicit confidence to the Railways of
American and Europe to do their part
without procrastination towards the suc-
cessful prosecution of lasting peace.
America has been greatly favored in
having avoided devastation thus far
from active naval, aerial and land en-
gagements with the enemy, leaving our
facilities and forces intact, and only
reduced in efficiency to a small percent
by volunteer service and draft. The lat-
ter, however, should and can be over-
come by the proper spirit of patriotism
and loyalty to our country, by the com-
bined efforts on the part of all, from the
highest executive to the lowest in rank
of service.
Chief executives have properly an-
nounced their intention of unselfish
ideals in proclaiming to the President of
the United States that the facilities of
the railroad properties, represented
through them, were ready to be oper-
ated as a unit to serve our country in
national defense. This statement, in my
judgment, was one of the most glorious
tributes ever expressed in favor of rail-
road employes in general, as when their
statement gained circulation it also pro-
claimed to the world that there is ap-
proximately two and one half million
efficiently trained men engaged on Amer-
ican railways ready to take part in the
conflict by lending their untiring ef-
forts in keeping the arteries of com-
merce open for the movement of muni-
tions and food stuffs, which means so
much towards alleviating suffering
among those who have joined the colors
in defending our cause for the glory of
America and the service of humanity,
which is a patriotic duty of every true
American born, bred and seeking sus-
tenance on the soil of freedom — the land
abundant with free institutions and op-
portunities without restrictions.
Thus far marvelous results have been
accomplished considering the volume
of traffic and narrowness of facilities
by reason of lean earnings of proper-
ties due to adverse public opinion and
legislation, facing a propaganda of
crime, treachery and lawlessness,
through pro-German influence in order
to foment industrial discord among em-
ployes, which made paramount the ques-
tion of combining loyalty in such of us
as were left on the properties, the
larger number of whom having reached
an age that not only excluded them from
conscription but as volunteers from ac-
Hve service as well.
46
ILLINOIS CENTRAL MAGAZINE
47
The various obstacles have been
largely overcome due primarily to in-
creased efficiency on the part of older
men retained in service, in that they have
put forth every effort in assisting in edu-
cating the younger and inexperienced
men, have solidly refrained from re-
questing leave of absence and untiringly
and uncomplainingly devoted their ener-
gies in assisting in the movement of an
abnormally increased traffic in war ma-
terial as well as shipments for domestic
consumption. These results would not
have been possible and the movement
of traffic would have been greatly re-
tarded, were it not for the loyalty and
combined efforts of the railroad em-
ployes. This loyalty should be contin-
ued with unlimited energy on the part
of all for an early conclusion of perma-
nent peace, and our actions so guarded
that when that time arrives the rail-
roads and their employes will pass into
history as having done their full duty
to country and flag in its fight to "Make
the World Safe for Democracy."
I. C. Coal Car at High Speed
By J. F. Porterfield, General Superintendent of Transportation
TJ NDER the heading of. "Why Is
the Coal Famine?" a story written
by a Cleveland newspaper man, who
made a coal car his companion in the
southern Ohio coal fields, has been going
the rounds. He is reported to have
stayed with the car until it had delivered
its cargo in Cleveland and returned to
the mine for another load. It is said
that when this newspaper man started
on the assignment he was one of the
younger members of the staff, but that
he had been on the assignment so long
that when he returned he was one of
the older members of the staff. Fol-
lowing is the record of the movement of
the car as given by the reporter:
Stops. Time lost-
At Rush Run mine, after loading 19 hours, 30 minutes.
At siding, three miles from mine : -'- 19 hours, 5 minutes
At "RO" station, near Toronto 46 hours, 45 minutes
At Wellsville yards (exclusive of time necessary for routine) 13 hours, 20 minutes
At Bedford yards (exclusive of routine) 32 hours
At Kinsman yards (exclusive of routine) 38 hours
At Woodland extension yards 5 hours, 30 minutes
At transfer track 21 hours, 45 minutes
At Q'uincy yards 18 hours, 30 minutes
At foundry (company's failure to handle it promptly) 170 hours, 40 minutes
At foundry (after unloading-) 1 hour, 30 minutes
At Quincy yards 5 hours, 30 minutes
At transfer track _ 4 hours, 30 minutes
At extension track r.... 32 hours, 35 minutes
At Canal Dover yards 17 hours, 45 minutes
At Kinsman yards 17 hours, 42 minutes
At Cambridge yards 19 hours
Total time lost — 20 days, 1 hour, 22 minutes.
Perhaps there are coal cars which
dilly-dally along the road like this one
is reported to have done, due to failure
of consignees to promptly unload and
other causes, but I believe this to be the
exception. However, the incident sug-
gested to me the idea of having the
movement of several of our coal cars
checked from the records. Among a
large number of cars having good per-
formances to their credit, I noticed I.
C. car 85,514. In eleven days this car
ILLINOIS CENTRAL MAGAZINE
traveled 1,249 miles, or an average of
113 miles per day. Following is the
record :
Left Fordham empty, 4:30 A. M.,
November 6, for DuQuoin, 111.
Arrived DuQuoin 11:10 A. M., No-
vember 7, and loaded at DuQuoin with
coal for Haleyville, Ala.
Arrived at Mounds, 111., enroute to
Haleyville, 4:00 P. M., November 8.
Arrived at Haleyville 7:45 P. M.,
November 10.
Load of coal discharged at Haleyville
and car sent DeKoven, Ky., for another
load of coal.
Arrived at DeKoven 12:30 P. M.,
November 15, and loaded with coal for
Water Valley, Miss.
Arrived at Water Valley, Miss., 11 :15
A. M., November 17, completing its
journey of 1,249 miles, which it was re-
quired to run in order to haul two loads
of coal from the mines to consumers.
It is no uncommon thing for coal cars
on the Illinois Central to make 100 miles
per day, but, of course, that is better
than the average. These little stories
about cars which dilly-dally along the
road, and those which run at dizzy rates
of speed, are of no particular value, be-
cause for every dilly-dallying coal car
one can be found that makes high speed.
It is not the record of the occasional car
that should either condemn or uplift a
railroad in the eyes of the public. The
thing which should count is the record
of a railroad system for periods of three
months, six months or one year. Dur-
ing the year just ended, the Illinois Cen-
tral hauled 433,265 car loads of coal,
which is an increase of 81,129 over the
preceding year, or 23 per cent, and the
performance for 1916 held the record
until it was smashed by the record of
1917. Another thing which we did in
1917 was to reduce the average car days
per load of coal by one day ; that is, dur-
ing 1917, our coal cars made the trip
from the mines to the consumer and
return in one day less per load than our
previous best record. By reducing the
average car days per load one day, we
gained 3,000 cars for coal loading per
month.
ALFALFA FIELD, PHILLIPS COUNTY, ARKANSAS.
low
to Li
It is not trie Science or curing Disease so much, as the prevention or it
tnat produces tne greatest good to Humanity. One of tne most important
duties of a Health Department should be tne educational service
/ *\ f
A A A A teaching people how to live A A A A
The Value of Rice as a Food
In these days, when the question of
food supply has become so serious, it be-
comes necessary to seek adequate substi-
tutes for bread, potatoes, and ordinary
staple foods which have been used most
commonly in the past. Many ardent advo-
cates have offered as a substitute for the
previously commonly used starchy foods
the more general use of rice. Rice as a
food and sustenance seems to be worthy
of our most careful consideration. Care-
fully prepared articles have pointed out
the well known and excellent qualities of
this cereal and it is gaining headway in
the public regard. However, we find that
old prejudices are still hard to overcome
in some quarters.
The Toledo Blade for instance, says
derisively "There is little difference be-
tween rice and hominy. Both taste like
nothing." To which the Albany Journal
replies: "Now will the Toledo Blade
kindly explain the taste of potatoes.
Nothing that contains considerable
starch can have much taste." The
Blade's laconic rejoinder is, "Potatoes
taste like a square meal."
The Birmingham Age-Herald thinks,
"Rice may cut down the high cost of liv-
ing, but if a person doesn't happen to like
rice, it will also lessen materially the
pleasure of living." A contemporary
gives eight ways of cooking rice, but Mrs.
Lafayette Park says that there is but one
way to dispose of it and that is to let
somebody else eat it.
The Milwaukee Sentinel shows a more
receptive disposition and remarks, "In
these rare potato days, it is good to dis-
cover that we can eat rice without feel-
ing Chinafied or even Japanned" The
New York Sun warmly rallies to the de-
fense with, "Persons who object to rice
on the ground that the Chinese eat it,
should shun beef which is the food of the
hyena." The contribution of the Pitts-
burg-Gazette Times to the discussion is,
"Instead of showering a bride with rice,
the smart thing to do is to send it around
to her flat on her first at-home day."
The Toledo Blade writer concedes,
"This column hopes it is broad enough
to favor rice for those who like it," but
the Kansas City Star quotes the follow-
ing antipathetic item from the lola Kan-
sas Register, "When Ham Berger of
Olathe proposed an extravagant venture
one day last week, Mrs. Ham said se-
verely, 'A dollar will keep a heathen
Chinese in rice for a whole month.' Ham
retorted, 'The information means noth-
ing to me. A dollar would keep me in
rice for five years and if there didn't hap-
pen to be any weddings, for the rest of
my misspent life'."
The Seattle Post-Intelligence makes a
powerful argument when it says, "While
the American potato crop of last year
was 76,000,000 bushels below normal,
the rice crop was 47,000,000 bushels
above normal. The nutritive value of
rice, pound for pound, is about four times
that of potatoes." The friends of .rice
contend that the fault of its unpopularity
among many is that it is not properly
prepared, and properly cooked.
The Houston Post generously declares,
"It is all right to send cooks North to
show the dear old Yankee how to cook
rice," and adds still more cordially, "If
the Yankee will be good and vote the
49
ILLINOIS CENTRAL MAGAZINE
Democratic ticket regularly hereafter,
we may send up some cooks to show
them about cooking hoe-cake and fried
chicken. "
The New York Morning Telegraph
which is sincerely pro-rice, after remark-
ing that the potato became popular in the
first instance because it was cheap, not
because it was extraordinarily nutritious,
says that beans or rice will go two or
three times as far and are just as whole-
some. It then goes on to point out the
vide the most food units for a given sum
of money. The average man requires
from 3,000 to 3,500 food units each day.
Your lunch, for instance, should consist
of 700 to 1000 calories. Most of us do
not measure our food supply in terms of
food units or calories but we do learn
from a practical standpoint, that it re-
quires a certain amount of food units or
calories in order to keep us from feeling
hungry. Food should contain contituents
for solid body tissue. With reference to
RICE FIELD, PHILLIPS COUNTY, ARKANSAS.
inconsistency of many anti-ricers in the
following :
"He swore by all the gods of war
He never would eat rice
He wouldn't now be Chinafied
No matter what the price
The Chinks can eat it if they will
But not for mine he said
I have no coolie appetite
Please pass the meat and bread."
And then he met a White Light friend
And hailed him, "Come on Loui-ee
We'll drop in at the Chinaman's
And tackle his Chop-Suey."
However, from the standpoint of the
housewife, the problem of reducing the
cost of living resolves itself into determ-
im'ne not necessarily what articles cost
the least but what articles of food pro-
rice, we are told that 2 heaping table-
spoonsful of boiled rice contain as much
food value as 2 and one-half eggs that
are boiled. One pound of rice costs 6
cents and contains 1,610 food units while
a pound of potatoes costs 7 cents and
contains 370 food units. More nourish-
ment can be obtained by boiling two-
fifths of a pound of rice costing 2 and
two-fifths cents than is contained in six
medium sized potatoes which cost prob-
ably 14 cents.
In the use of rice, it is extremely im-
portant that it should be properly pre-
pared, both as regards rendering it easy
of digestion, as well as to have it taste-
fully prepared in order to be palatable.
The following method is suggested:
Wash the rice in 5 or 6 changes of
ILLINOIS CENTRAL MAGAZINE
51
water. For 1 cup of rice, use 3 and one-
half cups of water adding a scant tea-
spoonful of salt and salt spoonful of but-
ter substitute. After the rice has been
drained from previous washing and the
salt water with the bit of fat has been
brought to a brisk boil, drop the rice into
the boiling water. Boil for 15 minutes,
keeping it properly covered with a lid.
Do not stir the rice as the grains will be
broken. To avoid burning when using
a gas stove, place an iron or asbestos
plate under the pan. At the end of 15
minutes the water will be absorbed and
the grains will puff up. Remove the
cover from the pot and let rice dry for
20 minutes over the back of the stove or
in a slow oven. This rice so prepared
contains approximately 658 units or
enough to constitute what is usually re-
garded as a potato portion of a meal.
A combination of baked beans and
boiled rice flavored with minced onion
fried in butter substitute, costs 4 and one-
half cents, and contains enough for a
meal for one person. A combination of
herring and rice contains sufficient food
value for a meal for one person and can
be prepared at a total cost of 8 cents.
American people are notably lacking
in economy. This pertains to food sup-
plies as well as other things. It behooves
us to learn more*of food values and of
the economical preparation of properly
cooked foods, and it is especially import-
ant at this time, both on account of the
greatly increased cost of food supplies,
as well as the necessity to the United
States of conserving all foods, because
of their importance in this World's War.
EMPLOYES ARE REAPING THE BENEFIT OF THE HOSPITAL
DEPARTMENT AND ARE VERY APPRECIATIVE
OF ATTENTION RECEIVED
East St. Louis, 111., October 2, 1916.
Mr. G. W. Shaw,
Train Master,
East St. Louis, 111.
Dear Sir:
Allow me to thank one and all of you
through the Illinois Central Magazine for
the kind and efficient treatment I received
while under the care of the Illinois Central
Hospital Department during the month of
September, 1916. I was a patient at the
new company hospital at Chicago and the
treatment I received was magnificant, sub-
lime. The hospital staff one and all are
of the best; the physicians and surgeons
are second to none. I do not think that
my appreciation can be properly expressed
for the service and treatment rendered.
I have always been in favor of the Hos-
pital Department and the 50 cents that is
given monthly guarantees to all employes
that the best of treatment will be furnished
them when sick or iniured. We have one
of the most up-to-date hospitals in the
land.
Thanking you again for your kind treat-
ment while at hospital, I remain,
Yours respectfully,
J. P. Foster,
Conductor.
Fulton, Ky., October 18, 1916.
Dr. G. G. Dowall,
Chief Surgeon,
Chicago, 111.
My Dear Doctor:
On October 2nd I placed myself under
the care of the Hospital Department at
Paducah Hospital and underwent an opera-
tion, which was most satisfactorily per-
formed and which promises great improve-
ment in my health. The capable and at the
same time kind attention which I received
from the Hospital Department staff at
Paducah reflects expertness, and is of in-
estimable credit to your organization.
Wishing for you continuous success, I
am,
Yours very truly,
G. L. Robertson,
Train Dispatcher.
Morganfield, Ky., November 12, 1916.
Dr. J. Q. Taylor,
Assistant Chief Surgeon,
Illinois Central Hospital,
Paducah, Ky.
Dear Doctor:
It fell to my lot to be a patient at the
Illinois Central Hospital for thirteen days
this month. I am taking this, my first
ILLINOIS CENTRAL MAGAZINE
time, to thank you and your entire staff
for the good treatment I received while
under your care. I only wish that every
employe on the I. C. System could see and
know just what a great institution the com-
pany has provided for their benefit.
The Hospital Department has provided
us with an institution that is equal and in
many respects far superior to many hos-
pitals. At the Paducah Hospital any em-
ploye may go as to his own home and feel
assured that he will receive the very best
of medical and surgical treatment that can
be furnished. It is the place for all em-
ployes and all get the same treatment,
which is the very best.
I realize that the 50 cents per month
which contributors pay to the Hospital De-
partment, is the best investment that any
one can make.
Respectfully yours,
W. M. Farmer,
Section Foreman,
Kentucky Division.
STANDING TIMBER IN PHILLIPS COUNTY, ARKANSAS.
SAFETY FIRST
COMPARATIVE STATEMENT OF FATAL AND SERIOUS NON-FATAL
INJURIES OCCURRING DURING THE YEARS 1917 AND 1916
I. C. R. R. and Y. & M. V. R. R.
January
»
February
»»
March
V
April
»
May
»
June
»
July
jj
August
j>
September
j»
October
j>
November
»
December
»
Total :
Total :
1917 over 1
1917
Employes Trespassers Others
K. I. K. I. K. I.
5 16 10 5 9 5
1916
4
17
18
13
6
20
9
9
4
9
9
18
4
12
19
7
12
10
6
18
17
12
12
21
132
166
12
15
5
10
10
7
10
6
11
10
14
11
8
9
13
16
22
11
9
13
16
14
16
132
146
8
8
4
8
10
4
10
4
10
1
12
5
18
10
13
4
23
5
14
2
8
5
4
61
134
1
4
1
1
2
2
4
1
3
1
6
2
7
9
3
7
11
10
4
4
6
70
38
7
3
4
5
1
5
2
2
3
2
4
3
5
1
5
15
13
6
7
1
49
50
1917
1
1916
2
1917
3
1916
2
1917
2
1916. . .
2
1917
3
1916
2
1917
4
1916 ..
1
1917
3
1916
2
1917 .. .
8
1916
4
1917. .. .
4
1916
6
1917
1
1916
3
1917
9
1916
1
1917
10
1916
7
1917
53
1916
36
916 ...
. I— 17D-
-34
D— 14 D— 73
1—32
D— 1
Note: D — Decrease
I — Increase.
53
54
ILLINOIS CENTRAL MAGAZINE
ILLINOIS CENTRAL RAILROAD COMPANY; THE YAZOO & MIS-
SISSIPPI VALLEY RAILROAD COMPANY.
Rules for Crossing Watchmen and
Gate Towermen
Read These Instructions Carefully
and Post Them in Your Shanty
1. PREVENT ACCIDENTS— This
is your duty.
2. No visitors allowed.
3. All crossing employes shall remain
on duty during their specified hours and
shall not be absent except when relieved
by the employing officer.
4. Keep a careful watch and warn all
persons on foot and occupants of auto-
mobiles, vehicles, etc. of an approaching
train.
5. TO WARN — STAND BE-
TWEEN TRACKS where you can best
be seen, and hold your STOP sign or
lamp extended above the shoulder, so
that it can be clearly seen. DO NOT
STAND ON TRACK.
6. Where gates are provided, lower
them when train is within 2 blocks of
crossing. Do not raise until after rear
end of train clears crossing.
7. Before lowering gates, ring warn-
ing bell in ample time.
8. When gates are out of order, make
prompt report to your superior and pro-
tect crossing with STOP sign by day and
lamp at night.
9. Gatemen must not pour oil in
pump or air line, but should oil the mech-
anism in the gate post twice each week,
wiping off surplus oil from gate post.
10. Place lights on gates at sundown
and also in dark or foggy weather.
11. Report failure of automobiles to
stop after being signalled, by obtaining
the license number and identity of the
machine.
18. In case of accident obtain the
names of people injured and their ad-
dresses. Also the names and addresses
of any witness to the accident.
13. Keep premises around shanty
free and clear of rubbish, and allow
nothing to be placed on windows of
shanty to interfere with view.
14. Warn trespassers and children to
keep off and away from tracks.
A. E. Clift,
General Manager.
Chicago, Oct. 1, 1917.
AN ILLINOIS CENTRAL PENSIONER IS DOING HIS BIT FOR THE
PASSENGER DEPARTMENT
Port Arthur, Texas, November 18, 1917.
Mr W. H. Brill,
A. G. P. of the I. C. R. R.
Dear Sir: — Mr. J. Lufter and wife have just returned from a trip to New York City
via Chicago over our road from New Orleans, and were well pleased with the trip over
our road. This man has a shoe store here. One day in September he was telling me
that he was gomg to New York City for thirty days and he would sure like to go by
the way of Chicago, but the fare would be too much. I asked him what route had he
been going over the L. & N. R. F<. out of New Orleans. So we went to the agent here.
He was shown that the fare was the same either way. He was glad to make the
trip over the I. C. R. R. At some future time have this put in our magazine and
maybe some of my brother pensioners will help a little along this line.
Yours truly,
I. E. MARTIN.
249 K Street,
Port Arthur, Texas.
CLEANINGS
from me
CIAIMS DEPARTMENT
JntQTQSting - jV&f&s • of- *T)omgs - of
(Claimants - Jn • and - Out - of* Court
A SUGGESTION.
In the large cities, when a traffic of-
ficer signals the driver of an automo-
bile to stop, and the signal is disobeyed,
the next meeting between that traffic
officer and the driver takes place in the
Police Court, and the driver is nearly
always penalized. When a crossing
flagman at a railroad crossing signals
the driver of an automobile to stop, the
driver stops or proceeds, as he pleases,
and the flagman has no recourse. The
automobile driver knows this. If he
violates the flagman's signal and gets
across, he laughs at him. If he fails
to make it across, which frequently
happens, and is struck, with the usual
result, seriously injured, or killed, there
is nearly always someone ready to say
that the crossing flagman failed to
warn him. Crossing flagmen would
feel much encouraged, and no doubt
could prevent many accidents, if they
were clothed with authortiy to arrest
violators of their signals. If this matter
were brought to the attention of the city
and village authorities by our employes,
no doubt many of them would act favor-
ably upon the suggestion. Such a
movement would have a tendency to
conserve human life. All citizens think
that a good thing to do. but few take
personal interest in doing it.
EVER HAVE THIS 'JOB?
To Conductors and Trainmen :
It is your duty to report immediately
every accident or unusual happening,
however trivial, and get the names of
witnesses. This should be done for your
own protection against false charges by
claimants, as well as for the protection
of the company, and please bear in
mind the information you get is the
greatest protection the company has.
Did you ever try to find a needle in a
haystack? Well, if you didn't, don't
wish this job on the other fellow, who
happens to be the claim agent. When-
56
Ever Have This Job?
Don't Wish a Job Like It on the Other Fellow
An attorney presents a claim for injuries received by his client when thrown from a car.
The Claim Department has no knowledge of it. They must investigate, but what can they
"investigate"? They have no clue— it's like hunting a needle in a hay-stack.
Conductors and Motor men! — It's your duty to report immediately
every accident or unusual happening, however trivial, AND GET
WITNESSES, not only so the Company may proceed intelligently, but
For Your Own Protection Against False Charges by
Claimants. THAT IS SAFETY FOR YOU.
issued under tne auspice* ol the Electric Railway Section)
tab Bulletla tarn t>. M«mrad mt CMt prte. tr» the National Ha/My < ouncU. tOS Booth La Sail* St., Chloaca. IB- 9-17
ever a claim is made, the claim agent
has to go back to the bottom of it, and
the bottom is the thing which hap-
pened on the train and what the actual
witnesses say happened. The conduc-
tor and trainmen in charge of the train
are the only representatives of the com-
pany who can get the facts at the time,
and they are relied upon to get them.
A MAN OF ACTION.
"Did you read the letter Engineer
C. J. Barnett, of Memphis, wrote Vice-
President Foley on the question of un*
reasonable speed restrictions, which
appeared in the November number of
the Illinois Central Magazine?" in-
quired one of our high officials of the
writer. "That fellow Barnett is a won-
der. I am told he secured fifty extra
copies of Vice-President Foley's letter
on unreasonable speed restrictions and
sent them to prominent citizens of his
acquaintance located along his run be-
tween Memphis and Canton, and that
he received favorable replies from
nearly all of those to "whom he sent
copies of the letter. Mr. Barnett dem-
onstrated, in the handling of this mat-
ter, what a locomotive engineer, or a
conductor, or any other intelligent em-
ploye, can do toward convincing the
public of the unreasonable things re-
quired of the railroads."
TRYING TO SAVE THE CHIL-
DREN.
Superintendent Hevron, of the
Springfield Division, has instructed all
the officers and employes of the divi-
sion to get the names of little children
who have been in the habit of playing
on the tracks, or in the yards, and
jumping on and off moving cars, in the
different towns. After he gets the
names of the children who are doing
these dangerous things, Mr. Hevron
writes a personal letter to the parents
.of each child. Following is copy of a
letter Mr. Hevron recentlv addressed
to the father of Charles Harris, Glen
Carbon, Illinois :
"Your son Charles Harris was no-
ticed climbing on and off cars on the
passing track at Glen Carbon on No-
vember 6 and also playing around pas-
senger platform close to side of our
train No. 19 when it passed that sta-
tion. I am calling this matter to your
attention in order that you may explain
to your son the danger of playing
around cars or being close to trains
while in motion. My idea in calling
this to your attention is to avoid any
possible accident occurring to your son.
My attention is called quite frequently
to serious accidents to children due to
their being permitted to play around
railroad tracks."
THE OLD, OLD STORY.
One of the prominent causes of seri-
ous personal injury and death of em-
ployes is failure to protect themselves
by the use of blue flags while working
under or around cars. Following is the
report of the Shop Committee of the
Chicago Terminals on a recent acci-
dent, a report which reads so familiarly
that it might be proper to adopt it as a
form report, because so many similar
ones have to be prepared in the course
of a year:
"That car 21443 was repaired in
freight shops and had been removed to
coach yard. Injured party went over
to the car to install clamps on pipes
underneath the car near the end. While
in a stooped position under car three
cars were switched onto track, striking
the car underneath which injured party
was working. According to the state-
ments of witnesses, injured party neg-
lected to install the blue flag at either
end of car. We found no flags on string
of cars in the yards while investigating
this accident, but we found a blue flag
on the ground about seven feet from
the north end of the car under which
injured party was working."
LIVINGSTON PROMOTED.
Lieut. W. Brooks Livingston, of the
149th Infantry, now located at Camp
Shelby, Hattiesburg, Miss., has re-
cently been promoted from second to
first lieutenant. This will be welcome
news to the lieutenant's many friends
on the Illinois Central. It will be re-
membered that he was formerly em-
ployed as Assistant Chief Clerk to the
General Claim Agent, and later was
Claim Agent, with headquarters at Pa-
ducah, Ky. Lieutenant Livingston en-
tered the Officers' Training Corps at
Fort Benjamin Harrison in Indiana.
He is a big-brained young fellow, but
small of stature. While he was in the
Officers' Training Corps he was kept
in a state of torment and worry prac-
tically all the time on account of his
size. He told the writer that some-
thing was popping up almost daily
about his size and he thought sure it
was going to result in throwing him
out of the army. As soon as he would
seem to get one kink straightened out
something else would arise, • which
ILLINOIS CENTRAL MAGAZINE
59
would result in his having to be
weighed or measured over again.
Brooks says he spent about one-third of
his time on the scales and that this fre-
quently recurring trouble about his size
almost gave him nervous prostration.
He wanted to make good in the army.
Above all things, he wanted to go to
France as an officer. Everything which
he was responsible for himself meas-
ured up favorably, but he was not re-
sponsible for his size and weight, and
those were the things that hung over
him like a pall. However, he finally
got by successfully, and now we are
commencing to hear, just as we sus-
pected we would, of his advancement in
the army. We venture the prediction
that it will not be long before we are
greeting our former comrade as Cap-
tain Livingston.
Company to conserve your own live
stock."
CLAIM AGENT COLEMAN
ACTIVE
Claim agent Coleman, of Greenville,
Miss., has been doing some very ef-
fective work in sending out General
Manager Cliffs circulars to owners of
live stock. Here is what Mr. Coleman
said to one of these owners who fre-
quently has claims against the Y. &
M. V. for stock killed :
"It seems that when a cow is let out on
the public range, where there is a rail-
road nearby, that she invariably makes
it straight for the railroad and waits un-
til the train is within a few feet of her,
then calmly walks upon the track to give
things the 'once over' and the result is —
dead cow ; for it is an impossible matter
to stop a heavy locomotive within a few
feet, and as the locomotive has to run on
the rails, and can't dodge around to one
side, as an automobile can do, there is
no chance to escape striking the object
on the rails. I am basing this appeal to
you on patriotic grounds, and sincerely
hope that you will co-operate with us
as far as possible. You will certainly
be doing a patriotic act if you do what
you can to conserve your own live
stock, or help the Y, & M, V. Railroad
WILL SOME MEMBER OF YOUR
FAMILY BE THE NEXT
The following cases picked at ran-
dom from reports indicate the great
need of action to prevent people from
trespassing on railway property and
cars, and particularly little children :
At 11:40 a. m., December 2, 1917,
while walking through Freeport Yard,
one of our conductors found Fred
Balles, Jr., five years of age, lying east
of cross-over at foot of Winneshiek
street, with right leg cut off. The boy
was picked up and carried to his home.
He told the conductor he had at-
tempted to "flip" a train for a little
ride and fell under the cars. The oc-
currence was not witnessed and it was
only by chance that he was found be-
fore he died. This is an especially piti-
ful case. No doubt the practice had
been indulged in before, not only by
this boy, but by others in the locality.
December 1, 1917, 11 :25 p. m.. Glen-
don Dunbar, age 16, white, residence
Dawson Springs Ky., while attempt-
ing to board rapidly moving train at
Princeton, Ky., fell and had both legs
cut off below knee. The young man
is now crippled for life, handicapped
in his battle for success, and must en-
dure suffering because of indifference
to repeated warnings and known haz-
ard of "flipping" trains.
MR. CONDIT TO THE FRONT.
Freeport, January 1, 1918.
Mr. H. B. Hull,
General Claim Agen':.
Dear Sir:
I have read with much interest
what Claim Agent Cary and Claim
Agent Tait have been writing about
the standing of their respective divi-
sions on the various reports gotten out
by your office. Please permit me to di-
rect you attention to the standing of
the Wisconsin Division. On personal
injury settlements upon a locomotive
mile basis, Mr. Cary has gone up from
60
ILLINOIS CENTRAL MAGAZINE
rank 2, which the Illinois Division held
a year ago, to rank 1. In other words,
he has pulled himself up 1 point. Mr.
Tait has pulled up from rank 9 to rank
5, or 4 points, while the Wisconsin
Division has pulled up from rank 12
to rank 3, or 9 points. On shop casual-
ties, according- to number of men em-
ployed, the Wisconsin Division ranks
1, having gone up to that position from
rank 4 held one year ago.
I am glad to note the generous rivalry
among the Claim agents on the standing
of their respective Divisions. It indi-
cates interest and pride, which are good
things. I do not think a Claim
Agent can do better than spend
every moment of his spare time in point-
ing out to the Division Officers
and employes dangerous practices and
dangerous conditions which may ob-
tain on his division, with the view of
preventing accidents. On account of
the fact that Claim Agents investigate
so many accidents, they naturally be-
come more or less expert on how ac-
cidents may be prevented. It takes
much less time to prevent an accident
than it does to investigate one. I
would suggest as a resolution for the
new year that all Claim Agents re-
double their efforts toward the preven-
tion of accidents.
Yours truly,
R. W. CONDIT,
Claim Agent.
STOP, LOOK AND LISTEN RULE.
The Pennsylvania Supreme Court
holds that the duty of one about to
cross a railroad track at grade is not
always confined to stopping, looking
and listening for the approach of a
train. He must stop at a proper place,
and when he proceeds he should con-
tinue to look and to observe the pre-
cautions which the dangers of the situ-
ation require. He should stop again if
there is another place nearer the tracks
from which he can better discern whe-
ther there is daneer. One driving a
buegy over a grade crossing was held
guilty of contributory negligence
when, after stopping, looking and
listening when about 90 feet from the
track, he did not stop before reaching
the track, where he could have seen an
approaching train for a distance of
three-quarters of a mile. — Reigner v.
Pennsylvania (Pa.), 101 Atl., 995. De-
cided May 22, 1917.— Railway Age Ga-
zette, November 16, 1917.
RAILROAD WINS CASE.
The jury in the Wright County Dis-
trict Court at Clarion made short work
of the Preston damage suit against the
M. & St. L., by returning a verdict for
the road after being out less than one
and a half hours. John Preston, ad-
ministrator of the estate of his daugh-
ter, Miss Gladys Preston, had sued the
company for $15,000 damages for her
death, on August 11, 1915, when she
was one of a party of four who were
struck by a southbound M. & St. L.
passenger train at the McKinley cross-
ing just north of Hampton.
A large number of witnesses for the
railroad testified that the members of
the automobile party were careless;
were driving at a reckless rate of speed ;
and paid no attention either to the
crossing warning or to the whistle of
the engine for the crossing. — Hampton,
la. Chronicle.
JUDGE REED'S INJUNCTION TO
BAR TRANSFERS.
Three hundred and twenty pages
manuscript will be sent to Frankfort this
afternoon or tomorrow for persual by
the appellate court of Kentucky. The
document comprises all the evidence and
testimony, on both sides, thus far pre-
sented in the now famous "Minnesota"
case, that of Linnie Reed, administratrix,
versus the Illinois Central railroad.
Local attorneys will send the data to the
court of appeals.
It is believed the case will go ulti-
mately to the supreme court for settle-
ment. In the event the court of appeals
should reverse Judge Reed's decision in
McCracken circuit court, it will as-
suredly go to the supreme court. In the
ILLINOIS CENTRAL MAGAZINE
61
opinion of attorneys, however, there is
little likelihood of the appellate court's
reversing the decision of the lower court,
which granted the railroad a permanent
injunction, thus preventing the adminis-
tratrix of Jerry Reed's estate from try-
ing the case in Minnesota courts. All
the court procedure in the case is now
ended, and the court of appeals will
merely read all the evidence and decide
the appeal from the injunction.
Is Blow to Law "Touts."
The case is noteworthy in that if it
stands as Judge William Reed decided
it in McCracken, it will put an end to
"scouting" of lawyers in the state of
Minnesota, or any other state, to secure
damage cases and bring them into their
own states. In the past many civil cases,
mostly for damages against railroads or
corporations, have been taken by attor-
neys afar and entered in courts of other
states. Especially was this practiced by
some Minnesota attorneys, because the
courts of Minnesota seem to have been
more liberal in the granting of damages
to plaintiffs. In this particular instance,
when Jerry Reed, a Negro, was killed
in the railroad yards here in 1913 when
he attempted to slip between two coup-
lings, St. Paul attorneys filed suit for
damages for Linnie Reed, his wife,
against the I. C. The case has now gone
through court processes in both Minne-
sota and Kentucky, now goes to the court
of appeals, and may go to the supreme
court of the United States. It is one of
the most unusual instances in the history
of Kentucky court annals.
Is Complete History.
The complete history of the case, with
evidence and depositions, assembled
from all the data collected during the
lengthy existence of the case, has been
compiled by Deputy Clerk H. H. John-
ston. The document comprises 320
pages and is one of the largest and at
the same time one of the neatest jobs
ever turned out by the circuit clerk's
office here. The workmanship is flaw-
less. Wheeler and Hughes represent
the railroad locally, while Grogan and
Oliver are counsel for the plaintiff. — The
Paducah, Ky., Sun, December 18, 1917.
CATTLE LOSS STARTLING.
Railroads of Louisiana Destroy $250,-
000 Worth in Year.
Some days ago Dr. Dowling, presi-
dent of the State Board of Health, caused
to be sent to all the railroads of the
state inquiries as to the amount and
value of live stock killed by trains in
Louisiana. The employes of the board
have made up a table of replies, which
presents an interesting showing.
While replies have not been received
from some of the roads, 31 roads with
a mileage of 6,383.82 miles, have sent in
statistics, showing that 3,560 head of
cattle of a value of $145,127.22, were
killed; 3,067 hogs, worth $34,288.05;
496 sheep and goats, worth $2,365.18;
cattle and hogs, worth $341 ; total, $182,-
121.45. This slaughter embraces the
term from January 1, 1917, to Novem-
ber 1, a period of ten months.
At the same rate for the succeeding
two months the value would reach a
yearly total of $218,545.59. Considering
the fact that these figures do not em-
brace all the roads of the state, the
Northeastern being missing, for exam-
ple, and that the value fixed by the rail-
roads is probably below the real value
of the stock, it will be seen that the
figures are startling, and give ample
room for thought to the food conserva-
tionist.— The Times Picayune, Decem-
ber 15, 1917.
A VERY SERIOUS LOSS.
That live stock valued at millions of
dollars is being needlessly killed by the
railroads each year, is the declaration of
Secretary Redfield, of the Department of
Commerce at Washington, and this seri-
ous loss to the United States and its
Allies, he says, must be checked.
It is gratifying to see that this very
important economic question has finally
attracted the attention of a member of
President Wilson's cabinet. It is a sub-
ject on which the Daily News has been
62
ILLINOIS CENTRAL MAGAZINE
printing editorials for several years, urg-
ing the farmers of Mississippi to keep
their live stock off of the railroad rights-
of-way. Due largely to the energetic
campaign of education waged by the
Daily News, and other Mississippi
papers, the economic loss from this
source has been materially reduced, but
there is still room for improvement.
Secretary Redfield bases his statement
on figures issued by the Central of Geor-
gia showing that $20,000 worth of food
animals were killed on the tracks of that
system during the first nine months of
the year. This figure is small when
compared with the losses due to this
cause on the larger railway lines of the
country. The total for the nation will
amount to millions of dollars each year
— practically all of it unnecessary loss,
and due, in an overwhelming majority
of instances, to the carelessness or neg-
ligence of owners of live stock.
In nearly all instances where animals
are killed by railroad trains it can be
stated that the owners allowed the ani-
mals to roam upon or near the railroad
right-of-way, and, with the characteris-
tic fright of dumb animals, they do not
know how to protect their own lives,
but rush pell-mell in front of the loco-
motives, leaving the engineer no chance
to protect them.
Of course, the owner invariably gets
paid for the dead animal, notwithstand-
ing the fact that its death may have been
due to his own negligence, but that does
not alter the fact that whenever one of
these accidents occur the nation has suf-
fered an economic loss — a loss that is
very serious at this time when a coun-
try-wide campaign for conservation of
our meat supply is being waged, and our
victory or defeat in the worst war in
history hinges on our ability to feed the
armies of the Allies.
Every cow killed on a railroad track
is not only a loss to the owner, the rail-
road, and the material resources of the
state, but it is a loss to the boys who are
fighting in the trenches of France and
Italy, and for the latter reason, if none
other, owners should make every possi-
ble effort to keep their live stock from
the railroad tracks. — Jackson, Miss.,
Daily News.
Appointments and Promotions
^Effective January 1, 1918, Mr. F. S.
Gibons is appointed assistant to the general
manager, with headquarters at Chicago.
The following organization of the Ac-
counting Department will be effective
January 1, 1918:
L. A. Harkness, assistant comptroller.
W. J. Cunningham, general accountant.
C. H. Drazy, general .auditor of expendi-
tures.
J. F. Dartt, auditor of disbursements.
W. A. Biasing, auditor of joint facilities.
J. F. Shepherd, general auditor of re-
ceipts.
F. B. Sherwood, auditor of freight re-
ceipts.
L. C. Esschen, auditor of passenger re-
ceipts.
C. C. Whitney, auditor of station ac-
counts.
L. B. Butts, auditor of miscellaneous re-
ceipts.
J. M. O'Day, car acocuntant.
B. D. Bristol, freight claim agent.
O. F. Nau, local treasurer.
Effective December 14, 1917, Mr. Emil E.
Von Bergen is appointed traveling engineer,
Clarkdale District — Lake Cormorant to
Cleveland, Helena. Sunflower, Roundaway
and Blue Lake Districts, including Tut-
wiler Yard, with office at Memphis, Tenn..
vice Mr. Bernard J. Feeney. assigned to
Memphis Terminal, exclusively.
ENG-I NEE-RING-
DEPARTMENT
Description of Grade and Line Revision North and
South of Vicksburg
By Assistant Engineer Black
r\URING the latter part of 1915 and
the early months of 1916 the lower
Mississippi River Valley was overflowed
to a higher stage than was ever before
recorded.
Excessive rains in the watersheds of
the Mississippi and Ohio Rivers raised
the floodwaters at Vicksburg to the un-
precedented stage of 53.9 feet on the
Vicksburg Government gauge, inundating
the entire valley and overflowing the
roadbed of the Yazoo and Mississippi
Valley Railroad to a depth, at some
points of over four feet. On account of
the unusual stage the territory was un-
prepared for the overflow, with the result
that considerable loss was sustained that
could have been otherwise avoided.
The lower levels of the City of Vicks-
burg, within which are located the main
track and shops of the Y. & M. V. R. R.
and many business houses, were pro-
tected by a temporary earth levee and the
seep water pumped out by means of nu-
merous power pumps, operated by the
Y. & M. V. R. R. Co.
Trains were operated on the main line
of the Y. & M. V. R. R. until the water
extinguished the fires in the locomotives,
at which time traffic was suspended for
a period of about three weeks.
North of Vicksburg the water first
overflowed the main track at Memphis
miles 196 and 208 on February 1st, and
continued to rise until February 10th, at
which time it reached a stage of 53.0
feet, stopping traffic. Traffic was again
resumed on March 1st. South of Vicks-
burg the first place to overflow was at
mile 230 from Memphis, on January
31st, at a stage of 50.1 rising to a stage
of 53.0 feet on February 10th, traffic be-
ing suspended from that date until Feb-
ruary 23, 1916.
This interference with traffic, the in-
cident loss and the excessive cost of
operation through the inundated area, to-
gether with the general tendency of the
management toward an improvement of
all of its lines, brought about the prep-
aration of extensive plans for placing the
roadbed beyond reach of probable fu-
ture overflows.
South of Vicksburg a change in align-
ment was possible, on account of the
close proximity of the old alignment, to
the foothills, but north of town the work
was necessarily confined to a raise of
grade on the existing alignment. After
exhaustive surveys, it was decided to
raise the top of rail from Vicksburg
north to the Yazoo River, a distance of
ten miles, to an elevation three feet above
the highest record water. From Yazoo
River to Smedes, a distance of seventeen
miles, it was determined to raise the top
of rail to the elevation of the hydraulic
grade of the 1916 flood. The reason for
this latter decision was that the United
States Government is contemplating the
construction of a levee, from Terrapin
Neck Cut-off to the mouth of Yazoo
Canal, the result of which, it was thought,
would be to reduce the flood level in the
area from Yazoo River north.
The work from Vicksburg to Yazoo
River was authorized in the early part of
1916 and work begun on July 10th.
The raise on this piece of track ranged
from one to five feet, all of which was
done under traffic. The quantities are
as follows :
64
ILLINOIS CENTRAL MAGAZINE
Lineal vertical feet of track Lineal feet of vitrified pipe
raised 128,205 used 1,342
Cubic yards of earth excava- Lineal feet of pile trestle
eliminated 1,306
.$150,000.00
tion 216,000
Cubic yards of concrete ma-
sonry
Total cost
821 This portion of the work was com-
Trac/c raising. North Vicksburg. showing Tract raismq. North Vidsbtuq
20 yard steel dump cars in action ' Br 218-35 "East side. I0-3ff-i6
9 -14 - 16
Tons of concrete culvert pipe..
Lineal feet of additional pile
trestle
Lineal vertical feet of pile
trestle raised ..
227 pleted, except for a few minor details
in December, 1916.
351 The work from Yazoo River to
Smedes, was authorized in October, 1916,
1,151 and work started in March, 1917.
65
The raise on this piece of track under
traffic Vas from one to four feet, the
quantities being as follows:
Cubic yards of earth excavatiori..600,000
Lineal vertical feet of track
raised , 265,070
Lineal vertical feet of trestle
raised 4,743
Lineal feet of additional pile
trestle 637
The plans on this work called for an
18 foot crown on embankment with ll/2
to 1 side slopes. A shrinkage of 10 per
cent was allowed for on grades after the
track was raised to full grade and it has
worked out well with the material used.
Where ballast deck trestles were
raised, 2 feet or under additional caps,
well drifted, were used. Where the raise
was more than 2 feet it was made on
caps but an additional pile was driven
at each end of the bent extending to the
top cap, which cap was made to extend
over the 8 piling in the bent. Two sets
of additional sway bracing were also
applied.
On account of inadequate drainage,
side borrow for the embankment was
not consistent. A borrow pit was se-
cured at Kings, in a very desirable loca-
tion, making the average haul for the
work 13 miles. Work on the track lay-
out at the pit was started on July 13,
1916, and steam shovel cut in on August
1st.
The pit was opened with a 15C Atlan-
tic type Bucyrus shovel, but later a 60C
Bucyrus shovel was installed and both
are now in operation. The plant used
consisted of the shovels mentioned above,
forty Automatic Western Wheeled
Scraper Company's steel dump cars,
twenty yards capacity, thirty cars of the
same manufacture but older type, thirty
yard capacity and one Mann McCann
steel dirt spreader. Four sixty ton loco-
motives of the Y. & M. V. R. R. were
used for hauling and spotting.
The spreader used is very well adapted
to this class of work, as the main wings
are so designed as to permit of the dirt
being forced back from the track for the
passage of trains but not so far as to ren-
der the movement of same into the track,
while being raised, expensive.
The twenty yard steel dump car used
is very satisfactory for this class of track
raising work, especially where the em-
bankment is not over eight feet high.
The thirty yard cars of the same manu-
facture are too large for a low embank-
ment but would be satisfactory on a
higher fill.
For handling the dump cars, the loco-
motive was equipped with a three way-
valve, connected with the dumping ap-
paratus so that the engines could dump
the entire train in either direction, on a
signal from the dump foreman. The
maintenance on the steel dump cars is
very light as one car repairer is sufficient
to handle the running repairs on seventy
cars.
All track was raised with the ordinary
No. 6 track jack. The plan followed
was to raise the track on available dirt,
as high as possible and then dump. In
this way the raising was always ahead
of the dumping, giving the track good
drainage, which was of great benefit dur-
ing bad weather.
The track raising work is being han-
dled by the Vicksburg Division forces
and the dirt pit by the Construction De-
partment. The work is progressing rap-
idly and should be completed at present
rate of progress, by the end of December
The ballast used was of cementing
gravel type, hauled from Whittaker pit,
106 miles south of Vicksburg. .
South of Vicksburg, it was consid-
ered advisable to relocate the line as the
alignment could be improved and the em-
bankment relieved from wave wash, to
which it was subject, in the old location,
during high water periods.
The revision of grade and line, as con-
structed, extends from Four Mile Bayou,
M. P. Memphis 224 to Galloway M. P.
241, a distance of seventeen miles. Of
this work, twelve miles is on new align-
ment and five miles on old. In latter case
the track was raised.
These improvements reduced the
66
ILLINOIS CENTRAL MAGAZINE
length of line .32 mile and eliminated 233
degrees of curvature. The maximum
grade used was .5 per cent and maximum
curve two degrees.
The work was authorized in July, 1916,
and actual work started in August of the
same year.
The contract for concrete piers at Big
Black River, on the new line, was
awarded to the Union Bridge & Con-
struction Company of Kansas City, Mis-
souri, and that for the grading work, to
the H. W. Nelson Company of Chicago.
Concrete work on the bridge started
on September 10, 1916, and was com-
pleted January 11, 1917. The grading
work was started on August 8, 1916, and
completed on August 2, 1917. All per-
manent bridge and trestle \vork was done
by the railroad company forces. This in-
cluded all reinforced concrete box cul-
verts.
The quantities for piers at Big Black
River, are as follows:
ILLINOIS CENTRAL MAGAZINE
67
Masonry in piers 2,560 cu. yds.
Masonry in counterweight 113 cu. yds.
Reinforcement in piers and
counterweight 27 tons
Steel in superstructure 480 tons
Lineal feet foundation pil-
ing 14,060 feet
Total cost $170,000.00
The bridge over Big Black River and
a 1,200 foot ballast deck trestle south
of same, were constructed In advance of
the grading. The material for these
bridges was moved over a 7,000 foot tem-
porary track constructed through the
bottom from the main track near Gal-
loway.
The first four bents of the 1,200 foot
trestle were driven with a track driver,
after which a creeping driver was
landed on top and the bridge completed
with it.
Big Black bridge consists of 6-75 foot
girders with a Strauss Bascule Draw.
The counterweight is of concrete, weigh-
ing 477,000 pounds. There are 6 con-
crete piers, dumb-bell type, and one abut-
ment, all heavily reinforced
The penetration of foundation pile
ranged from 25 to 35 feet. Cofferdam
of Wakefield sheeting was used on all
piers as a precaution against the head
waters of Big Black Rivtr.
Weather conditions and the stage of
water in Big Black River were very
favorable throughout the work, the chan-
nel piers being constructed with only five
feet of water in the channel. This work
was well planted and carried through
with great efficiency. Washed river
gravel was used in the piers but on ac-
count of there being a large percentage
of sand, it was screened. A large steel
screen was rigged over the hoppers and
the aggregate unloaded on the screen,
with a clam shell, direct from the cars.
The screen was set at an angle of forty
degrees with) the horizontal and dis-
tributed the material to the respective
bins.
The plant used on this work was as
follows :
3 hoisting engines.
3 stiff leg derricks. •
1 barge.
1 power saw.
l/2 yard Ransome Mixer.
2 No. 2 steam hammers.
1 compressed air plant complete.
A temporary trestle was driven across
the river and all material was trans-
ported on this.
The mixer was located on the south
bank of the river, concrete being moved
across trestle in dump buckets, loaded
on a push car, operated by a continuous
cable, attached to the drum of one of the
hoisting engines. The material was then
placed in forms by the channel derrick.
The steel work was set by one of the
system steel gangs with the ordinary
track derrick. Two temporary pile
bents were driven in advance of each
pier to afford sufficient reach for the
derrick to land the 75 foot girders.
The grading work, handled by the Nel-
son Company was done with the fol-
lowing equipment.
3-70C Bucyrus shovels.
2 pumping plants and tanks.
1 water distilling plant.
1 Jordan steel spreader.
1-W. W. S. Co. wooden spreader.
75 twelve-yard wooden dump cars.
8 16-yd. wooden dump cars.
4 to 8 60-ton locomotives. (Loco-
motives being leased from the railroad
company. )
The quantities on this work were as
follows :
Cubic yards earth excavation 739,000
Cubic yards masonry in piers 270
Cubic yards masonry in concrete
box culverts 790
Tons of concrete culvert pipe 522
Squares of clearing .370
The quantities of track and bridge
work done by the railroad company's
forces in connection with the contract
work are as follows :
Lineal feet new creosoted
ballast deck trestle.... 2197
Lineal feet untreated open
deck trestle 210
Lineal feet concrete trestle.— 80
Lineal vertical feet of pile
trestle raised .. 1173
68
ILLINOIS CENTRAL MAGAZINE
Lineal vertical feet of track
raised 53220
Lineal feet steel deck girders 80
Total cost 300,000.00
A night and day shift were operated
on the grading work during a portion of
the time.
Considerable difficulty was experienced
in three places on account of the abrupt
risft of the natural surface of the ground,
as heavy as a ten per cent grade being
used by dirt trains in reaching the shovels
on the upper lifts.
A very troublesome blue marl was en-
countered in several places in the excava-
tion, 6 feet above grade line, which would
not sustain the load of the upper strata
after the lateral pressure had been re-
moved.
In one case the grade line was raised
to the highest point of this material and
in others the excavation was widened un-
til an angle of repose was reached. By
the construction of two subways, an
overhead bridge and one mile of road
change, all public grade crossings over
the new alignment on the main road from
Vicksburg to Yokena, a distance of thir-
teen miles, have been eliminated.
During the winter of 1916-17 a very
high water in the Mississippi river oc-
curred, which overflowed Big Black bot-
tom and caused the failure of a frame
bent trestle used for dumping on the
main line embankment there. This
necessitated the construction of a tem-
porary pile trestle, which was driven with
a creeping driver during the high stage
of water.
Through Big Black Bottom on a 32
foot fill, approximately 4 feet of sub-
sidence and ten per cent shrinkage of the
embankment material took place during
this overflow.
This work is now complete but as 3,000
feet of the new embankment has not sus-
tained an overflow period, the old main
track from Allen to Galloway will be
kept in condition for service until after
the next overflow, to insure the regular
movement of trains, in case there is an
excessive subsidence and shrinkage of
the fill during high water.
With these improvements complete,
the entire line through the overflow ter-
ritory except Vicksburg terminal, is ade-
quately protected from probable high
water.
Plans for Vicksburg terminal are now
under consideration.
MARKERS ARRANGED FOR THE RESTING PLACES OF CIVIL
ENGINEERS WHO DIED WHILE WORKING ON LOCATION OF
THE ILLINOIS CENTRAL RAILROAD COMPANY
BETWEEN FULTON AND MAYFIELD, KY.
Mayfield, Ky., Dec. 4, 1917.
Mr. J. M. Hoar,
Fulton, Ky.
Dear Sir:
Referring to your letter of Nov. 18, I am happy to say that the Cemetery Asso-
ciation has ordered the marker and foot stones to be placed at the graves of the I.
C. employes, the Association contributing $9.50 toward same, the balance, $15.50
having been contributed by the I. C. employes.
The head stone is to be of white limestone, 2^2 by 2 by 1 ft., with small foot
markers, and will make quite an improvement in the appearance of the graves.
Mr. Radford from whom the Association ordered the markers has promised
to have them completed by Christmas.
Thanking you very kindly for your interest and please also extend our thanks
to those who generously contributed, we are
Very truly yours,
The Cemetery Association,
By Mrs. E. G. Fristoe.
FROM THE LAW DEPARTMENT
When Is One' Engaged in Interstate Commerce
Within Meaning of Federal Employers'
Liability Act
Injuries were sustained by a tower man required to pump water by means of a
gasolene engine for use of locomotives engaged in interstate commerce. On de-
fendant's demurrer to the declaration raising the question that the pumper was
not engaged in interstate commerce, United States District Judge Hazel for the
Western District of New York in Collins v. Erie Railroad, 245 Fed. Rep. 811,
held on July 18, 1917, that this pumper was engaged in such commerce or in work
so closely connected therewith as to be a part thereof, where the water was be-
ing so pumped for the immediate use of locomotives engaged in such commerce,
and where such use is not dependent upon remote possibilities.
The Court cites Southern Railway v. Puckett, 244 U. S. 571, 37 S. C. R. 703,
where it was held that a car inspector, who went to the assistance of another
employe injured in a wreck while he was engaged in inspecting cars, and was
himself injured by stumbling over some large clinkers in his path while carrying
a jack for raising a derailed car, was nevertheless engaged in interstate com-
merce, as his act in raising the car was instrumental in opening the way for inter-
state transportation, even though his primary object was to render aid to a fellow
employe.
The rule is stated as follows by Mr. Justice Holmes in Minneapolis & St. Louis
Railway v. Winters, 242 U. S. 353, in speaking of an engine which appears to
have been used interchangeably in interstate and intrastate commerce: "Its next
work, so far as appears, might be interstate, or confined to Iowa, as it should
happen. At the moment it was not engaged in either. Its character as an instru-
ment of commerce depended upon its employment at the time, not upon remote
probabilities or upon accidental later events."
Eminent Domain in Illinois — Negotiations With Owner
In the condemnation proceedings by the Pittsburgh, Cincinnati, Chicago & St.
Louis Railway Company of lands for switch yards in Chicago, the Supreme
Court of Illinois in P. C. C. & St. L. R. Co. v. Gage, 280 111. 639, opinion by
Mr. Justice Cook, in reversing the judgment of the Circuit Court, held on De-
cember 6, 1917, that a railroad may begin its proceedings to condemn, for switch
yards or right of way, the lots of private owners located within the limits of an
incorporated city, without previous license from the City or authority from the
Utilities Commission to cross the streets and alleys with its tracks; that the rail-
road is not required to condemn any portion of the street which it crosses ; that
the City is not a necessary party where the Company merely crosses the streets
70 ILLINOIS CENTRAL MAGAZINE
and alleys with its right of way ; and in order that a land owner's refusal to sell
shall be such, under the circumstances, as to warrant condemnation proceedings
under the Eminent Domain Act, the party negotiating with the land owner for
an agreement as to compensation should inform the lano! owner as to who the
real purchaser is and as to the purpose for which the property is to be acquired.
Free Time at Ports Reduced
In New York Harbor Storage, 47 ICC 41, opinion by Commissioner Clark,
the Commission sustained the reduction from 5 days to 2 days in the free time al-
lowed for holding at railroad terminals at the port of New York domestic freight
consigned to "Nev^York Lighterage," and also sustained increased storage charges
as applied to both export and domestic shipments. In approving the Examiner's
tentative report, Commissioner Clark says: "The conditions at the port have,
under the emergencies and exigencies of war, become abnormal. Differing in
degree, the same is true of the transportation by rail to the port. The railroads do
not contract to carry the export shipments beyond the port. The shipper makes
his own contract with the steamship company. The steamship company makes no
provision for accepting the freight until it can be placed directly upon the vessel.
If the railroad company is, as a result of these arrangements and conditions,
forced to hold the shipments, it cannot be denied reasonable compensation for the
storage thus furnished."
A Compliment to the Illinois Central Railroad
Company
CHAMBER OF COMMERCE
Bloomington, Indiana
December 27, 1917.
Mr. C. R. Pleasants, Agent,
Illinois Central Railroad,
Bloomington, Indiana.
Friend Pleasants: ,
Having been a "railroader" myself, I want to take this opportunity of
breaking. what I presume is still the fashion.
Several times within recent days I have had the pleasure of hearing some
mighty nice things said about the road you represent and I want to pass
them along to you. ,
First, in the matter of passenger trains, it has been a pleasure to note
that, in spite of the bad weather and extremely unfavorable operating condi-
tions, every one of your trains have kept right up to their published schedules.
Have also been delighted to learn that, in the matter of coal deliveries,
you have maintained your usual efficient service and even improved a bit
on that.
I realize that in these rather trying times it is not an easy matter to keep
things up to the standard of normal times and the fact that your company has
been able to do so speaks well for the organization.
Don't want a thing. Just wanted to speak a word of commendation for
a job well done and to wish you and your company the "Compliments of the
Season." Sincerely yours,
C. G. CREIGHTON,
Secretary-Manager.
ROLL OP HONOR
JOHN HOWARD
JOHN HOWARD
\|R. JOHN HOWARD was born in
1V1 Tipperary, Ireland, October 3, 1826,
and came to America in 1864. Left New
York, April, 1866, for Chicago. Sept.
9, 1870, started to work for the Illinois
Central Railroad Company. Worked in
the in-freight house for eighteen years as
unloader and calling off to freight check-
ers. Then, for thirteen years, worked as
watchman in the local freight house and
yard. After thirty years and ten months
of loyal and efficient service, he was pen-
sioned July 1, 1901, being one of the old-
est pensioners of the Illinois Central
Railroad Company.
JOHN A. ROSE
M
R. JOHN A. ROSE of Harrison,
Miss., died in New Orleans on Oc-
tober 8th, after a few days' illness.
Mr. Rose had been employed by the
Yazoo & Mississippi- Valley Railroad
Company for the past 20 years, the last
18 years as a carpenter foreman, he
having- designed and built a number of
the Depots on the Y. & M. V. At the
time of his death he was engaged in con-
structing the new depot at Destrehan,
""La., which was designed by him, but was
forced to leave the work owing to sick-
ness, on the 3rd of October, never to re-
turn.
Mr. Rose began his career with the
Y. & M. V. Company as a laborer on the
carpenter gang of Mr. Wiley at Vicks-
burg at the Tunnel Hill Cut, working his
way up to a foremanship by strict atten-
tion to the work.
It always being his aim to whatever
was assigned him a little better and
neater than the other fellow. His time
and material books, drawings and de-
signs were always a picture for neatness
in their appearance. Mr. Rose was 40
years of age and was born at Pulaska,
Tenn., where his parents still reside.
Mr. Rose was well known to most of
the employes on the New Orleans Divis-
ion and held in high esteem by them, they
and their families being shocked and
71
72
ILLINOIS CENTRAL MAGAZINE
JOHN A. ROSE
grieved to hear of his sudden death. He
is survived by his father and mother and
one brother, who lives in Tennessee, and
a devoted wife at Harriston, Miss.
Mr. Rose was a mason and a man who
was always trying to better the condi-
tion of his fellowman.
Strictly business in all his dealings, he
always had a full gang of workmen with
him who were loyal workers, which was
a big factor in his success as a building
foreman.
In the death of Mr. Rose the Y. &
M. V. Railroad Company has lost a valu-
able man; the men a true friend; the
wife a devoted husband ; and Harriston,
where he lived, an upright and honorable
citizen.
Mr. Rose was laid to rest in Wood-
lawn Cemetery at Fayette, Miss., with a
masonic burial, attended by a large gath-
ering of masons and a number of the
foremen on the Orleans Division and
J. J. BGGER
many friends from along the line of the
Y. & M. V. from Mississippi and Louisi-
ana.
J. J. EGGER
Mr. J. J. Egger entered the service of
this company in September, 1864, as a
helper, and was transferred to boiler-
maker apprentice in March, 1867; com-
pleted his time as boilermaker in June,
1870, and worked in that capacity until
July, 1905, when he was made boiler in-
spector, and continued in that position
until he was pensioned in April, 1917.
Mr. Egger was born on March 21, 1849,
and had fifty-two years' continuous serv-
ice with this company.
RESOLUTION
Chicago, 111., December 17th, 1917.
WHEREAS. It has pleased the Almighty God to remove from our midst, on
December 16th, 1917, Brother Bert Barnett, a member of our General Committee,
representing Lodge No. 629 Brotherhood of Railroad Trainmen, and
WHEREAS, This Committee feels that it has lost one of its most faithful
members and co-workers, therefore be it
ILLINOIS CENTRAL MAGAZINE 73
RESOLVED, That we extend our heartfelt sympathy to the late Brother's
bereaved family, also to the members of Lodge No. 629, and be it further
RESOLVED, That a copy of this resolution be forwarded to the Secretary
of Lodge No. 629, of which Brother Barnett was a member, a copy to the late
Brother's family, also a copy to the Illinois Central Magazine and same to be
spread on the minutes of this meeting.
(Signed) - E. M. Moales,
General Chairman, O. R. C.
E. O. Haven,
Secretary General Comm., O. R. C.
John Delano,
General Chairman, B. R. T.
E. A. Smittle,
Secretary, General Comm., B. R. T.
Cars Promptly Unloaded, Loaded and Moved on the
Springfield and Illinois Divisions
Clinton, 111., November 22, 1917.
Mr. J. F. Porterfield,
Mr. L. A. Downs.
For your information I quote below letter from Chief Dispatcher Mallon, which is
self-explanatory :
I herewith submit the following data covering the movement of four stock cars
over this division Tuesday, November 20:
IGN 8609, 8 a. m., November 20, Forsyth loaded with ties, unloaded 1:30 p. m.,
moved empty to Elwin, 4:15 p. m., and left Elwin, 6 p. m.; train 164 loaded with stock
for Chicago. Total mileage this division, 41 miles.
Wabash 15592, 8 a. m., November 20, Pana loaded with props at Smith-Lohr mine,
unloaded at 1 p. m. and out empty on 152; loaded at Macon, same train, and unloaded
at Decatur, 4:10 p. m.; moved to Radford on extra 1721, and reloaded at 5:30 p. m.
with stock for Chicago, moving on train 164; mileage this division 110 miles.
CBQ 63000 left Clinton train 171, 12:10 a. m., November 20, for Ramsey, loaded
stock for Decatur, forwarded on 152 at 11:30 a. m., unloaded at Decatur, 4:10 p. m.,
and car moved empty to Radford; reloaded at Radford, 5:30 p. m., Chicago stock and
forwarded on No. 164; total mileage this division 222 miles.
FWD 3709 left Clinton train 17, 12:10 a. m., November 20, loaded s'ock for Shobo-
nier, unloaded at Shobonier, 8:30 a. m., moved empty to Oconee, where it was loaded
with Chicago stock, moved on train 164; total mileage this division 108 miles.
You will note that there were 7 cars of stock handled in 4 cars, including 4 cars
of Chicago stock, which arrived Clinton at 8 p. m., making connection with train
No. 64. Average mileage of these cars on Springfield Division, 140 miles, and a
daily average mileage per car, including movement to Chicago, 288 miles.
J. W. Hevron, Superintendent.
Hayes, 111., December 5, 1917.
Editor, I. C. R. R. Magazine,
Chicago, 111.
Dear Sir: — Below is shown kind of service given to freight by I. C.:
On December 4, 8:45 a. mv car was given to north elevator, owned by Mr. J. C.
Koehn. Car was loaded and went out on No. 94 local freight at 2:45 p. m. same date,
loaded with new corn. Corn arrived at Chicago next morning, sample taken and
tested and car sold at 11:15 a. m., which was time message sent back.
Yours truly, G. L. Shirley.
Failure or Success, Which?
By A. A. Lipe, Engine Foreman
Over two hundred years ago Pope
said, "The proper study of mankind is
man."
The reason the average man has not
confidence in himself is because he is
not acquainted with himself.
Bishop Bristol says, "Man is the
greatest universal puzzle to himself."
Every man possesses within himself
undiscovered possibilities.
The average man is a failure be-
cause he does not know how to think.
The Bible says, "As a man think-
eth; so he is."
To violate even one law of efficien-
cy, safety, and business, means partial
failure.
To violate all means total failure.
To observe part of the laws, means
partial success. No man observes all
of these laws.
Character is the foundation on
which success is based.
Character combined with brains is
the highest priced, best paid product
in the world.
Success is based, alone, on character
and brains.
The greatest per cent of men are
incompetent through lack of proper
education and training.
The efficiency of many is limited
because of the lack of a definite aim.
A definite ambition, a definite pur-
pose.
It is the lack of a definite object in
life which causes so many people to
drift.
The man who has no definite ob-
ject in life is going no where. He is
just drifting, and that is the reason he
never arrives. He is sailing toward no
port, and should he ever reach a port
it will be purely accidental.
He is likened unto a boat broken
loose and drifting away from its moor-
ings. It will be an accident if he
ever drifts back.
It is tossed about, to and fro, on
the waves and is finally dashed to
pieces.
The tragedy of life is to be found
in the young man or woman who
drifts aimlessly out into life's seas,
which he or she by right that God
gave should master.
A young man or woman without an
ultimate aim is but little better than
useless.
He or she is but little value to a
community.
The man or woman of definite pur-
pose is the man or woman possessed
of a conquering spirit. His or her in-
fluence is going out to their associates
and others with telling effect, setting
a good example for others.
He or she is a leader, they have
something in sight ahead. They know
which way they are going, and why
they are going.
They can see the end from the be-
ginning, because of a strong creative
imagination. We may ask why is it
some young men and women have
courage, great ambition and desire to
be leaders and others have not. Why
is it some young men and women
have courage, great ambition and de-
sire to be leaders and others have
not?
It is because some men and women
have connected their lines with a def-
inite aim and ultimate purpose and
others have not.
The man or woman with a definte
aim accomplishes because that aim has
a high creative purpose. The Bible
says. "God made man in his own im-
age." The man or woman with a def-
inite aim is trying to reach what God
intended they should. The man or
74
75
woman who has a definite aim in life
grasps every opportunity that will
bring1 him or her to a successful end.
They who drift have no aims and
therefore are blind to opportunity.
Such is the tragedy of the drifter.
The man or woman whose aim is to
be a greater man, a greater woman, a
better man, a better woman, a man or
woman of great things, a man or a
woman of greatest possible efficiency
is doing every honest thing they pos-
sibly can toward that end.
They are preparing themselves to
fill any position they may be called
to.
Such men or women are always
prepared to meet difficulties which
misrht arise.
To such men and women difficulties
never get too high, too broad, too
long, too deep, because they are pos-
sessed with courage, confidence, pur-
pose, knowledge, observation, and
great will power and a conquering
spirit.
Many times such a one is severely
criticised by his or her friends and ac-
quaintances but some day his or her
critics will be ashamed. Why? Be-
cause they can see the success of them
whom they criticised and face about
to see their own failure.
Gentle reader, can you conceive of a
man or woman reaching a successful
end who has only the get-by, quh-
ting-time and pay-day spirit?
Let us stop, look, and listen for a
moment. What do we see? We see
a young man and a young woman.
They are possessed with distin-
guished personalities, close observing,
courageous and an optimistic, enthu-
siastic, ambitious spirit, anchored in
a definite aim in life, pressing onward
and upward reaching out after suc-
cess, grasping every opportunity to
reach the goal which they have placed
ahead from the beginning.
Watch them as they reach success.
Listen, what is said of them who
only a few years ago were beginners?
Their friends, the world, the press, are
praising them. They have become
cogs in the great wheels of the power
of progress in the world. Such a one
never dies though his or her remains
be laid in the tomb. Their physical
bodies are returning to dust from
whence they came. "For dust thou art,
and unto dust shalt thou return."
This will, as surely as God has
spoken it, take place. But their in-
fluence and work will never die. Ev-
ery man or woman is putting forth an
influence, either good or evil. Every
one shall reap what he sows. The
scripture says, "Be not deceived, God
is not mocked, for whatsoever a man
soweth that shall he also reap." Gen-
tle reader, what are you sowing to-
day? You, in course of time, are go-
ing to reap according to what you
sow today. Not alone will you reap,
but your families will be at the har-
vest. Be careful what you sow.
Let us stop, look, and listen again.
We see another young man, anoth-
er young woman, with the same op-
portunities in their reach. We see them
turning their backs to opportunity
with an indifferent, "let George do it"
spirit.
Instead of grasping opportunity,
and presenting themselves to us with
a distinguished personality, observing,
courageous^ and an optimistic, enthu-
siastic, ambitious spirit anchored in a
definite aim in life, reaching out after
and grasping every opportunity to
reach the goal of success they should
have placed ahead, we see them dere-
lict, drifting through life without a
purpose, without hope, without cour-
age and without enthusiasm, a pessi-
mistic pair. The light that should of
lighted their pathway has gone out.
They are blaming someone else for
their failure. Lo, when we meet them
again they have drifted in rough un-
certain channels; the man's speech is
vile, his appearance, his walk, and his
dress betrays him. His self respect is
gone and in many cases his breath
smells from the sickening fumes of
alcohol and of the cigarette. I believe
the combined use of booze and cigar-
ettes have been the cause of the down-
76
ILLINOIS CENTRAL MAGAZINE
fall of more men than anything else
used by the human family. Both act
and have a telling effect on man's
thinking power, robbing him of self
control, rendering him incapable of
quick thinking and quick acting in the
execution of his duty, causing him to
think wrong and act harshly, thus
rendering him unfit for service where
it requires the use of brains. He be-
comes a vagabond; he is everything
that is against the will of God, who
created him in His own likeness. His
career is marked, he becomes of no
reputation, his character becomes of
no reputation, his character becomes
too dark to mention in this magazine,
all because of turning his back on
"opportunity." Perhaps his intentions
were a little later in life to place a
goal of high ideals ahead with a suc-
cessful ending; but opportunity, like
time, waits on no one.
What about the young woman we
have just left? Kind reader, I will
leave that for you to pass judgment
on.
A man and a woman's purpose
should be to serve humanity in the
best way possible. A man's aim should
be to serve his family, to serve the
public, to serve posterity. Many peo-
ple go through life without knowing
what it is to live.
Two years ago John Knox, the au-
thor of Sales-man-ship and Business
Efficiency said, "The last ten years
have seen tremendous business
changes in this country, and the next
ten vears will see a business revolu-
tion."
Mr. Knox says, "Ten years ago
there was no such thing as a science
of business or a science of advertis-
ing. Today these sciences are recog-
nized everywhere. The student of the
present and future must be trained to
meet the new conditions." Mr. Knox
further states this new condition has
been brought about by applying psy-
choloey to the problem of business
and that it has been brought about as
a result of intense competition and
the insistent demand for greater indi-
vidual efficiency. Mr. Knox further
states, in the past business and selling
were conducted by guess, today we
must know the reason why. To know
the reason why is to increase individ-
ual efficiency. Efficiency is the watch-
word of today.
The problem of efficiency can be
solved only by training and being
trained.
The late Professor James of Har-
vard often came to the conclusion that
the average man was using only one-
tenth of his brain power, thus nine-
tenths of the average man's brain is
a waste.
Mr. Knox in Sales-man-ship and
Business Efficiency says, "The great
American desert is not located in
Idaho, Arizona, or New Mexico, it is
under the hat of the average man."
The average man of today is classed
as a failure because he earns little.
Statistics show 85 per cent of men in
this country earn $15.00 per week or
less. Only iy2 per cent earn between
$1,800 and $3,000 a year. The ques-
tion may be asked, "Why do they not
earn more?" The answer is, "They
do not know how to think."
They have never learned how to use
their brain to anything like the extent
of their possibilities. Never in the
history of the world has there been
such a demand for high priced men
as at the present time.
Mr. Hugh Chalmers, president of
the Chalmers Automobile Company,
said (so states Mr. Knox in "Sales-
man-ship and Business Efficiency") :
"It takes five great M's to make up the
problem of every business man in this
country today. They are Money. Ma-
terial, Machinery, Markets and Men,
and the greatest figure in the problem
is men."
He said, "Really valuable men,
high-priced men, are the hardest thing
to get of all the things the manufac-
turers need."
Men in the mass are the cheapest
thing in the market. There are too
many $1,000 men, too few $10,000 a
year men.
77
We may wonder why this is the
condition. There is a cause for this
somewhere. I will speak for myself.
I believe it is the lack of efficiency,
the result of wrong" thinking. Let us
examine ourselves and find out why
we fail and why we succeed.
I- believe the principal reason why
so many of us are failures is because
we have never learned how to think
analytically, being guessers instead of
thinkers.
In order to be efficient, successful
men and women we must think, re-
member, and act. If a man thinks
he must have a drink of "booze" be-
fore he can get along and do a thing
that demands efficient service he has
thought wrong, for alcohol impairs
the mind (mental) and physical make-
up of man, therefore rendering him in-
efficient. What employer wants an
inefficient employe?
Another may prove his wrong think-
ing and inefficiency by permitting a
thing to be left undone for the time
being that should be done at once.
Still another by seeing something that
should be done and because it may
be a little out of his or her line of em-
ployment pass it by with a "let George
do it" spirit, which is wrong thinking.
Look at our court records, on
them can be seen failure and crime,
which are the fruits of wrong think-
ing. We should get a clear idea of
thinking right by analyzing our
thoughts and imaginations. Think
clearly before acting. Learn to think
quick and act quick. Right thinking
helps us to develop a good memory.
Some gentle critic may say this looks
and sounds all right in print, but the
writer don't know my circumstances
and environments.
It is in your power to become mas-
ter of yourself and circumstances. You
can control your environments and
not have them control you.
As God created and is Master over
you, likewise you are creator and
master over your own destiny. The
failure of the average man can be laid
to wrong thinking.
Some may say we cannot always
control conditions. True, there will
be times in spite of every effort and
all precaution when it cannot be done
immediately.
Sometimes we may feel that condi-
tions cannot be bettered. We may
get out of bed on the wrong foot and
things seem blue, oh ! so blue, and we
have in our minds, "no use trying."
We may know then we are going to
have a fight on hand, so let us pre-
pare for it from the beginning and
watch it to the end. There are times
when the sun is hidden from our view
behind the clouds, but nevertheless it
is shining. Just watch the clouds pass
away.
Self-control is the greatest factor in
success and is brought about by right
thinking. A man or a woman that
cannot or will not control self can
vnever become a leader, as leadership
depends upon self-control, and the
ability to lead and control thoughts
and actions, to influence others to
think as we think, feel as we feel, and
act as we may desire them to act.
Without self-control no one is quali-
fied to become a leader.
Efficiency is essential to leadership.
A man or a woman's character in
combination of self-control is the
greatest important factor in efficiency,
success and leadership.
Show me a man or woman pos-
sessed of positive, creative, and active
character and you are showing me one
possessed of the ability to do things
which require leadership.
A few words on "habit forming."
It has come to my notice in railroad
yards and on the main line many
switchmen, trainmen, engineers, and
firemen, conductors, yard track fore-
men, section laborers, yard clerks, car
repairers, and numerous others are
possessed of bad-habit forming, thus
rendering inefficient, unsafe service.
Many switchmen will go between
cars to separate them while in motion.
Some when shoving cars where it re-
quires the closest attention in looking
out ahead to be prepared for emer-
78
ILLINOIS CENTRAL MAGAZINE
gency and quick action, are to be seen
looking across country or up the
street. Some seldom ever give a plain
sign with a lamp or hand. Some en-
gineers, firemen and hostlers will
move an engine after it has been
standing still for some minutes with-
out ringing the bell or sounding the
whistle. Some engineers, switchmen
and trainmen will disregard rules and
laws by running over railroad cross-
ings and shoving cars over crossings
before stopping.
Some yard clerks and others, whose
duty does not require it, are seen hop-
ping on footboard of engine and get-
ting on cars while in motion.
There are numerous others who are
guilty and numerous other bad habits
are practiced which space will not
permit me to mention.
Ail of the above habits are detri-
mental to life and limb and the public
and property. Some men in every
class of service are always observing,
careful, looking for an opportunity to
better conditions for the safety of the
employe and the public. Such an em-
ploye is many times criticised by oth-
er employes. It seems that with
some, destructive criticism is easier
than constructive.
Many employes lessen the danger
to themselves and fellow employes by
doing a little extra work which may
be classed as out of their line of em-
ployment. Such an employe is sure
to be criticised by the unscrupulous,
unfaithful employe, but what matters
that?
You will never see such an employe
in the hospital or hunting a job as
often as the last named.
Such men as the first named have
learned the lesson of good habit form-
ing, and are valuable to their employ-
ers, their families, and the public.
The other class of men are careless,
unconcerned, indifferent, and are a
great expense to their employer, fam-
ily, self, and detrimental to the public.
When a habit has been formed it is
hard to change it.
Habit is to us what the channel of
the Mississippi River is to its waters.
The water runs in the river's channel
today and will run there tomorrow.
The water runs where the chan-
nel is.
Our thoughts become actions, ac-
tions become habits, and habits form
character. Character of the very b.est
is a jewel to be desired and admired.
It is easy for the man or woman who
thinks and studies to keep on think-
ing and studying. It is easy for the
man or woman who is faithful to con-
tinue faithful. It is easy for the man
or woman who works steady to keep on
working. It is easy for the man or wo-
man who is habitually truthful to tell
the truth. It is easy for an honest man
or woman to be honest. It is easy for
the man or woman who arises at a cer-
tain hour to arise every a. m. at that
hour. Such habits may seem hard at
first, but when the habit is formed, it is
just as hard to do otherwise.
Moulding character of the highest
is the fruit of good habit forming.
A man or woman of high character
will stand the test anywhere under
the weight of destructive criticism
and when weighed in the balance will
not be found wanting.
No doubt many who read this have
read, if not seen, how steel rails are
made. A steel rail is made according
to definite scientific specifications. Ev-
ery mould of steel that is made is an-
alyzed and tested. All steel that is used
in the manufacture of steel rails must
contain a certain percentage of phos-
phorus, a certain percentage of sand,
a certain percentage of sulphur, and a
certain percentage of magnesium. If
the rail has too much phosphorus,
the rail is too hard and in cold weath-
er will break under the weight of the
train. If it has not enough phosphor-
us it will bend under the weight of
the train.
As in the manufacture of steel rails,
such scientific care and analysis
should be taken in building character,
true manhood and true womanhood.
If we use careful, scientific speci-
fications in accordance as the builders
ILLINOIS CENTRAL MAGAZINE
79
of steel rails do, we will form good
habits which will produce character
beyond reproach. We will increase
our efficiency, our usefulness will be-
come greater at least cost to our-
selves, employers, our family, and the
public.
Why not get in the line of good ha-
bit forming, and build a type of man-
hood and womanhood that will stand
the test. Every man or woman should
know their weakness and build to
strengthen that weakness.
We must bring into our possession
the positive qualities of intellect, of
sensibilities, and of will which we
must develop in order to become ef-
ficient and reliable.
How are we to do this?
I answer, by observing, concentrat-
ing, memorizing, imagining, reason-
ing, and good judgment, being honest,
loyal, sincere, faithful, ambitious, and
courageous.
Just a few closing words on loyalty.
Loyalty, in the sense I speak of, con-
sits in rendering whole hearted, un-
tiring, ambitious, enthusiastic, opti-
mistic service to employer during
hours of service, and by being of
much service as possible before and
after hours of actual service.
Loyalty consists in doing every-
thing possible that will honestly ad-
vance the interest of your employer.
I believe any employe who will not
do his or her best under all circum-
stances and will not render the best
of service which he or she is capable
of doing is disloyal to their family,
employer, and the public.
Any employer who will not in like
manner appreciate and stand by an
employe who puts forth such efforts
is in like manner disloyal to his em-
ploye, his family, the public and him-
self. The man or woman who shirks
from duty is disloyal and a fraud.
Remember, loyalty helps to build a
life, and is a great stepping stone to
character and success.
A loyal employe is a profitable serv-
ant.
The scripture says, "The servant is
worthy of his hire."
The employe who wilfully and ex-
travagantly wastes 'his time is not X
faithful employe and is not worthy of
his hire.
I don't think much of a fellow em-
ploye who is thinking more about
quitting time and pay day than of
rendering efficient service. In my
opinion you will find such a one a
bore around the home and undesira-
ble in good society.
If an employe will not render his or
her employer the best service of their
ability, they should be summarily
dealt with.
Every employe owes to his em-
ployer to boost, push, or pull, fall in
line or get out.
I don't believe there ever was or
ever will be a time of greater demand
for loyal, efficient, honest, faithful, re-
liable employes than at the present
time.
True is the proverb, "He profits
most who serves best."
A PASSENGER ACKNOWLEDGES COURTEOUS TREATMENT
RECEIVED FROM FLAGMAN C. J. NAUMAN
Waterloo, la., Nov. 21.1917.
Supt. 111. C. R. R.,
Dubuque, la.
Dear Sir : —
A short time ago, myself and wife
were passengers on train 13 and 14, Wat-
erloo to Ft. Dodge and return. Want to
state your Flagman or Br'kman was very
polite to all the Passengers and he pro-
nounced the stations very plain. I will
recommend your road to anyone to be
treated courteously, which I think is a
great benefit to the traveling public.
Have since learned it was a Mr. Nau-
man.
Yours truly,
Mr. and Mrs. Chas. Seppich,
339 Sumner St., Watrloo, la.
Contributions
from
"Arteries of the Nation's Life"
Mort W. Thompson, Locomotive Engineer, Chicago, 111.
The railroads are indeed the "arteries of
the nation's life." Now, when the world war
is bringing so forcibly to the American gov-
ernment and people the importance of the
railroads to the welfare, nay, the very exist-
ence of the nation, the time has arrived to
"strike while the iron is hot" and obtain
legislation that will be an aid to railroad
efficiency.
The government is calling for efficiency on
the part of railroad men. The modern rail-
road organization is such that efficiency is
the watchword and the best efforts of the
rank and file are given to their various du-
ties. To obtain increased efficiency, there-
fore, it behooves the government to abolish
all obsolete and unnecessary regulations and
restrictions that at present impede railroad
operation and to enact laws for railroad reg-
ulation based on modern business principles.
My observation has been that the law mak-
ing bodies, particularly the municipal bodies,
are inclined to hamper rather than to aid
railroad efficiency and many of the laws
now in force show a great lack of judgment.
The various restrictions governing railroad
operation through towns and villages are en-
acted by the local authorities and some of
these restrictions are such as to lead one to
believe that the welfare of the community
is not considered as much as is a spirit of
retaliation for some fancied grievance. To
illustrate the workings of these local authori-
ties, I wish to cite the following instances :
When I was firing the fast mail run, a
number of years ago, this train had been
stopping at a certain small station on flag,
as an accommodation to the townspeople.
On account of heavy business making it dif-
ficult to make the time it was decided to
discontinue the stop at this station. The vil-
lage authorities immediately threatened to
lower and enforce the speed restrictions un-
less the stopping of the train was continued
and with this club forced the Company to
make the stop.
Several years ago I was running an en-
gine on a north bound freight train when
the train parted while passing through a
small' town, blocking the main cross street.
The brakeman immediately went back, locat-
ed the trouble, shut off the angle cock and
cut the crossing when the air brakes were
pumped off. This trouble happened at about
7 :00 o'clock in the morning and the time con-
sumed between the stopping of the train and
the cutting of the crossing was seven minut.es
A blustering member of the village board
happened to be at the crossing at the time and
he pulled out his watch and timed us. When
the crossing had been cut he ordered the vil-
lage marshall to arrest the conductor for vio-
lation of the village ordinance regarding the
blocking of road crossings. The conductor
was arrested and taken to the village hall and
a messenger was sent for the judge, who
shortly appeared and called a special session
of court. The conductor asked for a contin-
uance so that he might get counsel to rep-
resent him and after some deliberation it was
decided to grant the continuance and allow
the Company's Agent to sign a bond for the
reappearance of the conductor. The conduc-
tor was then released and the train allowed
to go. These proceedings took up some time
and meanwhile a tonnage freight train was
held and the main line blocked, all for the
trivial offence of blocking a village street for
seven minutes at a time in the morning when
there was little or no traffic.
I attended the trial when it was called and
of course the village officers were well rep-
resented. After the usual preliminaries were
over and the village officer who had caused
the arrest had testified as to the seven minute
delay, I became curious as to the nature of
the ordinance under which the arrest had
been made and I asked the court to have the
ordinance read. The court consented and re-
quested the clerk to read same. The clerk
looked through an old account book in which
the ordinances were recorded and finally
found the one desired. What was the sur-
prise and consternation in the court room
when it was found that the time allowed for
the blocking of crossings was ten minutes in-
80
ILLINOIS CENTRAL MAGAZINE
81
stead of five as they had supposed. The case
was immediately dismissed and the villagers
were profuse in their apologies. This was a
case of persecution of a railroad and delay
to traffic when the local authorities didn't even
know that their own local laws were.
Such instances as the above show the fal-
lacy of empowering local law making bodies
to pass laws for the regulation of railroads
and I believe that the making of such laws
should be taken out of the hands of local
authorities, or at least that any laws promul-
gated by them be passed on by a competent
federal board before they are put in force.
An ordinance requiring the slowing up of
trains to six miles per hour to prevent cross-
ing accidents is ridiculous, shows the imprac-
ticability of the sponsors of same and empha-
sizes the necessity of removing from village
boards, etc., the authority to make such arbi-
trary laws.
I believe that a reduction in speed to from
twenty-five to thirty miles per hour gives suf-
ficient warning of the approach of a train to
enable any person of average mental equip-
ment to avoid an accident and this should be
the minimum speed restriction allowed. Such
a reduction through a town would answer all
requirements and have no material effect on
the running of a train.
As regards warning devices for public safe-
ty at road crossings, the great trouble
throughout the country is a lack of uniform-
ity. Some crossings are protected by flag-
men, some are equipped with gates, some have
automatic visible or audible signals, some
have two crossed boards on a post and some
have a sign marked "Railroad Crossing" set
upon a post. These signals are sometimes on
one side of the railroad and sometimes on
the other and sometimes on one side of the
road crossing and sometimes on the other.
There is no regular system.
The automatic and manually controlled de-
vices are expensive and are not thoroughly
reliable. Gatemen sometimes fall asleep or
neglect their work and automatic signals
sometimes fail. As many people get into the
habit of depending entirely on these warnings,
their failure is a positive menace.
I believe that a standard stationary cross-
ing signal of some prescribed shape should
be adopted by every railroad in the country
and that one of these signals should be placed
on each side of the track, on the right side,
of the road, where it could be plainly seen by
approaching traffic. An additional signal
could also be posted down the road a short
distance as a warning of the proximity of the
crossing signal, after the manner of a dis-
tance signal at an interlocker. These signals
should be painted in a conspicuous manner so
that they could be seen at night by the aid
of lights of approaching vehicles. At cross-
ings where lights are required, a red signal
of some selected standard shape could be in-
stalled after the manner of the large *ed
globes at street intersections in Chicago.
The cost of maintenance of .such signals
as I speak of would be very litth, they are
as nearly infallible as it is possible to make
a warning and there would be no excuse for
any alert person to get on a railroad crossing
without previous knowledge of the presence
of the crossing.
Now that automatic construction has reach-
ed the present state of perfection, motorists
take long trips and are constantly running
through unfamiliar territory. They often run
upon railroad tracks before they are aware
of the existence of a railroad crossing and
undoubtedly many accidents are due to this
fact. The adopting of a standard, form of
railroad crossing warnings would seem, there-
fore, to be imperative.
The ever increasing number of railroad
crossing accidents, both to vehicles and pe-
destrians, demands drastic action and I wish
to suggest that agitation be started for the
passing of a Federal law requiring every pe-
destrian and vehicle to stop at every railroad
crossing and not proceed until they have
looked and listened to know that the way is
clear. Failure to observe this law should be
met by adequate punishment.
A campaign to effect this end by education
of the people through moral suasion would be
a waste of time. The average man who is
careless about crossing a railroad is not likely
to be influenced by any peaceful persuasion.
He has been able to get throu^n life so far
without an accident and he doesn't see but
that he can continue in the same old way.
When he finally gets struck by a train there
is generally no "come back" and he is done
for. If, however, instead of being struck by
a train he was struck by about ten days in
the County jail or a good stiff fine for his
carelessness, he would mend his ways and
such punishment would do more good than
all of the advice in the world. The fear of
punishment for wrongdoing is the controlling
factor in the conduct pf humanity and the
observance of a law such as I suggest would
become a second nature and practically elim-
inate crossing accidents.
During the time that I have been in the
engine service I have witnessed Accidents fa-
tal to six people and all of these accidents
were due to the carelessness of the unfortu-
nate victims. I do not believe that my experi-
ence in this line is any greater than is that of
the average engineer and when the number
of engineers throughout the country is con-
sidered, and the consequent number of acci-
dents, the effect is appalling.
To substantiate my theory that trespassing
on railroad property and a display of careless-
ness on railroad crossings should be unlawful
82
ILLINOIS CENTRAL MAGAZINE
acts, I wish to give a record of the accidents
I mentioned above.
I was firing a suburban engine a number
of years a^o and approaching 87th Street Sta-
tion I observed a number of men walking
alongside the track toward the station with
the evident intention of taking our train.
When the engine was within ten feet of one
of these men he stepped onto the track and
was instantly killed. The engine bell was
ringing at the time. Cause of accident — fail-
ure to look and listen.
Two years ago I was pulling into 63rd
Street Station on a south bound local subur-
ban train and when I was within about twen-
ty feet of the baggage crossing at the north
end of the platform two women started run-
ning over this crossing. One of them got
over safely but the other was struck and kill-
ed. They were a mother and daughter- who
had a'ot up on the wrong platform and see-
ing their train pull in on another track had
attempted to reach same by running over a
crossing not intended for passengers. The bell
was ringing and the headlight was burning
but they failed to notice same. Cause of acci-
dent— failure to look and listen.
Last Summer, on a very dark night, I was
on a North bound suburban engine and when
within a very short distance of 130th Street
crossing I saw a green light move on the
track ahead of me. It was too late to prevent
an accident and the next instant there was a
thud and the crossing flagman rolled over to
the side of the track, dead. Here was a man
entrusted with the duty of preventing cross-
ing accidents and he failed himself to notice
approach of the train although bell was ring-
ing, headlight was burning and the crossing
whistle had been sounded. Cause of accident
— failure to look and listen.
About two months ago, on a dark night, I
was approaching 109th Street on a South
bound suburban train when the headlight
shone on a man walking on the track toward
the engine. I immediately whistled and stop-
ped the train and had the man been on the
alert he could have escaped. He did not get
out of the way, however, and was struck and
fatally injured. Cause of accident — trespass-
ing on a railroad elevation and not looking
and listening.
On October 31st last, Hallowe'en, I was on
a South bound suburban train and approach-
ing 138th Street crossing, Riverdale, I noticed
the crossing flagman waving his lamp at some-
one and about the same time the fireman
started shouting at someone on the track on
his side. I immediately applied the brakes
and as I passed over the crossing I looked
across the cab and through the gangway I saw
several girls running over crossing toward
our train. They were evidently trying to at-
tract our attention to have us stop and pick
them up. In their excitement they failed to
notice anything but our train and did not heed
the warnings of the fireman or flagman and
did not see the headlight of a North bound
train approaching on the next track. The
next instant the North bound train had run
down and killed two of them. These girls
were on their way to a Hallowe'en party in
Harvey, going hand in hand, happy and gay,
and the threads of their lives snapped off in
the full bloom of their youth on account of
failure to STOP— LOOK— LISTEN.
I have been fortunate so far in not having
struck any automobiles, but on five different
occasions I have avoided such accidents by
anticipating "bonehead" moves on the part of
motorists. On four of these occasions gate-
men had failed to lower crossing gates on the
approach of train at crossings where buildings
obstructed the view of tracks. Each time I
brought the train under control and as I near-
ed crossing a large auto sped over crossing
without any hesitation and had not train
been under control each of these" autos would
have been struck square in the middle. On
the other occasion a motorist raced me for a
crossing and as I didn't want to be a "fool-
killer," I checked speed of the train and avoid-
ed accident.
Observation of the indifference paid to
crossing signals of all kinds on the part of
people crossing tracks and the Road Depart-
ment's records of crossing gates being smash-
ed by having been run into by automobiles
will further prove the necessity of a cross-
ing law such as I advocate.
The suggestions I have made in this letter
are all practicable and I believe that they are
worthy of careful consideration.
Shippers Order Shipments Delay Cars
F. E. Lambeley, Agent, Monroe, Wis.
The custom which has grown up with
traffic developments, and which contribute
in a large measure to delays to cars ex-
perienced for some time, in addition the
railroads assume the responsibility, for
which they receive no compensation. Ship-
pers order notify shipments are generally
done for the purpose of securing payment
ILLINOIS CENTRAL MAGAZINE
83
at destination of a draft for "the value of
the consignment, the railroad company;
is under obligation to withhold delivery
of the shipment until the bill of lading is
surrendered to it, and in the event de-
livery is made without the bill of lading
the company is liable to the holder thereof
for the value of the shipment. The pay-
ment of the draft entitles the payer to
the possession of the bill of lading, and
the bill of lading to the shipment.
Delays to car load shipments so brlled,
are as follows: As a rule cars are not
placed for unloading until the bill of lad-
ing is in the possession of the destination
agent and about one-half of the time we
find shipments arrive in advance of the
bill of lading in the banks, due, as I un-
derstand it, that the banks forwarding from
one bank to another, and on short haul
freight and especially from large cities to
nearby stations, say 150 or 200 miles from
such shipping points, it seems that the
shipments always reach destination before
the bill of lading reach the bank or after
the banks are closed which as a rule close
at 3:00 p. m. and quite frequently the
party notify will not take up the bill of
lading until he can inspect the consign-
ment, which he can only do when allowed
as provided in the contract of the bill of
lading, when not allowed and the party in-
sist on such inspection, authority has to be
obtained from the shipper.
These causes is what delays the equip-
ment. Of course it might be said if the
party notify would lift the bill of lading
and place same with the destination agent
there would be no delay, but this cannot
always be done, reasons given above, even
if they could or when they can, it seems
they will not do so until they are notified
that the shipment is ready for delivery on
surrender of the bill of lading.
Besides the delays it often brings dis-
satisfaction between the local agent and
the consignee or party notify who might be
willing to make a deposit to cover the
amount of the draft, etc.
We of course realize that the shippers
order notify shipments are covered by the
uniform bill of lading approved by the
Interstate Commerce Commission. How-
ever, it would appear that the same com-
mission or a power greater could elimi-
nate same on car load shipments which
would minimize the car shortage.
Safety First: Efficient Service and the Duty of Every
Employe^Especially at this Critical
Period, War
By C. W. Myers
THIS being my first attempt to take up
a little space in the magazine, I will
try to limit myself, and this might miss
the waste basket.
I have always read the magazine ever
since it has been published, and always
like to read the letters from employes from
every department.
Whether it is an employe making a sug-
gestion or expressing his views on a sub-
ject pertaining to handling of freight, or
handling of cars and seeing that they are
loaded to capacity, or whether it is a sub-
ject strictly of a clerical nature, it is help-
ful to the B. and B. man. I have been
with the I. C. R. R. over eleven years. I
entered the service of this company June
11, 1906, and served as carpenter and car-
penter foreman until September 1, 1917, at
which time I accepted a position with the
Y. & M. V. R. R. Co. as extra carpenter
foreman on the Memphis Division.
The last three years of my service with
the I. C. I served as cabinet maker and
emergency store room keeper at Durant,
under Carpenter Foreman R. L. Bell, Mis-
sissippi Division.
It seemed somewhat serious to me, to
think of leaving the I. C. after eleven
years' of service.
After being with "a company that length
of time, one cannot help but feel attached.
Yet I feel at home, realizing that it is all
the same company, and at the same time
having the consolation of knowing that I
left the I. C. with a good record^ and
can go back to the Mississippi Division if
I should care to.
In reading the magazine from time to
time, I seldom find anything from the
B. and B. Department. I know of no bet-
ter way for the B. and B. Department em-
ployes to become better acquainted than
through the medium of the magazine.
Of course, we realize that the space
within the cover of the magazine is valu-
able, but at the same time we could risk
ILLINOIS CENTRAL MAGAZINE
a few contributions that would be ad-
mitted.
The great "Safety First" campaign that
has been waged from time to time, should
not be lost sight of. The words "Safety
First" can be applied to instances other
than the prevention of personal injury.
It can be applied in many ways. It can
be suggested to the farmer to raise food-
stuffs, and entrench himself by preparing
for a rainy day.
It can be exercised by all employes of
the railroad company, the trackmen, bridge-
men, carpenters and other employes, by
giving their employers good service, and
work to the interest of the company.
Take a personal interest in the daily
work. Unless an employe exercises a
personal interest and "works to the interest
of the company for whom he is working,
he will never amount to much anywhere,
and the sooner he is out of the way, the
better off everybody concerned will be.
Right at this time labor is somewhat
scarce, however, I have my quota at the
present time. I have no bouquets to throw,
either at myself or men, but will venture
to say that I have a crew composed of
straight forward, honorable men. Some
of them are subject to the next draft call
and no doubt will soon be gone from me.
I will be at a loss when they go, as it
means much to lose a man who has been
with you long enough to become accus-
tomed to the work.
One great feature is, you have to train
men to a great extent. No matter how
good he is mechanically, you have to train
him in many ways, especially along the
line of safety first.
One of the greatest problems that con-
fronts a carpenter foreman is, to break
men of the habit of leaving nails sticking
up in boards where they will be stepped on.
I must congratulate myself on having a
crew of men that are in the habit of re-
moving nails from lumber before leaving
it. Of course it was necessary for me to
call their attention to the matter several
times.
It is not always the case that we have
careless employes. Some are very careful
ami other are not, and consequently a rule
has to be applied that will make all realize
the importance of safety first.
Another great nuisance we have is our
men getting on and off moving trains. In
many instances their duties do not require
them to do so and the best remedy to apply
in such cases is to apply Rule 5.
Saving of material is a problem that
should not be overlooked. At the present
prices of lumber and other material, most
at1" workmen, especially a carpenter or
bridgeman could save the amount of his
wages, by simply using a little judgment.
Some workmen never stop to think that
when they waste one foot of lumber in
board measure feet, that they have thrown
away from two to six cents and possibly
more. Some might say that I would spend
fifty cents to save twenty-five, but if men
are careful they can save material and at
the same time work to advantage short
pieces of flooring, ceiling, baseboard and
in fact, any kind of material should not
be allowed to accumulate, but should be
used along as the work is done, thereby
rendering a great saving.
I will not ask for more space at this
time. Would be glad to hear from some
of the Mississippi Division boys.
Letter From Engineer E. J. Bolian
^ ,. New Orleans, December 21, 1917.
h-ditor, Illinois Central Magazine,
Chicago, 111.
Dear Sir:— A short time ago my pay check was short to the amount of $22. I wrote
imekeeper who in turn informed me that two tickets covering nearly 400 miles did not
reach him, and same would be allowed in following pay as those two tickets did not
quite cover the shortage. I wrote the timekeeper again, sending him the following:
I need all the change, need it bad.
When check is short I feel so sad;
Necessities of life are up in the sky,
Overalls too have begun to fly.
See by the above why I need all the time;
Feeling rather good, thought I'd tell it in rhyme.
So, Mr. Timekeeper, be peaceful as a dove
If not rewarded on earth you'll get it above.
You may think I am trying to be a poet
While I think I am as much one as a sheep in a goat.
Not working on Sunday, having this day to rest,
. . Gives me pleasure to pen this and wish you the best."
ILLINOIS CENTRAL MAGAZINE
85
The timekeeper wrote me as follows:
"E. J. B.— You are still short $1.50 and will allow it in next pay. I bet you think
hard every time you lay down the coin for beans and such. Man, I get sick every
time I pass a butcher shop and look at a piece of pork. I suppose I would die if I
got hold of a piece to eat. Well, I don't think there would be any eating, would
just taste it and put it back."
I wrote him the following:
"I have your note in which you say
The one-fifty shortage I'll get pay day;
In the future I'll have no room for complaint.
If I do you'll receive it as meek as a saint,
I regret very much to always whine
When tickets don't reach you to cover my time;
I feel satisfied you work hard to please
The men in the service and their mind to ease,
Which you know is done when pay comes right,
But when it is otherwise they want to fight.
You say high cost of living also pinches you;
Long ago eat pork now lucky to get stew.
Looking at chicken can't make out what it is,
Think it is something the money class use in their biz.
I will tell you now and it's no dream
No matter how strange to you it may seem,
The last time I eat chicken I kept all the bones —
Would not swap them for a lot of ice cream cones.
Even in summertime when sweat is on the brow
And would not think of giving them for a cow
At some future time and it's not far away,
They will be on exhibition to see them you'll pay,
So we will work on for the 111. Cent, doing our very best.
The next time my pay is short will write you the rest."
Mr. Editor: — Some of the boys told me to send this to you and you would give it
space in magazine. If you think it is worth the space why kindly do so, if you think
otherwise, why just put it where most editors put a lot of nonsense. I will not lose
any sleep over it. Yours truly,
E. J. Bolian,
Engineer, Y. M. V., N. O. Div.
The Revolt of Jane
By Helen Lee Brooks
VyHEN the Doctor's wife died,
** every one in the village won-
dered whom he would choose as her
successor, and whether or not his first
proposal would be declined. The gen-
eral opinion seemed to be that this
would not be the case, for the Doctor
was considered a very good catch in
the village of Burkesville. He was
not very old, had a flourishing prac-
tice, a comfortable home, and held
mortgages on most of the nearby
farms. Furthermore, the Doctor was
not only skilled as a physician, but
86
ILLINOIS CENTRAL MAGAZINE
was equally skillful in collecting his
accounts — an unusual combination in
a country doctor. True, he was rather
deaf, but every one in Burkesville was
used to that and it could hardly be
counted as a defect, or as impairing his
eligibility.
The Doctor was highly esteemed in
Burkesville, and the untimely decease
of his wife did not diminish his popu-
larity with the ladies of the village.
And the matrons took almost as much
interest in speculating on who would
be the "Doctor's second wife," as did
the marriageably inclined spinsters in
preparing and spreading their nets for
the unsuspecting widower.
It is not quite clear when the ma-
trons began to predict and when the
maids began casting their nets, but
Opha, the village helper, declared as
the "gospel truth" that the day of the
funeral — in fact, while the melancholy
obsequies were taking place — she heard
Mrs. Simpkins tell Mrs. Travis-Smith,
that in her opinion it would be Melissa
Jones, and there were very few words
uttered or acts transpired in Burkes-
ville that Opha did not hear or see.
Opha further asserted that while she
was cleaning the parlor for the funeral,
she heard Jennie Walker tell Lily Wil-
kins that Sue Marquis had sat up all
the night before finishing a new dress
to wear to the Doctor's wife's funeral.
These three young women, with Josie
Harvey, composed the quartette that
was to sing, "Shall We Meet Beyond
the River," and "Nearer My God To
Thee," at the Doctor's wife's funeral.
These two hymns were always sung at
every orderly, well-conducted funeral
in Burkesville.
That the Doctor would not, after a
decent — or indecent — interval select a
help-meet, did not dawn on the minds
of the villagers. That was not the
fashion in Burkesville. The custom
there, made honorable by a long line
of precedents, was for the bereaved
to mourn diligently for a few months
and then cast about for a suitable suc-
cessor to the departed. And the Doc-
tor did not bid fair to vary from the
long-established, highly-respected cus-
tom. That he had been an affectionate,
devoted husband was universally ad-
mitted. From this opinion there was
not one dissenting voice. Even Mrs.
Simpkins, who seldom agreed with
any one on any subject, assented
grudgingly that "the Doctor and Melia
certainly were in love with each
other." It is true, some of the vil-
lagers affirmed that the "Doctor
hardly knew his soul was his own,"
so absolute was his subjection to the
imperious Amelia.
Opha, a specialist in such matters,
declared that the funeral was the most
elegant ever witnessed in Burkesville.
The "delegations" — thus Opha desig-
nated the floral display — "was grand,"
she avered to Mrs. Martin, when she
came to do the weekly washing, the
day after the funeral.
The Doctor's first expressions of
grief were warmly approved by the
village. His wife had not been a
beautiful woman, but nevertheless a
picture of her, enlarged to enormous
proportions, was the principal adorn-
ment ( ?) of the little parlor. Not con-
tent with one likeness of the dear de-
parted, he had three more large pic-
tures made, all framed in the brightest
of gilt and the reddest of plush. One
of these was hung in the front hall,
so that the first object to meet the
eye as one entered the door, was a
staring likeness of the dead mistress.
The second picture held the place of
honor over the dining room mantle,
while the third and largest of all, was
hung in the Doctor's bedroom. As
a further token of his grief, the mar-
riage certificate, surrounded by an
ebony frame, hung just opposite the
bed, where the Doctor's eyes would
rest on it as soon as he awoke.
And now, having performed with
all faithfulness, his duties to the dead,
he turned his attention to the living.
Though the village was surprised
at the Doctor's choice, it, on the whole,
approved. True, Lily Wilkins was
heard to wonder, "What the Doctor
could see in that dowdy little Jane
ILLINOIS CENTRAL MAGAZINE
87
Thomas," but otherwise the opinion
was unanimous that Jane was a good
girl, and would make the Doctor a de-
voted, submissive wife. Jane was an
orphan, and her life thus far had not
been an easy one. She lived with her
uncle, and though practically taking
the place of a servant, she was none
the less made to feel that she was an
object of munificent charity. She had
never had anything of her very own,
except a few shabby clothes, generally
the cast-off garments of her cousin,
and a narrow, well-worn ring that had
been her mother's. With the begin-
ning of the Doctor's attentions Jane's
position in her uncle's household sud-
denly improved, and when the engage-
ment was announced, Jane's uncle dis-
covered that he "loved her like a
daughter."
Jane had a faithful, affectionate little
heart that had been starved, and when
the Doctor spoke gently to her and
told her that he loved her and wanted
her for a wife, she was deliriously
happy. Long engagements were not
the fashion in Burkesville, but the
brief period that separated the pro-
posal from the marriage ceremony
sufficed for Jane to fall very deeply in
love with the Doctor. And every time
he talked to Jane and looked into her
childish, innocent blue eyes, he grew
fonder of her. Of course, she was not
like his peerless Amelia — his "angel
wife," he liked to call her — to whose
judgment he had been accustomed to
defer on every subject. But Jane was
sweet and gentle and the Doctor was
sure she would be an affectionate,
obedient wife. The wedding took
place in the early summer, and after
a trip to "Niagara Falls" — the Doctor
was well-to-do and could afford an ex-
tensive trip — Jane and the Doctor
settled down to housekeeping.
Jane's blue eyes opened wider as
they met the stern eyes of the Doc-
tor's first wife staring at her from the
wall as she stepped into the front hall
for the first time. She started a little,
and the Doctor said solemnly, "Jane,
that is a picture of my dear Amelia,
my angel wife. She was a wonderful
woman, Jane."
"Y-e-s," said Jane, a little doubtfully,
her eyes still fastened on the picture.
Was it her imagination, or was there
really an expression of malicious
triumph in the pictured eyes that
seemed to say, "You think you have
taken my place, but you are mistaken.
You have tried to usurp me, but I
shall have revenge."
Jane was aroused by the Doctor's
voice saying, "Come, Jane, my child,
let us go into the parlor," opening the
door as he spoke.
Again was it Jane's fancy, or did
she really detect the faint, sickenish
odor of fading tube-roses and magno-
lias that one unconsciously associates
with funerals? She stepped bravely
into the room and there was met by
another life-sized portrait of the Doc-
tor's first wife, more stern and forbid-
ing in aspect than the one in the hall.
"This picture," said the Doctor, "of
my angel wife was taken in her wed-
ding gown, soon after our marriage.
It was considered a very excellent like-
ness. Jane, my child, she was a won-
derful woman."
"Y-e-s," timidly assented the now
almost frightened Jane.
"And see, Jane," went on the Doc-
tor, producing a large bottle nearly
filled with a fluid in which floated
about a dirty-looking substance, "here
are some of the flowers from angel
wife's coffin. I have preserved them
in alcohol, and keep them here on the
table just beside the Bible."
Jane was spared the necessity of re-
plying by the welcome announcement
that supper was served.
"Thank goodness!" she thought, "I
will get away from that terrible pic-
ture for a few minutes at least."
But her hopes were dashed to the
ground, as the stern eyes over the
mantle stared into the depths of Jane's
shrinking little soul. Again she was
assured that "Amelia was a wonderful
woman," and again Jane assented, this
time more feebly and timidly than
before.
88
ILLINOIS CENTRAL MAGAZINE
Jane observed that more than once
during the meal the Doctor's eyes slow-
ly travelled from her face to the face
in the picture. With a twinge of jeal-
ousy and resentment she thought, "He
is comparing me to her. Every word I
utter is being measured by her conver-
sation," and Jane soon lapsed into
silence.
But the poor child's worst ordeal was
yet to come. Ascending to the nuptial
chamber, she was confronted by the
fourth picture, and, merciful heavens!
the marriage certificate in its sable
frame. And for the fourth time Jane
was told that "Amelia was a wonder-
ful woman."
Jane deserved the epithet — "gentle" —
that was so often applied to her. More-
over, she was a hopeful little creature
and determined to displace the dead
woman, who seemed to dominate the
Doctor's mind as her pictures domi-
nated every corner of the house. Jane
was too ignorant of art to realize the
full horror of the monstrosities. But
to be tyrannized over by a dead woman,
even if she were an "angel"; to feel
those cold, critical eyes scrutinizing her
every act; and see, turn where she
would, that half-malicious smile was too
much for even Jane's gentleness. Her
nerves went to pieces. Her sleeping
hours were haunted by visions of pic-
tures of every shape and size, all of
the same stern, sharp visaged woman.
One night as she lay awake trying to
devise some plan to rid herself of this
incubus, she heard the Doctor murmur
in his sleep, "Amelia, Amelia, my angel
wife." This was the last straw that
broke Jane's tattered little frame. Turn-
ing her face to the wal]^ she sobbed bit-
terly. Was she always to be haunted
by this ghost? Jane was certain that
the Doctor really loved her, and it was
only a morbid sense of duty to the dead
that kept Amelia ever before him, not
as a half-sweet, half -sad memory, but
as an actual, living discordant presence.
This morbidness was further stimulated
by the pictures.
So the weeks and months dragged
drearily by for poor little Jane. Amelia
showed no intention of relinquishing her
authority, and Jane could not find it in
her loving, little heart to utter one word
of_complaint to anyone, least of all to
the Doctor. Gradually she came to spend
most of our time in the kitchen, the
one room in the house where she could
escape Amelia's eyes.
Jane would have liked to re-arrange
the furniture, but her first suggestion
was met by a pained expression in the
Doctor's eyes and the said, reproachful
words :
"Everything is just as Amelia left
it. I have never allowed anything to
be changed," and Jane did not persist.
When Jane realized that she was soon
to become a mother a thrill of joy went
through her. Now she would come into
her own. Now she would displace in
her husband's heart and mind the wom-
an who, though buried, would not die.
Jane remembered the Doctor telling her,
soon after their marriage, that the only
sorrow of his and Amelia's wedded life
was that no child had been born to
them.
Jane was more happy than she had
been since her marriage and the Doc-
tor seemed to share her joy. Safe in
the sunny little kitchen, away from
Amelia's jealous, disapproving eyes,
Jane sang as she stitched away busily
at the little garments.
As if to emphasize Jane's claim on
the little stranger, she was born on her
mother's birthday. As Jane held her
babe in her arms and felt the pressure
of its tiny hands on her breast, even
Amelia's stern eyes could not disturb
her. This child was her very own,
flesh of her flesh, blood of her blood,
soul of her soul. As Jane lay quiet and
happy, dreaming of ^fhe baby's future,
the Doctor came softly into the room.
He leaned over and kissed Jane ten-
derly.
"Jane, my child," he said, "how for-
tunate that baby is a girl so we can name
her Amelia, for my angel wife. She
was a wonderful woman, Jane."
Jane's only answer was a storm of
tears. When he grew more quiet she
sobbed out:
ILLINOIS CENTRAL MAGAZINE
89
"I don't want her called Amelia. I
won't have her called that. I hate Ame-
lia. Why won't she stay dead?"
"Why, Jane!" exclaimed the Doctor
in horror-stricken tones. My child, hate
my angel wife? What do you mean?"
By this time Jane was hysterical, and
the husband of the dead Amelia was lost
in the physician.
"Be quiet, little girl," he said sooth-
ingly. "Don't cry. It's all right."
Jane was strong and well before the
question of baby's name was broached
again. She was to be christened the
next Sunday, which happened to be the
second anniversary of Jane and the Doc-
tor's wedding.
"Of course, Jane," said the Doctor,
"she will be called Amelia. Everyone in
the village will expect it, and Amelia,
my angel wife, I think will be made
more happy in heaven."
Jane did not answer, and the Doctor,
assuming that she consented, said no
more.
On Sunday morning as Jane, her babe
in her arms, and the Doctor by her
side, stood before the grey-haired old
minister there was a look of calm de-
termination on her childish face. As the
minister took the babe in his arms, he
inquired in a whisper, "What is the
name ?"
The question did not reach the half
deaf ears of the Doctor, and Jane an-
swered quickly and firmly :
"Jane."
As the sonorous tones of the minis-
ter echoed through the church as he
repeated the solemn words:
"Jane, I baptize thee in the name of
the Father, and of the Son, and of the
Holy Ghost, Amen and Amen," the Doc-
tor stared at Jane in silence, too amazed
to utter a sound.
The rule of Amelia was over; the
reign of Jane began.
One question has always perplexed
the village, and even Opha has not been
able to answer it.
What became of the pictures of
Amelia ?
M
S
Pf AVORABLE mention is made of the fol-
•T lowing conductors and gatekeepers for
their special efforts in lifting and preventing
the use of irregular transportation in con-
nection with which reports (Form 972) were
rendered to the auditor of passenger re-
ceipts, who, in cases of this kind, advises the
other departments concerned, so that proper
action may be taken, all pass irregularities
being brought to the attention of the vice-
president.
Illinois Division
During November the following gatekeep-
ers lifted card passes and commutation tick-
ets, account having expired or being in im-
proper hands : Freda Gross, Eleanor Jacobs,
Mabel Bergmann, Bertha Johnson.
Suburban Conductor A. F. Pomeroy, on
train No. 138 November 1, lifted employe's
suburban pass, account being in improper
hands and collected cash fare.
Suburban Flagman A. Huedapohl on train
No. 579 November 18 lifted employe's subur-
ban pass, account being in improper hands
and collected cash fare.
Conductor H. B. Jacks on train No. 22 No-
vember 4 declined to honor card ticket, ac-
count having expired and collected cash fare.
Passenger was referred to passenger depart-
ment for refund on ticket.
Conductor F. A. Hitz on train No. 18 No-
vember 16 lifted annual pass, account having
expired and collected cash fare.
St. Louis Division
Conductor G. Carter on train No. 3 No-
vember 2 lifted employe's term pass, account
passenger not being provided with identifica-
tion slip Form 1572. Passenger refused to
pay fare and was required to leave the train.
Conductor A. N. Wakefield on train No.
24 November 6 declined to honor card ticket,
being in improper hands and collected cash
fare.
Wisconsin Division
Conductor L. Bowley on train No. 216 No-
vember 6 declined to honor card ticket, ac-
count having expired and collected cash fare.
Passenger was referred to passenger depart-
ment for refund on ticket
90
ILLINOIS CENTRAL MAGAZINE
Kentucky Division
Conductor J. W. Whedon on train No. 102
November 19 lifted employe's term pass, ac-
count identification slip Form 1572 having
been altered. Passenger refused to pay fare
and was required to leave the train.
Tennessee Division
Conductor E. M. Kornegay on train No.
304 November 20 declined to honor card
ticket, account having expired and collected
cash fare.
Conductor S. E. Matthews on train No. 5
November 21 lifted mileage book, account
being in improper hands and collected cash
fare.
Mississippi Division .
Conductor R. F. Cathey on train No. 24
November 15 declined to honor card ticket,
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Louisiana Division
Conductor E. S. Sharp on train No. 313
November 6 and No. 332 November 23 de-
clined to honor mileage books, account hav-
ing expired and collected cash fares. On
train No. 331 November 16 he lifted em-
ploye's term pass, account having expired
and collected cash fare.
Conductor R. E. Mclnturff on train No. 23
November 8 lifted card ticket from passenger
who admitted having previously secured
transportation on same and collected cash
fare.
Conductor L. E. Barnes on train No. 1 No-
vember 13 lifted annual pass restricted to in-
trastate travel, account being presented for an
interstate trip and collected cash fare.
Memphis Division
Conductor F. B. Bell on train No. 15 No-
vember 29 lifted identification slip Form 1572,
account passenger not being provided with
pass and collected cash fare.
Conductor J. S. Lee on train No. 403 No-
vember 30 lifted trip pass, account having
expired and collected cash fare.
New Orleans Division
Conductor A. L. Williams on train No. 34
November 6 declined to honor mileage book,
account having expired and collected cash
fare.
Conductor C. Davis on train No. 15 No-
vember 14 declined to honor mileage book,
account having expired and collected casb
fare.
Division News
Indiana Division
Just a few days more and our brand new
sheet for 1918 will be ready to start!
Many of our Ma~ttoon force spent Christ-
mas Day out of town. Robert Laden, chief
clerk to road master, with his family,
visited in Rockford, 111.; J. J. Sekinger.
supervisor. B. and B., was in Chicago with
home folks; chief Accountant A. C. Wilcox
was at Springfield, 111.; D. D. Farmer, chair-
man in Road Department, went to Fulton,
Ky.; W. O. Walker, instrumentman, home
to Knoxville, Tenn.; C. W. Heiner, boiler
foreman, Mattoon shops and wife, were
at Mt. Carmel, 111.; J. N. Hardwick, chief
accountant in storekeeper's office, wife and
son, Billy, were with relatives at Osawa-
tomie, Kan.
James Warren, formerly M. C. B. clerk
at Mattoon shops (now at Camp Taylor,
Louisville, Ky.) spent Christmas with
relatives in Mattoon.
W. J. McDonald, formerly division elec-
trician (now at Fort Riley) spent Christ-
mas in Mattoon.
W. L. Stephenson (in France) formerly
of Master Mechanic Bell's office force, re-
membered many of his friends on Indiana
Division with Christmas greetings from
"The Thirteenth Regiment — Railway En-
gineers."
We were all pleased on opening last
month's magazine (page 29) to see the
countenance of J. A. Law, with Group 5
of Company A now in France. From all
appearances, John is being well treated as
when he was conductor on the Indiana
Division.
Employes on the division have responded
generously in the Liberty Loan campaign,
so far almost $8,000 being realized; among
those who have exerted themselves can-
vassing, Conductor D. G. Nichols deserves
mention, he having sold several hundred
dollars worth of bonds.
Superintendent H. J. Roth left December
28th for a few days' visit with relatives in
Colorado.
J. T. O'Dea, special yard master, Chi-
cago Terminal, with his family, spent part
of the holidays in Mattoon.
William Smith, Jr., assistant general
freight agent, Chicago, visited division
offices one day this month.
Miss Edith Riggs, stenographer in road
master's office at Mattoon, has gone to Chi-
cago to work in the general superintendent
transportation's office; Miss Lucille Yount
has filled the vacancy.
R. A. Rodeberg, rodman on special work,
has been promoted to rodman on Minne-
sota Division; B. C. Ellis, instrumentman,
ILLINOIS CENTRAL MAGAZINE
91
formerly on special work, has been pro-
moted to assistant engineer, construction
work, Chicago Terminal.
S. P. Munson, pensioner (formerly clerk
to supervisor B. and B.) and wife are
visiting in Monmouth, 111.
B. B. Knight has bid in the agency at
Latham, 111.; S. F. Wakefield will assume
his duties in the dispatchers' office, Mat-
toon.
Although we are having real New
Orleans weather at the present time, we
can prove we had some winter days by
George Lahey, of the Accounting Depart-
ment, who had his ear frozen.
A letter of appreciation has been re-
ceived from S. J. Robertson, section fore-
man on this division, of the splendid treat-
ment accorded him on the Illinois Central
Railroad recently when he made a trip to
Pope, Miss., to bury his child. It is gratify-
ing to receive such reports — to know that
such courtesy is being extended, and also
that it is so highly appreciated.
A new coal mine is to be put in opera-
tion in the near future at Cass, Ind., un-
der the appellation of the Rowland Con-
solidated Colleries Co. The Maintenance of
Way Department is constructing- track to
serve this mine, from which they con-
template an output of twenty cars per day
at the start, to be increased to fifty cars
per day a little later on.
The I. C. S. F., a newly formed organiza-
tion of Agent Ward's office, Indianapolis,
is "forging right ahead," the members hav-
ing completed arrangements for- their first
affair, an informal gathering, to be held
some evening in the near future, at which,
we already know, a pleasant time will be
had.
If Waterworks Foreman Tom Wilson
hadn't brought back some cigars and fine
apples to treat the office, we had intended
to inquire as to why, when he went to
Paducah, Ky.. to spend Christmas, he didn't
return on schedule time.
The construction of new round house at
Mattoon is rapidly progressing and the first
seven stalls were placed in use Saturday,
December 15th.
Minnesota Division
An agents' meeting was held at the
Hotel Julien. Dubuque, Saturday, Decem-
ber 15th. Those in attendance besides
the division officers and staff were: Mr.
W. S. Williams, general superintendent;
H. J. Phelps, general passenger agent;
C. W. Titus, from the auditor of freight
receipts office; W. Calohan, of Mr. East's
office; J. F. Rierdon, agent at Freeport;
and 29 Minnesota Division agents, includ-
ing main line, Albert Lea and Cedar Rapids
District agents.
General Superintendent William im-
pressed upon the agents the importance
of their position with the company and
the fact that they, representing the com-
pany at their respective station, were in
the greater measure responsible for the
standing at their station. He called their
attention to the unusual conditions exist-
ing at present time on account of the war
and urged that all co-operate toward effi-
cient handling of this company's business.
General Passenger Agent Phelps re-
quested the co-operation of the agents in
the passenger business and emphasized the
fact that there is no separation between
departments and that they, by taking good
care of passenger business, would no doubt,
bring about increased earnings for all de-
partments.
Mr. Titus talked concerning the new
Mannibill system for billing freight and
the Chicago-Rockford plan and explained
the details of the workings of these two
systems.
Mr. Calohan was very complimentary in
his remarks to the agents, on conditions
found by freight service department at
different times in checking the Minnesota
Division and he urged the agents to still
further co-operate in the careful and effi-
Railway '
Employes
Eyes are
Exposed to
Wind, Dust
and Alkali
Poisons
The Rush of Air, created by the
swiftly-moving train, -is heavily
laden with coal-smoke, gas and
dust, and it is a wonder that train-
men retain their normal Eye-sight
as long as they do.
Murine Eye Remedy is a Con-
venient and Pleasant Lotion and
should be applied follow-
ing other ablutions.
Murine relieves
Soreness, Redness
and Granulation.
Druggists supply Murine
at 50c per bottle.
The Murine Eye Remedy Co.,
Chicago, will mail Book of
the Eve Free upon request.
92
ILLINOIS CENTRAL MAGAZINE
cient handling of this company's freight
and in the prompt movement of cars.
Mr. Kerr, agent at Cedar Rapids, who
is chairman of the Committee of Car Serv-
ice Commission at Cedar Rapids, called at-
tention to the nature of the work being
done by the Car Service Commission which
is a part of the Council of National De-
fense.
The meeting lasted from 1:30 to 4:30
p. m. Those present lunched together at
the Hotel Julien. All concerned expressed
themselves as being greatly benefited by
being together and exchanging views and
getting new ideas to carry on their work.
Paul J. Ryan, formerly private secretary
to General Superintendent L. A. Downs,
recently paid a visit to his home folks and
friends in Dubuque, before leaving for
Columbus Barracks, Ohio, where he is now
in training with the Highway Engineers.
A. J. Donahue, operator at Dubuque, is
now at Camp Dodge. His friends hear
from him occasionally and latest report is
that he is suffering with tonsilitis. We
hope he will have fully recovered long
before this issue of the magazine is cir-
culated among his friends.
J. M. Bearsley, assistant engineer, is
spending the Christmas holidays with
relatives in Arkansas.
J. W. Swartz, who has been instrument-
man on this division for the past two years,
has been promoted to assistant engineer
on the Wisconsin Division, effective De-
cember 21st. Mr. Swartz's successor has
not yet been named.
Mr. and Mrs. C. W. Lentz are spending
the holidays with relatives in Dubuque.
Mr. Lentz is bridge inspector on the
Southern Lines.
W. J. Heckman, formerly assistant chief
clerk in superintendent's office, is home on
a furlough from Camp Dodge to visit
relatives and friends.
Charlie Dugan, of the accounting force,
spent Christmas at Ryan, Iowa.
F. J. Coates, formerly assistant engineer
on this division, spent a day with us dur-
ing the month, exchanging greetings with
old friends and acquaintances.
Vicksburg Division
Agents R. C. Hemphill and C. C. Wilson
have left the service of this company to
enlist in the army.
Free to Onr Reader*
Write Murine Eye Remedy Co., Chicago, 1*9*
«-page illustrated Eye Book Free. Write ail
about Your Eye Trouble and they will advia«
as to the Proper Application of the Murin*
Eye Remedies in Your Special Case. Your
Druggist will tell you that Murine Relievea
Bore Eyes, Strengthens Weak Eyes. Doesn't
Smart, Soothes Eye Pain, and sells for 60c,
Try It in Your Eyes and in Baby'a Eye* ft*
•calf Eyelids and Granulation
Engineer A. W. Crouch and brother, Flag-
man T. M. Crouch, have left the service of
the Y. & M. V. to enlist in the army.
Mrs. Seymour Simmons and little
daughter, Tilda, are spending a few days
with parents and grand parents at Brown-
ville, Tenn.
L. H. Michaux, former accountant in
local freight office, Greenville, has returned
to his old position after an absence of
about six months_.
Mr. "Slats" Jamison, gravel inspector
and Division Claim Clerk J. W. Sterling
are confined to their beds with the meas.les.
Mr. R. F. Hardcastle, stenographer in
the road master's office, spent Christmas
at home in Kentucky.
"Aviator" Mr. P. R. Henderson had busi-
ness on the Vicksburg Division December
27th to 31st. His many friends gave him
a warm welcome.
An early morning fire at Beulah, Miss.,
December 29th, destroyed ten stores and
one dwelling of frame structure.
Mr. H. T. Watson has succeeded Miss
Zeta Buehler as file clerk. Position as file
clerk made vacant on account of Miss
Buehler promoted to position as stenog-
rapher.
Mr. B. F. Simmons, accountant, in the
Hotel Hayes
W Annex
PHone Hyde Park 4400
64"- St. and University Att
Chicago
Popular Price
Family Hotel
American Plan
Kates:
Single $ 8 5? to $14 ^ per weeL
Doutte 16 ^ to 1^ ^per weeL
Four blocks from new G3L Street
depot and office building
ILLINOIS CENTRAL MAGAZINE
93
City Physicians Explain Why
They Prescribe Nuxated Iron
To Make Beautiful, Healthy Women and Strong, Vigorous Men
NOW BEING USED BY OVER THREE MILLION PEOPLE ANNUALLY
Quickly transforms flabby flesh, toneless tissues, and pallid cheeks of weak, anaemic men and women
into a perfect glow of health and beauty— Often increases the strength of delicate,
nervous, run-down folks over 100 per cent in two weeks' time.
IT Is conservatively estimated that over
three million people annually In this
country alone are taking Nuxated Iron.
Such astonishing results have been report-
ed from its use both by doctors and lay-
men, that a number of physicians in var-
ious parts of the country have been asked
to explain why they prescribe it so exten-
sively, and why it apparently produces so
much better results than were obtained
from the old forms of inorganic iron.
Extracts from some of the letters re-
ceived are given below:
Dr. Ferdinand King, a New York phy-
sician and Medical Author, says: "There
can be no vigorous Iron men without iron."
Pallor means anaemia. Anaemia means iron
deficiency. The skin of anaemic men and
women is pale — the flesh flabby. The
muscles lack tone, the brain fags and the
memory falls and they often become weak,
nervous, irritable, despondent and melancholy. When
the Iron goes from the blood of women, the roses go
from their cheeks.
"I have used Nuxated Iron widely in my own prac-
tice in most severe aggravated conditions with un-
failing results. I have induced many other physicians
to give it a trial, all of whom have given me most
surprising reports in regard to its great power as a
health and strength builder."
Dr. E. Sauer, a Boston physician who has studied
both In this country and in great European Medical
Institutions, says: "As I have said a hundred times
over, organic iron is the greatest of all strength build-
ers.
Not long ago a man came to me who was nearly
half a century old and asked me to give him a pre-
liminary examination for life insurance. I was as-
tonished to find him with the blood pressure of a boy
of twenty and as full of vigor, vim and vitality as a
young man; in fact, a young man he really was, not-
withstanding his age. The secret, he said, was taking
Iron — Nuxated Iron had filled him with renewed life.
At thirty he was in bad health; at forty-six he was
careworn and nearly all in — now, at fifty, after taking
Nuxated Iron, a miracle of vitality and his face beam-
ing with the buoyancy of youth.
Iron is absolutely necessary to enable your blood
to change food into living tissue. Without It, no
matter how much or what you eat, your food merely
passes through you without doing you any good.
You don't get the strength out of It, and as a con-
sequence you become weak, pale and sickly looking,
.just like a plant trying to grow in a soil deficient
in iron.
If you are not strong or well, you owe it to your-
self to make the following test: See how long you
can work or how far you can walk without becom-
ing tired. Next take two five-grain tablets of or-
dinary nuxated iron three times per day for two
weeks, then test your strength again and see how
much you have gained. I have seen dozens of
nervous, run-down people who were ailing all the
while double their strength and endurance and en-
tirely rid themselves of all symptoms of dyspepsia,
liver and other troubles in from ten to fourteen
days' time simply by taking Iron In the proper
form. And this after they had in some cases been
doctoring for months without obtaining any benefit.
But don't take the old forms of reduced iron, Iron
acetate, or tincture of
iron simply to save a
few cents. The iron de-
manded by Mother Na-
ture for the red color-
ing matter in the blood
of her children Is, alas!
not that kind of Iron.
You must
take iron
In a
form
that
can be easily absorbed
and assimilated to do
you any good, other-
wise it may prove worse
than useless. Many an ath-
lete and prize-fighter has
won the day simply because he
knew the secret of great strength
and endurance, and filled his blood
with iron before he went Into
the affray; while many another
has gone down in inglorious defeat simply for the
lack of iron.
Dr. H. B. Vail, formerly Physician in the Balti-
more Hospital, and a Medical Examiner, says:
"Throughout my experience on Hospital staffs and
as Medical Examiner, I have been astonished at
the number of patients who have vainly doctored
for various diseases, when in reality their delicate,
run-down state was simply the result of lack of
iron in the blood. Time and again I have pre-
scribed organic iron — Nuxated Iron — and surprised
patients at the rapidity with which the weakness
and general debility were replaced by a renewed
feeling of strength nnd vitality. I took Nuxated
Iron myself to build me up after a serious case
of nervous exhaustion. The effects were apparent
after a few days and within three weeks it had
virtually revitalized my whole system and put me
in a superb physical condition."
NOTE— Nuxated Iron, which is prescribed and recommended
above by physicians in such a great variety of cases, is not a
patent medicine nor secret remedy, but one which is well known
to druggists and whose iron constituents are widely prescribed by
eminent physicians everywhere. Unlike the older inorganic iron
products, it is easily assimilated, does not injure the teeth, make
them black or upset the stomach; on the contrary. It Is a most
potent remedy In nearly all forms of Indigestion, as well as for
nervous, rundown conditions. The manufacturers have such great
confidence in nuxiated Iron that they offer to forfeit $100.00 to
any charitable Institution if they cannot take any man or woman
under 60 who lacks Iron, and increase their strength 100 per
cent or over in four weeks' time, provided they have no serioua
organic trouble. They also offer to refund your money If It does
not at least double your strength and endurance In ten days'
time. It is dispensed by all good druggists.
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
superintendent's office left December 15th
for Park Field, Millington, Term., for serv-
ice in the Aviation Corps, being succeeded
by second assistant account, Mr. L. W.
Olin. Mr. Olin being succeeded by Mr.
Cadenhead who held position as time
keeper temporarily, while Mr. N. T. Buck,
former time keeper was called to Chicago
to assist on Form 1. He has now returned
and is "One of the Boys," taking his old
position as time keeper.
Mr. Tom Hyer who has been conductor
on Cleveland accommodation has accepted
position temporarily as general yard fore-
man at Cleveland, 'Miss.
Conductor F. C. McCteish has been as-
signed to runs 113 and 114.
Mr. J. H. Pogue, supervisor B. and B.
clerk, has resigned to accept position with
the government as postal clerk. We regret
very much to lose Mr. Pogue's service.
He was relieved by Mr. A. S. Mann.
Mr. Milton Duncan, chief trainmaster at
"Kings Dirt Pit," in connection with track
raising work on the Vicksburg Division,
reports great success and hopes to be
completed with track raising soon after the
first of the year.
Our old friend, Mr. Caulfield, inspector
of demurage and weighing, favored the
Vicksburg Division with a short stay.
Mr. G. C. Christy, master mechanic at
Vicksburg, paid a visit to the office force
at Greenville, the early part of December.
THOMAS
Rail Anchor Tie Plate
Two Devices Combined In One. Efficient, Eco-
nomical, Reasonable in Price
Manufactured for all sectio s of rail by the
CHICAGO MALLEABLE CASTINGS CO.
West Pullman Station CHICAGO, ILLINOIS
Colonial Hotel
G325 Kenwood ^fv.
Thane Wacksione 4400
Chic a g o
Eu
ropean
I 'an,
One block from new 63r~Si.
office building and depot..
ffqyes'Bros. rrop.
M.L. Tyson,
RAILWAY SUPPLIES
Chlccgo, N«w York and St. Louis
T. S. LEAKE & COMPANY
GENERAL CONTRACTORS
7th Floor, Transportation Building
608 SOUTH DEARBORN ST., CHICAGO. ILL,
Telephone Harrison 7682
Railroad Buildings Our Specialty
Niles-Bement-Pond Co.
Ill Broadway, New YorK.
McCormicK Bldg'., CHicag*
COMPLETE EQUIPMENT
For Locomotive and Repair Shops
NILES RAILWAY MACHINE TOOLS
NILES CRANES BEMENT HAMMER*
PRATT (BL WHITNEY SMALL TOOLS AND GAUGES
Please mention this magazine when writing to advertisers.
We have the most complete stock of Furniture, House Furnishing Goods, Hard-
ware, Stoves, Ranges, Farming Implements and Fencing, between
Memphis and New Orleans.
Our Prices Are Right ~ Our Goods are the Best
Visit our Furniture and Hardware Stores and compare our prices with others
before buying anything in House Furnishing Goods or Hardware.
The Woodruff Furniture and Hardware Store
Canton, Miss.
FARM
LANDS
IN
MADISON COUNTY
"THE BANNER COUNTY"
OF THE STATE
I will sell and help you
finance your purchase
Write me
A. P.DURFEY
CANTON - - MISS.
Careful Attention to All Shipments
Entrusted to Us
W. G. Plummer & Co.
Alfred Muckle, Manager
Canton, Miss.
COTTON SHIPPERS & EXPORTERS
Concentrating Points
Canton, Miss., Jackson, Miss., Lexington,
Miss., Como, Miss.
M. S. HILL
Building Materials
All Kinds of Roofing
CANTON
MISS.
J. PERLINSKY AND SON
Canton, Mississippi
THE STORE OF QUALITY FOR MEN AND BOYS
Exclusive Agents, Hart, Schaffner & Marx Clothes, ^'Manhattan" Shirts and "Edwin Clapp" Shoes
CONTENTS
William Gibbs McAdoo — Frontispiece
President Issues Proclamation Asking for Food Conservation....!!
Railroad Director Markham and Force "Buckle Down" to Work
in New Office 12
Public Opinion 14
Assistant to the General Manager 18
Canton, Miss _ 20
Military Department
A Letter from Somewhere in France 32
Visited the "Ghost City" 34
Another Letter from an Ex-Illinois Central Employe Now at
the Front 36
Our Soldier Boy '. 37
An Ode to a Skull Found On What Was Once "No Man's
Land" 38
Full Text of President Wilson's Letter to the U. S. Farmers 39
Claims Department 45
Accounting Department
The Extra Passenger Conductor Gets a Few Pointers 50
Law Department 56
Engineering Department
The Underwriters' Laboratories, Inc 61
Passenger Traffic Department 67
Freight Traffic Department
Just a Word About Conservation 80
Hospital Department
Whooping Cough 81
Transportation Department
What We Have Before Us 83
Appointments and Promotions 85
Roll of Honor 86
J . J . Carney 86
M. B. Willard 87
S. P. Munson ! 87
Instructor of Passenger Train and Station Employes 88
Meritorious Service , 89
Division News 91
Published monthly ky the Illlno's Central I2.I2-. G>.. in the
interest of the Company and its JJ400D Employes
Advertising Rates on Application
Office 1200 Michigan Av . Telephone Wafmsk 2200
Chicago * Local 33
15 $ per copy, $15? per year
'hoto.b
'nternationa
Film Serw'ce.i
WILLIAM GIBBS McADOO, DIRECTOR GENERAL OP RAILROADS.
ILLINOIS CENTRAL
Vol.6
Magazine
FEBRUARY, 1918
No. 8
President Issues Proclamation Asking for Food
Conservation
Many causes have contributed to cre-
ate the necessity for a more intensive ef-
fort on the part of our people to save
food in order that we may supply our
associates in the war with the sustenance
vitally necessary to them in these days of
privation and stress. The reduced pro-
ductivity of Europe because of the large
diversion of man power to the war, the
partial failure of harvests and the elimi-
nation of the more distant markets for
foodstuffs through the destruction of
shipping, places the burden of their sus-
tenance very largely on our shoulders.
The food administration has formu-
lated suggestions which, if followed,
will enable us to meet this great responsi-
bility, without any real inconvenience on
our part.
In order that we may reduce our con-
sumption of wheat and wheat products
by 30 per cent — a reduction imperatively
necessary to provide the supply for over-
seas— wholesalers, jobbers and retailers
should purchase and re-sell to their cus-
tomers only 70 per cent of the amounts
used in 1917. All manufacturers of ali-
mentary pastes, biscuits, crackers, pas-
try and breakfast cereals should reduce
their purchases and reduce consumption
of wheat and wheat flour to 70 per cent
of their 1917 requirements, and all
bakers of bread and rolls to 80 per cent
of their current requirements. Consum-
ers should reduce their purchases of
wheat products for home preparations to
almost 70 per cent of those of last year,
or, when buying bread, should purchase
mixed cereal breads from the bakers.
Should Use Substitutes.
To provide sufficient cereal food,
homes, public eating places, dealers and
manufacturers should substitute potatoes,
vegetables, corn, barley, oats and rice
products, and the mixed cereal bread and
other products of the bakers which con-
tain an admixture of other cereals.
In order that consumption may be
restricted to this extent, Mondays and
Wednesdays should be observed as
wheatless days each week, and one meal
each day should be observed as a wheat-
less meal.
In both homes and public eating places,
in order to reduce the consumption of
beef, pork and sheep products, Tuesday
should be observed as meatless day in
each week ; one meatless meal should be
observed in each day, while in addition,
Saturday in each week should further be
observed as a day upon which there
should be no consumption of pork prod-
ucts.
A continued economy in the use of
sugar will be necessary until later in the
year.
It is imperative that all waste and
unnecessary consumption of all sorts of
foodstuffs should be rigidly eliminated.
Must Eliminate Waste.
The maintenance of the health and
strength of our own people is vitally nee-
11
12
ILLINOIS CENTRAL MAGAZINE
' essary at this time and there should be no
dangerous restriction of the food supply ;
but the elimination of every sort of waste
and the substitution of other commodities
of which we have more abundant supplies
for those which we need to save will in
no way impair the strength of our peo-
ple and will enable us to meet one of the
most pressing obligations of the war.
I, therefore, in the national interest,
take the liberty of calling upon every
loyal American to take fully to heart the
suggestions which are being circulated
by the food administration and of begin-
ning that they be followed. I am con-
fident that the great body of our women
who have labored so loyally in co-opera-
tion with the food administration for the
success of food conservation will
strengthen their efforts and will take it
as a part of their burden in this period
of national service to see that the above
suggestions are observed throughout the
land.
(Signed) Woodrow Wilson,
The White House, Jan. 18, 1918.
Railroad Director Markham and Force "Buckle
Down" to Work in New Office
THE MEN WHO WILL, DIRECT RAILROAD OPERATION AND TRANSPORTATION IN
THE SOUTH WITH DIRECTOR GENERAL McADOO. THE PHOTOGRAPH, TAKEN IN
THE OFFICES OF THE REGIONAL DIRECTOR FOR THE SOUTH, READING FROM LEFT
TO RIGHT, SHOWS C. H. MARKHAM, REGIONAL DIRECTOR; L. W. BALDWIN, DIREC-
TOR OF TRANSPORTATION, AND CHARLES R. CAPPS, DIRECTOR OF TRAFFIC, IN
CONFERENCE DURING THEIR FIRST DAY AS RAILROAD ASSOCIATES.
"VV/'HEN Mr. W. G. McAdoo, Government Director General of Railroads,
named President C. H. Markham Regional Director of Southern Railroads,
he honored one of the foremost railway executives of this continent.
The connection of Mr. Markham with the Illinois Central and allied lines has,
MR. C. M. KITTLE
Senior Vice-President
from the first, been an incentive to all his subordinates to redouble their efforts
to make these properties a model of transportation efficiency, and the measure
of success that has been achieved is very largely traceable to the splendid ex-
ample set by him.
Mr. Markham and his able corps of assistants will beyond peradventure very
materially lighten the heavy burden that the Director General is carrying.
During Mr. Markham's enforced absence, Mr. C. M. Kittle, Senior Vice-Presi-
dent, will be in full charge of these properties.
While the upclimb of Mr. Kittle has been meteoric, every promotion that he
has received has been based upon ability to take care of the new duties that he
was assuming, and the mantle of the "Big Boss" could not have fallen upon more
worthy shoulders.
13
LIU 9PIN19N
J What the
World think
I " I
CITY WINS FIGHT TO SAVE
PUBLIC BELT RAILROAD
Mayor and Associates Assured Local
Utility Will Not Be Taken Over
By Paul Wooton
Times-Picayune Staff Representative.
Washington, Jan. 24. — An understand-
ing whereby the New Orleans Belt rail-
way will be exempted from the Presi-
dent's railroad proclamation was reached
today with C. H. Markham, regional di-
rector of railroads for the South. The
case of the New Orleans Belt railroad
was presented by Mayor Behrman, Judge
I. D. Moore, the city attorney, and F. H.
Joubert, the general manager of the
road. Mr. Markham is familiar with
conditions at New Orleans and declared
he saw no reason for the federal govern-
ment taking over this publicly-owned
and operated utility.
In order to place in concrete form the
argument, the salient features of which
had been presented verbally to Mr. Mc-
Adoo and to Mr. Markham, the commis-
sion presented a brief giving the history
of the belt railroad and an outline of
some of the things it has been able to
accomplish. In addition, a personal
statement of Mayor Behrman has been
printed and presented to those interested.
The mayor's statement is an argument
for the retention of the present status
of the public utility. Extracts from the
statement follow:
"The tracks and switches of the Pub-
lic Belt railroad are laid wholly within
the city limits, its locomotives, tenders
and all whatsoever of its equipment and
property are owned and used exclusive-
ly by the city of New Orleans, and all
such property is dedicated to public use
is out of commerce, and not subject -tt
any time or in any manner to any private
right, ownership, control or use.
"In its operation the city of New Or-
leans owns and uses no freight or other
cars, and furnishes only and solely track-
age and motive power and its own em-
ployes to operate trains exclusively, and
switches and transfers over its own track-
age, freight cars (from which all' em-
ployes of other railroads are and have
been by law excluded during handling
thereof by the Public Belt railroad) ten-
dered it, from point to point, wholly and
only within the city of New Orleans, for
a fixed rate per car, to covqr costs of op-
eration and needed improvements to fur-
nish proper facilities for transportation.
The city does not share directly or indi-
rectly in any rate or charges made, fixed
or adopted for the transportation of
freight by any railroad or other common
carrier, whether interstate or intrastate
and it does not receive or issue waybills
nor bills of lading.
"The Public Belt railroad of the city of
New Orleans simply is a municipally con-
structed, owned, maintained and operat-
ed switching system, administered by
public authority, providing perpetual easy
access for freight cars of every trunk
line entering the city of New Orleans
having merchandise to import or export,
to and from all parts of the riverside, to
and from the public wharves, to and
from transportation companies, and to
14
ILLINOIS CENTRAL MAGAZINE
15
and from factories, warehouses and
other plants, all within the city limits,
and whereby is secured forever economi-
cal and expeditious transportation by
rail of all manner of products to, from
or inside the city of New Orleans, in the
cars of railroad companies and common
carriers, at the lowest minimum rate of
charge, equal only to the cost of opera-
tion, maintenance, transportation, devel-
opment and needed improvements; and,
whereby, is prevented congestion of
traffic and whereby is, ended the vexa-
tious competitors and prohibitive mo-
nopolies of railways and common car-
riers, particularly with respect to the
public wharves, docks and river front
within the city.
''Being unable to reach the publicly
constructed, owned, maintained and op-
erated wharves and docks occupying the
entire river front of the city of New Or-
leans, trunk lines entering said city when
they reach their depots or enter inter-
change stations in the city of New Or-
leans, have the advantage of having their
cars hauled by the city's own locomotives
from these points to the docks or
wharves of the city, so that the freight
may reach the ship's side, or of having
them conveyed to warehouses or other
places reached by the city's belt and not
by trunk lines, thus making the said belt
but a trucking proposition on a large,
expeditious and effective scale, by means
of modern instrumentalities, to wit,
tracks and locomotives.
"The scheme of the public belt owned
and operated, as I have said, by the city
of New Orleans, is unique in its charac-
ter in this country and makes same es-
sentially, I repeat, an instrumentality of
government, a part of the civil autonomy
of the city of New Orleans and necessary
to the use of the river front, which under
our laws vests in the public and cannot
be owned by private individuals."
Judge Moore and Mr. Joubert left to-
night for New Orleans. Mayor Behr-
man will remain in Washington tomor-
row, after which he will make a trip to
New York before returning to New Or-
leans.— The Times Picayune, January
25, 1918.
GOOD RESULTS ACCOM-
PLISHED.
The spirit in which the Garfield fuel
order was received, the popular enthu-
siasm shown in jts execution and the co-
operation of all to make it effective and
to correct the complications and delays
that had arisen, are most encouraging,
and will greatly advance and improve the
war situation in this country. The Times-
Picayune expected all this 'from the
American people, and never doubted
their patriotism, feeling that the selfish
and grouchy element was much smaller
than imagined. But conditions are far
better than a week ago. The atmosphere
has been cleared and the difficulties in
our way in the matter of war prepara-
tions have been removed or smoothed out
in a much shorter time than the most
hopeful expected. Order and system
have been substituted for chaos, and we
have got down to practical work in very
short order. Only four days have passed
since this (the coal) order was promul-
gated, one of the most radical measures
that could have been imagined. It came
upon the American people suddenly, and
almost without notice, and it was received
at first with apprehension by thousands
throughout the country who feared that
it would create heavy losses and spread
demoralization. It is now seen and rec-
ognized even by those who were the most
strenuous objectors at first that the un-
favorable effect predicted from it have
been below what was expected, and that,
on the contrary, it has straightened out
many difficulties, showing the country to
be better organized and better prepared
than we had counted on. This improve-
ment must convince all doubters that the
American people are ready for any emer-
srencv that mav arise, are willing- to ac-
cept any losses, hardships and inconven-
iences inevitable to war, and are confi-
dent that they can solve all problems
coming before them with thoroughness
and promptitude.
That there was some confusion at first
was to be expected, but with the thorough
consideration given each question that
has arisen it has been possible to clear
.16
ILLINOIS CENTRAL MAGAZINE
away the difficulties that arose and to
give every case the fullest consideration,
so as to do exact justice to all and to
put the Garfield order into exact and
practical operation with the least incon-
venience and least interference with bus-
iness. It was found unnecessary to in-
terfere with the full operation of the
munition plants, as seemed possible at
first, limitation of which was viewed with
great apprehension as likely to interfere
with our war operations and to give the
enemy encouragement. Provision with
regard to the output of food was assured,
and coal for families was also provided,
so as to prevent the suffering likely to
prevail in the severe weather prevalent
throughout the country. The sawmills
which had feared interruption to the lum-
ber industry, one of the most important
in the country, were relieved of appre-
hension and will be able to help in reduc-
ing the inconveniences resulting from the
fuel famine. The interruption to the
shops and stores has been minimized, and
even the places of amusement have been
given consideration, so as to interfere as
little as possible with them.
The great aim of the order is, of
course, to assure sufficient fuel to facili-
tate the rapid movement of freights in
this country and between America and
Europe. Wonders have already been
accomplished in that direction. The coal
output has been increased, the railroad
service has been improved and expe-
dited, the car shortage has been cured
and the confusion that existed has been
largely corrected. In Chicago, where
they were disposed to be panicky a few
days ago, the railroads of every line out
of the city will be able today to put their
full schedule in operation. The trains
have been expedited and are in better
operation than when the order was is-
sued.
This movement has expedited our
ocean traffic wonderfully. Train loads of
coal are making for our ports from all
directions, and tugs and barges are being
assembled in all the harbors to load the
vessels that have laid tied up so long
because of the general congestion that
has prevailed. Over a hundred ships
have been lying tied up in New York
harbor for days unable to move because
they could get no bunker coal. The sit-
uation was growing more serious, as our
associates across the ocean are beginning
to feel the pangs of hunger and are ap-
pealing to us to ship them food and our
own army in France will need supplies.
This is a splendid improvement to
make in only four days, and it is most en-
couraging, as showing the spirit of the
American people today, their ability to
deal effectively with practical questions.
Patriotism, co-operation and energy have
removed difficulties and obstacles over
which many seemed appalled a few days
ago. — The Times-Picayune, January 21,
WEST'S R. R. MEN TO DIG EAST
OUT
U. S. Control Plans Temporary Trans-
fer of Labor to Relieve Tie-Up.
Washington, Jan. 16. — To meet the
shortage of machinists and other skilled
railroad workers in the East, the rail-
road administration today took steps
looking to moving a number of these men
from western railroads for a few weeks
until the overburdened eastern lines can
make delayed repairs to locomotives and
freight cars which cannot now be oper-
ated.
A. H. Smith, assistant to Director
General McAdoo, in charge of transpor-
ation in the East, was asked to report on
the number of mechanics needed by east-
ern roads, while several executives of
western roads started a survey to ascer-
tain how many men they could spare.
Within a few days the results of these
inquiries will be presented to Mr. Mc-
Adoo.
Eastern Roads Ask for Help
Meanwhile it was stated today, some
eastern roads already have asked the
less burdened western and southern lines
to furnish them with machinists and car
repairers. It was made plain that efforts
will be made to transfer only those men
willing to make the change, and that no
attempt will be made to coerce workmen.
ILLINOIS CENTRAL MAGAZINE
17
The need of additional labor at nearly
all railroad centers in the East was em-
phasized today in reports of congested
transportation conditions to the direct-
or general from Interstate Commerce
Commissioner McChord. Locomotives
badly needed to move freight were tied
up for need of repairs.
Railroads plan to take advantage of
the shutdown industries the next five
days, by order of Fuel Administrator
Garfield, to hire idle mechanics and other
workmen for railroad work.
This will be left to each local railway
executive.
Railroad officials are expected to use
their discretion during the next week in
handling shipments destined to indus-
tries which are shut down under the fuel
administration's orders in order to has-
ten delivery of coal and other commodi-
ties to more needy interests.
State Rate Laws Stand
In a conference with state railroad and
public utilities commissioners the direct-
or general today emphasized that gov-
ernment control does not contemplate
nullification of any existing state laws
nor abridge the functions of state author-
ities over roads.
The question of whether the govern-
ment plans to operate the short indepen-
dent railroads not connected directly
with the national system was before the
House interstate commerce committee
again today, and Interstate Commerce
Commissioner Anderson explained that
the administration could not determine
for some time precisely which of these
short lines would be needed.
A. P. Thorn, general counsel for the
railroads' executives' advisory commit-
tee, speaking for the Western Associa-
tion of Short Lines, protested that the
proposed basis of government compensa-
tion was unjust and unfair. — Chicago
Herald, January 17, 1918.
McADOO NAMES RAIL CABINET
Big Men From Big Roads Will Aid
Director-General During Period
of War
(By Associated Press.)
Washington, Feb. 4. — Director-general
McAdoo today had about completed the
central staff which will assist him in ad-
ministering government operation of
railroads during the war. Although no
official announcement was made, it was
understood the staff probably would bo
as follows:
General assistant, Walter D. Hines,
New York, chairman and general coun-
sel of the Santa Fe.
Transportation, Carl R. Gray, 'Balti-
more, president of the Western Mary-
land; assistants F. T. Bentley, Chicago,
general superintendent of motive power
Chicago & Northwestern, in charge of
mechanical matters; W. T. Tyler, St.
Paul, assistant vice-president of the
Northern Pacific.
Law, John Barton Payne, of Chicago.
Labor, W. S. Carter, chief of the
Brotherhood of Railway Firemen and
Enginemen.
Public service and accounts, C. A.
Prouty, chief of the interstate commerce
commission's bureau of valution and ac-
counts ; assistant, Luther M. Walter, Chi-
cago attorney.
Traffic, Edward Chambers, vice-presi-
dent of the Santa Fe, until recently traf-
fic director of the food administration;
assistants, C. B. Buxton, Philadelphia,
Robert C. Wright, of Philadelphia, Ger-
rit Fort, passenger traffic manager of the
Union Pacific, G. A. Kirtley, New York.
Traffic Managers.
In addition there will be a board of
traffic managers representing different
government departments to co-ordinate
government shipments. This board will
consist of J. F. Holden, Kansas City,
vice-president of the Kansas City South-
ern, representing the shipping board ; H.
M. Adams, St. Louis, vice-president of
the Missouri Pacific, representing the
war deparament; H. M. Anewalt, Los
Angeles, traffic manager of the Santa Fe,
representing the navy; J. A. Middleton,
Kansas City, traffic manager of the 'Fris-
co, representing the fuel and oil admin-
istrations. Mr. Chambers will represent
the food administration.
Each to Organize.
The heads of each of these divisions
will organize the work assigned to him
throughout the country and in general
18
ILLINOIS CENTRAL MAGAZINE
will utilize the agencies already organ-
ized by the railroads under private man-
agement. No wholesale dismissal of em-
ployes or officers is planned by the rail-
road administration, although gradually
a number of officials now unnecessary
since the removal of competitive condi-
tions may be assigned to other worjc. —
Rockford, III., Register-Gazette, Feb. 4,
1918.
P. S. GIBONS,
Assistant to the General Manager
A/I" R. F. S. GIBONS, recently ap-
pointed Assistant to the General
Manager, entered the service of the Illi-
nois Central Railroad as stenographer to
the Assistant Superintendent at Cairo,
later serving in the same capacity at
Centralia.
From Centralia Mr. Gibons came to
Chicago as Secretary to General Super-
intendent Sullivan. After three or four
years' service in Chicago, he was trans-
ferred to New Orleans as secretary to
Agent Scaife, and when that gentleman
was made Superintendent, he became his
chief clerk.
Successively, Mr. Gibons served as
Chief Clerk to the Superintendent of the
St. Louis Division; Chief Clerk to the
General Superintendent of the Y. & M.
V. R. R.; Assistant Chief Clerk to the
Agent at Chicago; General Correspond-
ence Clerk in the office of the Vice-Presi-
dent and General Manager, Assistant
Chief Clerk, and Chief Clerk.
His promotion is a deserved tribute to
long and capable service, and is very
gratifying to his many friends.
F. s. GIBONS.
Canton,
Madison County,
Mississippi
(CANTON, MISS., is imbued with the
spirit of progress. The 5,000 peo-
ple who live here realize that a change
has come in the civic life of all communi-
ties which desire to go forward in the
march of civilization. New ambitions
and aspirations for the future in im-
provements projected; more and better
schools; broader principles of religious
life and greater physical development in
their community will take place in the
next five years than Canton has seen in
the past decade of its existence. Do not
imagine that Canton is not modern in all
its essentials, for it is not only modern
in appearance and in the minds of its
people in the spirit they are showing,
but what has already been accomplished
is only a meagre development compared
with what they have planned.
Its two banks, with a million and a
half in combined deposits, are models of
excellence in the prudent and safe meth-
ods and respect in which their officials
are held for integrity and knowledge of
modern methods. No investor or farmer
need hesitate about locating in Madison
County, for lack of most excellent com-
mercial banking facilities upon the pro-
duction of proper credentials and secur-
ity.
The city has a plentiful and steady
supply of the best and purest water ob-
tainable. It comes from artesian wells
and the supply averages about 1,000,000
gallons daily.
Health is one of the first, or should be
the first, consideration of any one in
their consideration of the claims of any
place, and in that respect Canton easily
takes first lead among the modest com-
munities of Mississippi. It is one of the
most healthful places to be found any-
where, and one of the facts substantiat-
ing that claim is, that there are only five
physicians located here who furnish pro-
fessional services for the city and sur-
rounding country.
Its public utilities are modern In
equipment and admirably managed so as
to furnish proper and adequate facilities
in regards to water, electric power for
lighting and power purposes and a most
excellent sewerage system.
There are six churches, a Y. M. C. A.
building, a large public graded school,
from which graduates are accepted in
the state colleges without further exam-
ination, Masonic Building, Elks' Home,
a Parochial Catholic School; a 150,000
feet capacity sawmill, planing mill, the
largest cotton compress in Mississippi,
brick manufacturing plant and the larg-
est ice factory in the state. In addition
to these just enumerated, there are two
large improved cotton gins, two machine
shops, roundhouse of the Louisiana and
Mississippi Divisions of the Illinois Cen-
tral Railroad, several wholesale grocer-
ies, three large lumber yards, four meat
markets, three hotels and many other in-
dustries too numerous to mention.
In regard to the trading facilities, Can-
ton possesses on an average larger stores,
with consequent larger stocks than any
town of its size in the country. So that
it can be easily seen that the material
needs of all can be supplied right here at
20
22
ILLINOIS CENTRAL MAGAZINE
home. The city is located on the main
line of the Illinois Central Railroad, 180
miles south of Memphis and 206 miles
north of New Orleans, and offers many
substantial advantages to manufacturers
seeking an economic and advantageous
location for cotton factory, wagon fac-
tory, furniture factory, box factory,
broom factory, cheese factory, cotton
factory and many others.
Climate.
The climate in this state is simply
delightful during the fall and winter
months are ideal. Much has been said
about the intense heat in the south,
but any one who has lived here will
testify that it is hotter in Chicago in
July and August than it is here. Sun-
strokes are rare, in fact, we do not
recall an occurrence of this kind in re-
cent years, possibly this is on account
of the delightful gulf breeze which we
have though we are 200 miles from the
Gulf.
Madison County Soil and Subsoil.
Probably one of the most important
months, as every one who has lived
in the south knows. We have some
cold weather here during January and
February, but it is a rare occurrence
to have the thermometer go below 18
degrees above zero. Our average date
of frost is October 20th, and a killing
frost does not occur before Novem-
ber 15th. The latest killing frost in
spring is about March 3rd. Our spring
things to remember about Madison
County is that the soil, after it has
been run down, can be built up to
the highest standard in three years'
time. The sub-soil is a dark red clay
and has twelve out of the thirteen ele-
ments of plant food in it, humus or
vegetable matter being the only ele-
ment lacking. Therefore, it is an easy
matter to add humus to our sub-soil.
ILLINOIS CENTRAL MAGAZINE
23
What Madison County, Miss., is Grow-
ing and Marketing.
Cotton, oats, corn, wheat, hay, clo-
ver seed, field peas, Irish and sweet po-
tatoes, sorghum, peanuts, all kinds of
garden vegetables and truck — straw-
berries, watermelons, cantaloupes, sun-
flowers, Louisiana sugar-cane syrup,
figs, apples, peaches, pecans, horses,
common thing. Out of 24 Demonstra-
tion plats over Madison County the
Agricultural Commissioner shows a re-
sult from 1 to 2 bales per acre in each
locality.
Our short staple cotton brings a
premium of from y2 to 1 cent per
pound "New Orleans middling" on ac-
count of its fancy grade. These lands
mules, cattle, sheep, goats and hogs,
and most everything else grown in the
South.
Cotton.
Madison County lands are especially
adapted to the raising of cotton, much
of which is the long staple varieties
which require strong land to produce.
Even under the old system of farming
many acres in this County grew a bale
of 500 Ibs. of line cotton to the acre.
There are hardly any of our lands,
with thorough cultivation, but what
will grow from y2 to \y2 bales per
acre, and a bale to the acre is a very
grow from y2 to \y2 bales of cotton,
and rent for $3.00 to $6.00 per acre.
Oats and Hay.
One of the most profitable and satis-
factory crops grown in this County is
oats. The red rust proof variety are
planted in September and October and
as late as November, and are harvest-
ed by June 1st, leaving the land in
fine tilth for another crop. Some of
our farmers have been successful with
oats planted in February and March.
The average yield is from 25 to 50
bushels per acre, and are sold at from
60 cents to 75 cents at threshing time,
ILLINOIS CENTRAL MAGAZINE
25
being from 15 to 20 cents per bushel
more than the northern farmer gets
for his oats, on account of freight, ele-
vator and commission charges. A
ready sale is found among the whole-
sale grocery houses for our native oats,
and they have proven much better for
feeding than northern oats. One of
the great advantages of raising oats in
this county is that another crop can
be raised on the same land in the same
year. After harvesting the land is im-
mediately disced or plowed and har-
rowed, and peas or corn are sown. The
pea vine hay will cut from one and a
half to two tons per acre, and sells
for $25.00 to $30.00 per ton. The land
is then left in better shape and richer
than it was when put in oats, as the
pea vine roots as a »fertilizer, is to the
South what red clover is to the North.
Oats in this county this year
weighed from 34 to 36 pounds per
measured bushel, which equals, if not
excels, any thing that can be done in
the north or west.
The following table prepared by
Prof. Tracy, and published in connec-
tion with Bulletin No. 40, which treats
on "The Cow Pea," will be read with
interest by stock growers :
"The quality of pea vine hay com-
pares favorably with that of red clover
or any other leguminous plant, and is
even richer in protein than are many
of the common grain feeds. Jenkin's
and Wilton's (Experiment Station No.
11) gives the average of a large num-
ber of analyses as follows :
Pro- Carbo-
tein hydrates Fat
Cow Pea Hay 16.6 47.7 2.4
Red Clover Hay.. 12.3 38.1 3.3
Timothy Hay 5.9 45.0 2.5
Corn 10.3 70.4 5.0
Oats 11.8 59.7 5.0
Wheat Bran 15.4 53.9 4.0
It can readily be seen from the above
table why the southern farmers attach
so much importance to pea vine hay.
During the season of 1916-1917 more
than 1,200 cars of hay were shipped
from Madison County.
Louisiana Sugar Cane.
Good profits have been made from
Louisiana sugar cane raised in this
county. This cane grows to a height
of from six to eight feet and will, with
a little cultivation on good soil, make
from 300 to 400 gallons per acre. A
ready market is always found at home
for this delightful molasses at from
65c to 75c per gallon. When the cane
is cut in the fall, the roots left in the
ground are covered with a plough,
'where they keep in perfect safety from
a freeze for the next year's crop.
Sorghum is also a very profitable
crop and is grown for molasses as well
as for forage. The yield per acre for
molasses is about 200 gallons on strong
land, and for forage from three to four
tons, and is unexcelled as a feed for
hogs and stock.
Pecans.
In recent years it has been shown
that the culture of pecans has proven
a most profitable industry in this
county. It is also a very beautiful and
ornamental shade tree, and it 'was from
these shade trees that it was proven
that pecans could be successfully
grown here. In this climate the tree
begins to bear fruit in the 4th or 5th
year. At the age of ten and twelve
years trees will yield on an average
of about 40 pounds, some are known
to yield twice this amount, and bring
30c per pound in our local market for
the paper shell variety. To obtain the
best results about 18 trees are planted
to the acre, and will at the age of
twelve years return a handsome reve-
nue. Coton, corn or anything else may
be grown on land with trees without in-
jury to them.
Quite a number of our people over
this county are turning their atten-
tion to the growing of pecans.
Figs.
Since the establishment of a can-
ning factory in our county, our atten-
tion has been called to the raising of
figs on an extensive scale. This is the
26
ILLINOIS CENTRAL MAGAZINE
most ideal section of the south for the
raising of this delicious fruit. It dtaes
not matter in what soil the fig tree
is planted here, for within three years
the tree reaches an enormous growth
and will be loaded down with fruit.
The tree needs no cultivation what-
ever, and to a large extent seems im-
mune to disease ; many of them have
been known to live and bear fruit for
fifty years. Some of these trees bear
from three to five bushels to the tree,
and this fruit brings the very best
prices.
Sheep.
Sheep have been raised in Missis-
sippi for fifty years or more, but not
until the past ten years have our peo-
ple realized that sheep raising has been
sorely neglected. Our pastures are
good for sheep and our cheap unde-
veloped lands have offered a special
inducement to sheep raisers, who, each
year, go into this business more ex-
tensively. Owing to our climate, it
might be interesting to sheep raisers
to know that two clippings can be had
in a year. Twenty miles out in our
interior country lands can be bought
for $8.00 to $10.00 per acre, and are
ideal grazing lands, away from dogs,
and afford a sheep raiser's paradise.
As to loss from disease, we will say
that if ordinary sanitary precautions
are taken there is but little loss.
Spring lambs always bring the very
highest prices in the home markets,
and car loads are frequently shipped to
Southern markets.
Cattle
In 1907 the progressive business
men and farmers, realizing that the ad-
vent of the boll weevil would com-
pletely change the methods of farming,
employed the first Farm Demonstra-
tion Agent ever employed in the State
of Mississippi. Since that time won-
derful strides have, been made in agri-
culture, and the development of the
cattle and hog industry has been more
marked in this county than in any
county in the state.
When a recent census of the cattle
and hogs of the State of Mississippi
was taken, Madison County led in the
number of cattle and hogs. Not only
has the number of these food produc-
ing animals been increased, but the
(jood Roads, Canton, Miss
ILLINOIS CENTRAL MAGAZINE
27
quality has been improved more rap-
idly than the numbers have increased.
The industrial department of the I. C.
Railroad, realizing what Madison
was dojng, presented, in 1916, as prizes
in the Baby Beef Club, five pure bred
sires. The proportion was three Short
Horns, one Hereford and one Polled
Angus, as this was about the propor-
tion of the best grades of beef cattle
in the County.
During the year 1917 there was an
average of two cars daily of cattle, or
hogs, shipped from this county. One
progressive stock dealer brought into
the county in 1917 one hundred and
thirty-one pure bred sires, and had no
trouble in disposing of these. The
United States Department of Agricul-
ture, realizing the good character of
cattle in the county, has maintained a
representative here for the past four
years, who has conducted an experi-
mental feeding station, and native
grown steers, fed on native grown
farm products, topped the St. Louis
cattle market on two occasions in 1917.
Madison County cattle and hogs have
taken numerous prizes wherever ex-
hibited within and without the state.
Dairying
A first class creamery, located in
Canton would be a paying investment,
as creameries established in seven
towns within a radius of 80 miles of
Canton have proven. With butter fat
selling at 50 cents per pound in the
creameries, which have been estab-
lished, there is no doubt that dairying
can be made profitable, with the long
grazing season. The cheap food pro-
duction, the improved class of cattle
handled by progressive farmers would
soon supply a creamery with ample
milk.
Madison County Abandoned Boll Wee-
vil Farms Now Growing Fat Cattle
Nearly every one knows what the
boll weevil did to the cotton section
of the South. Many farmers who at-
tempted to grow cotton exclusively
were ruined ; many of them mortgaged
their farms to continue the growing of
cotton, and finally lost everything and
had to move away to embark in other
pursuits.
The above conditions prevailed
mostly in the wooded districts which
are, as a rule, situated back 10 to 15
miles from the railroads, where the
ILLINOIS CENTRAL MAGAZINE
29
weevils hibernate best and do the most
early damage to cotton.
Fortunately for Madison County,
there is not more than one township of
what can be called abandoned boll wee-
vil land. These farms are owned in
tracts of from 40 to 300 acres. This
land was left idle and it grew up in a
rank growth of weeds and grasses.
This condition soon attracted the at-
tention of cattle men. This land can be
bought at from $8 to $10 per acre. A
number of the smaller farms can be
land to cultivate to feed man and beast.
The price of this land is so low that
a farmer does not have to put the
larger part of his capital in high price
land but can put it into cattle. The in-
terest on the money in these low price
lands is low and the taxes are corre-
spondingly low, enabling farmers to go
into the cattle business who would be
barred if they had to pay from $25 to
$30 per acre, the prevailing prices near
the railroads.
These abandoned lands are not yet
-0
emplox/od
in.tKe
blocked into a large tract. Bermuda
and Japan clover and all our native
grasses grow luxuriantly and reseed
the land yearly on these abandoned
farms.
A specially attractive feature of these
lands is the tiny running streams
through them. These streams are fed
by springs all the year round. Truly
this land is a paradise for cattle. The
water and grazing problem are solved.
The little streams never go dry and the
drouth-resisting land never fails to
grow good grasses no matter how long
the drouth, and there is plenty of good
on the graveled highways but are near
them and are easily reached by good
rural free delivery routes. Good con-
solidated schools are close to these
lands and, everything considered, there
is nothing to detract from them, if one
desires to go into the cattle raising
business and will buy before the im-
proved highways enhance the value of
these lands, for the building of good
roads in this county will not stop until
every nook and corner of the county is
reached.
This land must not be confused with
barren, cut-over and stumpy land of
30
ILLINOIS CENTRAL MAGAZINE
some sections of our state. This sec-
tion in Madison County was farmed
years ago and the grass is in a perfect
mat as the land has not been plowed
for years.
To the northern farmer with limited
capital, or with plenty of capital, we
recommend these grazing lands. Sheep
were once raised on this same land in
large herds until the industry was
crowded out by the growing of cotton.
It was only last week that one of our
own Mississippi Delta planters bought
through real estate men another large
tending to all parts of the county, and it
soon will be possible to drive from Mem-
phis, Tenn., to New Orleans, La., on a
hard surfaced road, which will pass
through Madison County. These roads
have been built at a cost of about $600,-
000, and additional funds will be ex-
pended until the entire country is tra-
versed by as fine roads as one would
care to ride upon.
Farm Demonstration Agent
A Farm Demonstration Agent has
been continuously employed since 1907.
In addition to a Farm Demonstration
tract of this low price land, which is
now being fenced with hog wire and on
which this planter expects to put as
soon as it can be fenced 200 head of
Angus cattle, 200 head of sheep and 500
head of goats.
Roads
Madison County has seriously taken
up the question of good roads. The three
leading highways of the South, namely,
Jefferson Davis Highway, The Natchez
Trace and the Yazoo Delta Highway,
pass through this county. Hard surfaced
roads have been constructed in nine di-
rections leading out of Canton, and ex-
Agent, the county has had employed,
for the past several years, a very effi-
cient Home Economics Agent. This
agent has brought about wonderful de-
velopment in the formation of canning
clubs and poultry clubs, and the im-
provement of sanitation and home
building on the farm.
Facts About Madison County
Grows heavier oats per bushel meas-
ure than any other county in the state.
Ships more cattle than any other
county in Mississippi.
Shipped 10,000 bushels Japan clover
seed in one year.
ILLINOIS CENTRAL MAGAZINE
31
Has United States Government Beef
Cattle Experiment Feeding Station.
Has more steam plows than the bal-
ance of the state.
Has imported more blooded bulls
than any other county in the state.
Just completed 100 miles gravel road,
bonds issued for more.
Has more northern farmers than any
other four counties in Mississippi.
Ships more cattle from Canton than
any other point in Mississippi.
Established the first cold storage
plant for fresh meats in the state.
Received first prize for quick eradi-
cation of tick in state in 1913.
Has more country consolidated
schools than any Mississippi county.
Has the leading agricultural high
schools in the state.
Had 300,000 acres in oats in 1917,
not equaled in South.
Won first prize county contest in
1917 at State Fair.
Holds record for shortest term Crim-
inal Court.
SHORT LEAF PINE, MADISON COUNTY, MISS.
MILITARY
DEPARTMENT
(Surte&tuh' tfje&LmjenL fesi&ifve&r^ (RT)
S
A Letter from Somewhere in France
France, Dec. 29, 1917.
My Dear Harry : —
Your letter of November 9th received several days ago, but I have been
so busy, or in plain English, neglectful, and lazy, that I have not taken the
opportunity to answer until now.
It is certainly a pleasure to hear from the boys back home, and to know
they are so strong for us. Of course, we are not doing anything to brag about,
but feel that we are at least doing something to help Uncle Sam, which is far
Better than bucking his game, like some of the so-called American citizens
we read about.
32
ILLINOIS CENTRAL MAGAZINE
33
A SMALL PART OP MAJ. DENT'S OFFICE FORCE-
SOMEWHERE IN FRANCE.
We have just passed a
very merry Xmas in France,
and I don't think any o£ the
fellows ever received so
many presents. We got a
carload the day after Christ-
mas and I understand there
is another one yet to come.
We also had a real turkey
dinner on Christmas Day, so
you see it is not so bad to
be a soldier after all.
We have lost a couple of
our men since I wrote
you last; one with pneu-
monia and the other in a
railroad accident on Christ-
mas Eve — the first men-
tioned from Company D and the latter from Company B. The Company B
man was a Belgian by the name of Van Risseghan ; he was buried yesterday
in the cemetery just back of our barracks. The other was sent away while he
was ill to one of the base hospitals and, of course, was buried there. Aside
from these two cases, practically everybody is in good health and getting
along fine ; all well contented and "hitting the ball" every day.
We are getting pretty well acquainted with the line now and everything
is moving along in good shape. Twenty-five of the new American locomo-
tives have been received and it is beginning to look somewhat like an Ameri-
can railroad. If you want to know just where it lays, suggest you get hold
of the chief clerk in the Vice-President's office of the Santa Fe.
I am still working in the "Chef de Movements" office — not a very im-
portant position, but one that someone must fill — so guess it might as well
be me.
I can't write you a very newsy letter this time because there is not much
to tell — we are simply somewhere in France, where we are known as the
13th Engineers, working on a railroad that is going to run in spite of the
Devil until William throws up the sponge — then we will come back to Chi-
cago and tell you what good soldiers we used to be.
Write again soon, and probably something will happen in the meantime
that I can write about. Best regards to yourself and all of the boys, I remain,
Sincerely,
A. G. Moody.
Visited the "Ghost City"
Arthur A. Archbold of 1 3th Railway Engineers Tells of Ruined City
Editor: The city herein described is
the scene of some of the fiercest fight-
ing of the war and late newspaper re-
ports indicate renewed artillery activity
in that sector. — Archbold.
December 11, 1917.
Dear Mother:
Yesterday, by good fortune, the
weather was almost perfect, and we en-
joyed our visit to - - very much,
seeing much that was highly interesting.
Before we set out, I borrowed some
films and Dudley, one of the dispatchers,
arranged to get something to eat for us
at "The Greasy Spoon" (midnight lunch
room.) I got through playing in the Y.
M. C. A. barrack about 10 o'clock and
stayed over in the night dispatcher's office
until 12 :30 and he, myself and Ilette
(Headquarter Sergeant) went over and
got a midnight lunch. The freight pulled
out at 1 :30 and we found an empty open
box car, in which we spent the next four
hours. The temperature went down to
almost freezing and we had to dance
around a lot to keep as near comfortable
as possible. The trains never go faster
than a man can run, and stop a long time
at each station. We got off at a point
near our objective, and the officer in
charge of our detachment at this point
gave us an order for breakfast and we
went to the mess-hall and got the usual
rice, jam and coffee. We didn't take
the wagon road, but chose a more pic-
turesque route of about four miles across
the country. There were lots of fresh
shell holes here and we also, passed old
trenches and barbed wire entanglements,
probably erected when the Germans were
on the outskirts of the city about two
years ago. We got to the M— - riv-
er about half a mile from the city and
Dudley opened a can of corned beef
(a souvenir of our trip across France,
when we used emergency rations) and
we ate a few sandwiches. The "corned
ARTHUR A. ARCHBOLD, JR.
beef" might have been something else,
but it evidently hadn't deteriorated in
quality.
We got to the gates of the city about
8 a. m. A large wall completely sur-
rounds it. It is of earth-work and but-
tressed with heavy masonry for an av-
erage height of about thirty-five feet
and is about forty feet thick. Inside is
a moat, now dry, but which can proba-
34
ILLINOIS CENTRAL MAGAZINE
35
bly be filled on short notice and then an-
other wall, about like the outer one. A
drawbridge operated by heavy chains
cuts off part of the passage over the
moat. We had to show our passes on
entering the gate and during the day
were compelled to do the same several
other times. — has been aptly
called "The Ghost City," a well chosen
name, for as we walked down one of
the streets, between the rows of brick
buildings, not a living thing was to be
seen and not a sound to be heard except
our footsteps and the echo. Not a civil-
ian now lives there, and only a few sol-
diers occupy some of the houses that are
in any way habitable. I did not see a
single building that escaped destruction.
On some streets there wouldn't be a
front left standing and on others as you
look down the street, everything would
appear to be intact, but as you walk
down you notice that the interior is
cluttered up with debris or a big part
of the roof is gone and there are few
windows not broken. The streets are
all kept well paved as I imagine they are
still a part of the general thoroughfares.
We entered several buildings and
everything gave evidence of hasty evacu-
ation. There is nothing of value left
in any of these places, as they have been
pretty thoroughly ransacked by military
authorities and visitors in search of sou-
venirs. The Cathedral and St. Mar-
guerite's college on top of the hill are
practically irreparable. We had to get
a permit to enter the former. The guard
at the entrance took us down the street
and showed us where to get it. The
entrance was in a damaged building and
inside we descended several flights of
stairs to an underground office where
the officer in charge was only too glad to
give us the permits. The French sol-
diers are all nothing if not polite.
Well, after a couple of hours of sight-
seeing we began to feel hungry and
wended our way to the co-operative mil-
itary store in the Citadel, a wonderful af-
fair which I cannot describe in this let-
ter for military reasons. They were
closed, and wouldn't open for two hours,
but we succeeded in getting in with the
aid of a Frenchman there who could talk
English. We bought a big loaf of the
regular Army bread, a can of boiled
ham, quart can of strawberry preserves,
three small cans of lobster, box of cam-
embert cheese, three bottles of pickles
and two large bottles of wine, paying
for the entire outfit only ^19 francs
which we considered very reasonable.
We walked over to the bank of the river
where we were protected from the wind
and got the benefit of the sun. The
river Meuse is just about the size of the
Desplaines. Immediately after eating
we fell asleep and woke up an hour later
to find it was time to be starting back.
About the only kind of boats in the
Marne and the Meuse I have seen are
craft in shape like our canal boats only
smaller. There is considerable traffic
carried on these boats between cities con-
nected by rivers. When we got to the
elevation from which we could see
which way to go, we saw two towns,
each about the same size, a mile apart,
and the cathedrals identical. We chose
the wrong one, of course, having got a
wrong perspective on account of coming
back by slightly different route. Well,
having walked at least fifteen miles on no
sleep the night before, we didn't exactly
feel fresh, and some poor Frenchman
had to suffer for it. The train we went
back on was a "Permissionaire," used
for the purpose of taking Frenchmen
home, on furloughs. As soon as it was
made up, we entered an upholstered first
class compartment, where we each oc-
cuped enough space for four men to ride
in ordinary comfort, locked the doors
and took it as easy as the circumstances
would permit, which was pretty easy.
At the first two or three, staions some
rude persons tried to get in and disturb
us, but our authoritative "occupe" si-
lenced them.
There was very little land fighting
during the day. Of course, we heard
lots of shells, but not enough to amount
to anything. A shell going through the
air sounds something like a sky-rocket
and must be heard to .be appreciated.
Several shrapnel shells exploded above
the hill at the edge of the city, but none
36
ILLINOIS CENTRAL MAGAZINE
in the city while we were there. We
could see several of the forts which de-
fend the city, but you would never know
they were forts. All you can see is a
hill, and the fort part is cleverly con-
cealed somewhere on that hill. How-
ever, the air activity was plenty, although
we saw no machines brought down.
The day was bright and the sky was
clear, which are good conditions for ob-
servers. We saw about a dozen Ger-
man planes and hundreds of shells burst
around them from the land batteries.
Each shell would leave a round patch of
black or white smoke, which would
grow larger and larger and finally disap-
pear. It is a very exciting thing to
watch these little puffs appear and note
how close they come to the mark. The
machines would move on in their course
seemingly paying no attention to them.
Land batteries are practically no good
for bagging a machine, about one chance
in a thousand — all they do is to keep
the machines high.
We stopped off at an army slaughter
house on the way back and watched
them kill and dress beef. They are al-
most as systematic as at the yards, al-
though of course, haven't the contriv-
ances, and possibly lose a little more
than "the squeal."
I gathered the following souvenirs :
One green glass seltzer siphon, with
name of a brewery, and "Vins, spirit-
eux, and biere" etched on the glass.
Several cancelled checks, with the name
of the town appearing, and which are
very attractively printed, one white
enamel name containing the name of the
town in small letters, which I pulled off
from a doorway, and a bit of stained
glass from the cathedral. The place
where I found the siphon was formerly
a cafe.
The paymaster came today, which is
the earliest we have yet been paid.
We have just received unofficial word
that a large consignment of mail will be
here in a day or so. We are all anxious-
ly waiting for it.
I had a big bunch of films on hand
which I couldn't use, but a fellow at the
blacksmith's shop is going to trim down
the size of the spools to fit my camera.
Was issued another pair of ultra heavy
sox today. They weigh about a pound
each.
Will write again after the mail comes
in. Yours,
ARTHUR.
The Suburban Magnet,
Brookfield, III.,
December 29, /pi/.
Another Letter from an Ex-Illinois Central
Employe Now at the Front
Ecole d' Aviation,
Tours, France,
(Indre-et- Loire)
Aug. 25, 1917.
My Dear Parents :
Received your letter mother dated Aug. 8th, also one of earlier date from
dad. Very glad to get both of them. I have been very busy the past few days
therefore the silence. At time of writing my right arm is all in from driving
these "boilers" thru the air. I have just come down about five minutes ago
after making my last official job at this base. Will lay around and await or-
ders to move to another place in the mean time resting my weary bones
which are still in their original places. Come in this A. M. just in time or
would have had to make a forced landing. My gasoline and oil barely lasted.
We only carry enough for a Le Rhone supply of two hours. I "nursed" the
motor along thus making it last. Made a perfect baragraph altitude record
at 3,100 meters for 45 minutes (over 10,000 ft.). When I remembered the
ILLINOIS CENTRAL MAGAZINE
37
EDW. BAMRICK, "SOMEWHERE IN FRANCE.'
time it was, found myself over a small
town. Cut down the motor and dove
from said altitude to 500 meters, where
the natives were easily seen from this
height. "Put on a show" for them and
beat it back just in time. "Baron" Eddie
Rickenbacker of the famous Dusenberg
Racing team is coming here to fly, or
learn to fly I guess. Hope I may have
the pleasure of giving Eddie a "hop,"
that is if I am here that long. We buried
one of our fellows, a Geo. Mauley of
Maplewood, N. J., last Wed. I was on
the firing squad. He was a great boy.
Look on that picture of the group, I
think he is sitting down on the ground.
He had a collision in the air with a
French pilot, M. Bousan. It happened
at 10 A. M. He died at 7 P. M. Bousan
is still alive. He was injured before at
the front. He was brought down there,
and the result was a crack backbone,
but he come out O. K. This time he
broke both legs. They were only 150
ft. up. This (Mauley's death) makes
two of our fellows gone. One had to
drop out ("Len" Bruton) on account of
shattered nerves. He is now doing cler-
ical work for the detachment. Guess the
game was too speedy for him. Ha ! Ha !
I hear the next "bus" I am to push
through the atmosphere is the famous
Paul Schmidt. Some "tank." Salmon-
son motor. So long for this time. Please
do not publish any of these letters. Best
wishes and much love to all.
Your affectionate Son,
Ed.
1st Aero Detach
U. S. Navy.
Care U. S. Naval Attache
Paris, France.
Our Soldier Boy
The sun shines brightly once again,
Our life now filled with joy,
From o'er the Seas the word was
flashed,
He's Safe! Our Soldier Boy.
"Somewhere in France," to do his bit,
With thousands of others, so brave,
For Freedom's right, with all their
might,
Our Country; they fight to save.
That they will win, God knows 'tis
right,
The cause is just, 'tis Freedom's
fight,
Tho' many will fall and Hearts will
break,
We know it's for our Country's sake.
To WIN THE WAR! That be our
aim,
Tho' fortunes we lose and many be
slain,
OUR BOYS WILL WIN ! No matter
the cost,
It's "FOLLOW THE FLAG"
BOYS, no time to be lost.
Respectfully dedicated to the Offi-
cers and Men of
Motor Supply Train No. 406,
Motor Truck Company No. 323,
Somewhere in France.
By their friend,
F. M. Jones.
Chicago, 111., U. S. A.,
January 27, 1918.
13 13
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13
13 13
13
13
13
13
13
H J. ^ 2 2 0 I J£ i
13
13
13
13
Somewhere in France
13
13
Convenient to Hill 13
13
13
13
13
THE HOME OF THE HAIRTRIGGER 13TH ENGINEERS
13
13
(The Lucky 13th)
13
13
13
13
Population, including rats, rabbits, and 3 dogs, 7000
13
13
Well Paved Street
13
13
Water (Plain, Fancy, River and Rain)
15
13
Police Dept. and Sanitary Jail
13
13
Convenient Cemetery and Commodious Morgue
13
13
Sewer Without System
13
13
Free Transportation to the Front - None to Paris
13
13
Attractive Forest of 6 Beautiful Trees and one Bush, Covered
13
13
With Leaves of Absence, With and
13
13
Without Permission
13
13
Unparalelled Mud Baths
13
13
Magnificent View of R.R. Yards and Water Tank
13
13
13
13
AMUSEMENTS - All Free
13
13
13
13
Rat Hunting Contests
13
13
Dugout Races
13
13
Trench Swimming
13
13
Aeroplane Raids
13
13
Music (trench) at all Hours
13
13
13
13
DESIRABLE BUILDING SITES FOR SALE ON ALLOTMENT PLAN
13
13
13
13
INDIVIDUAL LOTSr 6' X 2« X 6»r FOR PERMANENT ABODE. FURNISHED FREE
12
13
13
13
Choice Bungalows for Rent, with all the Modern Conveniences Except
13
13
Water, Light, Heat, Floors and Bathroom. Large
13
13
, Knotholes provided for Rain Drops.
13
13
Ventilation Unexcelled.
13
13
Hospital on Grounds - a Pill for every 111
13
13
13
13
"If you wish to live where things are Pretty,
13
13
"Just make your Home In the Windy City."
13
13
13
13
FOR PARTICULARS, APPLY TO:
13
13
13
13
The C.D., 13th Engrs.,(Ry).
13
13
13
13
13
13 13
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13
13 13
The Home of the 13th Engineers (Railway), In France.
To mark where thou didst fall, and thy
last thoughts
As thou lay wounded, while thy feverish
By D. L. Bowen, Co. A, 13th Regiment eyes still sought
Engineers (Ry.) For friends to take one last farewell to
Thou gastly, silent, remnant of a man, thy dear Mother,
In that lone spot, once "No Man's Land," Or sweetheart fair, or wife, or brother,
I found thee in that barren waste, But nay, thou sawest only foe, and died
Alone, unknown, not even a cross was Alone, in want and anguish thou hast
placed tried
ILLINOIS CENTRAL MAGAZINE
39
To grapple with thy last great foe
Death, whose strangling grip saidst thou
must go
To that fair land devoid of hate, but full
of love,
Where is naught but light with thy
Father above.
As I look at thee I would have thee tell
What wondrous thoughts thy fertile
brain once held
What beauteous sights thine eyes did see.
The baby prayers thy lips once lisped at
Mother's knee
Who whispered words of love into thy
keen ears.
She wonders now where thou art, and
oft she fears
Lest thou wert unprepared to go, and as
she kneels at night
Her prayer is for her boy, and memories
fijght
Come back to her of days gone by
Before your Country called you for to
fight and die.
Then she remembers that the time may
not be long
Before she joins you, and the angels' song
Will quell the storm of all the earthly
sins.
As thou sawest it, thou didst thy duty
well
And answering to the law of man, thy
life did sell.
And as thou leavest here thy pile of
bones, alone
On a barren land, to make for wars dark
sin atone
We know that though thou fellest in vic-
tory's cause
Thou wert the victor after all, and pause
In a silent prayer to ask the Holv One
To crown thee victor, His will be done.
FULL TEXT OF PRESIDENT WILSON'S LETTER TO
U. S. FARMERS.
Washington, Jan 31. — Following is raised its evil hand against us.
the text of the letter sent by President
Wilson to the farmers' congress at Ur-
bana, 111. :
"I am sorry, indeed, that I cannot be
present at the Urbana conference. I
should like to enjoy the benefits of the
inspiration and exchange of counsel
which I know I should obtain, but it has
seemed inpossible for me to be present,
and, therefore, I can only send you an
earnest message expressing my interest
and the thoughts which such a conference
must bring prominently into every mind.
"I need not tell you, for I am sure you
realize as keenly as I do, that we are as
a nation in the presence of a great task
which demands supreme sacrifice and en-
deavor of every one of us.
"We can give everything that is need-
ed with the greater willingness, and even
satisfaction because the object of the war
in which we are engaged is the greatest
that free men have ever undertaken. It
is to prevent the life of the world from
being determined and fortunes of men
everywhere affected by small groups of
military masters of the governments they
unhappily, for the moment, control.
"You will not need to be convinced
that it was necessary for us, as a free
people, to take a part in this war. It had
The rul-
ers of Germany had sought to exercise
their power in such a way as to shut off
our ecenomic life within the Western
hemisphere, while they accomplished pur-
poses which would have permanently im-
paired and impeded every process of our
national life, and have put the fortunes
of America at the mercy of the imperial
government of Germany.
"This was no threat. It had become
a reality. Their hand of violence had
been laid upon our own people and our
own property in flagrant violation not
only of justice but of the recognized
and long standing covenants of interna-
tional law and treaty.
"We are fighting, therefore, as truly
for the liberty and self-government of the
United States as if the war of our own
revolution had to be fought over again.
"Every man in every business in the
United States must know by this time
that his whole future fortune lies in the
balance. Our national life and our whole
economic development will pass under
the sinister influences of the foreign con-
trol if we do not win.
"We must win therefore, and we shall
win.
"I need not ask you to pledge your
lives and fortunes with those of the rest
ILLINOIS CENTRAL MAGAZINE
41
of the nation to the accomplishment of
that great end.
Predicts Decision in 1918.
"You will realize, as I think statesmen
on both sides of the water realize, that
the culminating crisis of the struggle has
come and that the achievements of this
year on the one side or the other must
determine the issue.
It has turned out that the forces that
fight for freedom, the freedom of men
all over the world as well as our own,
depend upon us in an extraordinary and
unexpected degree for sustenance, for
the supply of the materials by which
men are to live and to fight, and it will
be our glory when the war is over that
we have supplied these materials and
supplied them abundantly, and it will
be all the more glory because in sup-
plying them we have made our su-
preme effort and sacrifice.
"In the field of agriculture we have
agencies and instrumentalities, fortu-
nately, such as no other government in
the world can show. The Department
of Agriculture • is undoubtedly the
greatest practical and scientific agri-
cutural organization in the world.
"Its total annual budget of $46,000,-
000 has been increased during the last
four years more than 72 per cent. It
has a staff of 18,000, including a large
number of highly trained experts, and
alongside it stands the unique land
grant colleges, which are without ex-
ample elsewhere, and the sixty-nine
state and federal experiment stations.
"These colleges and experiment sta-
tions have a total endowment of plant
and equipment of $172,000,000 and an
income of more than $35,000,000 with
10,271 teachers and a resident student
body of 125,000, and a vast additional
number receiving instructions at their
homes.
"County agents, joint officers of the
Department of Agriculture and of the
colleges are everywhere co-operating
with the farmers and assisting them.
"Thf number of extension workers
under the Smith-Lever act and under
the recent emergency legislation has
grown to 5,500 men and women work-
ing regularly in the various communi-
ties and taking to the farmer the latest
scientific and practical information.
"Alongside these great public agen-
cies stand the very effective volun-
tary organizations among the farmers
themselves, which are more and more
learning the best methods of co-opera-
tion and putting to practical use the
assistance derived from governmental
sources.
"The banking legislation of the last
two or three years has given the farm-
ers access to the great lendable capi-
tal of the country, and it has become
the duty both of the men in charge of
the federal reserve banking system and
of the farm loan banking system to see
that the farmers obtain the credit, both
short term and long term, to which
they are entitled not only, but which it
is imperatively necessary should be ex-
tended if present tasks of the country
are to be adequately performed.
"Both by direct purchase of nitrates
and by the establishment of plants to
produce nitrates, the government is do-
ing its utmost to assist in the problem
of fertilization.
"The Department of Agriculture and
•other agencies are actively assisting
farmers to locate, safeguard and se-
cure at cost an adequate supply of
sound seed. The department has
$2,500,000 available for this purpose
now and has asked the Congress for
$6,000,000 more.
"The labor problem is one of great
difficulty and some of the best agencies
of the nation are addressing themselves
to the task of solving it. so far as it is
possible to solve it. Farmers have not
been exempted from the draft.
"I know they would not wish to be.
I take it for granted they would not wish
to be put in a class by themselves in this
respect. But the attention of the War
Department has been very seriously cen-
tered upon the task of interfering with
the labor of the farms as little as possi-
ble, and under the new draft regulations
I believe the farmers will find their sup-
ply of labor is much less seriously drawn
upon than it was under the first and in-
itial draft, made before we had had our
present full experience in these perplex-
ing matters.
"The supply of labor in all industries
42
ILLINOIS CENTRAL MAGAZINE
is a matter we must look to and are look-
ing to with diligent care.
U. S. Farmer Efficient
"And let me say that the stimulation
of the agencies I have enumerated has
been responded to by the farmers in
spjendid fashion. I dare say that you are
aware that the farmers of this country
are as efficient as any other farmers in the
world. They do not produce more per
acre than the farmers in Europe. It is
not necessary that they should do so. It
would perhaps be bad economy for them
to attempt it. But they do produce, by
two or three or four times, more per unit
of labor and capital than the farmers of
any European country.
"They are more alert and use more
labor-saving devices than any other farm-
ers in the world. And their response to
the demands of the present emergency
has been in every way remarkable.
"Last spring their planting exceeded
by twelve million acres the largest plant-
ing of any previous year, and the yields
from the crops were record-breaking
yields.
"In the Fall of 1917 a wheat acreage
of 42,170,000 was planted, which was
one million larger than for any preceding
year, three millions greater than the next
largest and seven millions greater than
the preceding five-year average.
Must Exceed Record.
"But I ought to say to you it is not only
necessary that these achievements should
be repeated, but that they should be ex-
ceeded.
"I know this involves not only labor,
but sacrifice, the painstaking application
of every bit of scientific knowledge and
every tested practice available. It means
the utmost economy, even to the point
where the pinch comes.
"It means the kind of concentration,
and self-sacrifice which is involved in the
field of battle itself, where the object al-'
ways looms greater than the individual.
And yet the government will help and
help in every way possible. The impres-
sion which prevails in some quarters
that while the government has sought to
fix the prices of foodstuffs, it has not
sought to fix other prices which deter-
mine the expenses of the former, is a
mistaken one.
"As a matter of fact, the government
has actively and successfully regulated
the prices of many fundamental materials
underlying all the industries of the coun-
try, and has regulated them not only for
the purchase of the government, but also
for the purchase of the general public,
and I have every reason to believe Con-
gress will extend the power of the gov-
ernment in this important and even es-
sential matter so the tendency to profit-
eering which is showing itself in too
many quarters may be effectively
checked.
"In fixing the prices of foodstuffs the
government has tried to keep the inter-
ests of the farmer as much in mind as
the interests of the communities which
are to be served, but it is serving mankind
as well as the farmer, and everything in
these times of war takes on the rigid
aspect of duty.
"I will not appeal to you to continue
and renew and increase your efforts. I
do not believe it is necessary to do so.
"I believe you will do it without any
word or appeal from me, because you
understand as well as I do the needs and
opportunities of this great hour when the
fortunes of mankind everywhere seem
about to be determined and when Ameri-
ca has the greatest opportunity she has
ever had to make good her own freedom
and in making it good to lend a helping
hand to men struggling for their freedom
everywhere.
Farmers In Revolution.
"You remember it was farmers from
whom came the first shots at Lexington
and that set aflame the revolution which
made America free. I hope and believe
that the farmers of America will willing-
ly and conspicuously stand by to win
this war also.
"The toil, the intelligence, the energy,
the foresight, the self-sacrifice and devo-
tion of the farmers of America will, I
believe, bring to a triumphant conclu-
sion this great last war for the emancipa-
tion of men from the control of arbitrary
government and the selfishness of class
legislation and control, and then, when
the end has come, we may look each other
in the face and be glad that we are Amer-
icans and have had the privilege to play
such a part"
American Tlvops
in London-*
^ at the head, to
the right.
A Laugh or Two
EXPLICIT
Country Lady — "I've been expecting a
packet of medicine by post for a week,
and haven't received it yet."
Post Office Clerk — "Yes, madam. Kindly
fill in this form, and state the nature of
your complaint."
Lady — "Well, if you must know, it's in-
digestion."
REVERSAL OF FORM
"What's on the menu?" asked the hun-
gry man. •
"Well," replied the waiter, "a few
articles of food' are mentioned. But most
of the space is taken up with government
instructions on what not to eat." — Wash-
ington Evening Star.
HIS GREAT LUCK
"Been off hunting, I hear. Have any
luck?"
"You bet! Shot two cows and the
farmer never found who did it." — Boston
Evening Transcript.
ABOVE THE FOOTLIGHTS
"Ever notice the expression on
ballet dancer's face?"
"No!"
"Look at it the next time!*
the
UNINTENTIONAL OVERSIGHT
Two lawyers before a country justice
recently got into a wrangle. At last onj
of the disputants losing control of his
temper, exclaimed to his opponent: "Jim
Rogers, you are the biggest jackass I ever
set eyes upon!"
The justice pounded the desk and called
loudly: "Order! Order! You seem to
forget that I am in the room."
THE BUSY WOP
An Italian, having applied for citizen-
ship, was being examined in the natural-
ization court.
"Who is the President of the United
States?"
"Mr. WilsV'
"Who is the Vice-President?"
"Mr. Marsh'."
"If the President should die, who then
would be President?"
"Mr. Marsh'."
"Could you be President?"
"No."
"Why?"
"Mister, you 'suse, please. I vera busy
worka da mine."
RIPE
Waiter, (watching customer who had or-
dered boiled eggs) : "Weren't they boiled
long enough?"
Customer: "Yes, but not soon enough."
CLEANINGS
from me
CIMMS DEPARTMENT
Jntewstfng • Jvows - of- 'Doings • of
- Jn • and- Out -of* Court
THE "COFFEE POT" CASE ENDED
One of the things which caused the
great congestion in the transportation
business of the country and made it nec-
essary for the government to take con-
trol of the railroads was the great num-
ber of suits without any merit whatever
brought against the railroads. Very few
ever think about the seriousness to the
railroads of thousands of employes be-
ing out of the service practically all the
time for the purpose of attending Court
as witnesses in frivolous cases against
the railroads which never should have
been brought. Cases, for instance, like
that of Ben Johnson against the Illinois
Central, which was set for trial at Brook-
haven, Miss., January 21st. Johnson, a
colored man, was employed by the Illi-
nois Central as a cook at Oilman, 111.,
and in August, 1916, while he was mak-
ing coffee on the right of way, the top
of the coffee pot blew off and struck
him in the face. A suit for $10,000.00
damages was brought against the Rail-
road Company by the Hon. Jim Cassidy,
of Brookhaven, Miss., alleging that the
Railroad Company, while engaged in in-
terstate commerce, had been guilty of
negligence which resulted in the injuring
of the said Ben Johnson by reason of
having furnished him with a defective
coffee pot. On the 21st of January, at
Brookhaven, this case was called for
trial. The Railroad Company had gone
to the expense of sending a number of
witnesses all the way from Illinois to
Brookhaven, Miss., to testify as wit-
nesses in this case, including employes,
non-employes and one physician. When
the case was called for trial, the Hon.
Jim Cassidy himself lost confidence in it
and dismissed it, but he did not dismiss
it until a large number of witnesses who
ought to have been busy doing work
of a constructive nature in helping to win
the war, had lost nearly a week's lime
in traveling from Illinois to Brookhaven,
Miss., and return, at the expense of the
Railroad Company, which might under
present conditions, mean at the expense
of the taxpayers.
45
46
ILLINOIS CENTRAL MAGAZINE
CLAIM AGENT GARY BOTHERED
ABOUT THE RACE QUESTION.
Claim Agent Charles Gary recently had
a case to investigate where a white Bap-
tist minister from the South had put in
a claim against the Company for $1,-
000.00 because a black woman in Illi-
nois attempted to occupy a seat beside
him after the minister had objected and
threatened to stick her with a pin. The
claim for $1,000.00 was predicated upon
alleged abuse by the conductor and porter
of the train, to whom the black woman
had appealed for protection. In report-
ing his case to the Department, Mr.
Gary soliloquized as follows:
"In this case we are called upon to
make special disposition of one of the
greatest questions that has perplexed
humanity for over one hundred and forty
years, and that is, the final and satis-
factory disposition of the race question.
I do not know how many times in my
experience a fragment of this question
has injected itself more or less exten-
sively in some of the cases that have
served to open the door for a pretext to
an attack on the railway as more or less
liable for existing prejudices between
blacks and whites and it has always been
a question of peculiar interest to me how
steel rails and cars and those in charge
of them could become influential arid
matters of import in the direct solution
of an alleged prejudice of a man of one
color against a man of another, but this
is distinctly true 'and this is a splendid
exhibition of how matters of this kind
arise from time to time."
FEIGNS PARALYSIS AND SUES
FOR HEAVY DAMAGES
One of the most daring adventures
in melodramic importation of personal
injury lawsuits by certain Minnesota
lawyers, which The Tribune has been
exposing for the last three days, came
to a climax recently in the district court
of Ramsey county.
Albert Coomer feigned paralysis in a
claim of $75,000 agains~t the Great
Northern railway and almost got away
with it before it was discovered that
he had on three former occasions plucked
judgments from three other railroads on
similar claims.
The fellow, who was a laborer at the
company's Jackson street shops in St.
Paul, said he was paralyzed as the re-
sult of a fall from a ladder while at work.
He was taken to St. Joseph s hospital
where he lay, apparently helpless, from
July 10 to October 30, 1916—112 days.
Then, with Barton & Kay of St. Paul as
his attorneys, he was removed to a board-
ing house at 177 Pleasant avenue, St.
Paul, by the keeper, one Dayhuff, and
there remained, always apparently help-
less, till April 11, 1917, when his case
was called.
Coomer said he was a widower with
four small' children at his home in Fish
Creek, Jamaica. Investigation showed,
however, that there was no such place on
the map as Fish Creek, Jamaica, that
Coomer instead of being a widower with
four small children there, had left a wife
and family on April 18, 1916, at his home
on a farm a mile and a half from Union,
Ind. It also brought out the fact that on
two former occasions Coomer had been
away from his home for considerable
time, turning up with substantial sums of
money, which he said were the proceeds
of Alaska mining adventures.
Investigation also proved that in 1902
Coomer had a personal injury claim
against the Cotton Belt railroad for
somewhat similarly alleged injuries and
got a settlement for $2,000. In 1909 he
claimed an injury on the Milwaukee
railroad near Seattle, which caused the
same paralytic condition and in 1910 he
pulled $4,200 out of the Milwaukee. In
1911 he preferred a case against the
Rock Island for alleged injuries near
Little Rock, Ark., complaining of identi-
cally the same paralysis as in the Great
Northern case. This time he settled for
$5,000.
Wheeled Into Court.
When Coomer's St. Paul case came to
trial he was rolled into the courtroom
in a wheel chair by one of his attor-
neys, John Kay, who attended him with
delicate solicitude. The fellow made
himself into a very pitiable object. He
was thin and haggard, his right eye con-
ILLINOIS CENTRAL MAGAZINE
47
stantly closed and whole physical being
apparently helpless. Soon after he was
sworn as a witness he became so agitated
and weakened that his attorneys moved
for a recess to enable their client to
gather strength. Even the court and
jury were moved almost to tears by this
consummate actor's apparent helpless-
ness.
After recess Coomer told the story of
his alleged injury and said he was in
perfect health before it occurred. Coom-
er's attorneys did not then ask him, as
is said to be customary in such examina-
tions, to state whether he had ever been
injured in such a way as this before, so
as to establish the validity of his present
injury. This omission by Mr. Barton,
who was examining, was caustically com-
mented on by Judge Lewis, who was pre-
. siding, after he had found out the inside
of the case. The judges remarked from
the bench that counsel had "very adroitly
framed" his questions so as to avoid the
necessity of his client's committing per-
jury on points that might lead to his con-
viction if the railroad knew of his past
record.
It was only a few years ago that an-
other fellow claiming to have been hurt
on the Great Northern landed in prison in
Deer Lodge, Mont., and is now doing five
years in Stillwater. He also had an al-
leged case against the Minneapolis & St.
Louis. He went under two names, Smith
and Koch.
Dodged Perjury Charge.
On cross-examination Ccomer made
an excellent witness for himself until he
was put up against a question, the an-
swer to which would force admission of
the truth or lay him open to prosecution
for perjury.
He then admitted his claims against
the Cotton Belt, Milwaukee and Rock
Island and said he had told Kay about
these cases and Kay, he testified, replied
that that did not make any difference.
The case run along for four days when
it was dismissed with prejudice by Bar-
ton & Kay. — Minneapolis (Minn.) Trib-
une, January 16, 1918.
MR. WAGNER HAS ANOTHER
CLAIM.
M. S. Wagner a young man who con-
ducts a small grocery store and restaur-
ant at Summit, Miss., claimed to have
stumbled over some object on the depot
platform at Summit, on the 17th day oi
July, 1915, while running up the plat-
form for the purpose of mailing a letter
on train No. 6. The accident occurred
while No. 6 was pulling into the depot
and the story was that the young man
stumbled and fell in front of the engine
and was struck by some part of the en-
gine, resulting in a fracture of the right
leg and other injuries. Later, suit was
filed against the Company by the Hon.
Jim Cassidy in Lincoln County, Miss.
The Railroad Company was never able to
find a trace of any object over which
Wagner could have fallen on the plat-
form, but rather than risk what a jury
would do with the case, paid $1,500.00
in compromise. Now it has another ser-
ious claim on hand from the same M. S.
Wagner. On September 23, 1917, this
young man was a passenger on train No.
34 enroute from Summit to Crystal
Springs. He rode in the compartment
smoking car until the train was near his
destination, when he decided to walk
back into the ladies' coach. In passing
through the vestibule between the two
cars, he stumbled over some object and
fell head first down the coach steps and
off the train. An immediate investiga-
tion was made, but the object over which
the young man stumbled, like the object
over which he stumbled at Summit, could
not be found. The train was running
around a curve about thirty miles per
hour. Dr. J. M. Dampeer, of Crystal
Springs, was called and accompanied Mr.
Wagner to Jackson, where he was placed
in the Baptist Hospital. No bones were
broken. X-ray photographs did not dis-
close fractures or dislocations of any
kind, but the young man later claimed
to be paralyzed in his lower extremities
and he is asking the Railroad Company
for a very large sum of money in dam-
ages. No suit has as yet been filed, but
it is expected that one will be filed. It
would appear that Wagner cannot escape
48
ILLINOIS CENTRAL MAGAZINE
getting hurt on the railroad and that the
Claim Department cannot escape doing
business with him.
SETTLEMENT OF CLAIMS BY
COMPENSATION COMMISSION.
The United States Employees' Com-
pensation Commission announces an
amicable settlement of the claim of a
railway postal clerk who was injured last
December by being thrown from a mail
car on the Baltimore & Ohio Railroad
and seriously injured, his scalp being
lacerated and the skull fractured. He
was unable to work for three months
and had heavy hospital and surgeons'
bills. He attempted to settle with the
railroad company, but was unable to
agree upon terms. Instead of engaging
an attorney and filing suit against the
company, he assigned his right to the
Compensation Commission, in accord-
ance with section 26 of the Federal Com-
pensation Act of September 7, 1916.
The Commission paid compensation to
the postal clerk at the rate of $66.67 per
month, settled the hospital and doctor
bills, and then took up the question with
the railroad as to their liability. The
clerk was carefully examined by several
impartial and competent physicians, and
upon the basis of their reports a settle-
ment was finally effected with the rail-
road for the sum of $2,500. This sum
much more than paid the financial loss
which the clerk sustained, and provides
a surplus for any subsequent breakdown
on account of the injury.
The commission desires to discourage
litigation between civil employes and
third parties upon whom there is legal
liability in case of injury, and it there-
fore made every effort to secure what it
considered a just settlement without re-
course to a suit at law. The railroad
company met the commission in a spirit
of fairness, and after a series of confer-
ences agreed to settle for the sum .orig-
inally requested by the commission —
$2,500.
RELATIONS BETWEEN CLAIM
AGENT AND SURGEON.
The head of the Claim Department of
the New York Central, Mr. Frank V.
Whiting, in an address delivered before
the New York and New England Asso-
ciation of Railway Surgeons on Novem-
ber 8th last, discussed the relations be-
tween the Claim Agent and the Railway
Surgeon as follows :
"The relation existing between the
members of the medical and claim de-
partments of a railroad must, to attain
the best results, be in the nature of a
partnership. Neither of us is really es-
sential to the accomplishment of the fun-
damental business of a railroad, i. e., the
movement of traffic; we are perhaps
looked upon as a necessary evil. We do
not, in one sense of the word, earn
money ; we are not directly or indirectly
connected with transportation. Many
claim men are directly engaged in a ser-
vice which, if they were successful,
would eliminate the surgeons and them-
selves— that of accident prevention.
The service that a surgeon furnishes
a railroad in which the operating depart-
ment is particularly interested is almost
identical with that of our safety work —
you examine men for employment so that
reasonably sound and able men shall be
selected, to the end that they may per-
form their work not only efficiently, but
with reasonable safety to themselves and
others. You examine employes to de-
termine whether they may continue their
work with safety, or whether it will be
better to pension them. In some in-
stances, you determine sanitary condi-
tions. All this service is in the interest
of accident or disease prevention.
Then, when men are injured, you are
called upon for the exercise of the high-
est degree of care and skill with which
you have been endowed — the repair of
your fellow men, the restoration physi-
cally, as far as lies in your power, of the
unfortunate and permanently maimed,
and by this very objective you will find
no other department of the railroad
as interested in your work and the re-
sults you obtain as the claim department.
Then, we work together in accident
prevention, you in the manner indicated,
and we in many ways. The claim men
are responsible for the practice of exam-
ining applicants for service. I person-
ally started this on the L. S. & M. S.,
ILLINOIS CENTRAL MAGAZINE
49
and for ten years was the chief surgeon
in fact, not in medicine or surgery.
We have no desire to be surgeons, to
dictate how you shall perform your
work, which sometimes borders on the
miraculous to our lay eyes, but we want
to share with you the satisfaction and
pride that naturally follows a good re-
sult. The better you do your work, the
lesser outlay financially by the claim de-
partment.
Our interest in you and your work is
tenfold greater than any other depart-
ment. We see you oftener, we know
you in your home town, we are the first
to sense a lack of interest on your part,
and aside from your professional ability,
we are better able to judge of your fit-
ness to act as surgeon than anyone else.
We play no favorites; we need, and
therefore demand, the best.
We do not ask you to settle claims for
us, but we do ask that you pave the way
for our service by performing your own
acceptably. A wise word of advice to
your patient many times "holds" the case
for us. In all cases we desire to consider
the subject of settlement, and in the first
instance, at least, directly with the in-
jured person, and in those cases that re-
sult fatally, with the next of kin. A real
service may be rendered by you in this
connection, which, in most instances, will
inure to the benefit of those afflicted, as
well as to the company.
A lawyer is a middleman, not a neces-
sity to claimants. We are always will-
ing to pay as much to the next of kin,
or to an injured person direct as they
can hope to receive at the end of a law-
suit, and we do it more promptly and
with better grace. Most negligence law-
yers are parasites; they are as full of
honeyed promises as a hive of honey, and
of stings as the bees. Their interest in
their prospective client is obviously
greater than that of the employer, and it
is purely a selfish one. They have ev-
erything to gain and nothing to Jose if
they can secure a case."
The Recovery of a Hand-Bag Pleases a Passenger
Chief Dispatcher, December 31, 1917.
I. C. Railway,
Kankakee, 111.
Dear Sir:
Mrs. Taylor and I want you and your fellow employes who had a hand
in the matter to know that we appreciate the prompt and courteous serv-
ice given us Friday, December 28th. I reported to the young lady in the ticket
office Friday morning that Mrs. Taylor left a small handbag on the train, the
train that left Chicago at 9:15 Friday morning. The young lady in turn report-
ed the matter to you and you handled it in such a way that the bag was in
the hands of the Chicago & Northwestern agent in Wilmette by ten o'clock Sat-
urday morning. That is efficiency for you and it can also be referred to as
courteous and honest. Kindly use the enclosed Thrift Stamps by giving one '
each person who had a hand in the matter and if there were more than four of
you let me know and I will be glad to forward additional stamps.
Very truly yours,
A. J. TAYLOR,
1. The young lady in the office. 209 S. State St., Chicago.
2. You.
3. The train man who found the bag.
4. The man who forwarded it to Wilmette.
Accounting Department
The Extra Passenger Conductor Gets a Few
Pointers
By L. C. Esschen, Auditor of Passenger Receipts
As the conductor was leaving the tele-
graph office after completing his run on
No. 2, he was approached by his friend
and fellow conductor of the freight serv-
ice, and after exchanging greetings the
latter remarked:
"Say, Tom, I suppose you know that
I have been ordered to get a uniform
and hold myself in readiness for some
extra passenger running, and I'd certain-
ly appreciate it if you can find a little
time to post me in the handling of trans-
portation and making up reports to the
auditor's office."
This was very readily agreed to and
after a bite to eat in a neighboring lunch
room they retired to the passenger con-
ductor's room.
"I want to confess that I do not know
the first thing about this business and
would like to have you go through from
start to finish."
"Very well," said Tom, "suppose we
start with going over some of these
blanks and you can watch me while I am
making up my reports. Now here is the
Cash Fare and Ticket Report Form 938,
and these author's stubs of cash fare
checks that were issued on this trip from
this metal 'holder you see here, are re-
ported as provided. At the bottom of
the sheet you first enter the opening and
closing numbers of the checks and the
number used. The checks are then sep-
arated according to those issued to the
white and colored passengers and in
these spaces above they are entered in
the order in which the fares were col-
lected, showing the amount of the fare in
this column and the amount of War Tax,
if any, in the next and the total of the
two in the final column. On the right
hand side here the checks for the colored
passengers are entered in the same way.
You now bring down the total of the
checks used and amount on each side
and then carry those amounts to the re-
cap showing the white and colored fares,
the War Tax and the total cash collected
for the trip. These amounts are then
transferred to the outside of the report
in the same manner. The auditor's stubs
of the checks are now enclosed in this
envelope Form 939 so that that part of
the transaction is completed."
"Here in the center at the bottom of
the report you enter the numbers of the
hat checks, white, green and red, that
were used on the trip. A good way to
keep straight on these numbers is, be-
fore you start out on the trip to take the
commencing numbers and then refer to
the bundle of checks that you have left
and enter the numbers accordingly. The
instructions provide that the used checks
that are lifted from the passengers be
returned with ticket collections in a bun-
dle secured with rubber bands, but it is
not necessary to assort them in any way.
You will notice these spaces that are pro-
vided for the prefix, and you want to be
very careful not to leave off this infor-
mation wherever the checks have a prefix
letter."
"I see," said his friend Bob, who seem-
ed to be very much interested in every-
thing that was taking place.
"On the reverse side of the blank we
will now fill in the train number, from
and to, date, and time of departure and
arrival. To the right we will write up
the report of passes honored from these
ILLINOIS CENTRAL MAGAZINE
51
notes that I made on the train, as you
will see from the instructions at the bot-
tom of the blank that we do not have to
report all passes honored.
"We are required to assort the ticket
collections in station order, from and to,
according to the run of the train. You
will find that it will assist you a great
deal in this respect if you keep the tick-
ets in some kind of order as they are col-
lected, more particularly the card tickets,
by taking those for a given station and
putting them back of those previously
collected and if the time permits between*
stations, also assort them as to destina-
tions. It is also a good plan to count
those collected out of each station and
keep adding to the number, which you
place with pencil on the back of the bun-
dle so that when you are through you
don't have to count* the tickets again in
making up your report, as you will see
from the filing of the report you have
to list the number of tickets of each kind,
local card, and these with the projections
on them that are called Simplex, and any
other forms of local tickets such as party,
clergy, etc. After these come the inter-
line, which means tickets sold by this
company to a point on another line, ot
which we get one of these coupons. The
rest of the ticket, reading from our
junction to a point beyond, is collected
by the other companies. On round trip
tickets of this kind we get these long
contracts and they of course should be
classified as interline the same as the
others. The foreign tickets are those
issued by other companies and are read-
ily distinguished by the names of the
roads that appear on them.
"Now this mileage ; while we show
the total number of miles collected in
space on the cash fare and ticket report
we are required to make a separate re-
port of the mileage detachments, Form
922. On this envelope we list the num-
bers of the books, the station numbers
between which honored, and the number
of miles represented by the detachments.
Some of these are 2 cents and others 2 5/2
cents per mile, for which the separate
columns are provided. The detachments
are endorsed with the train number and
date, station numbers from and to and
bear the signature of the passenger which
is taken on the train. These are en-
closed in the envelope and returned with
other collections. The detachments of
interchangeable mileage of other com-
panies' issues represent just so many dol-
lars and cents to the company that could
not be claimed if the detachments were
lost, so that you cannot be too careful in
the handling of them.
"I will show you how to make one of
these detachments from a book. Take
this one, for instance, the strip shows
the opening number on the left hand side
to be 865. Now if the passenger were
going 40 miles you would add 40 to 865,
making 905, but you do not take the cou-
pon marked 905 but one less because
from 865 to 905, inclusive, would make
a detachment of 41 miles."
"I get you," said Bob. "All of this is
going to stand me in hand when I get
working a passenger train because I sure
didn't know a thing about it."
"We will now put down the number
of the trip passes that were collected.
It isn't necessary to assort these in any
way but you always must be careful to
see that the train number and date and
your signature appear on the back and
when they are provided with space for
cancelling with a punch this should be
done in the order as shown. When hon-
oring these passes that read round trip
with only one coupon, the conductor on
the going trip is also required to endorse
the train number, date on which hon-
ored, and sign his name.
"Now we will take these little card-
boards, Report of Tickets Honored but
not Lifted, Form 915, that I made on
the trip where I simply punched the
tickets and handed them back to the pas-
sengers, and we will list on the Form
938 the number of passengers repre-
sented under the various classes, local,
interline, etc., as you see, one way, round
trip and party. This information is also
used by the auditor in figuring the earn-
ings of the train.
"Before we forget it we will insert a
cut of the punch, sign and date report to
show when it went forward and with
52
ILLINOIS CENTRAL MAGAZINE
two folds bring the summary to the out-
side in this manner and with envelope
Form 939 with the auditor's stubs of the
checks enclosed folded in, we are ready
to put the report and collections in this
large enclosure envelope Form 911 and
we will toss it in to the station baggage
agent so that he can put it on No. 4 for
Chicago. This train, with some of the
others, has a special mail pouch for the
conductors' envelopes.
"There is just one more thing I have
to do before we close up shop and that
is to make out my remittance, using one
of these slips on which you fill in the
forwarding station, this date, the amount,
train number, from, to, date of the train,
sign and enclose, it with the coin in this
express envelope, and if you have a
match we will seal it with this piece of
wax and take it over to the express of-
fice. On some parts of the line the com-
pany has an arrangement for making re-
mittances direct to the banks and on some
runs where you can't do business with
the express office on account of being
closed, you have to turn over your re-
mittances to the express messenger on
the train and he gives you the customary
receipt in this book. It is always desir-
able to take this in case any question
might come up later about whether or
not remittance was made."
"Say, Tom," said Bob, "I don't think
this is so very hard. I believe I could
get by with a little practice," whereupon
Tom remarked:
''Just let me give you a little hunch on
this business. If you go at it in a sys-
tematic way and while you are making
collections on the train where you have
a little spare time, give a little considera-
tion to what there is to be done at the
end of your run, you can clean up the
work in a jiffy after you get through.
"Of course, you understand there is a
great deal more to it than just what we
have gone over and if you want to take
the time I will explain about the handling
of transportation in sleeping cars under
what they call the envelope system, which
is* covered by circular No. 6 of the Au-
ditor of Passenger Receipts, which I am
going to give you later to read. You see
this large envelope Form 895. You make
up one of these for each sleeping car,
putting the name of the sleeper on the
top, and somewhere, just as a memoran-
dum, the number that this car is known
as, because later in doing business with
the Pullman conductor he will refer to
the car number instead of the name of
the sleeper and you've got to work pretty
fast in making the collections in sleeping
cars in order to get all the passengers
before they retire and a good many of
them are scattered around the train, in
the dining car and in sleepers other than
those in which they have berths, but the
plan is usually to start at the head end
and take them as they come. In working
with the Pullman conductor, who takes
care of the sleeping car transportation,
you have a small package of these iden-
tification checks Form 918, in the envel-
ope of which you place the transportation
of the passenger, mark the car number
and the number of the berth, either up-
per or lower, or it may be a stateroom or
a drawing room, and if the destination
of the passenger is apparent from the
ticket no further notations are necessary
on the envelope at the time, but if he
holds a mileage book or an annual pass
or a ticket on which he expects to take
stop-over it is necessary for you to fill
in destination on the envelope at the time
collections are made. The flap of the
envelope, which serves as an identifica-
tion check, is given to the passenger as
his receipt for the transportation and is
recovered by the conductor within whose
run the trip of the passenger terminates.
Where you have quite a number of sleep-
ing cars you of course will not be in a
position to put these small envelopes in
large envelope Form 895 until you are
through making all the collections and
have an opportunity to assort the small
envelopes for the various cars. To do
this I very often go up into the baggage
car or some other convenient place where
I can work and you've got to give con-
sideration to the time that you are going
to reach the next stop. Sometimes the
flagman or the baggageman assists me in
this work when I am overcrowded, but
I usually prefer to do it myself if I have
1— EXHIBIT MISS. STATE FAIR. 2 & 3— COTTON SAMPLING ROOM. 4— CANNING CLUB. 5—
EXHIBIT OF ONE GIRL"S WORK, AGRICULTURAL HIGH SCHOOL.
54
ILLINOIS CENTRAL MAGAZINE
the time. The best way to do is to just
take one of the small envelopes at a time
and before you make any attempt to as-
sort them as to sleepers fill in the name
of the car, remove the transportation,
punch it if a straight ticket and make a
check mark in the space on the outside
to denote the kind. In the case of a
mileage book you figure the distance
through to the final destination of the
passenger, make the detachment for the
entire trip, endorse on the back the
points from and to and place the folded
detachment inside the cover of the book,
which in turn is put into the envelope.
The book is returned to the passenger by
the final conductor in exchange for his
identification check and the final conduc-
tor reports the detachment on his mileage
report Form 922 to show the full dis-
tance traveled.
"It would perhaps be too much in-
volved for me to undertake to explain to
you at this time all the different kinds of
transportation that you will have to han-
dle in this way, but we will go over this
just to give you a general idea of the
plan under which the tickets are handled
in the sleeper. After examining all the
transportation in the small envelopes,
making your mileage detachments, filling
in the names of the cars, checking the
different kinds of transportation on the
envelope, you want to sort out the 918's
for the various cars and then list the con-
secutive numbers of these in the first
column on the large envelope Form 895.
Then you turn to the back of the envel-
ope and you indicate the number of pas-
sengers in the various berths in the first
column on the diagram. This is so that
you can later check up with the Pullman
conductor as to the number of passen-
gers occupying each sleeper. Of course,
if you are an intermediate conductor you
would use the succeeding columns both
on the face and back of the envelope,
using for the numbers of the checks the
next line below the entries that were
made by the preceding conductors, so
that there is always space to the right of
the numbers to be used by the succeeding
conductors for checking purposes.
"Where the passenger terminates with-
in the run of a conductor and the identi-
fication check is lifted the conductor in-
dicates with an X opposite the number of
the check that the passenger who held
same is no longer in the sleeper. Where
the passenger goes beyond the run of a
conductor this is indicated by a check
mark.
"Each conductor in the order of his
run is required to sign his name at the
bottom of the envelope which is turned
in to the auditor by the final conductor
with the" small envelopes enclosed, and
the corresponding checks of Form 918
enclosed in the small envelopes. The
tickets in all cases are removed and as-
sorted with the other collections.
"There is something that we have to
contend with just now of particular im-
portance and that is the collection of the
War Tax in connection with passenger
fares where the fare is more than 35
cents. This is at the rate of 8 percent.
For instance, if the rate was 65 cents
the war tax would be 5 cents, that is, you
drop the fraction when it is less than five-
tenths of a cent and add a cent when it
is five-tenths of a cent or more. For
seat fares collected in parlor cars the
rate of tax is 10 percent on all fares col-
lected, that is, there is no minimum."
"Say, Tom, tell me something about
the 'phony' tickets," said Bob.
"Oh," replied Tom, "there is hardly
anything of that kind nowadays, but
when the ticket scalpers were operating
in the large commercial centers we had
a great many tickets presented on which
the limits were plugged, dates altered,
signature tickets in improper hands and
patched up tickets of all kinds, but this
has been done away with since the anti-
scalping laws were passed.
"If you could arrange to meet me from
time to time when I get in off my run I
shall be very glad to explain to you con-
cerning the different kind of tickets that
were used, the collection of short line
mileage, the use of mileage exchange
checks, the honoring of mileage exchange
passage tickets, the manner of using hat
checks, the forms of Illinois Central and
Y. & M. V. and interchangeable mileage
tickets that are accepted on our line, the
ILLINOIS CENTRAL MAGAZINE
55
collection of fares in parlor cars and
making a separate report on this account,
the rendering of 972 report to the audi-
tor covering irregular transportation
where mistakes, are made by agents, etc.,
how to proceed in case an exchange or-
der is presented which the passenger
failed to exchange for ticket, honoring
government orders, foreign tickets read-
ing to points beyond our line not pro-
vided with sufficient coupons, the render-
ing of special report to the auditor's of-
fice covering troop trains, bulletins of
lost and stolen tickets and passes, and a
miscellaneous lot of other things that do
not occur to me just now, and in the
meantime I would suggest that you get a
Book of General Instructions No. 4 is-
sued by the general passenger depart-
ment,. Auditor of Passenger Receipts and
the Manager of Baggage and Mail Traf-
fic, which will give you an opportunity
to study the 'dope.'
"I just learned the other day that the
Auditor of Passenger Receipts has made
a complete set of all blanks, circulars,
tariffs, books of rules, etc., for file in the
superintendents' offices, also in some of
the trainmasters' offices where they are
not located at the division headquarters,
and I believe it would be a very good
idea for you to get this file and look it
over so that you will have a better un-
derstanding of these things when we
have an opportunity for a further talk.
"Before we say good-night, Bob, let
me tell you that it is not an uncommon
thing for this company to promote men
from the passenger train service who
afterwards reach the highest positions,
and you will make no mistake to do all
of your work in a conscientious and effi-
' cient manner, as while you are only a be-
ginner today in this line there is no tell-
ing what the future may have in store
for you if you make a creditable record."
"I'll try and remember your advice
and thank you very much for your kind-
ness. Don't forget to remember me to
the wife and kiddies at the other end.
Good-night."
"I'll surely do that. Good-night, Bob."
SHORT LEAP PINE, MADISON COUNTY, MISS.
FROM THE LAW DEPARTMENT
Biographical Sketch No. 33
HUGH CREA, ESQ., (Deceased),
Local Attorney at Decatur, Illinois.
56
H
ILLINOIS CENTRAL MAGAZINE 57
UGH CREA, the oldest living attorney in Macon County, and probably in
Central Illinois, died at his home in Decatur on January 31, 1918, after an
illness of only a few days. Mr. Crea was born at Gananoque, Toronto, Canada,
on February 7, 1833 ; he left Canada with a life-long friend, Henry S. Greene,
and went to Clinton, Illinois, in about 1861 ; both he and Mr. Greene were admit-
ted to practice in the Supreme Court in 1862 and in 1863 Mr. Crea located in
Decatur where he continued in the practice of law up to within a few days of his
death. The firm of Messrs. Crea & Ewing was appointed Local Counsel for the
Illinois Central Railroad Company at Decatur in 1882 and since that time Mr.
Crea has served as Local Attorney for the Illinois Central Railroad Company
in Macon County.
Mr. Crea's first partner in the practice of the law was Mr. Charles A. Ewing,
with whom he was associated from 1870 to the time of Mr. Ewing's death in
1896; at the time of Mr. Crea's death Messrs. Hugh W. Housum and Fred
Hamilton were associated with him as partners in the practice of law.
As a lawyer Mr. Crea, stood among the foremost of the lawyers in Illinois.
Mr. Crea has a keen and analytical mind and his conclusions were reached only
after calm and deliberative judgment ; he had a large and varied law practice and
his advice and counsel were much sought after, not only by his clients, but by
lawyers as well. He was always ready to give advice without any thought of
compensation to young lawyers who had just started in the practice of their
profession. Mr. Crea's principal characteristics were his unfailing good nature,
his keen sense of humor, his untiring efforts on behalf of his friends, and his
loyalty to his friends and clients.
In the death of Mr. Crea the Illinois Central Railroad Company lost an able
counsel, one who had labored untiringly in its behalf for many years.
ILLINOIS SUPREME COURT DECISIONS
WORKMEN'S COMPENSATION.— When an employe of carrier is not en-
gaged in interstate commerce. — A carpenter employed by an interstate carrier
while engaged in building the wooden forms for the concrete retaining walls
which are to hold the filling material when the tracks of the carrier are elevated
is not engaged in interstate commerce and his remedy, if any, is under the Work-
men's Compensation Act. If the work of an employe of an interstate carrier con-
stitutes a real and substantial part of interstate commerce, then he is engaged in
interstate commerce but not otherwise. (Dickinson v. Industrial Board, 280 111.,
342.)
Question whether disability has recurred or increased is one of fact. — On the
hearing before the Industrial Board under clause (h) of Section 19 of the Act ot
1913, the question whether the disability has recurred or increased is one of fact
for determination by the Industrial Board upon consideration of- the stenographic
report of the hearing when the original award was made, and additional evidence
with respect to the increase or recurrence of the disability. Simpson Case, 275
111. 366, distinguished. (Squire v. Industrial Board, 281 111. 359.)
What does not show that injury arose out of and in course of injury. — Evi-
dence that an employe 70 years of age, and who had been suffering for several
years from varicose veins, was found wandering about the shop in an apparently
sick and dazed condition after the shop had closed, and that he insisted on going
home alone on a street car, transferring twice before reaching his home, where
it was found he had a broken collar bone, which he explained by saying he fell
over some lumber in the shop, does not show that the injury arose out of and in
the course of his employment. (Peterson & Co. v. Industrial Board, 281 111. 326.)
58 ILLINOIS CENTRAL MAGAZINE
EMINENT DOMAIN. — Damages to railroad property not taken for drainage
channel in crossing right of way may be offset by benefits to remainder. — Where
a proposed drainage channel crosses the right of way of a railroad, making neces-
sary the construction of a bridge over the ditch, the measure of the railroad's
damages, aside from the value of the land actually taken, is the difference between
the value of the remainder of the right of way, as a whole, before and after the
construction of the proposed improvement in accordance with the plans offered
in the condemnation proceedings. (East Side Levee District v. A. & S. R. R.,
281 111. 372.)
STATUTE OF LIMITATIONS in criminal prosecutions is an act of grace.
A statute limiting the time in which a criminal prosecution may be brought is an
act of grace and not a contract with the criminal, and it may be changed or
repealed by the legislatures as to any one whose right to immunity has not become
absolute by the completion of the period of limitation. The purpose of the statute
as applied to ciriminal cases is to allow the accused to defend himself while the
charge is new and the evidence can be more readily obtained, and is not grounded
upon mere delay in the prosecution but rather upon delay in commencing the same.
(People v. Buckner, 281 111. 340.)
COMMERCE DECISIONS.
INCREASE OF RECONSIGNMENT CHARGES SUSTAINED.— In the
Reconsignment Case, 47 ICC 590, the Interstate Commerce Commission, opinion
by Commissioner McChord, authorized the following charges and regulations
affecting the diversion or reconsignment of carload shipment on behalf of prac-
tically all the carriers of the country : $1 per car for change of name in con-
signor; if request is made for diversion or redonsignment of freight in carloads,
the carrier will make diligent effort to locate the shipment and effect the delivery
service but will not be responsible for failure to do so unless such failure is due
to negligence of its employes ; $2 per car may be charged for diversion or recon-
signment in transit prior to arrival of shipment at original destination or ter-
minal yards serving that destination; $2 for diversion or reconsignment when
order for that service is placed at the billed destination in time to permit instruc-
tions to be given to yard employes prior to the arrival of the car ; $2 per car for
stopping car prior to arrival at billed destination to be held for orders ; $5 per car
for diversion or reconsignment at original destination to a point outside the
switching limits, on orders received by the carrier after arrival or too late to per-
mit instructions to be given to yard employes before arrival ; on cars which have
been placed for unloading but not unloaded and are subsequently reforwarded to
a point within the switching limits, the local tariff rates may be applied. Other
rules approved provide that: (a) a single change in the name of the consignee at
first destination, and (or) a single change in the designation of his place of deliv-
ery at first destination, will be allowed without charge if order is received in time
to permit instructions to be given to yard employes prior to arrival of car at first
destination or at the terminal yard serving such destination; (b) if such orders
are received in time to permit instructions to be given to yard employes within
24 hours after arrival of car at terminal yard a charge of $2 per car will be made ;
(c) if such orders are received subsequent to 24 hours after arrival of car at
terminal yard a charge of $5 per car will be made. The Commission also ap-
proved the application of charges for reconsignment regardless of the method
of freight rate construction.
Concerning regulations prohibiting the reconsignment of carload freight to an
embargoed point, the Commission says in part, p. 634: "That part of the rule
which provides that 'no freight can be reconsigned or diverted under these rules
ILLINOIS CENTRAL MAGAZINE 59
to a station or point of delivery against which an embargo has been placed' has
been justified, and with this exception the rule is condemned. In so rinding it
will, of course, be understood that the propriety of no particular embargo is under
consideration. If, under all the facts a particular embargo could not be justified
by the carriers, it is clear that they could not justify refusal to reconsign to the
embargoed point, although the tariff might so provide."
As to the number of reconsignments permitted, the Commission says, p. 635 :
"A rule providing that not more than one reconsignment will be allowed on a
shipment would seem to be a reasonable regulation."
CAR OF DIFFERENT SIZE FURNISHED THAN ORDERED.— Com-
plainants ordered car of 30,000-pound capacity. Defendants furnished one with
marked capacity of 36,000 pounds. Charges were collected on basis of latter.
The Commission held (Cutler v. Soo Line, 47 ICC 249, following Kaye v. M. &
I. R. Co., 17 ICC 209) that failure to provide tariff rule to the effect that when
a car of the capacity or dimension ordered by a shipper provided for in the tariff
cannot be furnished within a reasonable time, and for its own convenience a
larger car is furnished, such larger car shall be used upon the basis of the mini-
mum weight applicable to the car ordered, but in no case upon the basis of less than
actual weight, provided the shipment could have been loaded upon or on a car
of the size prdered, was unreasonable and that plaintiff is entitled to reparation
to the extent the charges collected exceed those applicable on the marked capac-
ity of the car ordered.
INTEREST ON STRAIGHT OVERCHARGES— COMMISSION HAS NO
POWER OVER COUNSEL FEES OR RETURN OF CLAIM PAPERS.—
In this case (Minnesota & Orleans Power Co. v. B. F. & I. F. R. Co., 47 ICC 208),
the petition was dismissed though defendants entered no appearance, the Com-
mission stating there is no dispute as to the amount of the overcharge, but the
question presented is whether plaintiff is entitled to interest on the amount there-
of. The Commission says the evidence does not show the plaintiff paid and bore
the charges ; that defendants will be expected to make refund to the proper party
with interest to date of payment; that the Commission is -not empowered to
award counsel fees for prosecution of cases before it (Meeker & Co. v. Lehigh
Valley R. Co., 236 U. S. 412) ; and that the recovering of claim papers from the
carrier is not a matter cognizable by the Commission.
COMMISSION HAS NO JURISDICTION OVER CLAIMS BARRED
BY LIMITATION. — The complainants contended in California Pine Box &
Lumber Co. v. S. P. Co., 47 ICC 375, that the Southern Pacific was delinquent
in not making special docket application for all shipments of complainants, that
it should not be permitted therefore to escape payment of the damages claimed.
The Commission replied, "But whether the Southern Pacific was delinquent in
not including all shipments in its special docket applications, or the complainant
was culpable in not promptly handling their own claims, cannot affect the fact
that, under the law, the Commission has no jurisdiction in respect to claims barred
by the statute of limitations. Trans-Mississippi Grain Co. v. C. B. & Q. R. Co.,
41 ICC 612, 614; Phillips v. Grand Trunk R. Co., 236 U. S. 662, 667.
REPARATION WITHIN DISCRETION OF COMMISSION.— In Na-
tional Petroleum Assn. v. M. K. & T. R. Co., 47 ICC 355, 363, opinion by Mr.
Commissioner Harlan, the rule is thus stated :
"In substance the argument of the complainants is that a refusal of reparation
on the grounds suggested by the examiner would be an exercise of a discretion
not vested in the Commission.
"This contention is one that has been sharply discussed by counsel in a number
of cases before us in which reparation has been denied on the general theory that
60 ILLINOIS CENTRAL MAGAZINE
an award of damages with respect to shipments in the past does not necessarily
follow as a matter of law upon a finding that the rate or rates under considera-
tion is or are unreasonable. The theory of the Commission has been that it may
award or deny reparation as substantial justice may require, according to the
special facts and circumstances of each particular case. Our general powers in
this particular were recently discussed at some length in D. L. & W. Coal Co. v.
D. L. & W. R. Co., 46 ICC 506, 508-9, and need not be again considered here. It
will suffice to say that in a long line of cases, cited in the proceeding just men-
tioned, where general rate structures were under examination the Commission,
holding that such a course was within its established powers, denied awards of
reparation because, on the facts appearing in each case, the Commission was of
the opinion that reparation was not warranted."
LOWREY TARIFF AS APPLIED TO SCRAP IRON IN CHICAGO
SWITCHING DISTRICT— TEAM TRACKS AND INDUSTRIAL SID-
INGS COMPARED.— In Price v. G. T. W. R. Co., 47 ICC 216, the Commission
held that a rate on scrap iron from Elsdon, 111., via Grand Trunk Railway and
Indiana Harbor Belt to East Chicago, Ind., made up of a combination rate of 1.5
cents, minimum 60,000 pounds, from Elsdon to Blue Island and 1 cent beyond, is
not unreasonable. The Commission said the shipment moved from one of de-
fendant's hold tracks in the classification yard to a private side track, a distance
of 33 miles. "Defendants contend that the rates applicable between privately
owned side tracks within the Chicago switching limits are abnormally low ; that
they were established as a result of a compromise between the shippers and car-
riers in effecting a uniform adjustment of the switching charges between all pri-
vately owned side tracks within the Chicago switching limits ; and that they
should not be taken as a measure of reasonable rates. They also urge that the
rates assailed should be higher than the rates applicable between private side
tracks; that the expense of establishing and maintaining hold tracks and team
tracks in Chicago, as contrasted with the cost and upkeep of a private track,
which is borne entirely by the industry, fully ^justifies a higher charge on ship-
ments moving from or to hold tracks and team tracks. In Independent Brewing
Assn. v. C. M. & St. P. Ry. Co., 42 ICC 129, we found tfhat higher charges for
movements within the Chicago switching district from or to team tracks and
industrial sidings than between industrial sidings were not shown to be unreason-
able or unduly prejudicial."
The Intelligent Piece of Work by Telephone Main-
tainer L. O'Bryan Prevented Possible Acci-
dent to a Passenger Train
Fulton, Ky., December 2, 1917.
"I was going south on motor car on the morning of November 24, Saturday, and
found broken joint on south bound main track about Y$ mile north of Rives. Joint
was about four inches open; considered track safe to pass over at slow rate of speed.
I took the necessary precautions and flagged No. 103 and notified the trick dispatcher,
Mr. R. M. Alford, of the condition of the track and he notified the section foreman at
Rives, temporary repairs being made at once. No. 103 received no delay more than
the stop for the flag."
ENG-INEERIN5-
DEPARTMENT
The Underwriters' Laboratories, Inc.
By W. C. Pauli. Assistant Engineer
HP HE slogan of the day, "Safety
First" is one of the guiding prin-
ciples of a fast growing concern in Chi-
cago, operating under the name of
Underwriters' Laboratories Inc. This
corporation, as its name would indicate,
is devoted strictly to a study of reducing
fire and accident hazards and is one of
the comparatively few institutions which
are incorporated for purposes other than
profit. It is under the direction of the
National Board of Fire Underwriters
which lends its support financially as
well as in other ways.
The principal offices and testing sta-
tion are located at 207 East Ohio St.,
Chicago, in a model, fire proof brick,
terra cotta, steel and concrete structure,
which, in spite of its construction, is
equipped with automatic sprinklers. This
building is divided into two types, one
of which houses the office and labora-
tories and the other the large furnaces.
The office and laboratory building is
a good example of what can be done in
decorative work without the use of wood
for trim. Doors and windows are metal,
likewise the channel frames enclosing
them. Light openings are equipped with
wired glass, both inside and outside of
the building. The interior and exterior
bearing walls are of red pressed brick.
Partitions and ceilings are of tile or
faced with tile, pointed with tuck pointed
joints, the ceiling being laid in herring
bone pattern. Floors are of concrete
throughout and are, in some portions of
the building, covered with square red
tile laid with wide joints. The general
effect is very pleasing and as nearly fire
proof as modern methods can produce.
In keeping with the rest of the equip-
ment, most of the furniture, such as
desks, file cases, etc., are of steel, the
net result being a fire hazard which may
almost said to be confined to the papers
only.
The addition, of somewhat different
construction, housing the large furnaces
and roof testing apparatus is also con-
structed of brick, steel and concrete, but
was designed primarily for utility and
fireproof construction. The walls which
have an alley exposure are of common
brick laid in a heavily tempered ce-
ment lime mortar. The other walls are
of metal lath and cement and sand con-
crete with generous light openings of
rolled steel sash sections, fitted with
wired glass. The floors are concrete on
expanded metal arched reinforcing with
a rich mixture of sand and cement wear-
ing surface. All of the interior is faced
with cement sand concrete applied with
a cement gun. In one corner of this
addition a tower was provided of suffi-
cient height to permit full lengths of
hose to be suspended for proper drying
and two large ventilators in the roof also
create a draft capable of carrying out
most of the smoke and gases created
by the various tests.
For the transfer of heavy articles the
building was equipped with two travel-
ing cranes, one traversing the length of
the furnace building and 'the other the
length of the hydraulic laboratory was
designed consisting of two steel "A"
frames on casters with an I-beam con-
nection above on which a trolley chain
hoist is operated.
All tests conducted in the Underwrit-
61
Roofing Test Plant
g B
Presidents Office
ILLINOIS CENTRAL MAGAZINE
63
ers' Laboratories are made on products
which are turned out for commercial
use and this necessitates some large,
elaborate apparatus of special design to
reproduce conditions which might be en-
countered in an ordinary fire or in a con-
flagration. Among the furnaces there
is one of portable design, equipped with
castors, which is used for testing small
samples such as building tile, another for
window, door, partition, safe and other
samples of similar type and a third re-
cently completed, for testing full length
samples of building columns under load
and heat combined. These furnaces all
employ the same general principal of
combustion. The gas is supplied through
large mains entering the lower part of
the fire chamber and air jets at various
heights furnish the necessary ogygen to
complete combustion, the result being an
even flame which impinges against a
sample and which is capable of close ad-
justment of temperatures. "Peek Holes,"
conveniently located and covered with
mica, enable the observer to watch the
fire side of a sample without a test
Most of the samples tested in these fur-
naces are subjected to fire stream after
the fire test. This stream is directed
from a specified distance at constant
nozzle pressure obtained from the lab-
oratory tanks, the gauge being located
immediately preceding the nozzle.
The samples to be tested, other than
columns, are passed into the furnace in
panels. These panels consist of channel
frames which are suspended from an I-
Beam hanger by trolley. The sample is
bricked into the steel frame in the same
manner that it would be secured into a
brick wall and when the mortar is suffi-
ciently hard, the panel is pushed into
the furnace, thereby forming the • front
of the combustion chamber and the open-
ings are closed up with fire clay. After
the heat application, a quick release
causes the panel to slide out from the
furnace and the fire stream can be ap-
plied before any appreciable amount of
cooling takes place.
The column testing plant, which was
recently completed, was built to handle
building columns in one-story column
lengths with base castings, shelf angles
and top plates complete and fire-proofed
in various ways as is done in ordinary
building practice. The samples are
handled by the traveling crane located
in the furnace between adjustable top
and bottom plates to avoid eccentric
loading and sealed in by closing the fur-
nace front which is in the shape of a
movable panel. The column will be re-
strained against lateral motion at the
roof of the furnace by a sliding bearing
which is expected to permit a' failure in
a manner similar to that found in a build-
ing when the floor beams furnish a cer-
tain restraining element during an ex-
tremely hot fire. The load is applied
from the top by a hydraulic jack, de-
signed to furnish a "follow up" to the
point of severe buckling of the sample.
Heat is furnished for this furnace by
the burning of gas in air jets in the
same manner as in the panel furnaces.
The roofing test plant is an unique
piece of apparatus which gives conditions
closely approximateting those found in
severe exposure during a conflagration.
The sample to be tested is applied on a
deck which can be tilted at any desired
angle to represent any desirable pitch
of roof. Air is directed against this
sample at a known velocity throughout
the test. This current of air is supplied
by a large multivane fan and its course
directed through a galvanized iron shaft
of rectangular shape to a point a short
distance from the sample. Heat is sup-
plied by a- suspended furnace for the
radiation test and by a blazing wood ob-
ject for the flaming brand test.
One of the most spectacular tests from
the view point of a visitor to the labora-
tories is that conducted to determine the
efficiency of a small chemical fire ex-
tinguisher. The apparatus in this case
consists of a solid wood panel, on one
side of which are nailed two layers of
small wood strips at right angles to each
other. This panel is saturated with in-
flamable oil, placed on edge, ignited and
allowed to burn until the wood is thor-
oughly afire. When this condition is
obtained it is the task of the operator to
attempt to extinguish the fire with the
64
ILLINOIS CENTRAL MAGAZINE
L- Switch Testing
machino
2.- Panel Furnace -fivtit
3. -. Panel FuniacQ -rear
4-.- Chemical
Laboratory
apparatus under test. Considered from
the viewpoint of first aid apparatus, the
extinguisher is extremely important and
it is surprising how efficient the action
is when handled with proper care.
Smaller, but also somewhat elaborate
apparatus is required for the testing of
automatic sprinklers. These small, but
important features of a modern com-
mercial building, are subjected to many
unavoidable abuses due to the occupancy
they help to protect. For this reason
some of the samples are treated to ac-
quire the undesirable features which
ILLINOIS CENTRAL MAGAZINE
65
sometimes cause the action to halt and
sometimes samples are acquired which
were removed from an installation. The
test for all is the same, however. They
are subjected to constant water pressure
in an oven under rising temperature and
the fusing point and positiveness of ac-
tion determined. Should some of the
parts lodge in the sprinkler head the
flow of water might be deflected from
a vital part of the fire, so it is readily
understood that observation is a t>ig
factor in these tests. The fusible links
are subjected to continuous load in an
installation due to water pressure in a
"wet" system and this condition is re-
produced in the laboratories by sus-
pending loads on a lever arm of known
lever ratios with the links as a fulcrum
to produce compression in the links for
an extended period of time. Daily ob-
servations give the yield point and con-
sequently the factor of safety in any
installation. As previously stated, a val-
uable record is obtained from sprinklers
removed from various installations and
the effect of different occupancies on
their action thus obtained, also an in-
surance to their owner as to their abil-
ity to reduce his fire hazard.
The results of the work of the elec-
trical-department are probably most often
noted by the average observer as many
electrical devices bear the approval label
of the Underwriters' Laboratories. To
merit this approval label 'the devices are
tested with the aid of many electrical
instruments of standard type, such as
ammeters, voltmeters, rheostats, etc., as
well as special devices such as the switch
testing machine, for example, where the
current is switched on and off at regular
intervals for a specified number of
times. The electrical laboratory is in-
deed well equipped to make the great
variety of tests and examinations re-
quired for the wide range of devices
manufactured, as will be appreciated
when one considers th-at switch cab-
inets, fuses, conduit, insulated wire,
switches, moving picture projectors, etc..
are all included among the long list of
approved devices.
In connection with the work of this
department an investigation is also made
of fires which are supposed to originate
from defective installations or devices
and the causes for such fires are sought
and analized to determine wherein the
work was defective. As a result of these
investigations, recommendations are pro-
mulgated, which, if followed will minim-
ize the danger resulting from such
sources.
There are many other devices ex-
amined by the laboratories which need
only be mentioned in this article. Among
these are receptacles which are designed
to contain various kinds of explosive
or highly inflammable material, such as
oily waste cans, gasoline tanks, oil
pumps, etc, fire and other hose, fire
pumps, kerosine stoves, acetylene and
other lighting systems, etc., examina-
tions of which are made to standardize
the essential safety features and to re-
duce the fire hazard or to make more
efficient the method of fighting fires after
they have started. Chemical and hy-
draulic laboratories are maintained for
these and other tests.
To insure that the work of these tests
is not lost in later manufacture a factory
inspection service is maintained which
requires frequent visits to 'the plants
making approved devices. These in-
spections include a general survey of the
facilities at the command of the manu-
facturer and a study of the probabilities
of turning out a uniform product, al"
a close inspection of some finished de-
vice chosen at random to determine how
closely the specifications have been ad^
.hered to. The manner of installing some
devices is also important and in these
cases a full set of instructions is expected
to be available.
Publications are issued regularly by
the Underwriters' Laboratories giving
specifications for some devices, such as
swinging fire doors, hardware, tinclad
fire doors, etc., general statements re-
garding others and lists of devices
which have been tested and approved.
Those devices which have not been ap-
proved are not mentioned and the sub-
mittor has the privilege of having more
tests made after he has made changes to
66
ILLINOIS CENTRAL MAGAZINE
correct the weak points found in pre-
vious examinations.
It may occur to the reader to question
what is the general object of all tests.
Many prospective builders and pur-
chasers will not inquire as to the meaning
of the small label attached to fire door
hardware, or a 'toaster, for example, and
will be content with the unlabeled
product because the purchase price is
usually lower. It must be remembered,
however, that the institution labeling
these goods is working for standards in
fire protection and that it has already
succeeded in standardizing equipment
along certain lines to such an extent that
the insurance companies insist upon
labeled goods for these devices. Elec-
tric conduit is generally labeled, also
sprinklers, fire extinguishers, firfe doors,
fire door hardv/are and fire hose. Thus
the work is leading to a definite result,
namely standardization and if this result
is even approximated, the fire hazard
should be grearly reduced and the often
quoted statement of annual loss by fire
in the U. S. A. be made less appalling
year after year.
••/'/Service Notes
y, of Interest
A Christmas Day Outing
TT was strange how we four got to-
gether on Christmas day and went out
into a snow clad country, with the ther-
mometer uncomfortably near the zero
mark. As may be supposed, however,
primarily it was Snap Shot Bill's prop-
osition that we spend a good part of the
day roaming over the Country Club
grounds instead of making it, above all
days in the year, one at the home with the
family. For that matter, however, Bill's
home seemed always to be in the open
during daylight hours when not working.
Maybe he had a home somewhere, but
he never seemed to use it when he could
be out with his kodak. Tyro, who was
one of the quartet, had some excuse for
deserting the home fires on that day for
his family had gone for the holidays "to
see grandpa," As he could not accom-
pany them, he was not only foot-free but,
being also an out-of-door man and lover
of nature in all its aspects, he gladly
welcomed Bill's suggestion that the day
be spent getting snow pictures in the
ravines, the woods, by the stream and on
the open plains of the Country Club
grounds. As to the rest of the party,
consisting of the Rambler and myself,
we were present .from mixed motives.
The Rambler, as has been stated in prev-
ious reports of his doings, was a bachel-
or and lived by himself in an apartment,
he having no home ties within practical
reach for the day. True he had hosts of
friends and many homes would have
been glad to have welcomed him and
make him enter into the Christmas spirit
with them on that anniversary had he al-
lowed it. He seemed however, to fight
shy of several opportunities that had
presented themselves in such connection,
he arguing that it was the home day, and
that however welcome he might be, he
himself could but feel as though he had
no place on this one particular holiday of
the year under the roof of any of his
friends.
In this connection it may be remarked
that, generally cheerful, full of energy
and free at all times from even a sus-
picion of "being blue, "as the mid winter
holidays approached I thought the Ramb-
ler unusually quiet for him. I mentioned
this fact to Bill one day and that irre-
pressible laughed and said "you know
why don't you? The Trunk Lady has
been for some months a nurse at one of
the base hospitals 'somewhere in France'.
I think they had dinner together last
67
68
ILLINOIS CENTRAL MAGAZINE
Christmas and he probably remembers
it."
In view of all this, I was not surprised
to learn that Rambler had acquiesced to
Bill's proposal. Weather conditions
rarely phased him any more than they did
Bill and Tyro; and on his later urging
me to go along he explained that he
thought a physical shaking up such as
the proposed trip would give, would tune
us all up and that he guessed he, him-
self, needed a little tuning. As for my-
self, I must confess to not being partic-
ularly enthusiastic in the matter. A cozy
fireside and a book with possibly the the-
atre in the evening, seemed good enough
for me, but there was no reason why 1
could not go and so I consented to be
one of the party ; as much, I think, to be
a good fellow as for any other reason.
So we had all met at the appointed time
and gone down into the country on the
interurban.
On reaching our destination my en-
thusiasm was not at all augmented by
conditions that confronted us. It was
bitter cold, and the snow in places was
in drifts from knee to waist deep. It is
true that for the most part we were able
to walk freely over a crust, but to me it
seemed for a while to be more or less of
a hardship when from time to time the
crust gave way and I had to wallow out
of deep drifts onto a hard surface again.
Snap Shot Bill and Tyro, being experi-
enced in all phases of out-of-doors life,
were thoroughly dressed for the occasion.
The Rambler was pretty well outfitted
against cold and deep wading, due to his
good sense in specially preparing for the
trip ; but I was not dressed as I should
have been, although I thought I had
made some extra provision in the mat-
ter. I am sorry to say, therefore, that
at first I was inclined to be a bit pessi-
mistic and that at one time I made some
sarcastic remark about the absuridty of
leaving a cozy corner for such a trip.
At this outburst Tyro, tapping the
breast pocket of his coat, cried out good-
naturedly "I have something in here that
will fix you up if you will only take
heed ! It's a little preachment, and says
'Be pleasant every morning until ten
o'clock, the rest of the day will take care
of itself." He was right, for by just
about ten o'clock, I think, the exercise of
walking and of wallowing had got me
into such a glow that I didn't even mind
Bill's holding us up from time to time
while he. took his pictures. As for Bill
himself, he was almost crazily enthusi-
astic. I really believe, with his hustling
about looking for good compositions, or-
dering us around to get us individually
and collectively into the pictures and with
the operating of his machine, that he was
on the verge of a state of perspiration.
As for the others, I think they rather
enjoyed, as I myself came to eventually,
the bracing air and the novelty of their
experience. In addition, Bill made it ex-
tremely interesting to all of us by point-
ing out enthusiastically this or that pic-
torial beauty of features of the land-
scape, and how he arrived at the making
of a pretty or even an impressive pic-
ture. We did not understand at first
why he would send one of us breaking
through the snow for a distance and then
holding his victim up and taking his pic-
ture ; but when he would have the rest of
us look into the kodak finder and point
out how pretty an effect the broken
tracks made in what otherwise would
have been a plain surface, we could not
only understand but admire his pictori-
al genius. He even almost made an
artist of me, for the time being, by call-
ing attention to the effect the bright sun-
light made by casting shadows from
trees, ridges and other objects, and giv-
ing a beautiful display of light and shade
over a glistening surface. He so inter-
ested me that I jocosely apologized for
being a trifle pessimistic at starting out.
At this Bill, with a nod to Tyro, as much
as to say "you will understand," said
good-naturedly to me "The difference be-
tween the optimist and the pessimist is
quite droll, the optimist sees the dough-
nut and the pessimist the hole. That is,"
he continued, "you being more or less
soft in out-of-doors matters didn't rea-
lize that you would soon get warmed up
by exercise, and that I would be able to
so interest you mentally with these pretty
pictures that what was the hole to you
ILLINOIS CENTRAL MAGAZINE
69
would become the doughnut." "Quite
a little sermon that," laughed the Ram-
bler. "Never heard you preach before
Bill. Cultivate the habit, you are doing
well." In short, through Bill's enthusi-
asm and Tyro's little terse lectures on
matters pertaining to objects of nature as
shown in their winter habits, — for Tyro
and Bill made a good pair for such an
outing, they both seeing and being inter-
ested in things that the Rambler and I
would have never thought of, — taken as
a whole several hours passed most en-
joyably to all of us. The time came,
however, when we began to slow up as
we were becoming tired, for the exertion
that kept us warm began to tell on our
strength. What little lunch we had, had
been from sandwiches carried in over-
coat pockets and eaten as inclination dic-
tated as we wandered about. So we fin-
ally concluded it was time to rest, and
insatiate Snap Shot Bill generously
agreed to forego further pleasure in his
line of picture work and join us in an
adjournment to the club house.
This last had, of course, been closed
for the season many weeks before, but
we found Joe, the keeper, and persuaded
him to make a roaring wood fire on the
open hearth of the lobby. Notwith-
standing our forgetfullness of the cold
while we had been out, we found the fire,
after stripping off our overcoats, a most
genial contribution to our day's pleasure
as we sat around it for an hour or more
smoking and enjoying ourselves in a
genial talk. Among other things of the
latter, remembering that Tyro gave a sig-
nificant tap to his coat pocket as he sug-
gested early in the day that I be pleasant
until ten o'clock and intimated that if I
did I would be good natured for the rest
of the day, I asked him what that ges-
ture had to do with his remark; for I
had an idea that there was a connection
between the two.
"That reminds me," he said with an-
nimation, "of a Christmas present I got
this morning from the 'kid' ; sent by mail
in his own hand writing to the office. It
was a little box of blotters on which
mottoes were printed. That ten o'clock
preachment was one of them, and Bill,
whom I let see them on the way down,
got off another when he told you about
the doughnut and the hole. Incidentally,
I might remark that thus far those blot-
ters are the most cherished of all my
Christmas gifts. I like the ingenious-
ness of the seven-year-old little chap,
sending his daddy these terse suggestions
as to one's mental attitude toward the
conduct of life. Let me read you some
more of them."
He then took the box from his pocket
and began to run through the blotters
as though thinking which to read first.
But the Rambler stopped him, exclaim-
ing, "wait a minute, hold them until you
can work them into the conversation, as
was done this morning. Everything
helps you know, and it will be like a
game to see how well they can 'be made
to fit, none of us knowing when you are
likely to spring them." "All right," was
the ready response. "How does this fit
in your case ?" and he read. " ' The man
who won't work without a hustle motto
stuck up before him, won't work with
it.' It may be a little far fetched, but
how, Rambler, does that apply to your
•Everything helps' motto ?" "Not a bit"
was the quick response, "I never did
have that slogan, printed or written,
stuck up on my wall or on my desk.
No, you lose on that Tyro," "Well," was
the merry response, "in that case here's
one that will apply to myself," and he
read " 'Tain't no use to sit and whine
when the fish ain't on your line; bait
your hook and keep on tryin' — keep
a— goin'." "All right, that's better," was
the response. "You can 'keep a — goin'
for one more trial with your blotters, and
if you do not succeed better, we'll blot
you out." "Cheap pun," said Tyro in
an aside with a wink at Bill ; whereat the
Rambler laughed and changed the subject
by saying with mock dignity, "But ev-
erything does help, you know." "Give
us an example," said Bill, anxious to get
the Rambler started, for notwithstanding
Bill himself being more or less of a
chatter box, he was also a good listener,
and he always loved to hear the Ram-
bler tell of his experience or dissertate on
matters pertaining to passenger traffic.
70
ILLINOIS CENTRAL MAGAZINE
"Well, for instance," was the thought-
ful reply, "it certainly helps to have the
passenger and operating departments in
harmony. Even with his limited ex-
perience, Slim could tell you that as ap-
plicable to his special line of endeavor."
He then, as if not to make too serious
a matter of his thought under the cir-
cumstances, broke into lighter vain, say-
ing, "Take for example, the breaking up
of a circus at the close of the season.
Let us suppose, as often happens in a
broad way, that the queen of the eques-
trians wants the drawing room car in
which she is to ride placed up next to the
baggage car in order that she may be
near her steeds; also that the star per-
former wants the train stopped periodi-
cally so that she can get into the baggage
car to see if a trunk has fallen on her pet
poodle Snookum. Of course, a co-oper-
ation between the passenger man, whose
duty it has been to solicit these perform-
ers, and the operating officials on the
ground is necessary in such cases to make
satisfied patrons. To do both branches
of the service justice, between them some
sort of camouflage is set up that satis-
fies the artistic temperaments of such pa-
trons, while at the same time the
departure and running of the performers'
special train is accomplished according to
prearranged schedule. That, however,"
he continued, "is a minor matter com-
pared with an instance I have in mind
where, without the co-operation of the
operating department with passenger
traffic, the latter would have been in a
bad predicament, to say nothing of the
loss of a profitable bit of business. The
facts were these. One of our men so-
licited an organized movement to one of
our towns which was also located on a
competing railroad. On succeeding in
landing the business he found, on consult-
ing the operating department about some
detail features pertaining to his move-
ment, that the superintendent had on
hand an unforseen movement of large
proportion, which by reason of the state
of affairs at that time was to take pre-
cedent over all traffic. In consequence
our man was told that the necessary cars
for his organized traffic could not be fur-
nished. Of course our passenger man
did not want to go to the committee con-
trolling the organized party and throw
up his hands after having exerted all his
ingenuity in securing the business to a
point of the competing railroad; to say
nothing of the adverse effect it would
have on the future. So he said to Mr.
Operating Man 'this is a big railroad and
it is wide too. Those cars are something
like the pieces on a chess board. Let's
not get stalemated.' The operating man
said 'By George you are right, but I am
afraid it will take a Paul Morphy to fig-
ure out the maneuvering to get out those
cars you want, but we will try it.' Hence
the two of them got together and event-
ually figured out a plan whereby certain
shifts could be made that resulted in their
being a sufficient number of cars found
to carry out both movements."
"That idea of co-operation is not con-
fined to railroads," remarked Tyro as
the Rambler had finished, "But you re-
mind me that I have a little incident that
recently came under my observation that
I would like your opinion on, as long as
you are in the mood of talking passenger
traffic. It was this. I took a train car-
rying a through sleeping car for an east-
ern city, which car went over two distinct
roads between its point of departure and
its destination. It was an evening depar-
ture, and the train on leaving home also
carried a sleeping car to the terminal of
the first road, in which car I understand
a certain overflow of my car was placed
for the night. Hence in the morning a
few passengers were transferred from
that second car into ours on the former's
reaching its destination. We had got
well started over the second road be-
fore the train conductor came in for
tickets, and on taking the latter up he
discovered one young man holding a
through ticket reading from the point of
•departure the night before to the desti-
nation of the car, my car, in which he
was then riding. But the portion of his
ticket from where he transferred was
routed over a third road and not over
that on which we were running. Further-
more the third road connected with pur
initial road at the morning junction point ;
ILLINOIS CENTRAL MAGAZINE
71
and the initial road also carried a through
sleeping car between the same points
in connection with the third road, but not
on our train. Now it seemed to me that
the young man, on reaching the first
terminal in the morning should have
changed (it would have been done in a
Union Station) to this second connecting
road ; assuming, of course, that he took
the train he did on the initial road as a
matter of convenience to himself, for it
made connection in Union Station with
the road over which he should have com-
pleted his journey. Otherwise he started
out on the wrong train. It appeared,
from the conversation that I heard about
it, that the first train conductor gave
him back his passage ticket, as the sleep-
ing car in which he was in went no fur-
ther than where he should have changed
in the morning. The Pullman conductor
and porter had necessarily no knowledge
of the nature of his passage ticket, as his
sleeping car ticket was only for the in-
termediate terminal. Hence the whole
thing looked to me as though it was a
case where the young man should have
properly used a little judgement in look-
ing out for himself. He of course, paid
his fare over the road on which he was
riding at the time, but offered dire
threats as to what he would have done to
all connected with his travel over the
initial road, in which threats a law suit
was frequently mentioned. No one
seemed to have very much sympathy for
him, although the train officials were
courteous. At least I had none, especi-
ally when he wound up his remarks with
the observation that he had travelled all
over the country, and that something of
the kind was always happening to him.
Do you think Rambler, that any of
the railroad companies incident to the
matter were in any trouble concerning
the episode?"
While Tyro had been talking the Ram-
bler had reached over and taken the
former's little pile of blotters from his
lap and had been glancing through them.
In reply to Tyro's direct question, he an-
swered by reading one of the blotters
remarking before reading that he reck-
oned that both the initial railroad com-
pany and the Pullman Company, the ones
principally involved in the matter, would
be able to quote the following in the
case: 'I have had many troubles in my
life and most of them never happened'."
"That is either an evasion, Rambler,"
was Tyro's laughing comment, "or else
you have failed in your application of
that quotation as badly as you alleged I
did in the case of your motto. What," he
continued, abruptly changing the sub-
ject as he noticed a book lying on the
mantle over the fireplace, — "what, I
wonder, is keeper Joe reading to beguile
his lonesome hours ? Ah !," he exclaimed
on taking down the book and glancing
at its title, "it is Major Ian Hay Beith's
latest, entitled 'All In It — Kl Carries
On.' He has a good taste, that Joe, I have
read the book. No," he said as the Ram-
bler reached over to take the latter from
him, "I am reminded of a little passage
in here that made me think of you as I
read it, or rather of your profession.
Yes, here it is," he added after running
through the pages for a moment or two.
"Now listen," and he read aloud the fol-
lowing, first explaining that the "Buzzer"
was the army telephone man :
"There are limits to individual capa-
city. There are limits to direct control.
There are limits to personal magnetism.
We fight upon a collective plan nowa-
days. If we propose to engage in battle,
we begin by welding a hundred thousand
men into one composite giant. We weld
a hundred thousand rifles, a million
bombs, a thousand machine guns, and as
many pieces of artillery, into one huge
weapon of offense, with which we arm
our giant. Having done this, we provide
him with a brain — a blend of all the ex-
perience and wisdom and military genius
at our disposal. But still there is one
thing lacking — a nervous system. Un-
less our giant have that, — unless his brain
be able to transmit its desires to his
mighty limbs, — he has nothing. He is
of no account ; the enemy can make but-
cher's meat of him. And that is why I
say that the purveyor of this nervous
system — our friend the Buzzer — is indis-
pensable. , You can always create a body
of sorts and a brain of sorts. But un-
72
ILLINOIS CENTRAL MAGAZINE
less you can produce a nervous system of
the highest excellence, you are fore-
doomed to failure."
"Do you know," he went on, as he fin-
ished reading, "that passage when I first
read it, reminded me of the railroads
and I wondered what you would say
would be the 'Buzzer', on applying that
military talk to the great railroad indus-
try ?" "Traffic", was the Rambler's quick
response, at which Tyro looked at him
thoughtfully for a moment and then
shook his head in acquiescence. Then
the Rambler, looking at his watch, asked
Bill if he did not think it was time for us
to be working our way back to the trol-
ley. Bill not only agreed, but .remarked
that as we had slightly exceeded our
time of rest that we would have to hus-
tle if we wanted to get 'back to town in
good season for that Christmas dinner
together that we had agreed upon as a
part of the day's doings.
About two hours later, therefore, we
were all cozily seated at a corner table
especially reserved for us, it having been
engaged in advance, in one of the leading
cafes. While we had all enjoyed the
vigorous, bracing, experience of the day
in the open we agreed that its ending in
such sourroundings was also "pretty
good," as Bill expressed it, especially as
we had brought ravenous appetites with
us. For the first hour therefore, we
were fairly busy eating, and the conver-
sation was more or less desultory. But
by the time we had reached dessert our
tongues had loosened, and we became a
quietly happy and jolly group, talking of
nothing in particular but of almost ev-
erything in general. It was at this time
that the Rambler suddenly remembered
that after a long interval of silence he
had received another letter from the
"Boy," who was "somewhere in France,"
and he dove into his pocket for it; re-
marking as he opened it up that we would
remember that "Boy" had been made a
Sergeant some time before, and that he
mentioned in this letter that he was about
to pass into the grade of Sergeant of the
first class, which fact seemed to be giv-
ing him dreams of eventually attaining a
commission. He then read the latter
aloud to us, and a right good letter it was,
although the writer seemed to have
doubts as to this last when he said "as
far as we are concerned here life goes
on about the same and it is for this
reason that I have refrained from writ-
ing you, for there was nothing new to
say. I guess my sense of observation is
leaving me, for one would think, and I
know you do, that there must be plenty
to write about." There was one portion
of the letter which particularly interested
us all, coming as it did when we, our-
selves, were having a little holiday treat
in the way of eatables. It was about his
Thanksgiving over there "somewhere in
France," and was in this happy strain.
"Thanksgiving day here was one which
I will never forget. To begin with we
had just come up from the office at noon
(yes, we work every day here) and they
declared a mail day (something pretty
scarce in these parts) just before we sat
down to the big eats, and after we had
eaten all the turkey, tomato bouillon, oy-
ster dressing, peas, pumpkin pie, fruit,
nuts and coffee we could, in stepped the
nine piece orchestra we have (all mem-
bers of this unit) and we digested our
dinner to the tune of the "latest" musical
successes of the season. Sherman was
wrong ; we all agree to that."
"Gee !" said Bill, when that portion of
the letter was read, "he was better off
than I was. I didn't have turkey on
Thanksgiving Day."
Our meal finally came to an end, as
did also our post prandial gossip and
chat ; the latter reaching its climax as we
arose to go by Bill's remarking mischiev-
ously to the Rambler ; "by the way, Miss
Ouri is in town, I understand. I won-
der you didn't offer to entertain her with
a little dinner and the theatre this even-
ing, Rambler."
"I did," was the quick response, "and
she told me that you had asked her first
but that she had a previous engagement."
Service Notes of Interest
Since the last service notes were pub-
lished in this magazine we have been in
receipt of innumerable circulars and bul-
letins, advising change of foreign roads
in schedules and equipment. So exten-
sive in minor detail were these changes
and so rapid have they been coming to
hand, owing to war, weather and other
conditions, it is impossible to outline
them in systematic detail, hence the fol-
lowing are confined to principal changes
affecting connections at Illinois Central
terminals.
The Michigan Central announces the
following: The withdrawal of its Chi-
cago-Boston tourist sleeping car serv-
ice from their trains Nos. 14 and 13. Its
main line train No. 4 for Detroit, leav-
ing Chicago at 12:30 p. m., carries be-
tween Chicago and Grand Rapids the
parlor car and through coach formerly
carried on their train No. 42, the latter
having been discontinued Chicago to
Kalamazoo. Its train No. 20, the "Can-
adian," now leaves Chicago at 5 :05 p. m.
instead of 6:10 p. m., continuing its
through sleeping car and coach service
to Toronto and Montreal. Their train
No. 44 has been discontinued, the parlor
car and through coach formerly carried
Chicago to Grand Rapids via Kalamazoo
and G. R. & I. on that train being trans-
ferred to the "Canadian," train No. 20.
C. M. & St. P. train No. 19, the Pacific
Limited now leaves Chicago at 10 :05
a. m. instead of at 10 :45 a. m.
Chesapeake and Ohio trains Nos. 2 and
4 from Cincinnati, and train Nos. 22 and
24 from Louisiville, for Washington
Richmond and the East make the follow-
ing earlier departures : From Cincinnati
train No. 2 leaves at 11 :00 a. m. instead
of 12 :00 noon, and train No. 4 at 7 :30
p. m. instead of 9 :05 p. m. From Louis-
ville train No. 22 leaves 7 :45 a. m. in-
stead of 9 :00 a. m., and train No. 24 at
4 :15 p. m. instead of 6 :00 p. m.
The through sleeping car between
Sioux City and Kansas City formerly
running on Missouri Pacific's trains Nos.
106 and 105, has been withdrawn between
Sioux City and Omaha, it now being a
local Kansas City-Omaha sleeping car
only.
The following changes have taken
place on the Big Four Route : The
"Royal Palm," train No. 30, between
Chicago and Jacksonville, Fla., has been
discontinued. The Chicago-Louisville
sleeping car formerly carried on Big
Four train No. 16 has been discontinued.
The Chicago-Cincinnati sleeping car
formerly carried on train No. 34 has been
transferred to train No. 46, leaving Chi-
cago at 11 :55 p. m. The Chicago-Co-
lumbus sleeping car formerly carried on
the "Royal Palm" has been transferred
to train No. 34, leaving Chicago at 9 :00
p. m.
The Chicago-Boston tourist car form-
erly running over the West Shore Rail-
road in connection with the Wabash from
Chicago has been withdrawn.
On the Nickel Plate Road, train No. 2
for the East in connection with the D.
L. & W. now leaves Chicago at 8 :30 a. m.
instead of 10 :35 a. m. Through train
No. 4, formerly leaving Chicago at 2 :30
p. m., has been discontinued.
Trains Nos. 3 and 4 of the St. Louis
Southwestern have been discontinued be-
tween St. Louis and Illmo, Mo.
A through sleeping car is now being
operated daily through without change
between Chicago and Santa Barbara,
California, on the Overland Limited of
the C. & N. W., Union Pacific and South-
ern Pacific.
The Standard sleeping car that has
been operating between Los Ansreles and
St. Louis on trains 101 and 102 of the
Southern Pacific in connection with M.
K. & T. -Frisco Lines, has been discon-
tinued. The car, however, continues to
be operated between Los Angeles and
San Antonio on Sunset Limited Trains
IjOl and 102.
Frisco Lines trains now leave St. Louis
73
ILLINOIS CENTRAL MAGAZINE
on the following earlier departures. No
5, the Texas Limited for Houston, Gal-
veston and intermediate points leaves at
8 :15 p. m., instead of at 8 :30 p. m. ; No. 7,
the Southwest Limited for points in
Oklahoma, leaves at 8 :20 p. m., instead
of at 8 :50 p. m. Frisco Lines train No.
103 formerly leaving Memphis for Birm-
ingham and Atlanta at 9:00 p. m., now
leaves at 8 :45 p. m.
The United Fruit Company recently is-
sued the following circular: "To all
Agents : — It is only reasonable to assume
during these most unusual times and par-
ticularly on account of so much news-
paper talk about the commandeering of
steamers by the Government for war pur-
pose that many people are under the im-
pression that there are practically no
ships left for commercial service. This,
however, is not the case. This Company
maintains a regular service between New
York, New Orleans, The West Indies
and Central American ports. There is
considerable passenger traffic moving to
ports reached by this Company and its
connections. The enclosed proofs coyer
newspaper advertisements now running
in various sections of the country and
give an idea of the character of business
we are handling. These proofs may also
suggest ways in which you can secure
a share of this traffic. American manu-
facturers are sending salesmen into
Latin- America to sell goods and products
of all descriptions are being exported to
various ports of the West Indies, Cen-
tral and South America. There are no
doubt, firms in your city and adjacent to
it who are interested in this trade, if so,
now is the time for them to exploit their
product. May we suggest that concerns
who are exporting iron and steel, machin-
ery, tools, dry goods, clothing, drugs,
chemicals, automobiles, tires and other
accessories, brass and steel beds, furni-
ture, packing house products, offer
fertile fields for passengers solicitation.
We assure you we are ready to co-op-
erate in every way possible."
Following are extracts from some of
the advertisements mentioned in the cir-
cular :
'The War has given me my first real
vacation trip in twenty years,' said a
business man as he stepped from a Great
White Fleet steamer, inbound from Pan-
ama. 'I went South to see how many
pairs of our shoes they needed — and let
me tell you they needed more than I
thought they did. But the best part of
all was the trip. I wouldn't trade my
new set of impressions and my new vi-
tality for all the orders in the world.'
"And what do you think he was most
enthusiastic about? Not the Panama
Canal, not the charm of Havana, not the
emerald beauty of Jamaica, nor the
quaint reminders of old Spain.
"It was the sheer enjoyment of being
lazy — of sitting out on deck absorbing
salt air and sunshine, of dining, lunching,
breakfasting any time he wanted, any
place he wanted on the ship.
"These are the impressions of one man
who crossed the Caribbean, sailed the At-
lantic and the Pacific on his business trip.
How do they appeal to you?"
"The passenger lists of ships of the
Great White Fleet show how thoroughly
American business realizes its opportuni-
ty in the Southern Americas. There are
not so many people traveling for pleas-
ure alone — they are combining business
with pleasure."
"Almost every steamer of the Great
White Fleet carries representatives of
business concerns interested in the ex-
port of these products to their new mar-
kets— in Cuba, Jamaica, Central America
and on the west coast of South America."
The Southern Pacific Bulletin for Jan-
uary reprints President Wilson's Rail-
road address before Congress, following
it with an editorial from which the fol-
lowing is an extract worth reading :
"Viewed in the light of the President's
clear and reassuring utterances the rail-
roads are to go right ahead in their ef-
forts to produce a maximum of service.
All that has contributed to the efficiencv
of present transportation methods is to
be retained. The Government wants
more service rather than less, and all that
tends to promote organization and effect-
iveness will obviously contribute to that
end. Whatever obstructions have been
ILLINOIS CENTRAL MAGAZINE
75
in the path of the railroads in their ef-
forts to serve the nation, and which the
railroads themselves were powerless to
remove, can be removed by the Govern-
ment in order that for the period of the
war nothing shall hinder the carriers
from the purpose they have always had in
mind.
"The winning of the war is the target
at which every loyal American is aiming.
Slowly and surely we are coming to real-
ize that all our energies must be concen-
trated on this great purpose and the na-
tion welded together in a common ob-
ject. This is making great changes for
the time being in our lives and our cus-
toms, but so long as we keep before us
the purpose of it all, we can better ap-
preciate and cheerfully respond to what-
ever demands are made upon us.
"Railway men have keenly felt from
the first the heavy responsibility which
war imposed. Modern war is carried
on not only by military strength but by
economic strength as well. It is fought
in the shops and households at home as
much as in the trenches abroad. Every
soldier who has to be moved, every pound
of food sent to the front, every bit of ma-
terial needed for the nation at home and
its armies in the field is dependent upon
transportation and the army of officials
and employes who make transportation
effective. The nation that gets the best
transportation service is the one most
likely to win the war. No one knows this
better than the railroad man, and he is
called upon now to give whole-heartedly
the best service of which he is capable.
"It is highly important that all should
realize that the status of railroad em-
ployes with relation to the companies in
which they are enrolled is not altered,
but that they report to the same officers
as heretofore and on the same terms of
employment."
During the last few months a strange
procession has been moving through the
Great Lakes to the Sea. It was as if
the victims of some ruthless U-boat cam-
paign had risen to the surface. Bows
of ships, sterns of ships, sections from
the middle minus bow or stern floated
weirdly on their way. The Lakes were
making 'their contribution to the new
Atlantic fleet of the United States Ship-
ping Board.
'ihe twenty-five locks of the Welland
Canal can admit boats of 3,500 tons
with 250 feet length and 44 feet beam.
Thirty ships not exceeding these dimen-
sions have already passed out to sea,
while sixteen more have been cut in sec-
nons and so transported through the
canal, to be assembled at Montreal. The
larger passenger steamers must remain
with the fresh water fleet, since their
great width precludes the passage of
the locks, even in sections. This process
of cutting boats in two costs about as
much as new construction, but affects a
great saving in time and in materials,
ihe process may be completed in about
100 days, one-third the time required to
rebuild a new boat. During the winter
months, when lake navigation is closed,
the use of this tonnage on the Atlantic is
so much clear gain. Before spring, new
construction on the Great Lakes will
have replaced the loss.
Every conceivable device is being re-
sorted to to increase tonnage. Ships
are being built of ferro-concrete as well
as of more usual materials. This pro-
cess, while not new, is in the experi-
mental stage. It has never before been
tried on a large scale. If the boats
prove durable, as their sponsors insist
they will, their success is assured, for
they may be built quickly and they cost
about one-half as much at present prices
as do steel ships. What with concrete,
wood and steel, the Shipping Board will
add approximately 46,000 tons of new
shipping to our fleet in the month of
December. That is just about half of
the tonnage that the U-boats send to the
bottom in one of their off-weeks ! That
sounds far from encouraging, yet the
Board is really making excellent pro-
gress. The amount of tonnage launched
will increase rapidly each month. —
American Express Travel Bulletin.
The Erie Railroad Co. has issued
from the office of its Assistant General
Passenger Agent, Mr. J. D. Brown, a
circular on "Telephone Courtesy" which
reads as follows :
76
In all intercourse over the telephone
no armor is so becoming, no influence so
great, as a courteous and affable man-
ner. The manner in which you use the
telephone indicates largely what you
are. Patrons naturally judge the serv-
ice of the business you are connected
with, by the service they receive from
you over the telephone; that is natural,
for you are a direct representative. We
have proved to our satisfaction that
courtesy is a good investment. Smile
over the telephone, the party at the other
end of the line will notice it. Discourtesy
hurts the person who uses it more than
the p_erson towards whom it is directed.
You cannot get away from that truth by
drawing a herring across the trail. One
discourteous action by you over the tel-
ephone to a patron or prospective patron
does an injury to every man whose name
is on the payroll ; and a place on the pay-
roll is far better than one in the bread-
line. It is not always what a man knows,
it is what he does that counts. Knockers
do not kill men — they kill business.
They are the persons who sift sand into
the gear boxes of progress. Many a
man has dug his own grave with his
tongue. Wounds inflicted by a knife
heal more quickly than those inflicted by
a sharp tongue. Kind words are just as
cheap as unkind words. He who sows
courtesy reaps friendship. Courtesy is
that sweet flower of life, whose frag-
rance makes glad the garden of the heart.
Chickens come home to roost — so do
harsh words. A person properly bal-
anced is willing to receive advice if it
adds to his useful knowledge.
Los Angeles, the metropolis of South-
ern California, famous for its mild,
agreeable arid salubrious climate, its
scenic surroundings, including orange
and .olive groves, vineyards, foot-
hills and mountains and consequently a
popular Mecca for health and pleasure,
has the distinction of having annexed a
tract of the Pacific Ocean in constructing
a harbor and developing a growing sea-
port.
Eight hundred forty-six acres of tide-
lands have been reclaimed and the simi-
lar acquirement of nearly 600 more acres
is in prospect.
The city has devoted $10,000,000 to
harbor development of which $6,000,000
has already been expended in permanent
improvements. The U. S. Government
has also spent $10,000,000 in construc-
tion work and development of Los Ange-
les Harbor.
Thirty-five thousand two hundred
eighty-three feet of wharves, nearly 7
miles, are now available, of which the
city owns nearly one-half, and it also
owns 7 transit sheds.
A warehouse 480x152 feet of rein-
forced concrete on Municipal Dock No.
1, with 6 stories and basement, contain-
ing 11 acres of floor space, is one of the
larger harbor improvements under way.
Another is a fish harbor to comprise a
wharf 1630x302 feet, a rock jetty filled
area of 65 acres and an anchorage of 40
acres. Still another is a wharf 923x150
ft. with a transit shed 500x100 ft.
Shipbuilding at the harbor has recent-
ly been developed on an extensive scale
and considerable construction for the
Government is being done. The pressing
need of shipping has drawn the attention
of Los Angeles capital to this form of
production, and the project of a Munici-
pal line is being considered.
The principal traffic of the port that
is rapidly developing, is the exportation
of oil and the importation of lumber, of
which latter the port is said to be the
largest importer in the world. The ton-
nage of Los Angeles harbor has in-
creased 18 per cent over the preceding
twelve months, is climbing steadily de-
spite disturbed shipping conditions and
prospects are considered bright for de-
velopment of the port into one of the
great shipping centers of the world. —
North Western Monthly Bulletin.
A relic of early days in the history of
the Illinois Central has recently come to
hand in form of a letter written in 1866
by the then General Passenger Agent,
which letter evidently in time cut some
figure in court proceedings, as on its
back are memorandum notes to that ef-
fect. The letter was written on what was
ILLINOIS CENTRAL MAGAZINE
77
evidently the official letterhead of the
Passenger Department those days, which
letter head was printed in purple ink
and was very ornate in design, including
in the latter a cut of what was then called
the great "Central Union Depot" — our
old through station "at the foot of Lake
Street." The letter also suggested an
echo of our great Civil War in that it had
affixed and properly cancelled a five cent
revenue stamp of the period bearing the
legion "foreign exchange," the latter evi-
dently in error as to label. The letter
as follows :
ILLINOIS CENTRAL RAILROAD Co.,
GENERAL PASSENGER DEPARTMENT.
Chicago, August 28th, 1866.
G. Demars, M. D.,
Kankakee, 111.
Dear Sir: —
Yours of the 24th to Mr. Hughitt
General Superintendent, has been hand-
ed me for reply. We will charter you
6 cars to Chicago and return for $56.00
per car. You can have them at any time
by giving our Agent at your city 3 days'
notice and requesting him to advise me.
The Conductor of the train will collect
for the service either in coming to or re-
turning from Chicago..
Yours truly,
(signed) W. P. Johnson,
General Passenger Agent.
The following minor changes in sleep-
ing car service have recently taken place
on the Illinois Central:
The "Dixie Flyer," St. Louis and
Jacksonville sleeping car, and the St.
Louis and Nashville chair car and coach,
formerly operated on trains Nos. 203'
and 204, have been discontinued; the
trains on which this equipment was car-
ried being continued between St. Louis
and Fulton only. That is, trains Nos.
33 and 34 between Fulton and Martin
have been discontinued, but Nos. 203
and 204 are continued between St. Louis
and Fulton, continuing to carry the Pad-
ucah sleeping car to and from Cairo, and
chair car and coach between St. Louis
and Fulton.
Sleeping car formerly operated be-
tween Chicago and San Antonio, Tex.,
on trains 3 and 4, has been discontinued.
Sleeping car formerly operated be-
tween Chicago and Gulf port, Miss., on
trains Nos. 1 and 2, has been discontin-
ued.
Sleeping car formerly operated be-
tween Cincinnati and New Orleans on
trains Nos. 101 and 102, in connection
with the B. & O. to and from Louisville,
is now operated between Louisville and
New Orleans only. Baltimore & Ohio
train No. 46 now leaves Louisville for
Cincinnati at 4 :00 p. m. instead of at
5 :45 p. m., thus breaking connection
formerly maintained with I. C. train No.
102 at Louisville.
Sleeping car is now operated between
Memphis and Jackson, Miss., on trains
Nos. 1 and 2.
Sleeping car formerly operated be-
tween Chicago and Centralia on No. 5, is
now being operated between Chicago and
Mattoon only.
Sergeant H. B. Stratton, of the Gen-
eral Office Passenger Department, writ-
ing to a friend from Base Hospital No.
12, "somewhere in France" has this to
say as illustrating the spirit in which
our boys at the front take their rare holi-
days and special events:
"Expect to go on a seven day furlough
tomorrow night and Paris is our destina-
tion. Can you imagine me walking up
the Rue de Pue with plenty of francs
after living in this place without a name
for seven or eight months. Picture a
nice room in a hotel with every modern
convenience, and subways and street cars
and theaters and plenty of pretty girls.
I can't; it is beyond my imagination.
We had a wonderful time here New
Year's culminating in a big New Year's
Eve dance to which all, officers, nurses
and enlisted men, were invited. The
dance was held in the Men's Mess Hall
and a light luncheon consisting of French
pastry, chocolate and sandwiches was
served in the Sergeant's Mess at mid-
night. There was also card playing in
the latter mess for those who didn't care
to trip the light fantastic."
Since the last announcement on the
subject in these Service Notes, the
ILLINOIS CENTRAL MAGAZINE
following additional Passenger Traffic
Department men have entered the service
of the government for the war:
W. P. Bernbach of the General Office,
Chicago, has enlisted in the Quarter Mas-
ters' Enlisted Reserve Corps and is now
at Camp Joseph E. Johnston, Jackson-
ville, Fla.
E. D. Piper, of the General Office,
Chicago, has enlisted and is now in the
Quartermasters' Office at Jefferson
Barracks, St. Louis, Missouri.
C. Evans, of the General Office, Chi-
cago, has enlisted and is now in the
Quarter Masters' Office at Columbus
Barracks, Columbus, Ohio.
H. C. Cantwell, former Traveling
Passenger Agent at Jacksonville, Flor-
ida, has enlisted in the Signal Corps, and
is now at the Second Regiment Armory,
Chicago.
H. B. Hatch, former Traveling Pas-
senger and Freight Agent at Fresno,
California, has enlisted in Third Com-
pany Recruits and is now at Ft. Mc-
Dowell, Angel Island, California.
A long editorial entitled "Not Business
as Usual," but " Business as Unusual" in
a recent issue of the Philadelphia Public
Ledger, had the following semi-humor-
ous ending:
"We may have had a choice whether
we should go to war or not ; but, having
entered the conflict, there is but one gate-
way out, and that is marked by the
Winged Victory! Our soldiers are de-
termined and confident enough. They
have no other thought but to stay in
Europe dead or come back in triumph.
They propose to spend their all. They
fling down ungrudgingly the golden
years they might have hoarded — we
count our silver dollars. What we need
at home is the confident courage of the
men under fire. This was well illus-
trated by the ingenuous remark of a
Canadian lad, home on furlough, who
longed to get back to the front, 'where it
is more cheerful.' "
The special attention of agents and
others is called to three circulars recently
issued by the Passenger Traffic Depart-
ment in regard to the discontinuance of
delivery of tickets by messenger service,
the discontinuance of making sleeping car
reservations by telegraph or telephone,
and the discontinuance of prepaid orders
respectively. Details of the circulars,
particularly those outlining methods of
proceedure in connection with these or-
ders, should be carefully read until thor-
oughly understood.
Were every one of the one hundred
and thirty-seven railroads served by
the Pullman Company to attempt to
furnish the same service for itself, the
burden of expense would be found insur-
portable.
Each road would have a heavy invest-
ment in extra cars which would be idle
perhaps eleven months in the year; and
it would be forced at certain times to
man these cars with green crews — to the
great discomfort, inconvenience, and anx-
iety of the public.
The Pullman Company .mobilizes its
seventy- four hundred cars — each as per-
fectly appointed in its way as a modern
hotel — with the keenest strategy. It
knows at every hour of the day the loca-
tion of each one of them; it notes the
least threat of congestion here, or short-
age there, and is on the alert to supply
maximum service wherever needed.
Pullman service meets a national prob-
lem ; it gives to our passenger traffic fa-
cilities a stability and a mobility other-
wise almost impossible. — Advertising Se-
ries, Pullman Company.
I skipped out to the game one sunny
P. M.
And we beat out the Phillies for fair;
I didn't report at the office at all
But the Boss didn't seem to care.
The Boss sent me over to Gotham on
biz;
I got tanned by the White Light's
glare,
I was a day behind schedule getting back
to my desk,
But the Boss didn't seem to care.
I sneaked a day off and went fishing with
Jim,
ILLINOIS CENTRAL MAGAZINE
79
We played poker all night with Sin-
clair,
I fell asleep at my desk the day I got
back,
But the boss didn't seem to care.
I over-pounded my ear Monday morn-
ing,
But braced in with a nonchalent air;
He glanced at the clock as I hung up my
coat,
But the Boss didn't seem to care.
I struck for a raise, from the old man
today, —
I didn't know he could be such a
bear, —
And not getting it, quit ; took my coat and
walked out,
But the Boss didn't seem to care.
— Exchange.
Life is like a crooked railroad,
And the engineer is brave
Who can make a trip successful
From the cradle to the grave.
There are stations all along it.
Where at almost any breath
You'd be flagged to stop your engine
By passengers of death.
You may run the grades of trouble
Many days and years with ease.
But time may have you side-tracked
By the switchman of disease.
You may cross the bridge of manhood
Run a tunnel long of strife,
Having God for your conductor
On the lightning train of life.
Always mindful of instructions,
Watchful duty never lack,
Keep your hand upon the throttle
And your eye upon the track.
— By Jakie Brown.
— Selected
A political office in a small United
States town was vacant. The office paid
$250 a year and there was keen compe-
tition for it. The Democratic candidate,
Ezekiel Blinks, was a shrewd old fellow,
and a substantial campaign fund was got
together for him. To the astonishment
of all, however, he was defeated.
"I can't account for it," said one of
the Democratic leaders, gloomily ; "With
that money we should have won. How
did you lay it out, Ezekiel?"
"Well," said Ezekiel, slowly, scratch-
ing his head, "yer see, that office only
pays $250 a year salary, an' I didn't see
no sense in payin' $900 out to get the
office, so I jest bought me a little farm in-
stead."— Pittsburgh Chronicle-Telegraph.
It was during the nerve-racking period
of waiting for the signal to attack that
a seasoned old sergeant noticed a young
soldier fresh from home visibly affected
by the nearness of the coming fight. His
face was pale, his teeth chattering, and
his knees tried to touch each other. It
was sheer nervousness, but the sergeant
thought it was sheer funk.
"Tompkins," he whispered, "is it
trembling you are for your dirty skin ?"
"No, no, sergeant," said he, making a
brave attempt to still his limbs. "I'm
trembling for the Germans; they don't
know I'm here." — Tit-Bits.
Most deaf and blind people are not
nearly so sensitive about their affliction
as we think they are. The "Deaf Times"
for instance, tells this story :
The Railway Chairman was explaining
his reorganization of the staff and came
to Spriggs. The chief shareholder
gasped "Spriggs, what on earth can he
do ? Why he is so deaf that he can't hear
thunder. What post have you given
him?"
"I think you will agree," returned the
Chairman, stiffly, "that the Directors
understand their business thoroughly.
Mr. Spriggs will attend each day and
hear all complaints from passengers." —
New York Globe.
A country clergyman, who was nailing
up a refractory creeper, observed* a
young lad watching him for a long time
with obvious interest.
Well, my young friend, he said smil-
ingly, are you trying to get a hint or two
on gardening?
Noa ! said the youth.
Are you surprised to see me working
like this?
Noa ! I do be waiting to see what a
parson do say when he hammers his
thumb. — Pearsons.
Just a Word About Conservation
By Harold G. Powell. Division Freight Agent
W
E are now engaged in a war with
the Central Powers of Europe, and
before it is over our right to exist as a
nation may be in question.
Our boys are "over there." Bill, John,
Red, Reginald are "somewhere in
France." These names are used in the
abstract, but you know the boys.
They have gone from every di-
vision. Peaceful Bill was one of the
first to go. There were some things that
even he could not stand for, so he has
gone to fight for peace. We knew John
would go as soon as war was declared.
He was ready to fight for the country
that protected him and his. Red at times
was cantankerous and quick tempered.
He has red blood in his veins and a red
thatch on his head. When the "Baby
Killers" meet up with Red, Hades will
get busy. You were surprised when
Reginald enlisted, but when he meets up
with the ravishers of women, the men
of "Kultur," he is going to demonstrate
tha't "Reggie" is a good American name ;
man's size.
Our boys must be fed, clothed and
supplied with guns and munitions. We
are told of the shortage in food supplies.
There is enough paid out annually by
the railroads of the United States for
loss and damage claims to pay for the
supplies of a large army, to say nothing
of the loss of food alone through this
source ; a loss, because of which, some-
one must suffer. Each should appoint
himself a committee of one to prevent
the loss or damage of a shipment in tran-
sit. The loss of food supplies through
rough handling on the railroads is large.
That loss today means not only a de-
pletion of the funds of the railroads,
but it means that because of the food
shortage of the World, someone must
go hungry. It means a waste of trans-
portation which is needed to carry sup-
plies to our boys "Over There ;" a waste
of transportation which may decide the
war. It means a loss of lives. Waste
is a crime.
If 'Bill, John, Red and Reggie are
fighting the Hun for us, it is up to us
to see that there is no waste of the com-
modities they need. We know that "Our
Boys" are not going to sell us out to the
Hun, and in return, we, the One Million,
Seven Hundred and Fifty Thousand
Railroad employees of the United States
must do our part. We are also fighting
the Hun.
The railroads today are on trial before
the nation. The demagogue and railroad
baiter are abroad, claiming that after
sixty years of training we do not know
our business. Are they correct ?
The General can plan the battle, but
the troops must fight it Come on boys
for the "Big Drive," "Over the top."
This is no time for I. W. W., or Hun
sympathizers.
80
How to
It is not trie Science of curing Disease so much as trie prevention of it
triat produces trie greatest good to Humanity; One of trie most important
duties of a Health Department should be tne educational service
A A A A teaching people now to live A A A A
Whooping Cough
Its Dangers and Its Prevention
HOOPING cough is a specific con-
tagious disease which is usually
contracted by children the first two years
of life. As an infectious disease of im-
portance, it may be classed with diph-
theria and scarlet fever. It does not
prove fatal directly by means of a spe-
cific poison as do diptheria and scarlet
fever, but on account of its prolonged
course and numerous complications the
disease is to be feared as a li_fe destroyer.
It is characterized by a convulsive cough
and a long drawn inspiration during
which the "whooping" is produced. One
attack usually confers immunity.
Evidently whooping cough was not
distinguished as a separate disease until
the latter part of the sixteenth century,
for none of the earlier writers mention
it. Even after this, descriptions of it
were infrequent until the middle of the
seventeenth century, when several quite
severe epidemics were reported from
Holland, Sweden and Germany. Large
epidemics continued to be reported until
recent years when the disease appears
to have become milder and more endemic
in character. It was not until 1916 that
whooping cough was classed among the
diseases which are due to a specific or-
ganism. In that year two Belgian physi-
cians made a minute study of three cases
of whooping cough and discovered an
organism that gave evidence of being
the cause of the disease. Others have
confirmed or corroborated this work and
added more evidence so that now we are
inclined to accept the bacillus pertussis
as the cause of the condition known as
Whooping Cough.
Its Dangers
When whooping cough breaks out in
a school or an institution, it is almost
certain to become epidemic. This is
because of the infectious nature of the
disease during the earlier cafarrhal stage
which lasts from one to two weeks. Dur-
ing this time the only symptom is a
cough and sometimes a slight degree of
bronchitis such as is met with in cases of
common colds. Whooping cough is a
disease of childhood but sometimes at-
tacks adults. Where an old person is
affected with the disease it is likely to
prove serious. During the past five
years there were more deaths from
whooping cough in New York state than
from the much dreaded scarlet fever.
In the year of 1916 whooping cough
caused as many deaths as typhoid fever.
Its Prevention
Early diagnosis is the most important
item in the prevention of any disease.
Until we have methods of diagnosing
early typical cases and determining and
detecting the number of carriers, the
prevention of whooping cough will be
difficult, if not impossible. Naturally,
the more widely our knowledge in re-
gard to the methods of preventing com-
mon colds is spread, the fewer will be
the cases of whooping cough.
82
ILLINOIS CENTRAL MAGAZINE
It is important to avoid possible in-
fection and that care be taken not to ap-
proach too1 near one who has a cough
and those who cannot control their cough
should avoid infecting others -by remain-
ing at a distance of at least five feet from
other people. Of course, this means that
they should not appear in public gather-
ings or conveyances, such as moving pic-
ture shows, theatres or street cars unless
they are old enough to take proper pre-
cautions when coughing. The older
children should be taught to place a cloth
or handkerchief in front of the mouth
when coughing, which cloth should be
deposited in a paper bag until both cloth
and bag can be burned or otherwise dis-
infected. The hands should be thor-
oughly washed as often as possible. All
cases of suspicious coughs in school chil-
dren, should result in their being kept
from school and all' cases developing a
whoop should be isolated for at least
three weeks.
The question of the value of pertussis
vaccine as a preventive has been studied
by many investigators. The statistics
show that a large number of cases with
many controls show that more than sixty
per cent of the vaccinated seem to have
immunity, while about thirty per cent
of the unvaccinated exposed to it do not
acquire whooping cough. We know
however, so little as yet about the extent
of abortive attacks that these figures may
not mean as much as they seem to and
we are still far from the clear-cut results
given by vaccination with smallpox vac-
cine or with typhoid vaccine for the two
last mentioned diseases. If vaccine is
given it should be given early. After
the third week the disease is not influ-
enced in the least by the use of vaccine.
In considering the management of
treatment of whooping cough it must be
remembered that the disease is self-lim-
ited and the proper thing is to make it
as easy as possible for the patient to bear.
While the attacks may be shortened and
the number and severity of the parox-
ysms lessened, the disease itself cannot
be cut short. The duration of the at-
tacks ranges from three to twenty weeks
but six to eight weeks is the usual dur-
ation. If vomiting can be controlled in
an attack of whooping cough and if the
patient can obtain sleep much has been
accomplished. After the severity of the
attacks of whooping cough has passed
and the convalescence has begun the child
should be watched with the greatest of
care. It is at this period that broncho
pneumonias are most apt to develop. The
cough sometimes exists for months and
the child remains weak and delicate. A
change of air should be tried and such
patients should be fed with care and giv-
en tonics and cod-liver oil.
EMPLOYES ARE REAPING THE BENEFIT OF THE HOSPITAL
DEPARTMENT AND ARE VERY APPRECIATIVE
OF ATTENTION RECEIVED
New Orleans, Nov. 10th, 1916.
Dr. Wm. W. Leake,
Asst. Chief Surgeon,
Illinois Central Hospital,
New Orleans, La.
Dear Doctor: —
I wish to express my thanks for the
treatment received while a patient in the
Illinois Central Hospital at New Orleans.
My condition when I entered the hos-
pital was serious and I was in need of
careful attention and skillful treatment.
From the time that I was admitted to
the hospital I received the most thought-
ful care and attention both from Sur-
geons and nurses, and I have returned
to my former position as Section Fore-
man in better health than I have had for
a long time.
I wish to thank you and your faithful
Doctors and nurses for attention given
me while under your care. I am,
Respectfully yours,
(Signed) L R. Sherling,
Section Foreman,
New Orleans Terminal.
TRANSPORTATION
DEPARTMENT
What We Have Before Us
By W. A. Golze, Train Master. Springfield Division
Organization is the keynote of the
universe and is more responsible for all
progress made than that of any other
factor entering into human affairs, tying
together efficiently as it does a thousand
individualities in a common purpose.
Ours, the I. C. and Y. & M. V., is a won-
derful organization and in it, as well as
in all other lines of industry, the ten-
dency is toward efficiency, the underly-
ing principles of which are as old as
creation.
Efficiency is enlightened progress and
we are progressing but possibly too
slowly, especially in our ability to look
into the future and measure up correctly
the results of our past and present meth-
ods and efforts, and after nearly 66
years we are confronted with the ques-
tion as to what is the great essential or
what has the organization before it.
I was impressed with Mr. Mark Fen-
ton's article on agriculture in our June
Magazine, 1916, when he states "Agri-
culture is universally recognized as the
first industry of the United States, and
is the foundation of the commercialism
of the country. To maintain a profit-
able system of agriculture is the most
vital problem before our 100,000,000 of
population.
Then I turn to an article from the De-
partment of Agriculture of the Univer-
sity of Illinois same month and year
and find for nearly fifty years our agri-
cultural experiment stations have been
carefully investigating agricultural prob-
lems and their conclusions in regard to
the future growth of farm advisory
work is summed up in the following
statement :
"It is a business proposition which
demands results in tangible form, in an
industry constantly increasing in com-
plexity and in which competition is
steadily becoming keener. In all this
movement aiming at the betterment of
farm life, the local people working in-
dividually and through their organiza-
tions must play an important role. The
University of Illinois, the United States
Department of Agriculture, and the
County Advisors, all may render valu-
able service in directing the work. But
the largest measure of success must de-
pend after all upon local initiative, local
responsibility and intelligent co-operation
on the part of the local people." Thus
we find the Agricultural World has
moved slowly and they, too, after fifty
years are confronted with the same ques-
tion "What has the organization before
it?"
I also note that, after years of expe-
rience "The Illinois Manufacturers' As-
sociation," organized in 1893, and a pio-
neer in successful agitation for and ad-
vocation of many reforms and improve-
ments throughout the state and nation,
acknowledge through its secretary in his
remarks at Boston same month and year,
June, 1916, that its last undertaking is,
"A movement to impress upon manu-
facturers the importance of knowing
the cost of their goods and the proper
keeping of their books." Thus we find
the world's manufacturers moving slow-
ly, having consumed twenty-five years
83
ILLINOIS CENTRAL MAGAZINE
in getting right down to the meat in the
cocoanut and the question "What has
the Association before it?"
Again, strange is it not, on February
2, 1917, "The Trustees of the World's
Salesmanship Congress," composed of
sales representatives of great trade and
industrial enterprises throughout the
world, were the guests of the above Illi-
nois Manufacturers' Association at a
banquet in the Congress Hotel, Chicago,
forty clubs, all flourishing, representing
a million and a quarter salesmen of the
United States confronted with the same
question, to which Mr. Edward Hines
replied as follows: "Our aim is better-
ment of business conditions by utilizing
the aggregate intelligence of these sales-
men for the benefit of all."
Thus I would have you more fully
realize that the agricultural, the manu-
facturing, the transportation and other
industries, each have the same question
before them and the answer is neces-
sarily alike. Why? Because the larg-
est measure for the success and future
progress of each depends upon the in-
telligent co-operation of the local farm-
ing people, the local manufacturers, the
local salesmen and our own local trans-
falls most heavily on our railroads, be-
cause the welfare of all industries re-
quires that the country's transportation
facilities be maintained in constantly ef-
ficient condition and at the same time we
are driven from pillar to post with more
ups and downs than a submarine in en-
emy waters, by those whom we must
protect and benefit and we are harassed
by the average jury of twelve and look-
rying across the continent on our mid-
night flyers to the scene of some acci-
dent like Imps of Darkness to grab off a
few thousand dollars for the benefit of
their own and apparently organized in-
terests, all of which and a thousand job-
lets of unreasonable Federal regulations
and thousands of restrictions by states
and municipalities seem to be sanctioned
by a fleet of ambulance barristers, scur-
ed upon as a joke by the balance of man-
kind, for as a general proposition our
citizens have never been taught to look
upon railroads as he does other lines of
industry, hence his view and judgment
of our business are biased and right
there we find ourselves in a condition of
uncertainty at a time when every phase
of human life is being put to the test and
I am afraid few realize some day the
Federal government will be obliged to
stand behind us, not only in time of war
but in peace, for the benefit of both the
railroads and the whole people.
Truly American transportation dur-
ing the last few years has lost its mo-
mentum, yesterday's youth, having been
denied possibly through lack of fore-
s:ght the information that should be im-
parted to students in the public schools
regarding the railroads of the United
States and their importance to the peo-
ple.
While it is a basic theory of Demo-
cratic government that the citizens co-
operate for the good of the community,
I believe you will find our schools in the
work of transforming children into citi-
zens have with few exceptions made use
of quite every bit of machinery that en-
ters into human affairs, have dwelt in
detail on the Fire and Police Depart-
ments, street sprinklers and cleaners,
and garbage can, mail man, water sys-
tem, street lighting, parks, river and har-
bor work, reclamation, postal, forest,
lighthouse and life-saving services and
the department of agriculture, but have
said little or nothing about railroad trans-
portation and when we meet these
"grown ups" the fight is on, in other
words, the curse or great drawback of
our railroads today is the interference of
citizens and lawmakers without knowl-
edge or experience in the greatest indus-
try of the world.
We also have some little inward trou
bles of our own, which is nothing more
or less than a certain lack of interest in
anything that may have to do with an
exchange of working experiences, espe-
cially among the older men, who would
have us believe the coming generation
should find out as best they can, not-
withstanding the fact that they realize it
is the new man, the young man without
experience that is the bull in the China
Shop.
ILLINOIS CENTRAL MAGAZINE
85
A few years ago a noted doctor made
the statement that men 40 years of age
should be chloroformed, he did not mean
it in the sense as generally interpreted,
any more than the editor who put in
print the following notice, "We are not
only willing but are also anxious to pub-
lish the obituaries of your friends." We
hear it remarked that the old man can-
not expect to be in favor when the prev-
alence of the chloroform habit has per-
meated business from top to bottom, this
may account for the indifference in giv-
ing experienced information in some
lines of work but so far as the Illinois
Central employes are concerned they
have but to glance at the provisions made
in the hosiptal and pension departments,
fully exemplified by the many faithful
employes on every division, enjoying the
benefit of both, to be firmly convinced,
that our management realizes the fact
that while the young fellow speeds up
the older man gives weight to the im-
portance of doing everything well and
both are held in high esteem.
There must be a closer gathering of
the clans and each employe must take on
renewed faith and energy and look at
the question before the organization in
a new light.
Individual activity is the vital thing,
take an agent for instance, his failure
is just as significant as his success and
must be analyzed right now to determine
the reason therefor and necessary infor-
mation and instructions given to im-
prove matters, rule books, cards, in-
structions covering freight, baggage, ex-
press, tickets and mail should be dug out
of musty corners and placed handy for
quick reference at all stations and in
particular at station harboring students,
young men who are to be our future
agents, that they may have easy access
to such information as pertains to their
newly chosen line of work and the same
thing holds good throughout the long list
of employes.
It is not my intention to quote at
length the many failures of our em-
ployes, but desire simply to express the
thought that the responsibility for most
if not all such failures falls on the meth-
ods of the men higher up.
Every officer must look about fre-
quently, and take note of the results pro-
duced, the real thing, the great essential
is to see that the spirit of harmony is
instilled into the entire force, make
every step count towards better relations
with the men and right at this time pro-
duce real economy and up to the minute
operating conditions and I believe with
a little assistance from some of the real
fellows out of the ranks in organizing
what we might term intelligence or in-
formation committees on each division,
the old Illinois Central and Y. & M. V.
will awaken to a consciousness of unity
developed to a point unknown before
and we will in spirit and truth make use
of that greatest power "The aggregate
intelligence for the benefit of all."
Appointments and Promotions
Effective February 1, 1918, Mr. John
W. Cousins is appointed Terminal Su-
perintendent, with headquarters at New
Orleans, vice Mr. John L. "Seven, ac-
count leave of absence in Government
service.
Effective February 1, 1918, Mr. Rich-
ard B. Cooper, is appointed Train Mas-
ter, New Orleans Division, with head-
quarters at Wilson, La., vice Mr. Mat-
thew G. Kennedy, transferred.
KOLL OP HONOR
Name
Occupation
Fred Mumblow Carpenter
Wm. H. Washington Engineman
James L. Durrett Asst. Gen. Frt. Agt.
Where
Employed
Chicago,
Jackson, Miss. 19
Louisville, Ky.
Louis Covington (Col.) Sand Dryer (Y&MV) Vicksburg, Miss.
Con F. Boyle Section Foreman Barnum, la.
William Cross Lumber Foreman Burnside, 18
Date of
Retire-
Service ment
12-31-17
12-31-17
1-31-18
9-30-17
11- 1-17
2-1. -18
J. J. CARNEY.
ANOTHER PIONEER PASSED
AWAY
f~\ N October 9th, John J. Carney, one
of the pioneers, passed away. He
began the service as an office boy in 1868
and had 49 years of service at the time
of his death. The local office had a
force of 22 men at the time he began in
the service. At the present day it has
something like 320 men. For the past
15 years he had rated all the south bill-
ing. He was one of the most popular
men in the office, always ready and will-
ing, also very prompt to appear at work.
He was very devoted to his family and
his office and seemed to love them both.
In 1886 he married Miss Marie Lynch,
at the Holy Name Cathedral.
He had been ailing for the past eight
months. He is survived by his family
of wife and four children, Frank, Joseph,
Lillian and Harold. He died October
9th and was buried October 12th. He
lived in the district of Hyde Park for
26 years.
The office sent a representation con-
sisting of the agent, Mr. R. O. Wells;
Mr. J. P. Hart, cashier ; Mr. P. Caffrey.
chief clerk infreight; Mr. Reasonor, ac-
counting department; Mr. Con O'Neil,
claim department; V. G. Soper, out-
86
ILLINOIS CENTRAL MAGAZINE
87
M. B. WILLARD.
freight department. Acting pallbearers
were four lodge members and Mr. D.
D. Lee and Mr. V. G. Soper. Honor-
ary pallbearers were Messrs. R. O.
Wells, J. P. Hart, P. Coffrey, Mr. Rea-
sonor, Con O'Neil. The department
also sent a large floral wreath.
W
M. B. WILLARD.
X/TR. WILLARD was born in Prince-
ton, Indiana, July 6, 1854 and in
1856 moved to Salem, Illinois, where he
was educated in the public schools and
entered the service of the Illinois Cen-
tral Railroad Company at Centralia as
locomotive fireman November 12, 1876,
under Master Mechanic David Oxley.
He worked in that capacity for a period
of four years, at which time he was
promoted to engineer and worked in
switch and freight service until 1893,
when he entered passenger service and
continued in this service until June,
1917, when he was retired, after a little
more than 40 years' continuous service
with the Illinois Central Railroad Com-
pany.
SAMUEL P. MUNSON.
SAMUEL P. MUNSON
rITH the retirement on the Pension
Roll of Mr. Samuel P. Munson at
the end of November, the Indiana Di-
vision offices at Mattoon lost one of its
most familiar, highly-respected figures.
Though a native of the State of New
York, Mr. Munson has spent the most of
his life in Illinois, removing to Pekin
in 1867, when he was twenty years of
age. Since 1876 Mr. Munson has been
in the service of the Illinois Central or
its acquired lines. In 1880 he was made
Foreman of Bridges and Buildings be-
tween Pekin and Evansville. This posi-
tion he held until 1908, when he was
transferred to Mattoon as Clerk to the
Supervisor of 'Bridges and Buildings ;
which position he occupied at the time
of his retirement.
Mr. Munson's diligent attention to his
work, his devotion to the interests of the
Company and his unfailing courtesy won
for him the regard and esteem of his
associates. He goes on the Honor Roll
of the Company he has served so long
with the hearty good wishes of all who
know him.
88
ILLINOIS CENTRAL MAGAZINE
OFFICE OF VICE PRESIDENT
Chicago, February 6, 1918.
To All Concerned : —
Uniformity of practice and more civil
and polite dealing with our patrons is
earnestly desired, which when accom-
plished will result in patrons being bet-
ter pleased, and employes qualifying for
greater responsibilities.
Mr. R. J. Carmichael, formerly Di-
vision Passenger Agent, Chicago, has
been selected for the position of Instruct-
or of Passenger Train and Station Em-
ployes, effective February 16, 1918, with
headquarters Illinois Central Station,
63rd Street, Chicago. Instructions from
this new department will be applicable
to the following :
Station Agents,
Station Baggagemen,
Station Ticket Sellers,
Station Gatemen,
Station Clerks,
Dining Car Conductors,
Telegraph Operators,
Passenger Conductors,
Passenger Flagmen,
Passenger Collectors,
Passenger Trainmen,
Other Dining Car Employes.
Employes enumerated above will be
called in from time to time, and to dis-
cuss informally with the Instructor
methods to be pursued, to attain the de-
sired end.
ROBERT J. CARMICHAEL.
It" should be borne in mind that the
policy of the Management is to accord
employes opportunity for self-improve-
ment, that they may excell in the per-
formance of their duties thereby bring
about more harmonious relations with
the public.
T. J. Foley,
Vice President.
M
ontonous oorvico
S
T^AVORABLE mention is made of the fol-
-T lowing conductors and gatekeepers for
their special efforts in lifting and preventing
the use ot irregular transportation in con-
nection with which reports (Form 972) were
rendered to the auditor of passenger re-
ceipts, who, in cases of this kind, advises the
other departments concerned, so that proper
action may be taken, all pass irregularities
being brought to the attention of the vice-
president.
Illinois Division
During December the following gate-
keepers lifted commutation tickets account
having expired or being in improper hands:
Freda Gross
Zillah 'Mills
Conductor D. S. Wiegel on train No. 21
December 1 declined to honor card ticket
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Wisconsin Division
Conductor L. Bowley on train No. 215
December 10 declined to honor card ticket
.account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Tennessee Division
Conductor S. E. Matthews on train No
10 December 28 declined to honor trip pass
account not being countersigned and col-
lected cash fare.
Mississippi Division
Conductor W. D. Howze on train No
131 December 20 lifted employe's trip pass
account being presented for transportation
of passenger not entitled to transportation
thereon and collected cash fare.
Conductor J. Sitton on train No. 123 De-
cember 30 declined to honor card tickets ac-
count having expired and collected cash fares.
Passengers were referred to passenger de-
partment for refund on tickets.
Louisiana Division
Conductor R. E. Mclnturff on train No.
35 December 1, No. 23 December 2, and No.
23 December 4 declined to honor card
tickets account having expired and collected
cash fares.
On train No. 24 December 8 he declined
to honor mileage book account being in im-
proper hands and collected cash fare.
On train No. 24 December 12 he lifted
identification slip presented for passage ac-
count passengers not being provided with
pass. Passeneers refused to pay fare and
were required to leave the train.
Conductor L. E. Barnes on train No. 34
December 8 lifted employe's term pass ac-
count having expired. Passenger presented
other transportation to cover trip.
On train No. 1 December 9 he lifted mile-
age book account being in improper hands
and collected cash fare.
On train No. 34 December 20 he lifted
trip pass account being in improper hands
and collected cash fare.
On train No. 34 December 20 he lifted
employe's term pass account identification
slip having been altered and collected cash
fare.
On train No. 1 December 25 he lifted iden-
tification slip presented for passage account
passenger not being provided with pass and
collected cash fare.
On train No. 34 December 28 he lifted em-
ploye's term pass account passenger not be-
ing provided with identification slip and col-
lected cash fare.
Conductor G. O. Lord on train No. 34 De-
cember 31 lifted employe's term pass account
identification slip Form 1572 having been
altered and collected cash fare.
Memphis Division
Conductor C. R. Young on train No. 14
December 25 lifted going portion of em-
ploye's trip pass account returning portion
being missing and collected cash fare.
New Orleans Division
Conductor S. K. White on train No. 12
December 18 lifted trip pass account being
in improper hands and collected cash fare.
On train No. 22 December 21 he declined
to honor mileage book account having ex-
pired and collected cash fare.
Illinois Division
Conductor J. J. Monahan has been com-
mended for discovering and reporting I. C.
95307 with no light weight stencilled on
same. Arrangements were made to have
car stencilled.
Conductor Wm. Watson has been com-
mended for discovering and reporting two
cars with no light weight stencilled on
same. Arrangements were made to have
cars stencilled.
Conductor Purdy has been commended
for detecting and reporting overloaded con-
dition of T. B. V. 1780.
Switchman C. S. Taylor has been com-
mended for flagging No. 75 when large tim-
bers fell from extra 1576, passing north end
of Kankakee yard, December 9.
Conductor T. F. Deady has been com-
mended for discovering and reporting Soo
Line car improperly stencilled. Arrange-
ments were made to have correction made.
Signal Maintainer G. Keller has been
commended for discovering and reporting
89
90
ILLINOIS CENTRAL MAGAZINE
hot box blazing on baggage car N. Y. C.
1138, Train No. 10, Dec. 26, 1917.
Conductor A. E. Burke has been com-
mended for discovering and reporting I. C.
100069 with no light weight stencilled on
same. Arrangements were made to have
car stencilled.
Engineer W. E. Milligan has been com-
mended for assisting in extinguishing fire
at Gibson City, December 5, 1917.
Conductor C. E. Schoenberg has been
commended for discovering and reporting
two I. C. cars, moving as empty, loaded,
December 19, 1917, in extra 1662 south.
Conductor G. Lindsay has been commend-
ed for discovering and reporting I. C. 90671
without light weight stencilled on same.
Arrangements were made to have car sten-
cilled.
Conductor C. E. Henry, train 76, Decem-
ber 13, 1917, has been commended for dis-
covering and reporting brake beam dragging
on L. S. M. S. 86309. Train was stopped
and brake beam removed, thereby prevent-
ing possible accident.
Conductor J. H. Lively has been com-
mended for discovering and reporting I. C.
92903 with broken truck. Arrangements
were made to have repairs made, thereby
preventing possible accident.
M. J. Knight, employed in the water de-
partment, has been commended for discov-
ering and reporting I. C. 92027 with brake
beam down and dragging. Train was
stopped and crew removed brake beam,
thereby preventing possible accident.
Conductor Charles Squires has been com-
mended for discovering and reporting I. C.
107481 with no light weight stencilled on
same. Arrangements were made to have
car stencilled.
Agent E. Dobbins, of Del Rey, has been
commended for discovering and reporting
brake beam down and cable guard dragging
in car in extra 1778 north, January 25. Train
was stopped and obstruction removed, there-
by removing possible cause of an accident.
Agent J. C. Broom, at Edgewood, has
been commended for discovering and re-
porting I. C. 119244 with no light weight
stencilled on same. Arrangements were
made to have car stencilled.
Conductor I. R. Martin, extra 1662 north,
has been commended for discovering and set-
ting out C. R. I. & P. 31837, at Centralia, ac-
count of hot box in very bad condition. This
action probably prevented possible accident.
Conductor H. L; Beem has been com-
mended for discovering and reporting some-
thing dragging under No. 10. Train w.as
stopped at Neoga and brakes were sticking on
sleeper. This action undoubtedly prevented
possible accident.
Springfield Division
Day Towerman John C. Schrader, Alhatn-
bra, 111., has been commended for discovering
and reporting defective rail near our cross-
ing with the T. St. L. & W., January 22.
Arrangements were made to have defect rem-
edied. This action undoubtedly prevented
possible accident.
Mr. Ratliffe, Alhambra, 111., has been com-
mended for assisting Section Foreman Frey
repair track near our crossing with the T.
St. L. & W., when section gang was in Spring-
field.
Signal Maintainer A. H. Roberts, Litch-
field, 111., has been commended for assisting
Section Foreman Frey repair track near our
crossing with the T. St. L. & W. when sec-
tion gang was in Springfield.
Brakeman E. J. Cox, Clinton, 111., has been
commended for volunteering to fire engine,
account of regular fireman being sick, Decem-
ber 21, engine 962, at Decatur.
Brakeman Charles Thorp, Clinton, 111., has
been commended for pulling down coal from
Ramsey to Assumption, December 30, in or-
der to save delay to train first 182, engine
962, when said engine was short of coal.
Switchman J. R. Williams, Decatur, 111.,
has been commended for discovering and re-
porting broken truck on I. C. 85518, January
5. Car was set out at Decatur for necessary
repairs, thereby preventing possible delay.
Conductor Wm. Baughman, Clinton, 111.,
Extra 1535 south, December 20, 1917, has
been commended for discovering and re-
porting broken rail in siding at Vera. Ar-
rangements were made to have same re-
paired, thereby preventing possible accident.
Conductor E. D. Wood, Clinton, 111., in-
specting train 164, November 28, 1917, has
been commended for discovering and re-
porting broken arch bar on I. C. 91209. Car
was set out at Ramsey for necessary re-
pairs, thereby preventing possible accident.
Signal Maintainer F. R. Scaife, Spring-
field, 111., has been commended for discov-
ering and reporting broken rail on south
wye at East Grand avenue, near mile
post D-192. Repairs were promptly made,
thereby preventing possible accident.
Minnesota Division
Section Foreman C. Baird has been com-
mended for discovering and reporting C. M.
& St. P. 501361, train 51, December 6, 1917,
with broken brake beam dragging. Train
was stopped and defect attended to, thereby
preventing possible accident.
Conductor F. G. Close, extra 1587 east,
December 11, 1917, has been commended for
discovering and reporting I. C. 120467 im-
Free to Oar Readers
Write M urine Eye Remedy Co., Chicago, fwr
48-page illustrated Eye Book Free. Write all
about Your Eye Trouble and they will advla*
aa to the Proper Application of the Hurint
Eye Remedies In Your Special Case. Your
Druggist will tell you that Murine Relieves
Bore Eyes, Strengthens Weak Eyes. Doesm't
Sjwart, -See tii °s JBye P%?a, aad sells for 60c,
Try It in Your Eyea and In Baby's Eye* l«t
Scaly Eyelids and Granulation.
ILLINOIS CENTRAL MAGAZINE
91
properly stencilled. Arrangements were
made to have car restencilled.
Operator J. B. Parkins has been commend-
ed for discovering and reporting bar strap
dragging on P. -McK. 80059, passing Warren
in train 2/72, January 10. This action un-
doubtedly prevented possible accident.
New Orleans Division
Section Foreman C. L. Wright has been
commended for discovering and reporting
brake beam down and dragging on C. B.
98225, January 10, extra 61, south, passing
Yokena. Train was stopped and defect re-
moved, thereby preventing possible accident.
Tennessee Division
Operator H. L. Cook has been commend-
ed for discovering brake beam dragging on
train November 18, 1917. Train was stopped
and defect remedied, thereby preventing
possible accident.
Engineman L. Hardee and Fireman W. P.
Orr have been commended for discovering
and extinguishing fire on right-of-way, No-
vember 21, 1917.
Lineman L. O'Bryan has been commend-
ed for discovering broken joint and nagging
passenger train, thereby preventing possible
accident.
Division News
Minnesota Division
Following is a reproduction of an arti-
cle from one of the Waterloo local papers:
"Illinois Central Shops in Waterloo are
100 per cent Red Cross."
Again "The Old Reliable" has demon-
strated its right to claim title as one of
Waterloo's big assets that can be depended
upon in an emergency. There is not a man
or boy in the local shops today who is not
priviledged to wear the crimson cross of
mercy.
When it was learned that Waterloo Chap-
ter of Red Cross was sorely in need of addi-
tional members to complete its quota, of-
ficials at the shops got busy in their char-
acteristic way. Result is 642 members from
the shops and 33 in the storekeeping depart-
ment, making a total of 675. Many are
negroes and foreigners. Membership cash
amounted to $725. These figures do not
include engineers, firemen, brakemen, con-
ductors, yardmen, etc., but take in the car-
penters, painters, boilermakers, machinists,
two roundhouse gangs, two pit gangs,
blacksmiths and storehouse clerical force.
Red Cross 100 per cent flags were un-
furled in each of the departments."
N. A. Howell has been promoted to in-
strumentman on this division. R. E. Rode-
berg, formerly rodman on special work on
the Indiana Division, succeeds Mr. Howell.
John Hall, tonnage clerk, who has been
on the sick list for several days, is again at
his desk.
A. W. Zimmerman, of the accounting
force at Dubuque, surprised his friends dur-
ing the holidays by taking a trip to Chi-
cago and returning with a "Life Partner,"
Miss Amy Sullivan, of Dubuque.
Following a new rule, the freight office
force now close shop at 5:30 P. M.
Several changes have taken place in the
freight office recently. J. Callahan has been
promoted to O. S. & D. clerk. Harvey
Meyer succeeds Mr. Callahan as car clerk
and Charles Chrisman has been employed
as night clerk.
Miss Esther McLaughlin, train master's
clerk, who has been off duty for several
weeks on account of illness, has resumed
her duties.
Albert Donahue, formerly extra dis-
patcher at Dubuque, is now in the officers'
training camp at Camp Dodge.
R. Klauer, who has been employed in the
office cf Commercial Agent Kunz. has ac-
Railway '
Employes
Eyes are
Exposed to
Wind, Dust
and Alkali
Poisons
The Rush of Air, created by the
swiftly-moving train, is heavily
laden with coal-smoke, gas and
dust, and it is a wonder that train-
men retain their normal Eye-sight
as long as they do.
Murine Eye Remedy is a Con-
venient and Pleasant Lotion and
should be applied follow-
ing other ablutions.
Murine relieves
Soreness, Redness
and Granulation.
Druggists supply Murine
at 50c per bottle.
The Murine Eye Remedy Co.,
Chicago, will mail Book of
the Eye Free upon request.
92
ILLINOIS CENTRAL MAGAZINE
Stifel's Indigo Cloth
Standard for over 75 years
FOR MEN'S
OVERALLS, JUMPERS AND
UNIFORMS and
Miss Stifel Indigo
The new kid glove finish cloth for
WOMEN'S OVERALLS AND
WORK CLOTHES
Ifs the cloth in your overalls
that gives the wear.
Men and women, you can be sure you
are getting the maximum wear cloth —
genuine Stifel's Indigo and Miss Stifel
Indigo — in Overalls and
Work Clothes if you
LOOK FOR THE BOOT
trade mark on the back REGISTERED
of the cloth inside the garment before
you buy.
J. L. STIFEL & SONS
Indigo Dyers and Printers
WHEELING. 260 CHURCH ST.,
W. VA. NEW YORK
Copyrigh
Stifel A Sons
RED CROSS DAY
CONCEIVED AND MANAGED BY ENDICOTT-JOHNSON WORKERS
JHSOI6
ENDICOTT
Makers of Leather and Leather Sfiocs
Ask for— Better Shoes for Less Money
NEW YORK
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
cepted a position with the government in
the Internal Revenue office.
Chief Dispatcher Talty spent a day in
Chicago during the month.
Miss Edna Piltz, stenographer in the
superintendent's office, spent a day in Man-
chester.
Miss Lucile Sims, stenographer to the
chief clerk to superintendent, visited sev-
eral days in Osage, la.
Now since the garden activities are over,
we wonder why the stenographets do not
find time to knit for the soldiers.
Indiana Division.
Did anyone think to suggest to the jani-
tor that he conserve coal during the last few
weeks?
"Papa" Kemper, of the Accountants' of-
fice is going around these days greeting all
with a big smile!
More than one envious glance has been
thrown in the direction of the new passen-
rrr station which was opened to the public
Monday, Jan. 21st, and had all appearances
of being comfortably warm, etc., etc.
The blizzard which was predicted so far
ahead, and which we expected and dis-
cussed, arrived with full force Jan. llth,
the thermometer dropping way down (15
to 26 degrees below) and one of the heav-
iest snows falling that we have experienced
in this vicinity in years.
There has been quite an increase in busi-
ness between Evansville and Newton, due
Hotel Hayes
and Annex,
PHone Hyde Park 4400
64r~ St. and University Av.
Chicago
Popular Price
Family Hotel
American Plan
Kates:
Single $ 8 5-? to $14 ^ per weeL
Doutte 16 2? to 19 ?? per weeL
Four blocks from new G3L Street
depot and office building
TYPEWRITERS
All Makes— $10 to $50
We Save You Money
These machines are factory rebuilt by the
famous "Young Process." This means
that every machine is as good as new — so
good that we GUARANTEE them. Sold
for low cash, installment or rented. Send
NOW for free Catalog and details.
Young Typewriter Co., Dept. 581, Chicago
Tobacco Habit
Easily Stopped
Mr. S. D. Lent, a railroad man, was an inveterate
smoker for 30 years. He used the strongest tobacco
obtainable. After arising he says he would light a
pipe and keep it hot for the rest of the day, with
the exception of meal times. Often he would get
up in the middle of the night. The habit was doing
him great injury. He got a certain book, the in-
formation in which he followed and thereby freed
himself from the habit quickly and easily. Anyone
who uses cigars, cigarettes, pipe, snuff or chewing
tobacco excessively and who knows the injury be-
ing done through nervousness, heart weakening,
kidney disorder, eye weakness, impaired memory,
loss of vitality, etc., should write to Edward J.
Woods, B189, Station F., New York City, and get
the very interesting free book that will be sent
promptly upon application.
to freight from the South for the East being
diverted thru Evansville, Ind., instead of
thru Centralia, 111.
The position of general car agent being
abolished, J. E. Rhodes has returned to
Evansville as agent.
F. B. Sparks, of the Local Freight office,
Indianapolis, Ind., was married in Washing-
ton, D. C., on Dec. 23, 1917.
On Saturday evening, Dec. 29, 1917, the
members of the Illinois Central Social Fund
Club, of the Local Freight office, Indianapo-
lis, Ind., entertained their families and a
number of friends at a dance and euchre
party, which was held at the freight office,
which was decorated with a huge "Old
Glory" and holiday decorations. Agent
William Ward made a short talk which was
thoroughly appreciated ' by those present.
Refreshments were served and the party
ended with an old-fashioned circle two-step.
C. R. Knowles, superintendent water serv-
ice, paid us a short visit one day this month.
Conductor M. O'Dea is taking a leave of
absence, visiting in Florida.
Please mention this magazine when writing to advertisers.
94
ILLINOIS CENTRAL MAGAZINE
Extra Caller Albert Gustafson at Mat-
toon has becomje a switchman; -!C. W.
Lockhart has relieved him as caller.
Earl McFadden, tonnage clerk, has re-
signed. We are all sorry to have Earl
leave as he has been in the offices several
years, and has many friends in the building.
Gerald Wright has taken his place.
Recently one of our passenger conductors
spent a couple of days in "the Windy City"
and we are told he visited several leather
concerns in hopes of getting together ma-
terial enough for a pair of shoes for him-
self. We are glad to hear he came back
perfectly satisfied with his shopping.
M. Boulware, clerk in Store Department,
Mattoon, will leave soon for Jacksonville,
Fla., to enter training camp. Deo Dawson
has accepted position vacated by Mr. Boul-
ware.
M. Crane, timekeeper, Master Mechanic's
office, visited his brother who is stationed
at Camp Taylor for two days in January.
Virgil Haynes, our genial crossing watch-
man at 21st street, Mattoon, is an example
of what study and persistence will bring
forth. Mr. Haynes was a locomotive fire-
man until 1912, when he became injured in
an accident. When he recovered he was
made crossing watchman at Mattoon, and
during his spare moments studied teleg-
raphy, becoming efficient enough recently
to accept a position as operator.
Colonial Hole I
G325 Kenwood ^4v.
"Phone Tttacksione 4400
Chicag o
E
uropean
$4.™
.^° <P
er
One block from new 63^ Si.
office building and depot..
Hayes^ros.
M.L. Tyson, Mgr.
Relief for Sensitive Feet
Mayer Honorbilt Cushion Shoes relieve tender, sensitive,
tired feet. They give solid comfort and complete satis-
faction. Warm in winter, cool in summer.
Honorbilt
Cushion
SHOES
Note substantial construction. Cushion sole is tufted to
leather insole, making one inseparable unit — cannot work
up in ridges, crease or slip out of place. Patent applied for.
Most practical and comfortable cushion shoe made andl
right up-to-date in style.
CAUTION — Be sure to get the
genuine Mayer Honorbilt
Cushion Shoe — look for the
name Mayer and trademark
stamped in the sole.
We make Honorbilt Shoes for fu|| LeatherVamp
..ien, women and children; Mar- •£
tha Washington Comfort Shoes
and Dry-Sox wet weather shoes. If your
dealer does not carry them, write us and we
will see that you are supplied.
F. Mayer Boot & Shoe Go.
Milwaukee, Wi». .^
Extra Strong
Steel Shank Solid Oak
Tanned Heel
Soft Quilted Felt Sole
Solid Oak
Solid OakTanned Insole Tanned Outer Sole
"Inside Cork FillinT^Stitched Through Inner Sole and Fastened Underneath
Please mention this magazine when writing to advertisers.
MARCH 1918
NOTICE
TO READER
When you finish reading this
magazine, plow a U stamp on th
notice, hand same to any postal
employe, and it will be placed i
he hands a) our soldiers or sail-
ors at the front
No Wrapping
A S Bu '
NoAddn
Icson.
Postmaster Central
mO If ~JT~1
Why hx
TinisK Rift and. Flat Grain Floorings r
All items of Yard and Shed Stock and Close Grain Short Le
Car Material; a new departure, proven, by the. economic matntw
of equipment
Ample stock and adequate j?,7?. facilities
iississippi L' ^
Canton, Miss.
Stewart GammiJ], Pves't, J.R. Smith, Secy &Treas. A
•*
Ice Sports Reign Supreme at Our Johnson City and Endicott Playgrounds
Endicott, Johnson & Co.
Makers of Leather and Leather Shoes
Endicott, New York
"We Have Good Shoes for RAILROAD MEN." Ask Your Dealer
CONTENTS
A. M. Umshler — Frontispiece %
Order No. 8 9
A Letter from President C. H. Markham to the Employes of
the Illinois Central Railroad Company and The Yazoo &
Mississippi Valley Railroad Company 11
Public Opinion 13
Military Department —
Acknowledgment of the Receipt of Christmas Presents
from Illinois Central and Yazoo & Mississippi Valley
employes by Our Boys in France 19
The Lucky Thirteenth 22
The Windy City Echo 24
Copiah County, Miss.
Hazlehurst and Crystal Springs 29
Freight Traffic Department —
The Iron and Steel Industry in the South '. 36
Accounting Department — •
Circular No. 46 39
Transportation Department —
Prompt and Proper Handling of Freight Cars 43
Law Department 46
Hospital Department — .
Fuel Economy in the Homes 51
Engineering Department —
Bridge Substructures of the Illinois Central R. R., 1852-
1917 54
Passenger Traffic Department 64
Claims Department 76
Appointments and Promotions 82
How the Railroads Can Help in a Good Cause 84
Stuart B. Rowles 85
Safety First , 85
Roll of Honor .' 87
Contributions from Employes —
The Value of Photography 89
Meritorious Service .. 91
Published monthly by the Illinois Central Ei. R. Gx. in. the
interest of tne Company and its JyWOD Employes
Advertising Rates on Application
Office 1201 Michigan Av, Telephone "WaLsk Q200
Chicago ^ Local 33
15 $ per copy, $13? per year
A
A. M. UMSHLER
Mr. A. M. Umshler, having served on the 'Union Pacific Railroad as
switchman, engine foreman, yardmaster, general yardmaster, and train-
master, entered the service of the Illinois Central Railroad Company as
general yardmaster at Centralia, 111., January 7, 1913; promoted to train-
master, Centralia, February 1, 1914, and on July 1, 1915, was transferred to
Memphis, Tenn., as . trainmaster, Memphis Division, The Yazoo & Missis-
sippi Valley Railroad. On April 1, 1917, he was appointed freight train-
master, Chicago Terminals and was promoted to superintendent, Chicago
Terminals, August 1, 1917.
Magazine
Vol. 6 MARCH, 1918 No. 9
Director General of Railroads
WASHINGTON
February 21, 1918.
ORDER NO. 8.
To correct wrong impressions that may exist regarding the employment and
conditions of labor in railway service, it is,
UNTIL FURTHER ORDER DIRECTED THAT :
1. All Acts of Congress to promote the safety of employees and travelers
upon the railroads, including Acts requiring investigation of accidents on rail-
roads, and Orders of the Interstate Commerce Commission made in accordance
therewith, must be fully complied with. These Acts and Orders refer to Hours
of Service, Safety Appliances and Inspection.
Now that the railroads are in the possession and control of the Government,
it would be futile to impose fines for violations of said laws and orders upon the
Government, therefore it will become the duty of the Director General in the
enforcement of said laws and orders to impose punishments for wilful and in-
excusable violations thereof upon the person or persons responsible therefor,
such punishment to be determined by the facts in each case.
2. When the exigencies of the service require it, or when a sufficient num-
ber of employees in any department are not available to render the public prompt
transportation service, employees will be required to work a reasonable amount
of overtime. So far as efficient and economic operation will permit, excessive
hours of employment will not be required of employees.
3. The broad question of wages and hours will be passed upon and re-
ported to the Director General as promptly as possible by the present Railroad
Wage Commission. Pending a disposition of these matters by the Director
General, all requests of employees involving revisions of schedules or general
changes in conditions affecting wages and hours, will be held in abeyance by both
the managers and employees. Wages, when determined upon, will be made
retroactive to January 1, 1918, and adjusted accordingly. Matters of contro-
versy arising under interpretations of existing wage agreements and other mat-
ters not relating to wages and hours will take their usual course and in the event
of inability to reach a settlement will be referred to the Director General.
4. In order No. 1, issued December 29, 1917, the following appeared :
"All officers, agents and employees of such transportation systems
may continue in the performance of their present regular duties report-
ing to the same officers as heretofore and on the same terms of employ-
ment."
10 ILLINOIS CENTRAL MAGAZINE
The impression seems to exist on some railroads that the said Order was in-
tended to prevent any change in the terms of employment during Governmental
operation. The purpose of the order was to confirm all terms of employment
existing upon that date, but subject to subsequent modifications deemed advis-
able for the requirements of the service. Any contrary impression or construc-
tion is erroneous. Officers and employees will be governed by the construction
here given.
5. No discrimination will be made in the employment, retention, or
conditions of employment of employees because of membership or non-member-
ship in labor organizations.
THE GOVERNMENT NOW BEING IN CONTROL OF THE RAIL-
ROADS, THE OFFICERS AND EMPLOYEES OF THE VARIOUS COM-
PANIES NO LONGER SERVE A PRIVATE INTEREST. ALL NOW
SERVE THE GOVERNMENT AND THE PUBLIC INTEREST ONLY. I
WANT THE OFFICERS AND EMPLOYEES TO GET THE SPIRIT OF
THIS NEW ERA. SUPREME DEVOTION TO COUNTRY, AN IN-
VINCIBLE DETERMINATION TO PERFORM THE IMPERATIVE DU-
TIES OF THE HOUR WHILE THE LIFE OF THE NATION IS IM-
PERILLED :BY WAR, MUST OBLITERATE OLD ENMITIES AND
MAKE FRIENDS AND COMRADES OF US ALL. THERE MUST BE
CO-OPERATION, NOT ANTAGONISM; CONFIDENCE, NOT SUSPI-
CION ; MUTUAL HELPFULNESS, NOT GRUDGING PERFORMANCE ;
TUST CONSIDERATION, NOT ARBITRARY DISREGARD OF EACH
OTHER'S RIGHTS AND FEELINGS ; A FINE DISCIPLINE BASED ON
MUTUAL RESPECT AND SYMPATHY; AND AN EARNEST DESIRE
TO SERVE THE GREAT PUBLIC FAITHFULLY AND EFFICIENTLY.
THIS IS THE NEW SPIRIT AND PURPOSE THAT MUST PERVADE
EVERY PART AND BRANCH OF THE NATIONAL RAILROAD SERV-
ICE.
AMERICA'S SAFETY, AMERICA'S IDEALS, AMERICA'S RIGHTS
ARE AT STAKE, DEMOCRACY AND LIBERTY THROUGHOUT THE
WORLD DEPEND UPON AMERICA'S VALOR, AMERICA'S
STRENGTH, AMERICA'S FIGHTING POWER. WE CAN WIN AND
SAVE THE WORLD FROM DESPOTISM AND BONDAGE ONLY IF WE
PULL TOGETHER. WE CANNOT PULL APART WITHOUT DITCH-
ING THE TRAIN. LET US GO FORWARD WITH UNSHAKABLE PUR-
POSE TO DO OUR PART SUPERLATIVELY. THEN WE SHALL SAVE
AMERICA, RESTORE PEACE TO A DISTRACTED WORLD AND
GAIN FOR OURSELVES THE COVETED DISTINCTION AND JUST
REWARD OF PATRIOTIC SERVICE NOBLY DONE.
W. G. McADoo,
Director General of Railroads.
A Letter From
PRESIDENT C. H. MARKHAM
to the Employes of the
ILLINOIS CENTRAL RAILROAD COMPANY
The Yazoo & Mississippi Valley Railroad Company.
OFFICE OF PRESIDENT
Chicago, February 22nd, 1918.
TO ALL EMPLOYES :
For the past two and one-half months, there has been a deterioration in
the service, both freight and passenger, on the lines of these Companies, due
entirely to conditions over which neither you nor the Management had any
control. Deep snows and severe cold weather have always interfered with
operating conditions on steam railroads, and when it is taken into consider-
ation that the recent storms were unparalleled in their severity it requires no
argument to convince any reasonably-minded person that they were bound
to result in a slackening up of railroad transportation to a very large extent.
The preference orders on certain classes of commodities undoubtedly resulted
in slowing up the movement of other freight, but the orders were necessary
on account of the war.
It is unfortunate that these obstacles were encountered just at the time
when the Government took over the control of the railroads, because they
made it impossible for the railroads to sustain the record of the preceding
months. This was immediately seized upon as an opportunity for severe crit-
icism by those who are hindering, instead of helping, the railroads in bearing
their heavy burdens. I am sure that you who know the facts resent these
criticisms, as I do, but we have no time now for controversies, and I have
only to say that never was criticism more unjust or absolutely unfounded.
You know, and I know, that greater efforts were never made by railroad men
than were made by you during the period mentioned. As I look back upon
that period, I wonder how you were able to accomplish as much as you did,
and in behalf of the Company I wish to express my high appreciation of the
splendid services which you rendered under those most trying conditions.
But we have emerged from those conditions and must now concern ourselves
about the future. Nothing will so quickly and effectively silence our critics
as efficient operation from this time on. Practically normal conditions pre-
vail on the system at the present time. I am sure you share to the fullest ex-
tent my great desire to surpass under Government control, all former records
in the movement of traffic on the lines of these Companies.
I trust that every employe will consider that he has been appointed n
committee of one to report to his superior officer, or any officer, any condi-
tion or any thing which is responsible for retarding the movement of traffic
or which makes for inefficiency ; also promptly suggest any change that can
l>e made promising improvement of any character.
Transporting troops, foodstuffs and munitions on this continent is re-
garded by the authorities at Washington as important as the fighting being
done by our men in the trenches in France. Therefore, a slacker in the rail-
11
12 ILLINOIS CENTRAL MAGAZINE
road service at this critical time is to be as severely condemned as a slacker
in the uniform of his country. There are no slackers in the service of these
Companies, however, and it is your duty and my duty to see that none
creep in.
Under the old conditions, we men of the Illinois Central and The Yazoo
& Mississippi Valley Railroads made a record of which we are all justly proud.
Then we strove only to please our patrons and our common employer — these
Companies. Now, we have the double incentive to strive harder than ever
before in order to serve the public, assist our Government, and help win the
war. Let us put forth every possible effort to excel all previous records ; let
us bury for the period of the war all differences of every kind ; let us bring
ourselves to feel that we are in this war just as much as if we were in the
trenches in France ; let us give of our physical and mental strength as freely
as our soldiers on the other side are giving their all — their lives — to win ;
let us help make Government control of the railroads successful beyond even
the most sanguine expectations of Mr. McAdoo, the Director General, and
his assistants.
Yours very truly,
jL/resiaent
Minonk, 111., Feb. 3, 1918.
Editor, Illinois Central Magazine.
Chicago, 111.
Dear Editor: As a matter of curiosity would like to know who is the
oldest continuous shipper located on the I. C. or Y. & M. V. Have heard
others express a like desire, therefore would suggest that you conduct a con-
test through the Magazine to learn who has that honor and when decided
publish the winner's picture in the Magazine.
To start the contest I will name Mr. B. M. Stoddard, of this city.
Mr. Stoddard entered the business world and began shipping over the I. C.
on Feb. 10, 1865, and has been a continuous shipper ever since, and is today
Minonk's heaviest shipper. He is 77 years of age and hale and hearty.
Remember, it is CONTINUOUS shipper, and not some one who has been
in and out.
Allow me to remain,
Very truly,
Walter Kelly.
As per above letter, Mr. Kelly is anxious to locate the oldest continuous
patron of the Illinois Central and Yazoo & Mississippi Valley Railroad Com-
panies.
We will be glad to have names of other shippers with a view to gratifying
his curiosity.
Mr. Stoddard's record is a long one which it will be hard to equal or
surpass.— Editor.
LIU UPIN19N
What the
World thinks
In the Wake of the News
By Ring W. Lardner at the U. of I. C.
According to an Illinois Central bul-
letin, Bob Carmichael, formerly official
chaperon for that railroad has been ap-
pointed its faculty for the education of
employes in civility and politeness toward
patrons. School opens next Saturday in
the company's palatial edifice at Sixty-
third and the tracks, and the first hour,
we fancy, will be devoted to the ticket
sellers, as follows:
Prof. Carmichael — Now, scholars, we
will first take up middle-aged matrons
and short hauls. We will presume that
an unescorted lady of forty-nine wishes
to go to Champaign. She enters the
Park Row station, approaches a ticket
window and says : "Can I buy a ticket
here for Champaign?" What is the
proper reply, Mr. Gumdrop?
Mr. Gumdrop — "No, madam. You'll
have to visit the pickle department of
the Rush Street bridge."
Prof. Carmichael — Incorrect, Mr.
Gumdrop. Mr. Fudge, you tell us.
Mr. Fudge — I'd say: "You can buy
a ticket, to Berlin, as far as I'm con-
cerned, old thing."
Prof. Carmichael — No, no, Mr. Fudge.
Let us hear from Mr. Molasses.
Mr. Molasses — I'd say: "Have you
got the price, old kid?" x
* * *
Prof. Carmichael — I am afraid you
young gentlemen have not been burn-
ing the midnight oil. As a time-saving
device, I will pose as the ticket seller,
while you, Mr. -Lollipop, impersonate the
lady. You will ask the usual questions
and I will give the correct replies. All
the scholars are requested to take down
this dialogue for reference. Proceed,
Mr. Lollipop.
Mr. Lollipop — Can I buy a ticket here
for Champaign?
Prof. Carmichael — Indeed yes ma-
dame. I have long dreamed of the happy
hour when I would be able to accommo-
date you in this respect.
Mr. Lollipop — How much is it?
Prof. Carmichael — You are indeed
fortunate in your choice of a day for
this peregrination. We are selling these
particular tickets this morning to the
fair sex only at $2.72 the pasteboard.
Mr. Lollipop — What time does the
train leave?
Prof. Carmichael — At the witching
hour of 9 :15. Madame understands of
course that this is confidential. I place
great reliance in Madame's discretion.
Mr. Lollipop (much pleased.) — And
what time is it due at Champaign?
Prof. Carmichael — Ah, Madame, that
depends entirely on your own sweet will.
As a rule, we aim to have it arrive at
12 :12 post meridian, or as the French
have it, twelve minutes apres midi. But
if you fancy an earlier or later disem-
13
ILLINOIS CENTRAL MAGAZINE
barkation, I shall, communicate with the
engine-driver.
* * *
Mr. Lollipop — Never mind. I have
written my son to meet me and he will
doubtless be on hand at the train's usual
time of arrival. He is in the university
at Urbana.
Prof. Carmichael — Madame is surely
jesting. I cannot believe Madame has a
son old enough to be a student in col-
lege. A stepson or godson, peradven-
ture.
Mr. Lollipop (smirking)— No, I'm
afraid I must confess he is my own
son.
Prof. Carmichael — Then Madame
must have entered the Elysian Fields
of Connubial Wedlock while still in her
early teens. May I not express my pro-
found veneration of the judgment and
good taste of him who foresaw in the
bud the incomparable glory of the blos-
som?
Mr. Lollipop — Where can I buy a
magazine ?
Prof. Carmichael — Madame will find
them over there, across this spacious
court. And perhaps I may venture the
divination that TVTadame does not seek
a fashion magazine, as Madame's garb
proves her far in advance of any sug-
gestion such a periodical might offer.
Mr. Lollipop — Would it be cheaper
for me to buy a round trip?
Prof. Carmichael — No, Madame. But
loyalty to Chicago prompts me to beg
that you do so, that this great metrop-
olis may be assured of your return and
blissfully look forward thereto.
Mr. Lollipop — Well, I guess a one-
\vay will be all right.
* * *
Prof. Carmichael — As Madame wills.
And can I interest Madame in nothing
else? Tickets to St. Louis, freshly
printed last night, are reasonably priced
and selling like hot cakes this morning.
Mr. Lollipop — No, thank you. T have
no acquaintances in St. Louis.
Prof. Carmichael — Miserable St.
Louis ! There, gentlemen, is the proper
procedure in the case in point. And I
venture to say that whenever Mr. Lolli-
pop's lady wants to visit Champaign,
she will travel on our line. Mr. Molas-
ses, I will have to ask you to refrain
from whimpering, and you, Mr. Fudge,
kindly remove your feet from your desk.
— Chicago Tribune, February 15, 1918.
RAILROADS' SCRAPS SAVED
NET MILLIONS YEARLY.
Reclamation of Iron and Waste
Through Plants For Reworking Ma-
terials Saves N. O. Division of Illi-
nois Central $120,000 Annually—
Plant is Located Near Harahan —
Old Bolts and Nuts Are Chief
Source of Saving.
Reclaiming of old iron and used ma-
terial formerly relegated to the scrap
heap is netting the Illinois Central on
the New Orleans division alone more
than $120,000 a year, and, on the South-
ern Pacific system, approximately $1,-
000,000 a year is being saved by this
means. Other roads entering New Or-
leans are making a proportionate sav-
ing.
Adjacent to Harahan City and in con-
nection with the car building plant,
the Illinois Central conducts a recla-
mation plant. Similar plants are main-
tained by other roads at various points
in the state.
With the great wave for food con-
servation sweeping the country, these
reclamation plants play an important
part in economic maintenance of rail-
road systems. Not only does it repre-
sent a cash saving of many thousands
of dollars to the railroads and free the
capital that normally would be spent
for supplies, but it relieves the drain
on the market by reducing to the mini-
mum the purchase of new supplies.
Old boiler tubes, bolts, nuts, exhaust
dry cells and all kinds of junk are
collected and reworked into serviceable
material at the plant in Harahan. The
principal saving- that the Illinois Cent-
ral is making is in the reworking of
old bolts and nuts. Whenever a car is
burned or wrecked, the iron work is col-
ILLINOIS CENTRAL MAGAZINE
lected and sent to the reclamation plant
where the nuts are forced off the bolt
by air. Air hammers soon flatten and
straighten the iron and, when necessary,
the bolts are cut off, rethreaded and a
somewhat shorter bolt, although as
strong and as good as new, is the result.
Likewise nuts are rethreaded when
necessary.
Saving is Effected.
As an instance of what can be saved
on reclaiming couples, workmen at the
plant estimate that a new couple costs
$24. Often these couples are broken
or bent, but through the aid of the
oxy-acetylene process used they are
made as good as new at an average
cost of approximately $1.50 apiece.
Another large saving is in manufac-
ture of tools. Tool steel before the
war cost about 20 cents a pound, but
since then the price has risen to 96
cents a pound. This tool steel is cut
into slabs of about four inches long
and (though the oxy-acetylene process
is welded into common iron. The tool
steel is then placed on an emery wheel
and ground down to the necessary cut-
ting edge. In this way tools are made
at a fraction of the cost that they would
bring in the open market.
Even Waste is Used.
Old and greasy waste is treated in
a steam vat and separator which not
only yields back the serviceable fabric,
but also reclaims the oil for warehouse
trucks, handcars, etc. Iron frogs, angles
and many other track supplies are re-
made out of discarded material.
Section Men Collect Scrap.
Section hands as they go along the
line and complete their work collect
all scrap being careful to separate the
track scrap from the locomotive and car
material. At various points scrap bins
are maintained into which the material
is dumped. Once a month a car goes
over the section, collects accumulated
material in the bins, takes it to a division
point and here mechanics for both the
car and locomotive department and the
track department go through the refuse,
separate the material into its various
parts and send it to the reclamation plant.
Rails and other track material when
slightly worn and deemed not good
enough for main line trackage are re-
moved and placed on the branch lines,
where traffic is not so heavy. When these
rails are worn still more, they are placed
on the side tracks where traffic is still
lighter, to get the maximum amount of
efficiency out of each piece of material
used.
Four or five years ago this material
was all wasted, or at least sold to junk
dealers at a fraction of what it was
worth. Now the Illinois Central sells
less than 5 per cent of its old iron and
steel for junk.
Plant is Three Years Old.
Three years ago, the reclamation plant
was established in Harahan and was one
of the first built in this section of the
country. During the first month of its
operation, the Illinois Central found that,
outside of all expenses, the plant had
cleared $6700 despite the fact that the
plant here is small in comparison with
other plants in the country. Twelve men
are employed. Within a few months the
plant was clearing about $10,000 a month
and still is increasing its profit. — Nczv
Orleans Item, February 24, 1918.
WHY BUY MORE BONDS?
In some respects the Third Liberty
Loan is to be the crucial one of the series,
and the one which it is most important
to make a prodigious success. That is
because the Third Liberty Loan is going
to encounter a peculiarlv vicious and pre-
posterous lot of canards and insinuations
and false rumors. Whether propogated
bv German influences or bv mischievous
erossips, the Liberty loan propaganda has
been made during1 the last few months
the subject of subterranean attacks very
similar in nature to those that became so
familiar in connection with the Red
Cross. It goes without saying- that the
attacks are just as unwarranted, and
that ultimately they will be discounted
handsomely. The third loan campaign
will hit those insinuations at their peak,
and if the educational end of the cam-
16
ILLINOIS CENTRAL MAGAZINE
paign is attained properly the lies will
be put to rest forever.
The falling of the former loan bonds
below par at New York has had an un-
fortunate effect in giving pro-Germans
and lackloyalty Americans something to
hint darkly about. Suspicion mongers
have been busily trying to cast doubt on
the reality of the argument that the
bonds, in order to be of utmost value,
must be circulated widely. The man who
is inclined to measure his patriotism has
been seductively informed that the banks,
not individuals, ought to swallow the
successive issues. And various schemes,
possessing hardly plausibility, let alone
practicability, have been suggested in sub
rosa fashion as being greatly superior to
the Liberty loan plan of financing the
war.
Anyone who is at all informed knows,
of course, that the banking institutions
of the country hold now a larger share of
the Liberty loan bonds than they ought
for the best interests of the country to
hold. Anyone who is at all informed
knows, of course, that in its essence the
Liberty loan plan has been adopted and
persevered in by the governments of all
the great belligerent powers, including
our allies and including our enemies;
and is surely able to draw the conclusion
that if any more satisfactory method of
war financing could be devised some-
body would have tried it. Whatever else
may be thought of the policies of the
Washington government, it must be ad-
mitted on every hand that the policies are
chosen and applied because the govern-
ment thinks they are calculated most ef-
fectively to further the country's war
activities — because, in short, they pave
the way to victory.
Let there be no questioning of the fact
that the Liberty loan bonds must succeed
if the nation is going to succeed, nor of
the other fact that the Libertv loans can-
not possibly be a true success unless the
bonds are widely distributed. That
means, of course, that the success of
America and the cause of democracy are
directly dependent on whether the aver-
age man buys Liberty bonds. Familiar-
ity with this assertion must not be per-
mitted to weaken the public's conception
of the unalterable truth of it. It is not
too early to begin nailing the German
inspired lies and insinuations against the
Liberty loans. — Siou.v City, Iowa, -Jour-
nal.
RAILROAD RATE REGULATION.
The proposed law for amplifying and
perfecting government control of the
railroads has now reached the confer-
ence stage. The senate and house bills
differ principally in the provisions for
fixing rates, the senate having vested
the power in the interstate commerce
commission, while the house proposed
to place it in the hands of the president.
The objection to the latter proposal
has dome principally from extremists
and from those who are outspoken in
their antagonism to the railroads. These
men have all along supported the inter-
state commerce commission in its re-
strictive policy in dealing with national
transportation. They are apparently
desirous that that policy should be con-
tinued.
On the other hand, it was nowhere
contended that Mr. Wilson or the ad-
ministration, if given the rate making
power, would use it to allow the rail-
roads undue profits at the expense of
the public. There: has been no indica-
tion, in facf. that the administration in-
tends to deal other than fairlv with the
railroads and the public in this matter.
If the house proposal is finally adopt-
ed, the president will fix rates upon the
advice of the director gene'ral and the
interstate commerce commission. The
director general, Mr. McAdoo, upon
whom the chief responsibility rests for
keeping the transportation systems UP to
highest efficiency, has shown himself to
be a man of courage, ability, and con-
servative judgment. To allow the inter-
state commerce commission to proceed
along the old lines that proved so unsatis-
factory would in nil probability interfere
with Mr. McAdoo's efforts to make gov-
ernment operation a success and might
seriously impair transportation efficiency.
Editorial — Chicago Tribune, Mar. 2,
1918.
ILLINOIS CENTRAL MAGAZINE
MARKHAM SOUTHEASTERN
SUPERVISOR
President of the Illinois Central
Named by Director-General McAdoo
to Have Supervision of All the
Railway Lines in the South-
eastern Territory
Mr. C. H. Markham, president of the
Illinois Central, has been named by Di-
rector-General W. G. McAdoo as gen-
eral supervisor of railway lines in the
Southeast.
Mr. McAdoo is creating divisional or-
ganizations for control of the railways,
and the selection of Mr. Markham for
the Southeastern territory was one of
the first selections.
The headquarters for the Southeas-
ern territory will be established at At-
lanta, and Mr. Markham, while retain-
ing the presidency of the Illinois Cen-
tral, will leave its affairs largely in the
hands of other officials, and take up his
residence in Atlanta for the period of
the War.
This selection by the Director-General
will meet with cordial approval, especial-
ly among those who know President
Markham, and recognize his exceptional
ability. He holds foremost rank among
the railway executives of America, and,
since assuming the Presidency of the
Illinois Central and allied lines, has al-
ways been close to the people, giving
careful personal attention to their needs,
and keeping constantly in touch with the
territory served by that system.
In fact, the Director-General could
not have made a more satisfactory
choice for this territory, and shippers
and the public generally are much grat-
ified over the selection that has been
made. Jackson, (Miss.) Daily News,
Jan, 25, 1918.
A TEXAS RAILROAD LAW IN-
VALID
When Texas went railroad-baiting
some years ago she adopted quite a num-
ber of unique and radical laws. One of
them required trains to operate on sched-
ule time. It was a good law for Texans,
but often others suffered. Many a stran-
ger bound Texasward via New Orleans,
for instance, has had to lose from twelve
to twenty-four hours here because the
train he was to take would not wait for
its connections.
But the United States Supreme Court
the other day held that this law was un-
constitutional, though it has been in effect
for many years and added many gray
hairs to railroad men.
The suit was against the Katy Rail-
road, which had been heavily fined for
running more than thirty minutes behind
time. The Texas court of civil appeals
upheld the fine and the Texas supreme
court refused a writ of error.
But Justice Holmes holds that such a
law is an interference with interstate
commerce, the train referred to not be-
ing local, that the Texas commission was
without power to enact it and that the
Texas courts were entirely wrong in up-
holding it.
The object aimed at by the Texas au-
thorities was a good one. They wanted
to compel a regular service and discour-
age indifference by the railroads toward
the comfort of the traveling public. But
the regulation when applied to through
trains was so clearly beyond the province
of the Texas commission, that it is some-
what remarkable that it remained in ef-
fect so long. — The Daily States, January
20, 1918.
SEED CORN SUPPLY.
Illinois Central Development Bureau
Tries to Learn Exact Amount
of Seed Corn.
In an effort to learn the exact amount
of seed corn in the middle west, the de-
velopment bureau of the Illinois Central
railroad, with headquarters at Chicago,
has inaugurated a campaign through the
county superintendents of schools which,
it is believed, will give a good estimate
of the amount of seed corn in the middle
west, its grade, how much can be shipped
and how much the farmers want for it.
The railroad has issued cards to the
superintendents which will be given to
the country school children to take home
ILLINOIS CENTRAL MAGAZINE
to their parents to have filled out. These
will be returned to the county superin-
tendent, who in turn will return them
to the railroad offices.
The cards sent out by the railroad
have the following questions to be ans-
wered :
How many bushels of seed corn have
you?
What kind or variety is it?
Have you enough for your own use?
Have you any for sale?
How many bushels?
What price do you want per bushel?
Have you tested your seed corn?
After the card has bean filled out it
will be turned to the county superin-
tendent of schools, and by him returned
to G. B. Harper, general developing
agent for the Illinois Central. — The Du
buque Daily Times Journal, March i,
1918.
Sequel to Hunting Tale
I
N the December number of this maga-
zine appeared a story entitled,
1 'Henry' A COON DOG, IN NEW
ROLE," which treated facetiously a
hunting trip of Mr. Parks Archer, as-
sistant general claim agent of the Chi-
cago & Alton Railway, while visiting his
friend, Claim Agent J. L. Scott of
Grenada, Miss. A reader of that arti-
cle, having heard various rumors con-
cerning the aforesaid hunting trip and
having thoroughly investigated the mat-
ter, feels moved to add another chapter
which may explain what would other-
wise appear as a great lack of woodcraft
knowledge on the part of Mr. Archer.
It was found that Mr. Archer was
accompanied to Grenada by a prominent
general official of the Illinois Central
Railroad, who is not very remotely con-
nected with the claim department. De-
ference to the feelings of this official is
the reason for withholding his name, as
well may be inferred from the follow-
ing facts.
When Mr. Archer, while at Mr.
Scott's home, expressed the intention of
a ramble through "the thousands of acres
of woodland," referred to, with a shot
gun and evil designs on any squirrels
which might be in evidence, the railroad
official mentioned remarked that he
would be glad to accompany him. The
two repaired to their separate chambers
to make suitable preparations. Mr.
Archer shortly appeared clad in an old
suit, boots, cap, etc. The other gentle-
man, after a protracted interval, made
his appearance attired in the latest crea-
tion of his tailor, with top coat and silk
hat, patent leathers, spats and a tightly
rolled, silk umbrella. When Mr. Archer
saw this well-groomed gentleman, he at
first thought his friend had changed his
mind about accompanying him, and said,
"Why, B— — , where are you going,"
to which he received response: "Why,
Parks, I am going hunting with you, and
as I thoroughly believe in team-work,
trust my personal appearance will charm
the squirrels so you will have a chance to
hit them."
When Mr. Archer's amazement passed
and he began to comprehend the situa-
' tion, he broke for the tall timber at high
speed, penetrating so far within its en-
virons that he might give free and un-
restrained vent to his mirth, and tar-
ried long ere he could compose his fea-
tures so that on his return no trace of
his emotions might be left to give of-
fense.
Thus it will be seen that Mr. Archer
was not lost and that his prolonged ab-
sence has been misconstrued.
Acknowledgment of the Receipt of Christmas Pres-
ents from Illinois Central and Yazoo & Mississ- •
ippi Valley Employes by Our Boys in France
A. E. F., In France, Jan. 20, 1918.
Mr. C. H. Markham,
President Illinois Central Railroad Company.
My Dear Mr. M.irkham :
From all sides I hear expressions of great pleasure on the generosity and
thoughtfulness of those at home towards those of us here who are trying to do
our little bit for our country and to uphold the reputation of the home road of
being composed of the best set of railroad employes in the world.
Your personal letters to each of the boys have not yet shown up and that has
been a great disappointment, but it was slightly relieved by the thoughtfulness
of Mr. Gibons who had previously sent me a copy which I turned over to Cap-
tain Walsh and it was delivered to all of them on Christmas Day as a greeting
to them from you on that day, the presents showing up several days later.
This breath of home blows away the miles of distance separating us and
makes us all feel that, while we are not near you, you are with us. Such acts
give encouragement to us and make us all try to be worthy of the regard in which
we are held.
Personally, I think you will be satisfied with the work and representatives of
OUR ROAD. They are a fine body of men and are conducting themselves cred-
itably.
I add my personal thanks to those of the men and officers for the great kind-
ness shown us by those at home.
Very sincerely yours,
C. L. Bent, C. L. Bent.
Major, 13th Engineers, Railway.
"Somewhere in France," Jan. 22, 1918.
Mr. F. S. Gibons,
Central Station,
Chicago, Illinois.
Dear Mr. Gibons :
Your letter December 4th was received January 15th, also the enclosed copy
of letter No. 1, prepared by the Vice-president, which was indeed splendid infor-
mation to place before the public, and will call to their attention some things of
which they have little knowledge.
Replying to your inquiry about the I. C. R. R. magazines. We have received
19
20 ILLINOIS CENTRAL MAGAZINE
some of the magazines but the packages seem to have been broken open and
very few reach us. We have not received them with any regularity or promptness.
We do greatly appreciate the publication and hope to receive it regularly.
The Christmas presents to the boys reached here December 28th and a very
careful check and division for each man was made and special delivery was made
to each individual with Mr. Markham's compliments. Some of the other lines
sent their men packages in small lots, many of which were lost and some are still
straggling in. We had a better selection than any of the others, more appropri-
ate articles furnished. The selection could not have been better. I wrote Mr.
Markham January 17th thanking him and the employes for their kindness. The
company with others of the regiment is separated into detachments necessary
in operation and in order to show you what one of the detachments thought of
the presents, I am enclosing their letter showing their appreciation. Other detach-
ments were equally as profuse in their thanks to all of you.
I beg leave to report Company "A" is still in splendid health and every mem-
ber doing his part well. I communicate with Major Bent every few days by
telephone. He is fine.
We are wondering what Government operation is going to do with the Rail-
road properties and what effect it will have on the employes. We hope the
change will be instrumental in assisting in the preparation for battle. Your press
tells you the facts about the war. Congressman McCormick was here with us
and knows the facts.
With my kind personal regards to all.
Sincerely
From Capt. J. M. Walsh. J. M. Walsh.
13th Engineers (Railway)
U. S. Army.
"Somewhere in France," December 31st, 1917.
To the Employes of the I. C. R. R. and Y. & M. V., who
subscribed to the Christmas Fund for Company A :
This Regiment, as you doubtless know has taken over and is now operating
one of the most important Military Railroads in France, and of course, has been
divided into a number of detachments which have been stationed at various
points on the Line. The men whose names appear below are all Company A men.
We received the bountiful Christmas boxes so kindly and thoughtfully given by
you and needless to say, they were fully appreciated. All the articles were ex-
ceedingly well chosen, with just the right proportion of necessities and luxuries,
and will greatly enhance our comfort and pleasure. It is indeed grateful to know
that our comrades at home are thinking of the boys over here, and that knowledge
strengthens our determination and softens what few hardships we must of ne-
cessity endure.
Under the circumstances our Christmas was a very pleasant one, with lots to
eat, good weather and the candy, tobacco, etc., which were so generously supplied
by you.
We sincerely hope that your Christmas may have been a gladsome one and
trust that the New Year may be the happiest and most prosperous one you have
ever known.
Gratefully yours,
Carl N. Roe, Paul R. Reed, Tver E. Millerstrand, J. Guy Wilson, Ivan Carter,
S. J. Bowles, H. W. Clark, D. T. Hester, John J Sammson, E. M. Heely, George
L. Collins, John B. Dent, Geo. E. Siemer, J. Kelleher, Roy Boyd, L. T. Crowley,
H. C. Queen, Lawrence J. Ryan, David R. McKee, J. James Banks, T. F. Quinn
Patrick J. Cahill, David W. Scannell, Louis V. DuLude.
ILLINOIS CENTRAL MAGAZINE
\ 21
France, Jan. 24, 1918.
Mr. F. B. Bowes, Vice-President,
Illinois Central Railroad Company,
Chicago, 111.
Dear Mr. Bowes : I am enclosing five or six pictures, some of which might
be suitable for publication in the Illinois Central Magazine. One shows the
comparative size of two styles of French locomotives, one shows one of our
new American locomotives, one shows two French trucks (note hand brakes),
one is of Capt. Walsh and two newspaper correspondents who visited us re-
cently (Junius Wood of the Chicago Daily News on right), and the other
two show the details of the coupling systems. The end view coupling pic-
ture shows the coupling links and swivels, the bumpers, emergency chains and
hand brake lever. When the cars are coupled, the extra coupler is hooked
back under the car (note picture of coupler attached). I gave Capt. Arn two
of these coupling pictures and understand he is also sending them back.
We recently received the last of the 45 U. S. locomotives for use on this line.
These displaced 70 French engines. The French engines are very well built, if
1 AND 2.— DETAILS OF COUPLING SYSTEM, FRENCH CARS; 3.— COMPARATIVE SIZE
OF TWO STYLES OF FRENCH LOCOMOTIVES; 4.— ONE OF THE NEW AMERICAN
SUPERHEATER CONSOLIDATION ENGINES; 5.— TWO FRENCH TRUCKS; 6.— CAPT.
WALSH AND TWO NEWSPAPER CORRESPONDENTS (JUNIUS WOOD OF CHICAGO
DAILY NEWS TO THE RIGHT).
they haven't the power. Those of the smaller type enclosed have been in
operation as long as 50 years.
I am not in the office any longer, but am official photographer for the regi-
ment and located in a room of my own. I took the coupling pictures, but
only developed the others. They gave me a slight increase in rank on the
first of the year and promised another stripe when certain men on detached
service are permanently removed. I have been all over the line for the pur-
pose of getting certain pictures, and as I am doing work for all the officers
and men with cameras, I will have a very comprehensive collection when I
return, for I always put by one of the good ones. -The officers frequently
take trips to the trenches and next Sunday I am to go along with them to
visit a famous numerical hill and get some pictures there.
22
ILLINOIS CENTRAL MAGAZINE
Best regards to yourself and Aunt Elizabeth. I presume you have received
my last letter. The last mail I received from the States was dated Dec. 2,
nothing having been received for three weeks.
The coldest we have had so far is 20 deg. (F.) The past week or so it
has been unusually mild. Sincerely,
A. A. Archbold, Jr.
P. S. — If you can suggest any other kind of picture that would interest rail-
road men, would be glad to furnish it.
The Lucky Thirteenth
By D. L. Hall
Now we don't claim we amount to much ;
Us Blankteenth Engineers,
But we're going to get the Kaiser
If it takes us fifty years.
We left the dear old U. S. A.
One bright day last July
And sailed for seven days and nights;
No U. boards did we spy.
Then Sunday morning rolled around
Our journey almost done,
When suddenly a deafening sound,
Our trusty six-inch gun.
The Kaiser thought he had us,
As could be plainly seen,
When off our port, somewhat behind,
A super-submarine.
She cut loose one torpedo,
We zig zagged as it came;
She only missed us fifty feet.
God bless our lucky name.
The old boat leaped ahead.
Our captain cried "Full speed" ;
A shell tore through our upper deck,
"They've got our range, indeed."
Our guns roared out defiance.
The shells flew thick and fast,
Some fell short on our starboard,
One got our wireless mast.
The battle lasted for an hour,
When, on the horizon,
Two dandy British destroyers
Came racing swiftly on.
A shout of joy rose from pur decks,
We knew that we had won
Our first encounter with the foe,
The proud and haughty Hun.
And then we sighted Ireland.
'Twas off the Irish Sea,
We put the Kaiser's sub to flight,
'Twas a famous victory.
From Liverpool to Birmingham,
And thence to Salisbury Plain,
Where Cromwell's mighty warriors,
Won their immortal fame.
We marched before the King and Queen,
First time in history
A foreign nation under arms
Did London ever see.
We passed down Piccadilly,
The Strand and Leichester Square,
They cheered us to a "fare ye well,"
Believe me, we were there.
We stayed three weeks in England,
And trained at Bordon Hants,
We took ship at Southampton
And crossed to sunny France.
We've raised Hell in -
Where Joffre's fame was won,
We've seen the sights of Paris,
And the ruins of famed — .
But we've settled down to business now
We've got this war to win,
And when you hear from us again,
We'll be marching on Berlin.
O, we don't claim we amount to much,
Us Blankteenth Engineers,
But we're going to get the Kaiser,
And it won't take fifty years.
24
ILLINOIS CENTRAL MAGAZINE
WINDY CITY ECHO
fCOUNT THE LETTERS)
13™ ENGINEERS, (RY) U. S.
Vol. 1. No 1
FEBRUARY 13, 1918
PRICE 2| Washers
THE COLONEL'S MESSAGE
The members of 'this regimenl, having
grown accustomed to the more or less novel
conditions which surround the work upon
which they are engaged and to the equally
novel if not always comfortable conditions
under which 'tne'y must'live, it i»"nalur*t thai
they should lura their attention to devising
ways and means of recreation and amusement
to while away the hours when not on duty. It
is in that spirit and largely with that object in
mind that the Windy City Echo makes its first
appearance. Unlike commercial newspapers it
.does not aspire to a large number of subscri-
bers and advertisers but to a large number of
contributors and its success or failure will be
measured in paj-t by the extent to which this
aim is realized.
It is in no sense an official organ. On the
contrary it is the work of the soldiers of the
Regiment acting through representatives cho-
sen from eacb company and only such restric-
tions will surround its publication as are re-
quired by the censorship regulations and for
the maintenance of military discipline.
The Echo has before it a great field of use-
fulnsM. Besides its success as an entertainer
and as a medium for the exchange of ideas,
which seems to be assured, it can do much to
stimulate Regimental Esprit and to initiate and
foster various other forms of recreation and
amusement.
That it will seize these opportunities and
thus become a powerful instrument for good in
shaping the destiny of the Regiment is the ear-
nest wish, of the Regimental Commander.
C. VV. KUTZ.
OBITUARY
Prudent R. Van Kisjinghem, Company B,
was fatally injured by being thrown from his
train at S------ on December 27th, 1917. He
was born in Nevele, Belgium, and enlisted
from East Molioe', Illinois, where he was em-
ployed on the Chicago, Rock Island 4 Pacific
Railroad. He was a good soldier and a good
friend, and the first man of the regiment to
lose his life on active service, lie was buried
with military honors at !•' the day follow-
ing his death. The services were conducted
jointly by Lt. Culler, Chaplain, and a French
priest from the hospital.
Jesse C. Main, Company D, died at Ameri-
can Base Hospital No. 15 on December 16th,
I9I(, from a complication of diseases result-
ing from typlioid and pneumonia. He was
removed to the Base very shortly after being
taken sick, and during his 'five weeks there
was in daily comaiunica'.ion with friends from
this regiment convalescing there. He was
27 years old and enlisted from Stillman Valley,
111. and had worked for the Chicago, Milwau-
kee A St. Paul liaiimrf. He was buried at the
Base, and a dozen mtn from the regimenl,
were able to attend Ihe funeral service. He was
a very cheerful, willing worker and was
widely known in the regiment.
BUCK UP
Buck up boy, it ain't so bad
Dog-gone, it might be woise,
A soldier's alive until he's dead
So why climb into the hearse.
Of course you're takin' a gambler's chance.
But it's a hundred to one you'll win,
So just buck up it ain't so bad,
Accept il all with a grin.
You wan la go back? Well so do I
And il's lhal lhal' 1 make you fight,
But you can't give in to the inner man
And expect to do things right.
Why cuss it kid, think of the guy
Who ain't seen home in years,
If you've gotta feel bad, feel bacffor him,
He hasn't go.t. lime for tears.
So forget about the lonely streak,
Remember the part you play,
You're over here to dot your- bit
And until then you've gotta stav.
You're thinkin' aboul the folks back home?
Well they're thinkin' about'yoa too,
They're mighty proud you're over here
So why Ihe devil feel blue?
So jusl buck up, do your share,
And doin' il wear a smile,'.-
Il's Ihe things we here lo fighl hard for
Thai makes our lives worth while.
Why il's all a part of Lifcs big game,
Loneliness, love and joy.
But il's lliings like thai, that make the man,
Be a mao, Buck Up, my boy!
TED SULLIVAN
Med. Depl.
APPRECIATION
The t3lh wishes to thank each and overy
one' of the friends back home who were ios-
Irumenlal iu making our Christmas more en-
joyable by sending over here Christmas boxes
and various other forms of presents :
A large proportion of the Christmas boxes
received by the men were grouped in Chicago
and shipped in large boxes, which secured
very prompt handling and insured their arrival
with minimum of loss and breakage. Every
man in the regiment appreciated the amount
of trouble it was lo do all, the work in con-
nection with notifying their relatives and
gelling Ihe packages togelher. On behalf of
Ihe men we lake Ihis opportunily of ex press-
ing their hearty thanks lo Mrs. W. C. Lang-
fill, Mrs. R. D. Black, Mrs. N. L. Howard,
Mrs. C. A. Holmes, Mrs. E. E. Slo'up, Mrs.
E. H. Shaughnessy, and Mrs. V. H. Hagel-
barger.
In addition to this the employes of the fol-
lowing railroads, which are represented by a
company in this regiment, are tendered the
grateful acknowledgment for work they have
done for Ihe men :
Illinois Central
Chicago, Hock Island A- Pacific
Chicago Great Western
Chicago, Milwaukee and St. Paul
Chicago 4 Northwestern
Atchison, Topeka 4 Santa Fe.
Another of our benefactors was Vice Presi-
denl 1i. A. Howard of Ihe Chicago Burliogion
4 Quincy Railroad, who provided cigars for
every man in Ihe regimenl.
In spite of Ihe facl lhal Ihe men from Ihe
Chicago, Burlinglon 4 Quincy are scallered
amoung differenl regiments, the* employes of
lhal railroad got togelher a fund of more than
8500.00 which will go far toward providing the
litlle extras which help se much in padding up
the regular ration allowance.
Officer of the day : « I saw you lying in the
gutler last night. »
Joe Burnes : « Yes sir, two Master Engineers
were holding me down. »
O. of U. : « Who were they? »
.1.11. : « llaig and llaig. »
Have you noticed that all the French girls have
the Arc de Triomphe in their eye?
ILLINOIS CENTRAL MAGAZINE
25
WINDY CITY ECHO
The unofficial organ of the 13lh Engrs. (Ry)
U. S. Army. Published monthly on>the 13th.
Price 25 centimes, per issue.' Subscription rates
to be announced later
S. L. Beckwith,
W. N. Bissell,
W. Burns,
D. I. Ilette,
H. E. Reading,
Editor-in-Chief.
Editor & Treasurer.
Managing Editor.
Circulation Manager.
Sporting Editor.
PRAISEWORTHY EFFORTS
This issue being the first, it would not be
complete without a word of praise for the
manner in which the men of this regiment as a
whole have taken hold of a railroad in a foreign
country. Without knowing the language or
customs of the people, you followed rules and
regulations which, according to your advanced
railroad experience, would seem unnecessary,
and followed them without word or question,
and have accomplished wonders in an unbelie-
vable manner, bringing praise from the French
and from others who understand the difficulties
which the regiment is up against. All this goes
to show that the foundation of our success is
discipline, which was instilled into us from
the day we were organized.
Let's continue in the good work, and show
the people here and back home that you, with
your experience as railroaders, can overcome
any difficulties that may arise, and highball
'em through as fast as they came.
Three cheers for « Treizieme Genie » !
OUR CHAPLAIN
The 13th is lucky, as usual, in securing the
services of Lieut. William Henry Cutler as
Chaplain. His method of saving souls is not
restricted to sermons once or twice a week, but
in addition to his man-to-man talks on Sun-
days which are well attended, he has shown
great energy in staging various « home talejjl »-
productions at the Y which have afforded a
great deal of amusement for us all. In fact,
conditions have improved so much since he
has been with us that the men now have little
excuse for, leaving camp in search of recreation
and amusement.
Lieut. Cutler's previous service « over
here » in the ambulance service is probably
one reason why he is so successful in securigg
co-operation from the men, as he had the
opportunity. then to learn just what things are
necessary to make an American soldier's life
In &<ranrp nmrp agreeable.
OUR PROTEST
Ring W. Lardner is hot after the newspaper
man who darted calling American Soldiers
« Sammies ». lie devoted considerable space
recently to the universal dislike among the
1,'nited Stales soldiers at being tagged with
any such label and says that simply because
some newspaper reporter started it is no rea-
son why it should be kept up. We are with
him strong and hope that the people in the
States will soon « lav off » that Sammv
« Stuff».
TEN MINUTES ON STATE STREET
A minstrel show was put on at the Y on
short notice Saturday January 26th, and it
made such a hit that.it was repeated the fol-
lowing Tuesday. The « Y » was packed to
capacity both nights and on the second night
there were present as guests most of the nurses
from the French Hospital, a large number of
French officers and soldieis and a" good many
Engineers from up and down the line.
• The Hack Drivers Quartelte, composed of
Wagoners L'arimore, Stark, Hattrem 'and
McMannamon, and the Alcohol Four, com-
posed of Cook Keller, Nelson, Drexler and
McMannacion rendered their favorite selections
and got « beauconp » applause. Tom McMan-
namon put on a sketch entitled « Cowboy Joe »
and Bathhouse Jotin Robinson with a recitation
and song pleased everyone.
Cook Keller made two appearances with
« Alexander's Rag Time Band, made up of
Landers, Tetreau, Nelson, Drexler, Bushnell,
Stein, Pedersor, and Collignon, and went big.
Engineer Miller sang « If you want lo be a
Soldier, Join the 13th Engineers » and followed
with two popular recitations. Corporal Gooch,
with his fiddle, and Shrapnel Stein, at the
piano looked like big time. Submarine Frank
Buerge acted as Master of Ceremonies and got
away with several good gags with local color.
Curly Moore got the decision over the Masked
Marvel after a good bout, and McMannamon
and Bushnell put on a clever skit entitled,
« The Master Engineer and the Private ».
The hit of the evening was the three Jelly
Sisters, from Jar, who sjjook down th« house.
The first night was considerably more of a
scream owing to the fact that several of the
most artistic touches were censored. The boys
who put this show on deserve a lot of credit for
iheir willingness in coming from the Slales to
pass away the weary hours of the soldiers.
If there is anyone who took part in the show
whose name'does not appear here please advise
the editor and his name will be printed next
moo.h, without charge. . *
Y. M. C. A.
Dr. Cooke announced that he has many lost
articles on hand that were lost in and around
the « Y"». Owners can redeem same by calling
and identifying them. .
,A regular night for « movies » will be an-
nounced as soon as it can be ascertained when
the films can be sent on a regular schedule
from Paris.
SPORTS
Robert .I.Jennings claiming the light weight
wrestling champion ship of France hereby
challenges any aspirant for the championship
at 135 pounds.
Haul Doty hereby challenges any body in
France at catch as catch can wrestling at 158
pounds. Address all comunication in regard to
both Jennings and Doty to sporting Editor
Windy City Echo.
Through the kindness of our commanding
officer, Colonel Kulz, we will soon be able
U1 have an in-door out-door base ball dia-
mond, laid out between the garage and F
Go's kitchen, and it is the desire of Lt. Thos.
P. Horton, Regimental Adjutant, that each
company organize a team forming a league
comprising at least six teams; playing under
a scedule with regular assigned umpires and
at the termination of the league scedule chal-
lenge teams in other organizations for the
CHAMPIONSHIP OF FRANCE. We willcallameeting
in the near future and would like a represen-
tative from each company present.
TftE STdVE PIPE POET
When the old camp stove is roaring,
And the Barrack'* nice and warm.
When the members of the stove pipe
Around the fire do swarm.
The meeting soon is 'opened,
By one with inside dope.
The war wili soon be over,
For the Boche are out of soap.
Gome off! Who told you that junk,
Another one will say,
They haven't any carrots,
And are running short of hay.
That's right. A brother answers,
It will end pretly soon.
I saw last night at eleven,
A ring around the moon.
Now let me tell you something,
Says a joy-killer full of wine.
The Kaiser will keep this war up,
As long as he's got a dime.
On no ! says a Buck Private
We'll all be home this year.
The Germans are deserting,
Because they get no beer.
We heard each one's* opinion,
And its lime to bit the hay.
The stove pipe meeting is adjourned
And the war will end Some day!
The ProhifeitionrOrder reads, <• there is no bar
on Beer or Light Wine,'» Yes, we noticed
that after looking for one.
One nice thing about France, you can satisfy a
Champagne taste on your Beer income.
Y-our
M-oney
C-heerfully
A-ccepted.
ILLINOIS CENTRAL MAGAZINE
Jtotes from the Officers.
Lt. Mueller's better lialf moved to St. Louis
last week.
Lt. Nash from Louisville was down to the
Windy City, on the evening of the 27lh to see
Submarine's « Jelly Sisters ».
Lt.'; Von Blucher is aiming to be a « Fool
light star ». He made his debute in the Windy
City a few weegs ago, at the « New Idea »
Theatre.
Our popular Adjutant Lt. Morton isadarly
caller at the Railway Exchange Building,
especially on rent day ..... Yes. boys, its
weekly inspected.
Lt. Tope and McConnell were reli«ved of
their French mustaches, by the Official Bar-
ber, in the Windy City last week.
With Lt. G. C. Kennedy it's all Santa Fe.
BEATRICE PINARD
ADVICE 10 THE LOVELORN.
My petite Marie, with whom I have spent
man,y enjoyable evenings, now scorns me, and
says that she loves another. My hair is thick
and wavy, my eyes bright and clear, my teeth
are pearly white and all in all. I'm not hard to
look at. I spend « beaucoup » francs at her
« epicerie ». 1 don't j compris » her « toute
suite » drop in « centigrade ». Can you think
of anything I can do to reinstate myself in her
« amour ». A. A. A.
«< Fromage ». You say your sweetheart loves
another. If you bad said another American or
another French soldier my reply would have
been easy, but not knowing we flipped up a
coin, and it came down heads, so we decided it
was a Frenchman who has stolen your « con-
fiture ». You have lost her, A. A. A. unless you
change your method of attack.
THE STOVE PIPE COLUMN
259 bags of mail tomorrow.
The war will be over by next month.
All civilians have been called in from this
section. Big offensive next week.
Last night the French took eighteen miles of
wireless and captured twelve mounted steno-
graphers.
Ne more rice after next week. Pork sausage
aod pancakes will be the regular breakfast
ration.
Corp. McKee — Editor.
D.L. Bowen. the hem-sliclcher, received a
nice letter from Superintendent S.J. Hays of
Memphis the other day in which he asked to be
remembered to all of the boys. Says they are
working 54 eight hour engines in Terminal. IS
inches of snow in Memphis December 7th to
21st; coldest weather in 40 years.
« Ollie » Mattice, Company's <. Butcher »
came into tailor shop and had 9 stiches taken
in the seat of his pants. It was found out be.
tore them on a barb wire fence but can't say
whether he was going . after something or
getting away from some one. He will recover.
Understand « Chipmunk » Roe is getting so
he can sing, or else the boys are getting used
to it.
B.C. Spear went to the Elite Burlesque
Company's show twice but was disappointed
the second time because the Jelly Sisters did
not put on their act due to the fact they caught
a severe cold the first nighl. You can't blame
Spear. At least M.I. Kelleher says he don't.
Ask i Mouch » Land's if -he really did run
into a telephone pole or if some one hit him
with one. Nit S. Palmer says he don't believe
« Moucb » could whip 12 men.
Corporal Pascal , Chief of the Briquette
Detective Agency, has just received a new lot
of disguises. As the weather is getting warmer
he has to do good business before Spring if he
expects to win a War Medal.
B
Sgt. H. R. Tinsman — Editor.
Charley Barta tried the regimental laundry.
We referjyou to him for recommendations.
Top Sergeant Florian M. McKinney splits
kindling wood every evening at eight. Bring
your lumber to the company office window.
(Calk) Zody and Slim Evans spent some lime
in S. but they managed to get in to headquar-
ters occasionally,- especially when the money
box was full.
Claudie Cox and Charlie Natchelder seem to
find some attraction in C. Claudie's marriago in
London was suddenly called off. The mystery
deepens.
« Submarine * Burge and Mapes received
« bad orders •< in thesame mail sack. One look
satisfied « Sub » that it all belonged to Mapes.
Ben Johnson: Don'l think the Germans are
dropping bombs every time a water .glass
breaks.
Jimmie Legs Jooes. who boaslsofone enlist-
ment in the Navy, Displaced a bucket of water
alongside' of his bunk sc he will feel at home.
Zody has acquired the name of Ben Hur on
account of his many chariot rides.
Garrelt and Steinsick announced their Paris
address as being the Y. M. C. A.
« Booger » Red Ingram claims the French
machines with the large verandas cause his
hair to turn red..
Jim Legs Jones has run out of brass polish.
Kenneth Moore bought a magnet and hung
it over the steam guage so he could hold the
hand up to 180.
Corporal Earl S. Dunagan bought a" pair of
binocu lars so he could distinguish the difference
between Sgt. « Buck » Hamilton and a French
machine.
I si Sgt. Harrison — Editor.
We are wondering if the old saying is tru«,
« Birds of a feather Hock together », as d.ay
after day we see our j.vell known Corpofijs,
Willas Davis and Clark Boswell somewhere
in the vicinity of our busy terminal completely
surrounded by a crowd of « Annamites».
Ralph, Baxter has developed .a very bad
habit of talking in his sleep and yet he is
wondering how we found out of his 'trip to
Paris.
George Keller has been seen inspecting the
fire boxes of the new American engines which
are now stored in « the garden ». Evidently
fire boxes have served George to a good
purpose before — for information ask George.
We suggest that Aubrey Bruce be relieved
of his duties as night machinist and promoted
to mail carrier, as he has shown much efficiency
in that line.
Frank Burcham, our worthy engine watch-
man,- has added to his personal appearance
very much by the handsome moustache which
adorns his upper lip.
Art Graham, our Oelwein machinist, is
handling the air work in the mechanical
department. Air seems to be a pretty good
line with Art.
Corp. D. E. McMillen — Editor
Can yon imagine???
Joe Burns as any thing but a comedian.
Iluddleslon without a laugh,
Olson without a complaint,
Pal Coyle wUh a day off.
Cavanaueh without a bottle of milk.
Miller without a new song of his own compo-
sition.
Oscar Helman shoeing horses.
Draeger complaining about being over worked.
« Hienie » Klopf loafing.
Joe Lass wanting anything but a transfer.
Jerry Dillon with a broad smile.
Geo Anderson with chevrons.
Doyle not asking for mail.
Howard Tibbals without a letter.
Geo Van Deursen with a shave,
Reuben Armstrong if he was as big as Chet
Johnson.
Flannery at one job more than two days.
Eddie Lee showing any signs of home-
sickness.
Frank Liebfried with much to say.
Joss Schlater or Einar Risberg making a lot of
noise.
Walker not hearing from his girl in C
llaskins without a frown.
Benedict as any thing but a band master.
Chel King not gelling a box from the States.
Ollie Marchant as anything but a first class cook.
Myers as Chief Gardner on the Line.
«Hed » O'Keefeasproprieterof a cafe on Stale
and Madison, wtib Pat Campbell and
Phillip Scully as head waiters.
Hart without a long tale to relate-.
Brassard and Elston climbing a telephone pole
to escape an air raid.
Nolan, Shand or Schlater on the stove pipe
committee.
Lynn Pease refusing a call.
ILLINOIS CENTRAL MAGAZINE
Pvt. J. H. White - Editor.
A good nulured rivalry has sprung up bet
ween Pvt. Geo. P. Cosligan aad Pvt. Ed
O'Gonner over who can « gel by » willi the
most « Stove Pipe ». Geo. P. probably has
the shade at present, through reports of Bou
Koo mail at- Headquarters; .but insufficient
sacks to send it out in. Also by inducing Mik
Spacek to wheel a wheelbarrow to the hint
end of a long train for the mail and on arriving
there received the merry Ha! Ha! from a bro-
ther on the rear of train. Eddie is running ,1
close second passing out the grave numbers c.l
the members of Company E.
Corporal B. Fortin is wearing a down heart-
ed look- of late. Benny has been playing the
part of Romeo in a village, « Somewhere in
France », but the night before the « fatal day »
his Juliet partied to far off Bordeaux.
Private Franke Morkes fell olTthe proverbial
water wagon (of a locomotive) on New Year's
eve, spraining his ankle. He is now around as
spry as over.
Shorty Newton has a whistle on his Sta-
tionary Engine in which he takes much pride.
The only fault with same is — when he blows
the whistle the engine stops.
Private « Spot » Herrington has been receiv-
ing the congratulations from his broihers on
his recent coronation.
Private John Burrell has recuperated from
injuries and. has, now resumed duty « passing
the cubes •».
.. Doc » Seagrove — OD located with quite
a few Company « E » men is making a vio-
lent — protest against too much salt in the
sauerkraut as he states after enjoying a repast
in salty sauerkraut' the boys drink too much
water, therefore « Doc » has to carry extra
pails to keep the bag full.
Cook Charles Gilligan with the assistance or
a Colonel a Woods and Frank Mc.Neely is kept
busy appeasing the hunger of the boys at onj
of the large detachments.
Pvt. E. A. Creech — Editor.
Jimmje Pyle claims to be the man who put
the « P ,, in Pinard.
We proudly announce ilie fact, that a Com-
pany «F » man had the distinction of « pull-
ing » the first Presidential special over our
section of the line, and « Billy » Roberts was
the lucky « Hogger, » Billy, says, that he
wouldn't have changed places that day for a
regular job « pulling » the 20th Century Li-
mited. -
Corporal « Doc » Ruggles, handles the
« briquettes » in- a masterly fashion, after all.
Ask the' Headquarters Bunch if you don't
believe it.
Private Thomas says, that he doesn't like
« pineapples », the kind they make in Germany.
Can't blame you Thomas.
I wonder what the attraction is, that a cer-
tain member, of Co. F finds in one of the se-
veral ham lets adjacent to our barracks?. Danny
Butler, please write.
Sergt. Warren's hog ranch is progressing in
great shape. « Sarge >> says (with a grin) Ilia
pork chops will be plentiful in Windy City
before long, then breezes happily on his way
Sergt. Sommers (Mess) claims the cham
pionship, when it comes to putting out gooi
coffee. That's light, Fred, we all agree with
you.
Private Peterson has installed a « Private
Office » in Co. « F » Mess Hall, owing to the
expansion of trade. (He is in the ;• Pearl
Diving » industry).
M. Guslave Martinson says, lhat his two
friends in 2--- are « Pas bo n ... Wish he
would tell us sometime who they are. '
Private Pilkington claims, thai Ite does
more work lhan anyother man in the Hegi
ment. How about it fellows?.
Anyone wishing to procure copies of « The
History of the Thirteenth » can get them at the
i. Y .>
HQ
Cor£. J. P, fasey — Editor.
/ The Wagoner*' Victory. x\
/Considerable rivalry exists between the meA
in Barracks 35 and 36. The men in Barrack!
35 planned a secret attack by which they
inlended to mllir.t severe losses on the men in
Barrack 36. Sgts. Carp and lletle, Sgt. Major
Beckwilh and Master Engineer Doud charged
from the rear. They had a good supply of
snowballs, but Cheese Martin was oa outpost
duly and sounded the alarm. « Dinty » Walsh,
High Irish » Mc.Mannamon, Tom Landers
and n K.P. » O'Gallagher, « Guslagus •> Casey
and his brother « Moss >< responded to the call.
The packing wasMine and the Barrack number
36 men took then like Grant took Richmond.
The drove the enemy back into their quarters and
followed them in despite the protestations of
i. Kentucky Jim » Hayes, and « E. Pluribus »
Dudley.
The Barrack 36 men are resting on their
laurels bul would ralher be resting on Iheir
cots.
Lest You Forget
We have a number of men who are sick in
the Base Hospital. Il is rather lonely for a
'ellow to be laid up in a hospital. We cannot
visit them, but why not do the next best thing
jy writing a few lines. Their addresses may be
secured from Regimental Headquarters.
We are all pulling for the men from our
egiment who are in training for Commissions
at the Army Training School. While we deplore
he loss of such genuine good fellows from our
midst, we believe our loss is our country's
gain.
Wagoner E. Walsh strenously objects to
laving his name in print. But we all envy the
luman Alarm Clock. Anyone who can habi-
ually pull himself out of the hay at six bells
s worthy of honorable mention.
Corporal JackGrosvenorislaidup with a sore
oot. We sincerely hope lhal lie wrljsoon be.
ack doing his work in the Supply Department
n Ins" usual business-lika manner.
Colpr -9erg|. Jojo Hette gave the big city the
East .and West and came back wjth glowing
ccounts of his activities while thore.
MEO
Pvl. H. Frey - Editor.
Pat, the demon Atlas driver is back from
Savannah. He still has aspirations to join the
aviators. You can get just as many medals,
Pat, if you are a good ice skater.
After coming back from Paris, Pat <iys he
found out something new in geography. He
says Paris is the first and second city "in the
world.
Robert W. Morris (Son of Old Man Morris)
has been transferred from F to F and
now we don't know whomto congratulate or
sympathize with.
; If Boyle hadn't gone to C he might have
come to a head in tire M:D.
We have our own 'little Espionage %stem
and some of the M.U. f'ropaganda would even
make a Hun blush.
We never knew what an « Acting Ser-
geant » was until we saw Cliff' acting.
Between Bob Frey and Stew Grain we are 1
wondering what kind of a lime Paris had.
Private Patenaude ' (Note : not FIIIST
CLASS) has a secret ambition which is evident
every now and Inen, He wants to become an
officer. We don't know what Rank, but what-
ever it would be Pattie sure would make a
rank officer.
Robinson is back among the cots at F
and now we'll have to enlarge the quarters to
accomodate him.
Harris is getting Three Dollars and Sixty
Cents more a month than he did a month ago
and now he says he don't care how long the
war lasts.
Heimes has increased .his insurance five
thousand dollars since visiting Paris, saying
he don't care what happens to him now.
Castignino has learned Ihe French Language
so well lhat he won't associate with us any
more.
Bortz probably is gelling more out of this
experience than any of us; he's such a rubber.
Where are you located? »
n Champagne Districl, Pinard Seclor.
You go to Paris green, and you come back a
parasite.
Little Boy : « Papa, what's a Kaiser. »
Fond Parent : « You're too young to hear such
language. »
The Christmas Minstrel was such a success that
we're afraid they'll never have another one.
Oh! where are Ihe Francs of yesterday? .
As a barber Jennings is a good wrestler.
Imprimerie speciale du W. C. E.
28
ILLINOIS CENTRAL MAGAZINE
"Somewhere in France."
Dec. 25, 1917.
Dear Sister and All:
As it is Christmas, will write you to
let you know that my tho'ts are with
PRIVATE I. D. HOLMES AND HIS SECTION
GANG NOW "SOMEWHERE IN FRANCE."
HE WAS FORMERLY IN THE EMPLOY OF
THE ILLINOIS CENTRAL RAILROAD COM-
PANY, AND IS NOW "SOMEWHERE IN
FRANCE" WITH THE 13TH REGIMENT EN-
GINEERS (RAILWAY).
you. Would like very much to spend
the week at home and with you. Altho'
many miles are between us, my heart
and my thoughts are back home with
you. It is very sweet to know that you
all at home are for us and remember us
on the good old yuletide days, wheth-
er you all know it or not, but it makes
life so much sweeter and easier for us.
We all get presents from the Red Cross
today and I understand that we are to
get some more in a few days and will
pei what the employes are sending us.
The Y. M. C. A. and Red Cross are
great organizations. Will never forget
either. And the Ladies of Milwaukee,
Wis., sent us some presents. Isn't such
a bad war after all, is it ? We had fresh
pork for dinner today and will have
turkey tomorrow. Wouldn't you like
to take dinner with us? Well, I don't
know anything new to write this time.
Will write you real soon.
Your sincere Bro.,
I. D. Holmes.
A Letter from a Former Student of the Station
Training School
West Point, Ky., Jan. 21, 1918.
Mr. E. A. Barton,
Chicago, 111.
Mr. Dear Mr. Barton:
I arrived in West Point O. K. and am working. I think I am going to
like the work fine. I can see that your training was of the highest class, and
I want to say that I highly appreciate the most excellent training received in
your school. You certainly put a fellow on the road to an agency. Please
write me. I remain your former student,
1 A. Howard Williams.
COPIAH COUNTY
HAZLEHURST CRYSTAL SPRINGS
MISSISSIPPI
Copiah County, Mississippi, is situated
in the 31st parallel of latitdue, and has a
population of 36,000. The climate is de-
lightful, the summers long, but never
too warm on account of the modifying in-
fluence of the gulf breeze, and the winters
usually short and moderate. The coast
breeze makes even the mid-summer nights
pleasant. It is one of the healthiest sec-
tions of the South. The annual rainfall
is about 50 inches, but the County has a
good system of natural drainage, and the
supply of clean water of excellent quality
is abundant.
Schools
The schools of the county are main-
tained seven months each year. The prin-
cipal rural communities have established
Consolidated Schools, with modern two-
story, well equipped school buildings. The
pupils are transported to and from these
schools in auto or wagon carriers, which
is easily done on account of the excellent
system of pike roads throughout most of
the county. There are 20 Consolidated
Schools in the county; 40 wagons and
trucks are used in transporting pupils and
the enrollment runs from 100 to 250 pupils
per school.
One of the prides of the county is the
Copiah-Lincoln Agricultural High School,
located at Wesson, and owned jointly by
Copiah and Lincoln counties. It has a
plant valued at $100,000.00. Here the
farmer boy can get a good education at
low cost.
Agricultural Opportunities
Copiah is naturally an agricultural
county, and its soil and climate make it
well adapted to diversification in its broad-
est meaning. It is composed of two dis-
tinct types of soil, the western half being
part of the fertile brown loam type, and
the eastern half the great truck producing
area of the Long Leaf Pine area. Before
the boll weevil the principal products were
cotton and truck. Of recent years the old
system of farming has changed and the
farmers have given more attention to di-
versified crops and live-stock, which has
made them more independent than ever
before.
While Copiah county is by far the lead-
ing truck growing county of the state, and
one of the leading tomato producing sec-
tions of the world, there is perhaps no
o.her county in the state where the farm-
ing interests are so well balanced. The
soil and climate of this county make it very
admirably adapted to the growing of all
general crops found in the South, and the
good grazing lands of the western half
make cattle and sheep raising very profit-
able. The county was one of the first in
this section to become "tick free," and pure
bred cattle can be found in almost every
community. Burmuda and lespedeza will
grow luxriantly in all parts of the county
and furnish good pasture for all kinds of
live stock. In fact, there is no other sec-
tion of the state where the small farmer
can find the advantages offered on the low
priced lands of this county.
Conditions Ideal for Small Farmer
Our conditions are most ideal for the
small farmer who wishes to grow dairy
cows, hogs and chickens. This combina-
tion or type of farming is found to be very
profitable, and although yet in its infancy,
is growing rapidly.
Gravel Roads
Two hundred and fifty miles of gravel
roads with 40 additional miles being built,
make it easy for the farmer to market
his product^, and cream trucks are run-
ning reguarly over eight different routes
to collect both cream and eggs. This en-
ables the farmer to market much of his
products right at his door.
Community Co-operation to Build Good
Herds
The farmers realize that the future of
their herds depends upon the foundation
animals selected, and in many communities
are now using registered males of known
breeding. In some instances these animals
are '•bought co-operatively, ..thus making
it possible for the small farmer to improve
his herd at the lowest possible cost. Five
registered bulls have been placed in one
community during the past six months and
many other communities are expected to
do even better.
"Rooters and Cacklers"
Hogs and poultry are assuming great
29
ILLINOIS CENTRAL MAGAZINE
31
proportions in the farming interests of the
country, and will soon "root and cackle
tlH-ir way nearer the head of the line.
Cotton
While cotton is not grown so extensively
as it was a tew years past, the county pro-
duced about 5,500 bales last year, on an
acreage of about one-tenth tliat planted
before the weevil came. To state tne mat-
ter in a different way, as much cotton is
produced per acre now as before the wee-
vil came, but nothing like the acreage can
be planted, since the new conditions call
for intensive cultivation. This has really
been the greatest blessing to our farmers.
It is estimated that the mortgage loans
on Copiah farms have decreased one mil-
lion dollars in the last eight years.
A County Board That Believes in Progress
Our progressive board of supervisors for
the county have employed and maintain
both a farm and home economics agent to
look after the farming and club interests.
These agents, John C. Anderson and Mrs.
Myrtle S. Dodds, look after the organiza-
tion of agricultural and canning clubs
among the boys and girls, and assist the
farmers and their wives in the production,
conservation and marketing of their farm
products.
Home Economics Work
Copiah was the first county in Missis-
sippi to put on the Home Economics work.
That was in 1912. It has grown, and defi-
nite results have increased each year. Dur-
ing 1917 the 164 canning club girls and 200
home demonstration women conserved by
canning, preserving and drying 4,245 pounds
of dried fruits and vegetables. A large num-
ber of labor saving devices and home con-
veniencies have been installed in the rural
homes. Community spirit has been devel-
oped. The membership for 1918 is largely
increased, and from the interest mani-
fested there is reason to expect greater re-
sults than the year before.
Copiah Has Largest Health Resort in State
Browns Wells, located ten miles from
Hazlehurst on pike road, in a 400 acre tract
of native pines, is the largest health resort in
the state, if not in the South. There are
accommodations for 300 guests, and a large
dance pavilion and a good golf course
Wealthy men from New Orleans and near-
by cities are buying tracts near this health
and pleasure resort, and converting them
into model farms. The hotel itself fur-
nishes a ready market for much of the eggs,
noultry and other products of the farmers
living near.
Banking Business of County
Copiah county has five strong banks, with
combined capital and surplus of $321,000.00.
Deposits $1.500,000.00. Total resources
over two million dollars. The first bank in
the county was established in the year 1882,
being one of the oldest banks in South
Mississippi. The banks are very conserva-
tive in tneir business methods, yet very
progressive, and every worthy enterprise
will lind them ready and willing to lend a
helping hand. There has never been a bank
failure in the history ol the county, bale
of second Liberty Loan Bonds reached
$183,000.00, — our people are patriotic.
A Word About Value of Farm Products
The county ships about 2,500 cars of
vegetables each year, made up mostly ot
tomatoes, cabbage, beans, English peas, car-
rots, beets, Irish potatoes and turnips. The
annual value of vegetable and fruit ship-
ments total a million and a quarter dollars.
About 200 cars of beef cattle and hogs are
shipped annually, bringing to the county
about a quarter of a million dollars. The
cotton crop in Copiah county last year
brought the farmers, counting lint and seed,
about one million dollars. About $200,000
worth of milk and milk products are shipped
annually, and the egg and poultry business
brings to the county about $100,000.00 an-
nually. In addition to these "money crops,"
this is a fine corn, sweet potato, Louisiana
cane and pea country. The farmer can
"live at home, and board at the same place."
Forty to sixty bushels of corn per acre an-
produced after vegetable crops. That is
one of the great advantages of our long
growing season, two crops are by no means
rare.
Farmers Invited
Only about twenty-five per cent of our
lands are actually cultivated. Fifty per
cent of our lands are subject to a high state
of cultivation, and the remaining 50 per
cent can be used for woodland and pastur-
age. The great need of this section, there-
fore, is small, industrious white farmers, to
develop our idle lands. Lands are cheap.
New citizens are gladly welcomed. In addi-
tion to good returns to the farmer who
comes to Copiah county, we offer him the
advantages of a delightful climate, the best
pike roads in the state, a law-abiding and
warm hearted citizenship, good churches
and wholesome influences for his children.
Hazlehurst, the County Seat
Is a town of 3,000 population, with water
works and electric lights (municipally
owned), sewers, graveled streets, and about
five miles of concrete sidewalks. The city
school is one of the best in the state. It is
Housed in a two-story and basement brick
building, heated with steam, having a fac-
ulty of twelve, and an enrollment of 400. It
is in session nine months each year, and
mipils from this school are admitted to the
leading colleges and universities, if the en-
tire course is completed. Departments of
music, expression and home science are
maintained in the Hazlehurst school, as well
as in the other town and many of the Con-
solidated Schools of the county.
The county buildings are among the most
32
ILLINOIS CENTRAL MAGAZINE
attractive in the state and occupy a square
in the heart of Hazleluirst. About forty
mercantile establishments serve the adja-
cent territory. The keynote of the business
of the town is "service." The merchant
not only deals in goods and wares, but he
assists the farmer to find a market for his
products. You can sell anything in Hazle-
hurst for cash. The result is a commend-
able spirit of co-operation between town
and country.
Industries
Hazlehurst has the largest oil mill in the
s'ate, which also manufactures large quan-
tities of fertilizer for the farmers of South
Mississippi and Louisiana; a large cotton
compress, an ice factory, and a number of
small saw mills nearby manufacture the na-
veneer plants where the native woods are
made into vegetable containers for the ship
merit of tomatoes, cabbages, beans, beets,
carrots, and the other products of the truck
farmer; also a large saw mill.
The fruit growers association operates a
canning factory, where large quantities of
the produce is cared for.
Mississippi Chautauqua
One of the most picturesque spots in the
state is in sight of Crystal Springs. Nature
and art have made liberal contributions to
the beauty of the grounds. A lake with an
area of 25 or 30 acres, and water as clear as
the Crystal Springs can supply, is a thing
of beauty and a joy to seekers of pleasure,
health and rest. This is Lake Chautauqua
in Mississippi. Fine fish abound in the
tive long leaf pine into merchantable lum-
ber. A veneer factory, where native woods
are made into vegetable containers.
A most noteworthy feature of Hazlehurst
is the harmony and good fellowship exist-
ing between the various demonstrations in
the town. The congregations often meet
for union worship.
Crystal Springs
Crystal Springs, ten miles north of
Hazlehurst, has a population of about 2,000,
and is the largest shipper of fruits and
vegetables in the state.
A fine school, well attended, expresses the
progressive spirit, as well as the large stock
of merchandise carried by the many mer-
chants of the city which assures their pat-
rons that their wants will be cared for.
Industries
Located at Crystal Springs are two large
sparkling waters. The commodious taber-
nackle will seat 1,500 people.
The Assembly has had regular annual
sessions ever since 1895. On the platform
have been orators, lecturers, musicians,
soldiers and entertainers of national reputa-
tion. Oratorical and musical inter-collegiate
contests attract large crowds of the most
cultured people of the state. Many families
own up-to-date cottages on the grounds and
occupy them during the season.
Other Good Towns.
Wesson, ten miles south of the county
seat, was once known as the cotton manu-
facturing center of the state. Through mis-
management, the large mills there have
been idle for several years, but the sub-
stantial brick buildings are a standing in-
vitation to men of means to make use of
the opportunities there afforded. What
ILLINOIS CENTRAL MAGAZINE
33
Wesson has lost in the closing of the mills,
however, she has made good along agricul-
tural lines. It is the largest shipper of
milk and milk products in the state.
Gallman, Georgetown, Beauregard, Rock-
port and Hopewell are other good towns.
There are 25 rural routes in the county
and practically every farmer has his daily
mail.
Not Neglecting the Best Things.
Copiah county is well supplied with
churches and schools, which is an index
of the religious and intellectual life of the
people. In almost every case where you
find a church there is a school house hard
by.
The principal religious bodies represented
are the Baptist, Methodist and Presby-
terian, with three or four small groups of
Episcopalians and Catholics in the towns.
Within the bounds of the county there
are thirty Baptist churches, with an aggre-
gate membership of 4,800, with church
property valued at $75,000.
There are 19 Methodist churches in the
county, with a total membership of 2,465,
and church property valued at $28,850.
The Presbyterians have three churches,
with an aggregate membership of 350, and
church property valued at $10,000.
The population of the county being very
largely rural, the overwhelming majority
of the churches are located in the country,
and from the nucleus of strong community
centers, which mold and direct the social
and religious life and activities of the peo-
ple.
Facts About Copiah County
County contains 497,109 acres of land.
Population of county is 36,000, with 2,200
in the draft age.
Assessed valuation of property on about
a 60 per cent basis is $11,000,000.
There are 250 miles of graveled roads
and 40 additional miles in construction.
There are 800 telephones in country
homes of the county.
There are 20 consolidated schools, and 40
auto trucks and wagons for transportation.
Box factory output valued at $300,000 per
year.
Five hundred and fifty bales of cotton
last year.
The largest oil mill in the state.
County demonstration agents for home
economic and corn club work, etc.
Two splendid health resorts.
There are 5 strong banks, with total re-
sources of over $2,000,000.
There were 2,500 cars of vegetables
shipped last year.
Milk products annually valued at $200,000
Egg and poultry business brings to the
county $100,000 per year.
One of the best agricultural high schools
BUSINESS SECTION, HAZkEHTJRST, MISS.
34
ILLINOIS CENTRAL MAGAZINE
INDUSTRIES, HAZLEHURST AND CRYSTAL SPRINGS. MISS.
in the state, with a plant valued at $100,000. For information or literature, address:
Numerous community centers over the Hazlehurst Board of Trade, Hazlehurst,
county with good churches and schools. Miss.
The Iron and Steel Industry in the South
By E. F. Stovall
HPHIS subject has been handled by
many writers including Miss Ethel
Arms of Birmingham, who wrote a vol-
uminous account of this important in-
dustry entitled "The Story of Iron &
Steel in Alabama," Mr. E. F. Burchard,
Mr. J. M. Swank and others, and to these
writers and to papers read at a meet-
ing of the Iron & Steel Institute held at
Birmingham in 1914, I am indebted for
most of the facts contained in this arti-
cle.
I think it well in treating of this in-
dustry in Alabama to first give you a
brief history of its development in the
country as a whole, and particularly in
the South.
The first furnace which I find men-
tioned in this Country was a bloomery in
Virginia in 1619 and the first blast furn-
ace was located at Fredericksburg, Vir-
ginia, about 1715 or 1716. It is related
that some Germans came over about this
time "to make wine and help in the iron
business." This perhaps is the only in-
stance where such widely different in-
dustries were related. The output of
this furnace was 20 tons per week and
to quote Mr. J. M. Swank, this first
furnace went out of blast on account of
Shortage of Corn with which to feed the
oxen used in hauling the iron from the
furnace.
Our modern furnaces in this district
will average about 400 tons per day or
2800 tons per week, hence you will real-
ize that much progress has been made
from primitive methods employed in the
infancy of this great industry.
It further appears from history that
a furnace was started in Maryland in
1722, the ore used being from the prop-
erty of Geo. Washington's father. A
part of this furnace was still standing
in 1840.
In North Carolina a furnace was built
in 1780 which was in operation until
1873.
In South Carolina it appears the first
furnace was put in operation in 1787.
In T791 Bourbon furnace was built
near Owingsville, Ky., with an output of
about 3 tons per day. In 1810 this furn-
ace made a contract with the United
States Government to furnish cannon
balls for the navy, and some of these
were actually used by "Old Hickory" at
the battle of New Orleans.
The earliest furnace in Georgia was
built in 1832 and was the greatest South-
ern iron producer of them all.
In Alabama we find the first furnace
to have been built in 1818 near Russell-
ville, Franklin County, on property now
owned by one of our great iron makers,
the Sloss Sheffield Steel & Iron Com-
pany. This plant was operated by water
power, the fuel used being charcoal made
from cedar trees. (Arms P 30.)
Prior to the Civil War, a great many
furnaces were erected in the South but
for various reasons they did not as a rule
36
ILLINOIS CENTRAL MAGAZINE
37
prosper, and one by one they went out
of operation. In 1860, the Southern
States made over 120,000 tons of Pig
Iron and this was possibly exceeded in
1861 and 1862, but at the close of the
war the impoverished condition of the
South, the shortage of man power even
for cultivating the farms, and the gen-
eral conditions brought about by that
great struggle caused the iron industry
to pass into a condition of complete inac-
tivity and it was several years after the
close of the war before there was any
material recovery from this stagnation.
It was not until 1862 that it was known
that Red Mountain, on a part of which
is the principal residential section of
Birmingham, contained ore, and more-
over is a veritable mountain of iron.
This discovery was made by a Mr.
Grace, farmer and later Sheriff of
Jefferson County. The first iron from
this ore was made in a forge -in Bibb
County to which Mr. Grace sent a
wagon load of the ore.
Here I think it well to describe the
Birmingham District which is the heart
of the Southern iron producing territory.
To the south is Red Mountain ex-
tending from Bessemer on the west to
a point some miles east of Birming-
ham— a distance of about twenty miles ;
to the north is another range of hills
and between these ranges lies Jones'
Valley in which most of the iron and
steel mills are located.
The mountain to the south is almost
a solid mountain of iron ore; to the
north and west there are vast deposits
of coal and in the valley there is an un-
g
Hazlehurst
Miss.
38
ILLINOIS CENTRAL MAGAZINE
limited supply of Dolomite or lime
stone.
It is well understood that the three
fundamental elements of iron and steel
manufacture are the ore, coal of coking
properties and lime stone, all of which
the reader will perceive are at
hand in the Birmingham district,
but notwithstanding the natural ad-
vantage of having all the materials
easily accessible many things operated
against the swift realization of the
dreams of the pioneers in this Southern
industry. The greatest troubles were
the lack of a home market and the diffi-
culty of competing with foreign pig iron
in Northern markets. Further there was
for many years a prejudice against
Southern iron because of its content of
phosphorus. As late as 1879 a leading
stove manufacturer in St. Louis said to
Mr. Bowron, now President of The
Gulf States Steel Company, that he
.would not think of using such an infer-
ior quality of iron.
These difficulties combined explain
the struggle, failures and wrecks, and
shattered hopes with which this district
was oppressed for many years, but which
have been of later years so thoroughly
dissipated.
Prior to 1875 charcoal was used in the
manufacture of all pig iron made in Ala-
bama. In February of that year the
first coke pig iron was made at Oxmoor
furnace now the property of The Ten-
nessee Coal Iron & R. R. Co. and this
was the beginning of modern develop-
ment in the making of iron.
It was contended for years that the
iron produced in Alabama was not suit-
able for the manufacture of steel. In .
1888 the Henderson Steel Company in
a small way undertook its manufacture
and in 1890 the Tennessee Coal Iron &
R. R. Co. undertook to manufacture open
hearth steel. It was not, however, defi-
nitelv determined that Alabama iron was
suitable for steel making until 1895 and
sufficient capital was not forthcoming
until 1897 or 1898 to provide for its
manufacture.
In 1906 The Tennessee Coal Iron &
R. R. Co. under new management be-
gan to prepare for large expansion and
spent during two years several million
dollars. However the panic of October,
1907 brought about a situation making it
necessary to protect the stock of The
Tennessee Company as well as other se-
curities which resulted in the sale of that
company to the U. S. Steel Corporation,
marking an era in which was begun the
accomplishment of large things in the
way of steel making in. the Birmingham
district.
In addition to the very great expansion
of the Tennessee Coal & Iron Company,
increasing the output of iron and steel,
and the location in Jones' Valley of a
large plant of The American Steel &
Wire Company, another subsidiary of
the Steel corporation, other concerns
such as The Sloss Sheffield Steel & Iron
Company, Republic Iron & Steel Com-
pany, Woodward Iron Company, The
Alabama Company and the Gulf States
Steel Company have made splendid pro-
gress, causing the output as a whole to
enormously increase and the Birming-
ham district to steadily become a greater
factor in the industrial life not only of
the South but of the entire nation.
The total iron produced in the South
in 1872 aggregated 11,000 tons; in 1892
this had increased to 915,000 tons ; in
1912 to 1,863,000 tons and in 1917 to
approximately 3,000,000 tons.
In 1900 there was produced 66,000
tons of steel; in 1913 this had increased
to 778,000 tons and in 1917 to approxi-
mately 1,800,000 tons.
Geologists have estimated the supply
of ore now in sight will last, at present
output, more than a century and many
in position to judge are of the opinion
that this time estimate can be doubled.
Plants are continuously being en-
larged, new industries for manu-
facturing the finished product from
Southern iron are locating in the district
and through all their trials Southern
iron and steel are not only coming into
their own but have already arrived and
in view of the supreme importance of
iron and steel to' the successful outcome
of the great struggle in which our coun-
try is now engaged, the South, and par-
ticularly this district, is playing no in-
conspicuous part in winning the war.
Accounting Department
Illinois Central Railroad Company
The Yazoo & Mississippi Valley Railroad Company
Chicago, Memphis Jk Gulf Railroad Company
Office of Local Treasurer — Circular No. 46
Delivering Freight Consigned to "Order"
Chicago, January 7, 1918.
1. Why Consigned to "Order"— A
shipment is consigned to "Order," as a
rule, for the purpose of securing the
payment of its value before delivery to
the purchaser who is usually the
"Notify" party. A draft is usually at-
tached to the bill of lading, and sent
through a bank or by express for col-
lection from the purchaser; the pay-
ment of the draft secures to the payer
(purchaser) the possession of the bill
of lading and the possession o.f the bill
of lading, properly endorsed is evidence
of ownership of the consignment. The
direction in the bill, "Notify ,"
has no effect except merely as to notice
of arrival, and does not entitle the
party notified to receive the consign-
ment without surrender of the bill of
lading. So far as delivery is concerned,
he has no rights different from those
of any third party.
2. Proper Delivery — A shipment
consigned to "Order ," to
"Shippers Order, Notify ,"
to "Order = ," Notify
" or to "Order ,
Care of... ," shall be deliv-
ered only upon the surrender of the
original bill of lading, properly en-
dorsed. At time of its surrender,
there shall be written or stamped
across the face of the bill of lading the
words "Accomplished ,
191 ," and reference shall be shown
to billing on which the shipment
moved and station pro number. For
example, Chicago, 111., to Rockford,
111. Waybill 21061, September 14,
1917, Pro. 807:
3. Proper deliveries of consign-
ments as herein described are:
(a) "Order Richard Roe": Deliv-
ery should be made upon surrender of
original bill of lading bearing endorse-
ment of Richard Roe ; notice of arrival
should be sent to Richard Roe.
(b) "Shipper's Order, Notify John
Doe" : Delivery should be made to
John Doe upon surrender of the orig-
inal bill of lading bearing the endorse-
ment of the shipper ; notice of arrival
should be sent to John Doe.
(c) "Order of Richard Roe. Notify
John Doe" : Delivery should be made
to John Doe upon surrender of the or-
iginal bill of lading bearing the en-
dorsement of Richard Roe ; notice of
arrival should be sent to John Doe.
(d) "Order of Richard Roe, Care
of John Doe" : Delivery should be
made to Richard Roe, or to his auth-
orized representatives, upon surrender
of the original bill of lading bearing the
endorsement of Richard Roe ; notice of
arrival should be sent to Richard Roe,
Care of John Doe.
(e) The endorsement of a corpor-
ation on an "Order" bill of lading must
contain the name of the corporation
and the signature and title of the pro-
per officer of the corporation.
4. Assignments — (a) If an "Or-
der" bill of lading is endorsed by the
original "Order" party to the order of
39
40
ILLINOIS CENTRAL MAGAZINE
another party, delivery should be made
to the latter upon surrender of the or-
iginal bill of lading bearing his en-
dorsement.
(b) If an "Order" bill of lading is
endorsed in blank (no other "Order"
party named) by the original "Order"
party, the party presenting it, if other
than the original "Notify' ' party, shall
be required to submit evidence that he
is the rightful holder of the bill of lad-
ing; the endorsement of the party to
whom delivered shall be required.
5. Delivery in Absence of Bill of
Lading — When the bona fide holder of
the invoice for an "Order" shipment al-
leges that the bill of lading has not ar-
rived, delivery may be made to him, if
safe in the judgment of the agent,
upon :
(a) The filing of an application and
agreement, properly executed on form
1340 by the holder of the invoice, and
by a responsible surety, if the former
is of doubtful financial responsibility ;
(b) the filing of the original invoice
certified by the holder that it is for the
entire shipment covered by the freight
bill, and (c) the deposit of cash, or of
certified check to the order of the Rail-
road Company for an amount 10 per
cent in excess of the invoice, with a
maximum of $5.00 excess. A receipt
for the deposit, form 1340, shall be
issued to the depositor. The certified
original invoice and the deposit, or its
equivalent, may be exchanged at any
time for the original bill of lading,
properly endorsed, and the receipt for
the deposit.
0. In the event of established loss
of bill of lading by the "Notify" party
after the payment of the draft, delivery
may be made as per paragraph 5, or
when specially authorized by the Local
Treasurer, upon the filing of a legally
attested bond of indemnity, form 1342
Revised, excuted by the "Notify" party
as principal, and by two individuals of
financial responsibility as surety, for
double the invoice value of the ship-
ment. Agents will be held liable for
any losses resulting from failure to
exercise the proper degree of prudence
in safeguarding the Company's inter-
ests in this respect. When a request
is received for the delivery of a ship-
ment in any other way than as pre-
scribed by paragraphs 5 and 6, in-
structions shall be requested from the
Local Treasurer before compliance.
7. Accounting of Deposits Received
in Lieu of Bills of Lading— Deposits
of cash and certified checks shall be
immediately recorded in agency cash
book ; cash deposits shall be included
in the first regular remittance for
credit of the agency account, but cer-
tified checks may be held for five (5)
days for refund, at the expiration of
which time, if not refunded, they shall
be included in regular remittance for
credit of the agency account. Debit
for cash deposits and certified checks,
whether refunded or not, shall be
taken on monthly Statement of Miscel-
laneous Freight Items, Form 102,
showing names of depositors, and
amounts deposited, supported by cer-
tified copies of original invoices, and
forwarded to Auditor of Miscellaneous
Accounts.
When a certified check is exchanged
for a bill of lading, the receipt given
therefor at the time of deposit shall be
taken up the same as for cash deposits
refunded, and accounting shall be
made in accordance with paragraph 9.
When a certified check has not been
refunded or remitted at the close of a
month, the amount thereof shall be re-
ported as a miscellaneous asset on
back of Monthly Statement of Account
as a special entry, "Deposits collected
in lieu of bills of lading not refunded."
8. Deposits refunded shall be en-
tered in agency cash book and credit
taken on Monthly Statement of Mis-
cellaneous Freight Items, Form 102S
showing names of depositors, and
amounts refunded, supported by re-
ceipt for the deposit, Form 1340, and
forwarded to Auditor of Miscellaneous
Accounts.
9. Deposits shall be recorded in
agency cash book and entered on
Monthly Statement of Miscellaneous
ILLINOIS CENTRAL MAGAZINE
41
Freight Items, Form 102, even though
refunded the same day.
10. "Order" bills of lading, papers
supporting deposits for "Order" freight
and bonds of indemnity accepted in
lieu of bills of lading shall be handled
as follows :
(a) Bills of lading accomplished
and bonds of indemnity accepted in
lieu of "Order" bills of lading shall be
securely pinned to the original way-
bills (not pasted) and shall be for-
warded to the Auditor Freight Re-
ceipts.
(b) Applications and agreements,
Form 1340, covering shipments de-
livered without surrender of "Order"
bills of lading, shall be reported on
Form 1355 prepared in duplicate ; the
original, together with supporting
documents, shall be securely pinned
(not pasted) to the original waybills
and forwarded to the Auditor Freight
Receipts. The duplicate of Form 1355
shall be retained and rendered to the
Auditor Freight Receipts with the
original "Order" bills of lading, when
surrendered, or with the bond of in-
demnity in the event delivery was
made on a deposit in accordance with
paragraph 5.
(c) Form 1355 shall be prepared in
duplicate for all "Order" shipments,
the waybills for which are forwarded
before the surrender of "Order" bill of
lading or the acceptance of bond of in-
demnity, when delivery is so made.
The original shall be securely pinned
(not pasted) to the waybill which shall
be forwarded to Auditor Freight Re-
ceipts and the duplicate of Form 1355
shall be retained by the agent. When
the bill of lading is surrendered and
accomplished in accordance with par-
agraph 2, or bond of indemnity is ac-
cepted in lieu of "Order" bill of lad-
ing, in accordance with paragraph 6,
those documents shall be securely
pinned (not pasted) to the duplicate
of Form 1355 and rendered to the Aud-
itor Freight Receipts.
(d) When "Order" freight is deliv-
ered on a deposit, in accordance with
paragraph 5, after Form 1355 has been
rendered, the duplicate thereof shall be
retained for transmittal if and when
the original "Order" bill of lading is
surrendered, but an exact copy ot
Form 1355 shall be made, to which
shall be pinned (not pasted) the sup-
porting documents and mailed to the
Auditor Freight Receipts.
(e) A bond of indemnity at the ex-
pense of the agent will be required to
cover all "Order" bills of lading which
have been surrendered by consignees
but not rendered to the Auditor
Freight Receipts and for which a satis-
factory explanation cannot be made.
11. Reconsignment — When the for-
warding of an "Order" shipment to an-
other point has been authorized, the
original bill of lading, properly en-
dorsed, must be surrendered and for-
warded to the Auditor Freight Re-
ceipts with Form 1355 headed Recon-
signments and properly filled in, show-
ing billing reference, name of con-
signee and final destination as changed.
12. Rendition of Authority for Spe-
cial Disposition. — When an "Order"
shipment has been disposed of otherwise
than by delivery as authorized in para-
graphs 5 and 6, the authority for the dis-
position shall be rendered to the Audi-
tor Freight Receipts with Form 1355.
13. Collections for Shippers. —
Agents of these Companies shall not act
as collecting agents for shippers. Re-
quests of shippers for collection of the
value of shipments shall be referred to
the Local Treasurer for instructions.
14. Inspection of Freight. — Inspec-
tion of freight consigned to "Order"
shall not be permitted unless provided by
law or unless permission is endorsed on
the bill of lading or given in writing by
the shipper, or unless the party desiring
inspection shows himself to be the owner
of the consignment by presenting prop-
erly endorsed bill of lading. When bill
of lading is so produced you are re-
quired to stamp such bill of lading thus :
Illinois Central Railroad Company.
This bill of lading presented
, 191 ,
and inspection allowed.
Agent.
15. Attention is called to the Act of
Congress approved August 29, 1916,
ILLINOIS CENTRAL MAGAZINE
known as THe Uniform Bill of Lading
Act, which took effect January 1, 1917,
and particularly to Section 23 of this Act
which section reads as follows :
"Sec. 23. That if goods are delivered
to a carrier by the owner or by a person
whose act in conveying the title to them
to a purchaser for value in good faith
would bind the owner, and an order bill
is issued for them, they cannot there-
after, while in the possession of the carri-
er, be attached by garnishment or other-
wise or be levied upon under an execution
unless the bill be first surrendered to the
carrier or its negotiation enjoined. The
carrier shall in no case be compelled to
deliver the actual possession of the goods
until the bill is surrendered to him or
impounded by the court."
You will, therefore, in no case deliver
the actual possession of a shipment cov-
ered by an order, notify bill of lading for
the transportation of goods from a place
in a State to a place in a foreign coun-
try, or from a place in one State to a
place in another State, or from a place in
one State to a place in the same State
through another State or foreign coun-
try, which shipment has been sought to
be attached by garnishment or otherwise
or levied upon under an execution until
the order, notify bill of lading covering
such shipment has been surrendered to
you or impounded by the court. In the
event any question should arise with re-
spect to the course to be followed, please
confer with the Local Attorney.
10. Applications, Form 1340, accepted
with deposits or bonds, Form 1342 Re-
vised, accepted in lieu of bills of lading
when secured by surety must have affixed
and cancelled a War Tax Stamp in
amount of one (1) per cent on each dol-
lar or fractional part of said premium
charged.
17. These instructions must be strictly
complied with. Any departure from
paragraphs 1 to 6 inclusive and 13, 14
and 16 shall be taken up with the Local
Treasurer ; 7, 8 and 9, with the Auditor
of Miscellaneous Receipts; 10, 11 and
12, with the Auditor Freight Receipts
and 15 with the Local Attorney.
All previous instructions in conflict
with above are hereby cancelled.
O. F. Nau, Local Treasurer.
W. D. Beyner, Comptroller.
CATTLE, COPIAH COUNTY, MISSISSIPPI.
TRANSPORTATION
DEPARTMENT
Prompt and Proper Handling of Freight Cars
By A. Barnard Trainmaster, Chicago
A
RE all railroad employes who are
directly concerned in the prompt
and proper handling of freight cars read-
ing the bulletins issued by the Commis-
sion on Car Service, Special Committee,
National Council of Defense, and mak-
ing a real effort to have the suggestions
and orders outlined by this Commission
carried out? Is the importance of these
bulletins and the seriousness of the situ-
ation fully appreciated, and are diligent
efforts being made to impress these
things upon shippers and consignees?
The interests of shippers and con-
signees and the railroads serving them
are mutual. The railroads are the con-
necting link, and in order to obtain the
best results, all must work in unison.
A vast majority of shippers have no
knowledge of the receiver's capacity and
ability to handle business, and neither
undertand nor appreciate the difficulties
of railroads in disposing of traffic when
congestion follows a lack of such under-
standing and full co-operation of both
shipper and consignee. It therefore de-
volves upon agents and other employes
dealing directly with the public to urge
shippers to acquaint themselves with the
unloading and track capacity of con-
si'ignees' plants, and regulate their ship-
ments accordingly, to the mutual advan-
tage of the public and railroads.
Attention of shippers and consignees
should be drawn to the fact that rail-
roads are obliged to operate 24 hours
each day and 365 days a year, regardless
of the season or weather conditions.
They should be urged to do likewise,
even at extra expense, if necessary, in
order to assist in getting the maximum
mileage out of cars, and in turn help
other shippers who are waiting for cars.
Taking advantage of free time allowed,
or payment of demurrage as a cheap
warehouse expense, should be discour-
aged to consignees, as being a selfish and
unpatriotic act. This need "not be done
in a fault-finding manner, but in a friend-
ly spirit, soliciting their co-operation in
the railroads' endeavor to supply the
great demand for equipment.
Attention should also be drawn to the
enormous expenditure railroads have
made in order to increase capacity of
cars, and for large locomotives to handle
them, as well as the cost of strengthening
and improving the roadway and struc-
tures to permit use of this heavier equip-
ment. When conditions warrant, ship-
pers and consignees might properly be
urged to reciprocate by increasing their
track and storage capacity.
Prompt unloading and prompt and
full loading of cars will do more towards
relieving car shortage than any other
factors. Loading of cars to the maxi-
mum is far-reaching in this respect. It
assists the railroads materially by reduc-
ing to a minimum the number of cars
handled in trains and yards, which are
over-taxed ; helps in avoiding congestion,
and permits of hauling greater freight
tonnage. It is likewise helpful to the con-
sipnees in that it saves them switching
charges and increases their receiving fa-
cilities by reducing the number of cars
handling for and by them.
Inasmuch as the Illinois Central is an
43
44
ILLINOIS CENTRAL MAGAZINE
originating road, its employes should par-
ticularly interest themselves in this sub-
ject, and exert their best efforts towards
obtaining the full co-operation of all
patrons. There should be no difficulty in
convincing them that following out these
suggestions will be for the best interest
of themselves and their neighbors.
RESIDENCES, CRYSTAL SPRINGS, MISS.
Judge Dickinson and Other Passengers Compliment
the Efforts of the Illinois Central Employes to
Minimize the Delay Incident to
Recent Snow Storms
January 15, 1918.
C. H. Markham, Esq., Pres. Illinois Central R. R. Co.,
Park Row Station, Chicago.
My dear Mr. Markham:
1 was one of those who left Memphis on the Illinois Central 5:30 P. M. train
Friday and reached here about noon the following Monday. It was a trying time for
the officials and employes of the company. All of them did everything that they could
for the comfort and contentment of the passengers and were very polite and con-
siderate, from the conductor down the line. They did not get on their nerves, did
not become impatient, and answered politely hundreds of inquiries, many of which
were entirely useless. I did not see any passenger fret or worry, but all accepted it
as an act of God, and felt that your company was doing everything that it could
to facilitate their progress and care for their comfort. These expressions were con-
stant and outspoken. I never heard a single complaint from any one.
I thought that it would be gratifying to you to know these facts.
With best wishes, I am Yours verv truly,
T. M. Dickinson.
January 16, 1918.
My dear Judge Dickinson:
I was very glad to receive you letter of the 15th.
It is extremely gratifying to know that your good self and other passengers on
our snow-bound train were pleased with such arrangements as we were able to make
ILLINOIS CENTRAL MAGAZINE
45
for your comfort. The storm was the worst in the history of this community and we
are only now beginning to recover.
Again thanking you for writing me, I remain, with kind regards,
Sincerely yours, C. H. Markham.
Hon. Jacob M. Dickson, "The Temple," Chicago.
January 17, 1918.
Mr. Felix Kalb, The Sharpies Specialty Company,
Railway Exchange Building, Chicago, Illinois.
Dear Sir:
Have your note of January 15th commenting on treatment accorded you in the
recent snow blockade by the crew of the Panama Limited, and I am not only pleased to
learn that our men did their duty and upheld the traditions of that train but also
appreciate your having taken the time to tell us about it. It is my purpose to see that
your letter is shown to those employes who, with many others, fought hard to make
comfortable the passengers entrusted to their care through what, no doubt, was the
worst blizzard in history in this section of the counry.
Also thank you for your expression of good will towards our company.
Very truly yours, T. B. Bowes, Vice-President.
January 15, 1918
The Illinois Central, Chicago.
Gentlemen: — I wish to comment and thank you for the courteous treatment re-
ceived during the delay on your No. 4 train coming into Chicago from Mattoon, Illinois
We were originally delayed at Champaign and later transferred to the Panama Limited
I wish to state that the crew of both trains were indeed very courteous and did every-
thing possible to .make us comfortable and satisfied during the inconvenience caused
by the snow storm, bringing us in the city forty-nine hours late but well pleased to
have been caught in this predicament while on your road.
I am in a position to reimburse this courtesy by sending a great deal of our freight
shipments by your line and by personally using the railroads a great deal, and 1 would
make it my business to go out of my way to use the Illinois Central lines whenever
possible.
Again commenting upon the able and courteous management of the crew of the
Panama Limited Sunday and Mondav of this week, I am with best regards,
Sincerely yours, Felix Kalb
FROM THE LAW DEPARTMENT
Biographical Sketch No. 34
Augustus Benners
46
Augustus Banners
District Attorney. Illinois Central Railroad, Birmingham, Ala.
Mr. AUGUSTUS BENNERS was born at Greensboro, Alabama, on May 13,
1872; is a graduate of , the Southern University at .Greensboro; and has prac-
ticed law in Birmingham continuously since 1893. He has been one of the Com-
pany's District Attorneys for the State of Alabama ever since 1906, and of its
most valued counsel.
Commerce Decisions
Limitation of liability in transporting live stock. Interstate Commerce Act
controls interstate shipments. — The Supreme Court of Missouri held Dec. 31,
1917, in Bilby v. A. T. & S. F. R. Co., 199 S. W. Rep., 1004, that a contract for
the interstate shipment of live stock must be construed and measured by the
Interstate Commerce Act ; that neither the state laws of the place of contract nor
the laws of the state of the forum have any application ; that provisions requir-
ing written notice of claim for damages as a condition precedent to the shipper's
right to recover for loss or injury during transportation are valid, but that such
contracts cannot exempt the earner from liability for losses occasioned by its own
negligence ; that failure to give notice of .claim defeats recovery, there being a
consideration in a reduced rate for transportation and it being proper under the
rates filed with the Interstate Commerce Commission ; that the difference between
the two rates, i. e., one limiting liability, and one not limiting it, is sufficient con-
sideration for the contract limiting liability ; that a shipper having duly executed
the contract, must be deemed, in law, to have had full knowledge of its contents,
and the fact that a copy given to the shipper's agent in charge of the cattle was
taken up at the end of the trip like a ticket did not excuse failure to comply with
a condition precedent of the contract.
Intermediate Stations defined — zvhen Commission's jurisdiction not exclusive. —
In National Elevator Co. v. C. M. & St. P. R. Co., 246 Fed. 588, the United States
Circuit Court of Appeals for the Eighth Circuit held, opinion by Circuit Judge
Smith, that when the shipper's claim involves the construction of the tariff to de-
termine what rate applied and not the reasonableness of the rate, the jurisdic-
tion of the Interstate Commerce Commission is not exclusive, but that an action
to recover the overcharge may be maintained in the Circuit Court. It was also
held that in a tariff fixing rates to and from stations named and providing for the
rates to apply to "intermediate stations," the word "intermediate'' refers to sta-
tions between those named.
Missouri Passenger Fares— By its decision of November 16, 1917, Re Atchison,
T. & .S. F. R. Co., ct a/, P, U. R. 1918 A, p, 843, the Missouri Public Service
Commission refused to adopt the interstate division of passenger fares of 2.4 cents
per mile north of the Missouri River and 2.6 cents per mile south of the river
and fixed instead a uniform intrastate rate of 2.5 cents per mile, it appearing
that the differences in the fares were not sufficient to cause the use of either state
or interstate fare to the disadvantage of the other or to amount to injurious dis-
crimination. It was also held that the fact that a sufficient return on intrastate
passenger business may be denied the railroads in some other states, or that the
railroads may have taken no adequate steps to increase their return in such states.
48 ILLINOIS CENTRAL MAGAZINE
furnishes no legal grounds nor justification for the Commission to deny the roads
a reasonable return on their intrastate passenger business in Missouri ; that tickets
should be sold by the initial road good for continuous passage over all lines to
points of destination; that the Commission has power to require the issuance and
sale of mileage books and round-trip tickets for less than the maximum rate fixed
for single trip one-way tickets ; that the mileage book rate should be 2% cents
per mile, rather than 2 cents per mile, where the single trip one-way rate is fixed
at 2^2 cents, to secure to the carriers the benefit of the latter rate and discourage
the business of ticket scalpers, at the expense of the carriers, since the difference
of a half-cent per mile offers a sufficient spread to make the business of ticket
scalpers attractive; and that carriers are entitled to make mileage books non-
transferable and to provide necessary safeguards to protect themselves against
the loaning and scalping of such books.
Taxes in Illinois. — In People v. I. C. R. R. Co., 282 111. 29 the Supreme Court
of Illinois, opinion by Mr. Justice Farmer, held that where two high school dis-
tricts have taxed the same land of a railroad, each claiming the same to be in its
district, the court, on application by the county collector for judgment and order
of sale, is authorized to deny judgment as to both districts, as it cannot be de-
termined in such proceeding which district is legally empowered to levy the tax.
Workmen's Compensation. — Where a motorman for an interurban traction com-
pany is killed in a collision, compensation may be recovered from the traction
company, under Section 7 of the Workmen's Compensation Act, on the basis of
the employee's entire annual earnings, although part of said wages are paid by
a city railway company in pursuance of its coittract with the traction company
to furnish employees while the traction cars are operating within the city. (Chi-
cago & Interurban Traction Co. v. Industrial Board of Illinois, 282 111. 230.)
Kentucky Franchise Tax is not a burden on interstate commerce. — On January
18, 1918, the Kentucky Court of Appeals held in Boszvorth v. Evansville & Bozvl-
ing Green Packet Co., 199 S. W. Rep., 1059 ; that under Ky. St. Sec. 4077, provid-
ing that every railway corporation, and every other like corporation and every
corporation performing any public service shall annually pay a tax on its franchise
to the state, and a local tax thereon in the taxing district where its franchise is
exercised, .and sections 4078-4081, providing for reports to the state auditor by
a corporation subject to the franchise tax for the method of its ascertainment and
for an apportionment in the case of foreign corporations and interstate carriers,
an Indiana corporation operating a steamboat line carrying freight and passenger?
on the Ohio and Green rivers between all points from EvansviTe, Ind., to points
in Kentucky, and owning certain tangible property in Kentucky used exclusively
in connection with its transportation business, 98 per cent of which for 1915 was
interstate business, was liable to a franchise tax, which is nothing more than a
tax upon its intangible property, not imposed as a condition precedent to the doing
of business, and not a tax on the gross receipts, which are merely used ?s a factor
in measuring the value of franchise, as such a tax is not an unconstitutional burden
upon interstate commerce.
It was also held that no one can enjoin the collection of an incorrect sum levied
as a tax until he has shown himself entitled to the aid of the court bv paying so
much of the tax as he owes, also that such tax is not nnauthorized b^cau«e the
business was conducted upon navigable waters of the United States, but that a
foreign corporation owning or usinqf no real property nor tangible personal prop-
erty in the state in connection with its interstate business has no franchise that
can be taxed under Sections 4078-81 of the Kentucky statutes, as the state can-
not tax property beyond its boundaries.
Claims -for Loss and Damage to Grain. — In a proceeding of this title. Docket
9009, 48 ICC 530, instituted upon the Interstate Commerce Commission's own
ILLINOIS CENTRAL MAGAZINE 49
motion, it examined into the claims of 12 of the most important western grain
carrying roads on local shipments of grain in October, 1915, to Minneapolis,
Omaha, Kansas City, St. Louis, Chicago, Peoria, and Milwaukee. Among other
things, the investigation disclosed that claims were filed on 11.32% of all cars
handled by those roads; that the grain loss was in value 1.97% of the revenues
paid and 4.82% of the total weight of the grain; that against the Illinois Central,
claims were filed for 3.44% of its shipments and for an amount equivalent to 0.76
of 1% of its grain revenues and to 1.13 cents per ton of grain handled; that
practically all of these claims against the 12 roads were for loss of grain in
transit; that claims for damage to grain itself are comparatively rare; that
49.05% of all cars shipped contained wheat, 50.57% of all claims filed covered
alleged loss on that commodity; while 17% of all shipments consisted of oats,
upon which 13.87% of the claims were filed; that 16.36% of the shipments con-
sisted of corn, upon which 15.21% of the claims were filed; that a large pro-
portion of the claims were presented by a relatively small number of shippers;
that no claims were filed by 85% of the shippers whose shipments embrace 62%
of all the cars shipped; that shippers filing a majority of the claims were the
line elevator companies, or those having a general office at a terminal market
and operating a line of country elevators where the grain is purchased and stored
preparatory to shipment ; that in 1916 the Western Weighing & Inspection Bureau
made tests of 226 hopper sales used in weighing grain at Kansas City, Omaha,
St. Louis, and Milwaukee, of which 61 weighed correctly, 121 weighed light, and
44 weighed heavy; that most of the scales tested either weighed correctly or were
inaccurate to the extent of less than one pound per 1,000 pounds of load, but the
extent of the inaccuracy in many cases ranged from more than one pound to 5
pounds per 1,000 pounds of load; that while many shippers insist there is no
natural shrinkage of grain in transit and that the unavoidable waste due prin-
cipally to the elimination of dust and chaff is insignificant, the Commission says
the record is replete with evidence to the contrary, supporting the Commission's
finding that the tariff rule observed by the western roads is not unreasonable
(Crouch Grain Co. v. A. T. & S. F. R. Co., 36 ICC 265, 41 ICC 717).
Among the remedies suggested by the Examiner, and approved by the Com-
mission, are these, carriers and shippers agreeing there is need of closer co-
operation, that some method should be devised for obtaining dependable weights,
reliable and complete records of losses in transit, and the prompt and fair ad-
justment of claims; that there should be greater uniformity of weighing rules
and practices at terminal markets, better grain doors, and more general use of
other cooperage material, greater care in preparing cars for shipment, handling
them in transit, and obtaining accurate records of losses or defects; that some
carriers and shippers suggested elevators should be classified according to facili-
ties and known methods of handling and weighing grain and that this classi-
fication should be considered in disposing of claims and the report proceeds :
"At the present time neither the carriers nor the shippers are entirely frank
in their dealings with each other. There is a disposition upon the part of some
shippers to present claims without proper justification and to withhold from car-
riers any information concerning defective conditions or probable sources of
error which would detract from the apparent merits of their claims. On the
other hand, carriers withhold from shippers facts within their knowledge which
would justify the filing of claims or have the effect of strengthening the claims
presented. Inasmuch as carriers are held responsible for discrepencies or losses
which to a large extent may and do result from conditions solely within the ship-
per's control, they should be permitted to inspect the shipper's facilities and meth-
ods of operation, and be afforded access to such records as have a bearing upon
the question of loss. Likewise, the shippers are entitled to information as to the
50 ILLINOIS CENTRAL MAGAZINE
manner in which shipments are handled by the carrier, and to be advised of any
losses or damage occurring in transit.
"As we have stated in other cases, shippers should reject cars that are unfit
for loading and the carriers should refuse to accept any shipment tendered in an
unfit car or where the shipper has failed properly to install the grain doors or
otherwise to prepare the car for the safe transportation of grain.
"The carriers are entitled to know at the time of shipment the claimed loading
weight and how it was determined. They should closely supervise the movement
and make an accurate record of all leaks or other losses or of conditions which
would permit losses to occur, such as lack of seal protection.
"It is also thought that the situation could be materially improved by the use
of a standard form for the presentation of grain claims. In this form the ship-
per should be required to certify to the correctness of the facts therein stated,
which, among other things, should include detailed information as to the loading
weight, the condition of the car, the installation of grain doors and other cooper-
age, and the condition of scales and other equipment used in handling the grain.
This, in connection with the record of the car in transit kept by the carrier
and the record of the weighing and car condition at destination, would place
before the carrier when the claim is filed a statement of the facts necessary to
be considered in disposing of the claim. It would deter shippers to a consider-
able extent from presenting fraudulent claims or claims which, if pronerlv in-
vestigated, would be shown to be wholly without merit, especially if a close
supervision and check were maintained.
"Another suggestion which appears to be of considerable merit is that cla;m"
should be investigated or that the claims records should be audited by some quasi
independent organization, such as railway weighing associations or inspection
bureaus, following the present practice of many of the central freight associa-
tion lines and similar to the manner in which demurrage and transit regulations
and practices are now supervised. The investigation of claims or a frequent
audit or examination of the carriers' claims records by such agencies would con-
duce to uniformity of practice and perhaps result in the better handling of claims."
The conclusion of the Commission in the whole matter is as stated by Com-
missioner Clark, p. 575, in approving the Examiner's report for the Commission :
"All parties to this proceeding have shown a commendable disposition to co-
operate in any practical measures which will tend to reduce the losses of grain
in transit and to bring about prompt, fair, and just settlement of claims. It is
not shown or believed that all of the conditions which have been criticized are
characteristic of all shippers or of all localities, but, as stated by the Examiner,
to the extent that faulty conditions or improper practices exist in any quarter,
they should be given due consideration and attention. The Examiner's report,
conclusions, and recommendations are adopted by the Commission. The car-
riers and shippers will be expected to arrange promptly for a conference of their
representatives, with a view to an agreement upon rules and practices to be ob-
served in filing, investigation, and disposition of claims. In the meantime, the
proceeding will be held open for such action as may be found necessary or
proper."
How to Live;
It is not trie Science or curing Disease so much as trie prevention of it
tfiat produces trie greatest good to Humanity: One of tne most important
duties of a Health Department should be tne educational service
A A A A teacning people now to live A A A A
Fuel Economy in the Homes
What are you going to do in the way
of contributing your share towards the
conservation of coal, which is especially
important at this time because of the
greatly added responsibilities placed upon
transportation companies as well as be-
cause of the very unusual weather con-
ditions? It is estimated that consider-
ably in excess of 100,000,000 tons of
coal are needed, which, with the normal
output, means that a considerable
amount of saving must be effected by
the individual consumer. It is important
that the individual household should
seriously view this important question
and that each of us should take serious-
ly the matter of conservation of fuel.
It is important for us to know in what
way we can save the fuel supply with-
out suffering hardship. It is important,
for instance, in the cooking of meals
that various foods should all be cooked
with one fire. Whether the housekeep-
er uses gas in cooking, or coal or wood,
the saving of fuel is important. If oat-
meal, rice, meat, potatoes and corn mush
are being prepared they could all be
cooked at one time with one fire. For
a light meal, such as luncheon, a very
light fire would be all that is necessary.
At all times it is important to use a
small enough supply of coal, so that the
stove should not become overheated. Do
not leave the, front dampers open until
the stove is red hot, because this re-
sults "in a great waste of fuel as well
as damage to the stove. Consequently,
it is important that not only the sup-
ply of coal used should be watched, but
also that the dampers on the stove should
be watched. The heat thrown out from
the kitchen range should be utilized m
a practical way in heating the balance
of the house. Of course, there are some
articles of food prepared in the kitchen
which render the odor somewhat dis-
agreeable but the practical effect of heat-
ing a portion of the living quarters is
of considerable value at this time in the
conservation of fuel. In fact, small
families who live simply would not find
it amiss to eat their meals in the kitchen,
and avoid the necessity of heating thor-
oughly the entire house.
Some housewives conserve gas by
cooking most if not all of the food be-
ing prepared over one gas jet by the
use of a large steamer. The use of the
fireless cooker is of great importance
not only, in the way of conserving fuel,
but in the way of added convenience
to the housekeeper. When the evening
meal is cooked the stones connected with
the fireless cooker can be heated and all
the cereals which are to be cooked for
breakfast may be prepared therein. Or
at the morning meal, if the meat, pota-
toes, etc., are put into the fireless cook-
er, these can be cooked for the noon
lunch, and it will not then be necessary
to build a fire in order to prepare the
noon meal. Care and forethought in
these matters means a saving of many
tons of coal.
In the heating of the house, whether
open grate, stoves, hot air, steam or hot
water are used an examination of prac-
tical conditions and habits among the
51
52
ILLINOIS CENTRAL MAGAZINE
American people shows an enormous
waste. A study of the various habits
of different families with reference to
fuel waste and fuel economy is inter-
esting. For instance, one householder
having a hot air furnace heated the en-
tire home throughout a very severe win-
ter with the use of 12 tons of coal and
his family stated that there was not one
day in all of the cold weather that the
whole house was not nice and warm.
This was a rented house and another
family later living in the same house
used 17 tons, claiming that they could
not heat this house with even that
amount, although that particular winter
was very much less severe than the
previous winter mentioned. It was in-
teresting to note the careless way in
which the latter householder handled
his fire. It was either too hot or too
cold. He would make up a big fire, and
then neglect it to the extent that it would
be almost out before it was again at-
tended. The result was a great waste
of fuel.
Unfortunately it is the rule rather
than the exception that the individual
who handles the furnace of a home or
of an apartment building is not suf-
ficiently informed in regard to fuel econ-
omy. The average janitor in the avei-
age apartment building in the larger
cities is very much like the household-
er mentioned above, there either being
a plethora or a dearth of heat.. Simply
because it is easier to put in a large
supply of coal at one time while near
the furnace, the ordinary janitor of an
apartment building will do so with the
result that too much fire is created, and
he will then remain away from the fur-
nace until the fire has gotten so low
that the living quarters become uncom-
fortable, and it requires an unnecessary
amount of coal to bring about the aver-
age condition of warmth in the build-
ing.
One very important thing which has
been emphasized by the Fuel Adminis-
trator in the attempt of the Government
to conserve fuel, is that most houses
or most apartments are kept altogether
too warm. It is to be noted that a tem-
perature of 70 degrees is fixed as the
maximum under government direction in
any room or any house used as living
quarters. It is unfortunate that the aver-
age American family probably, is so ac-
customed to having the house or the
apartment overheated that when the tem-
perature is between 65 and 70 a com-
plaint is made. It is important from
a health standpoint as well as that of
fuel economy that living quarters should
be kept in the neighborhood of between
65 and 70 degrees of heat. In order
to regulate the heat in living quarters
a thermometer should be kept and atten-
tion should be given to keeping the house
between 68 and 70 degrees. Older peo-
ple perhaps require slightly more heat
than younger persons, but this can be
offset by having heavier clothing worn
by those who feel somewhat cool in a
temperature of 70 degrees.
Open fireplaces are very extravagant
in their use and waste of coal. Even
with the use of wood the fireplace per-
mits the greater quantity of heat to radi-
ate up the chimney. In certain sections
of the country where there is still con-
siderable timber it is important that all
classes of citizens should use wood for
fuel instead of coal. Houses can be
kept much more comfortable also with
the use of the wood burning stove rather
than the open grate. These wood burn-
ing stoves not only greatly conserve the
supply of fuel but also require so much
less attention and heat the houses so
much better that their improvement over
the open fireplace is marked.
In view of the great need for a plenti-
ful supply of coal, which is essential
in heating cantonments where our sol-
diers are quartered, as well as driving
locomotives, ocean steamers, army trans-
ports and battleships, it has been well
said that when one wishes to be an
American patriot, "Get out the ax and
cross cut saw, mall and wedge. They
are the implements of warfare, the war
against industrial weakness which means
defeat."
Employes Are Reaping the Benefit of the Hospital
Department and Are Very Appreciative
of Attention Shown
Hernando, Miss., Sept. 25, 1916
Editor,
Illinois Central Magazine,
Chicago, Illinois.
Dear Sir : —
Shakespeare says that ingratitude is
the worst of all sins, and I agree with
him, and in order not to be guilty of this
deadly sin I want to return thanks to
the Hospital Department for the excel-
lent service that has been rendered me.
I developed a condition of my eyes
previous to my being retired from active
service, and before having been retired
I made application to the Chief Surgeon
for necessary treatment, in keeping with
the rules and regulations of the Hospital
Department.
My vision continued to get worse, es-
pecially in the right eye, until I could
hardly see and there was a considerable
amount of pain with it. However, after
having been treated by the specialist of
the Hospital Department I can now see
as well as I ever did in my life, in fact,
I can read without using glasses, and if
I would be so ungrateful as not to return
thanks to the Company for providing the
means to restore the sight of one of its
old employes, I would be ungrateful in-
deed.
I have much to be grateful for, and
with sincere thanks and best wishes for
the Company and the Hospital Depart-
ment, I remain, Truly yours,
(Signed) T. J. O'Donnell,
Formerly Section Foreman,
Hernando, Miss.
1.— LAKE CHAUTAUQUA, CRYSTAL, SPRINGS, MISS.; 2.— LAKE AT HAZLEHURST, MISS.
3.— PINE FOREST, COPIAH COUNTY; 4.— BROWN'S WELLS; 5.— A SAMPLE OF GOOD
ROADS. OOPIAH COUNTY, MISS.
53
DEPARTMENT
Bridge Substructures of the Illinois Central R. R.,
1852-1917
The Illinois Central system, composed
as it is of many small railroads built at
various periods of time, in widely sepa-
rated localities, and under more or less
independent construction organizations,
reflects to a large degree the combined
ideas and constructive ability of succes-
ful railroad men and engineers of the
past sixty-five years.
When it is recalled that the first rail-
road in America was built about the
year 1830, but a few years before the
start of the West Feliciana Railroad in
1836 — now a branch of the New Or-
leans Division located in western Louis-
iana— it is not too much to say that
practically the entire progress of the
science of railroading has taken place
since this branch was first projected and
built.
That this development has been extra-
ordinary goes without saying, forced as
it was by the spur of necessity to accom-
modate the constantly increasing traffic
requirements of a population which rose
from fifteen million to over one hundred
million inhabitants during the corres-
ponding period of time.
Some of the most interesting features
of this development, insofar as the en-
gineer is concerned, are to be found in
connection with changes in design and
construction of the many bridges span-
ning the water courses and rivers en-
countered within the territory traversed
and served by this corporation.
Early railroad bridge engineers had a
considerable advantage over those en-
gaged in the other branches of construc-
tion, in that the building of highway
bridges had been progressing for centu-
ries previous to the introduction of the
steam locomotive, and it was compara-
tively easy for them to modify their
highway designs to accommodate them to
the requirements of, .and conditions pe-
culiar to, the new industry. This was
particularly true as regards -the founda-
tion and other substructure work con-
structed during the years immediately be-
fore and after the war between the
states.
In the construction of the early bridge
piers and abutments, it was well known
that piling made an excellent foundation
in soft ground ; that care should be taken
to prevent the river current from scour-
ing out the soil underneath ; that broken
rock or rip rap, properly placed in suf-
ficient quantity was, as a. rule, an effec-
tive preventative for this ; that wood
where continually wet and not exposed
to the atmosphere would last indefinite-
ly ; and that in any case a good founda-
tion was absolutely essential. These and
other fundamental facts established
many years ago are likewise given the
weight they deserve in the design of
similar structures today.
Thus, the evolution of the railroad
bridge from its early crude and compara-
tively simple form in 1850 to the highly
develooed and carefully designed struc-
ture of today, has consisted largely of an
amplification and improvement on these
facts, combined with the invention of
certain appliances and the discovery and
utilization of materials and processes of
construction by the railway engineer from
time to time as occasion required or ne-
cessity demanded.
There are to be found in service on the
54
ILLINOIS CENTRAL MAGAZINE
55
Illinois Central at the present time many
examples of bridge substructure which
may be used to illustrate the various
types of design as constructed during and
since the early days of its inception.
For convenience we may group these
types into six general divisions, each
one of which is in turn made up of sev-
eral subdivisions developed to meet the
requirements of certain unusual condi-
tions found at some particular bridge
site.
The foundations for the first group,
embracing minor structures such as stone
box culverts, small stone and brick arch-
es, piers and abutments, located in com-
paratively dry or very shallow streams
where the soil was firm and there was
no particular danger of scouring, as built
previous to 1890, were almost universal-
ly constructed by leveling off the
ground near the low water stage and
placing a wooden floor or grillage on this
leveled space, on top of which the mas-
onry work, either stone or brick, was
erected.
This floor of hardwood was usually
composed of hewn logs, laid close to-
gether and planked tightly on top with
three or four inch boards, the top sur-
face of which was located so as to be
about six inches below low water. Some-
times a double course of timbers was
placed under the plank flooring, in which
'case the timbers were laid at right an-
gles to each other, the lower course of
logs being variously spaced from two to
three foot centers. This grillage was
generally made of sufficient area to pro-
ject from two to three feet beyond the
neat line of the masonry on all sides, thus
increasing to a considerable extent the
area over which the load was distributed.
Figure No. 1 is a photograph, taken in
the fall of 1916, of Bridge W 154-83, a
sixteen foot semi-circular stone arch,
built in 1862 on this type of foundation,
and shows a portion of the planking on
the grillage which has recently become
exposed at one end.
The larger arches, small piers and
abutments, composing the second group
of structures, built in streams of moder-
ate size and depth during the same period
of time, were usually placed on a timber
grillage, which in turn was supported by
piling, particularly if the ground was
soft and yielding or there appeared to be
danger of scouring.
This piling was, as a rule of hard wood,
FIG. 1— BR. W. 154.83. FIG. 2— PIER NO. 6, D. & D BRIDGE. FIG. 3— NOSE OF DRAW
PIER PROTECTION, D. & D. BRIDGE. FIG. 4— GENERAL VIEW, CAIRO BRIDGE. FIG.
5— DOWN STREAM FACE PIER NO. 11, CAIRO BRIDGE.
56
ILLINOIS CENTRAL MAGAZINE
driven two and one-half or three foot
centers over the entire area of the foun-
dation. After driving, the piles were cut
off evenly, capped with squared timbers
running lengthwise, and a second row of
timbers of the same size was placed at
right angles on the top of the caps, the
whole forming a tight floor or grillage on
which the masonry work wat supporisd
as before; all the timber being securely
bolted together and placed low enough
to remain continually under water, even
at the driest season of the year.
The following extract from a re-
port made in 1856 by Minor Meri-
wether, Chief Engineer of the Missis-
sippi & Tennessee R. R., concerning
foundations of certain bridges, on
what is now the main line between
Memphis, -Tennessee, and Grenada,
Mississippi, is of interest in this con-
nection, and serves to convey to the
engineer of today an inkling of what
nridge building was in the infancy of
American railways, before steel sheet
piling, steam hammers, pumps,
dredges and all the many appliances
and items of equipment had been in-
vented, which are today considered
indispensable for work of this nature.
Cold-water Bridge— Br. J 422-7.— "In
establishing foundations for the masonry
we encountered a syst or quicksand as
mobile as water which had to be removed
below the bed of the channel, itself a
sisyphan task. Below .this, white oak
piles, twelve inches in diameter were
driven two and one-half feet from center
to center to the depth of fifteen to twen-
ty feet to a hard substratum. These were
then sawed off evenly, capped with
heavy white oak sills and floored with 4
inch plank. Upon this the brick work-
was built.
A similar foundation was prepared at
Hickahalee Bridge — Br. J 427-5 where
we encountered the same character of
quicksand. No pains were soared to
render the foundation solid, and to place
•the timber so far below the bed of the
river as to render exposure to the atmo-
sphere forever impossible.
TallaJmtchie Bridge— Br. J 448-34.—
I have adopted the pile foundations at
Tallahatchie, protected by a rip rap of
broken stone, obtained from a quarry
near by. An attempt was made to work
enough of the stone for the piers, but it
proved too hard even for the saw of the
lapidary and was abandoned, the cost be-
ing more than double that of brick."
It is interesting to note that the three
bridges referred to, the first one at Cold-
water River still has the original brick
piers in service, although the superstruc-
ture which they support has been renewed
at leas? five times since the bridge was
first built.
The second one at Hickahalee River,
consisting of one brick and one stone
pier, remained as originally constructed
until 1914-15, when new concrete piers
and steel superstructure were installed to
handle the increased loads to which it
was being subjected ; and the one at Tal-
lahatchie River remained as originally
built until 1908, when a heavier super-
structure, the fourth at this point, was
placed and the piers were jacketed to ac-
commodate the new steel ; the old foun-
dations however, were found to be in an
almost perfect state of preservation, not-
withstanding that they had carried loads
for years considerably in excess of any
that might have been contemplated at
time of construction.
As described above, the construction of
grillage or grillage and pile foundations
was evidently of such a nature as to pro-
hibit the use of either type for structures
placed in the deeper streams, having
swift currents and subject to considerable
variations in the water level at different
seasons of the year.
Where it was necessary to bridge
streams of such character, we find evi-
dence in pioneer construction work of
considerable ingenuity having been used
to accomplish the desired end, especially
when it is remembered that but few of
the appliances and materials in common
use now were known at that time.
A distinct type of construction by
which such structures were successfully
built, comprising the third of the groups
referred to, early came into existence
and continued to be used with various
modificatians until the latter part of the
ILLINOIS CENTRAL MAGAZINE
57
nineteenth century, when improved ma-
chinery together with comparatively
cheap and reliable steel, cement and other
materials brought about a radical
change in substructure design and meth-
ods of construction.
This obsolete method, with its most
important modifications may be briefly
described as follows: Where the river
bottom did not offer a solid rock founda-
tion on which to build, the usual practice
was to drive piling, from a barge moored
in the stream, to within a short distance
of the water level at the pier location;
these v/ere then cut off a few feet above
the river bed by means of a circular saw
fastened to a vertical shaft, supported by
a frame work erected on the barge and
operated by hand, horse or steam power.
A strong timber box or crib, open at
the top, was then built on the shore near-
by, having a floor and sides of heavy
timbers framed together and fastened
with wrought iron bolts ; the floor gen-
erally consisted of two courses of twelve
by twelve timbers, laid close, placed at
right angles to each other, and covered
with a tight three or four inch deck. The
sides and ends were framed with a sin-
gle thickness of twelve by twelve timbers
covered on the outside with three or four
inch plank, so that the box would be
practically water tight ; these were strong-
ly fastened and braced, to withstand out-
side pressure and secured to the floor
by long iron rods, placed so that they
could be detached from it at any desired
time.
This crib was floated when finished and
anchored in position over the piling, and
the masonry started within ; as the work
on the pier progressed the constantly in-
creasing weight of the structure caused
it to sink until brought to rest finally
with the floor supported in position on
the piling which had previously been
driven and cut off below the water sur-
face.
The masonry .work was continued un-
til the top' extended above the surface
of the water on the outside of the crib,
after which the sides of the crib were
detached from the bottom and taken
away, leaving the masonry resting on the
floor acting as a timber grillage, fastened
to and supported by the piling. '
Broken stone was then usually deposit-
ed around the piling and the bottom of
the pier, extending on all sides for some
distance, and reaching to within a short
distance of the low water mark. This
was done to prevent scouring out of the
river bed around the piling, and the con-
sequent undermining of the entire struc-
ture.
Sometimes a variation of this method
was used whereby a crib was construct-
ed of two boxes, bottomless and of un-
equal size, one within the other, fastened
together by cross timbers and iron rods
in such a way as to form compartments
or pockets between its inner and outer
walls. Some of these compartments
were built with a floor in order that they
could be filled with broken stone when
the crib had been floated into position,
and it was desired to sink it to its final
resting place on the river bottom. The
inndr box, having an area somewhat
larger than that of the pier and of suf-
ficient height to extend above. the water
surface, was then bailed or pumped out,
the piling driven to the required eleva-
tion, cut off, capped and the masonry
carried up in the usual manner.
After completion of the pier, that por-
tion of the crib below low water stage
was left undisturbed, and the open space
between the pier and the walls of the
crib completely filled with broken rock,
the whole forming a permanent protec-
tion.
Another method often successfully
used was to build a rock filled crib as
described, tow it into position in the
stream and sink it as before, after which
the foundation piling were driven with-
in the central open space, cut off a short
distance below low water, the interstices
between them filled with rock, and the
masonry work begun on a timber gril-
lage resting directly on the piling and
rock filling within the crib ; thus dispens-
ing altogether with the operations and
difficulties incident to pumping out and
keeping the crib dry during the course
of the work below water level, as in the
preceding method.
58
ILLINOIS CENTRAL MAGAZINE
Where a solid rock foundation was
encountered the same general procedure
and methods of construction as first de-
scribed were used, omitting of course,
the piling and grillage, and commencing
the masonry directly on the rock. It
was usually necessary to dredge the silt
away from the site of the piers before
the crib was sunk, in order to get the
lower edge of it down to the rock sur-
face. Likewise, earth was generally
placed around the outside of the crib
to seal up, to as large an extent as pos-
sible, the openings between the bottom
of the crib and the surface of the river
bottom, the object being to render the
crib as nearly watertight as possible be-
fore the pumping was begun.
One of the first important bridges con-
structed on the Illinois Central along
the lines just described, and one that
still stands as a credit to its builders,
is the substructure of the Dunleith and
Dubuque bridge across the Mississippi
River at Dubuque, Iowa.
This bridge was built in 1868 across
a large river where the extreme variation
in the height of the water was about
twenty-two feet, and where ice jams and
spring freshets of considerable magni-
tude had to be overcome.
As originally constructed, this struc-
ture consisted of an abutment carried
on solid rock on the east or Illinois
shore, a draw pier and five piers set in
the bed of the river on a grillage and
pile foundation, and one shore pier and
abutment on the same kind of a founda-
tion on the Iowa side of the river.
The piles under all the piers and the
Iowa abutment are of white oak and
Norway pine, at least nine inches in di-
ameter at the small end, and are driven
approximately thirty inches center to
center. These were sawed off from ten
to twelve feet below standard low water
leaving an average length of twenty-
five feet below cut off. The tops were
cut true and level and extended from
one to three feet above the bed of the
river.
Two courses of squared timber laid
at right angles to each other were
placed on top of the piles and fastened
ILLINOIS CENTRAL MAGAZINE
with wrought iron bolts, forming a solid
timber floor on which the masonry work
was built, as was the general practice at
that time, the notable difference between
these foundations and those described
in the other two groups, being that the
top of the timber floor here was approx-
imately ten feet below low water, where-
as the other structures were built with
this floor but a few inches below low
water.
After the sides of the construction
cribs had been removed, rip rap was
dumped around the piers from barges,
it being handled under water and placed
in position by divers, an extract from an
t1d contract reading as follows: "Con-
tractor hereby covenants and agrees to
furnish three men, competent to do sub-
marine work with armor, and all things
necessary for submarine work, and to
do promptly whatever may be required
in the way of submarine work during
the construction of the bridge, including
the leveling and placing in proper posi-
tion the rip rap that may be required
about the piles and in the foundation
of the piers, and about the piers and
other work connected with the bridge,
and to do all work that may be deemed
necessary to be done in that line."
Figure No. 2 is a photograph taken at
this bridge in the fall of 1916, and shows
river pier No. 6 as it now stands after
forty-nine years of continuous service.
Figure No. 3 is a photograph taken at
the same time, of the masonry nose of
the draw pier protection built on top of
a rock filled crib at this bridge, in 1885.
By the time the Dubuque bridge was
completed the period of trial and un-
certainty for the steam railroad had
passed, and since that time great progress
has been made in the design of motive
power and other equipment. The in-
creasingly heavy locomotives put into
service from time to time have caused
important changes to be made in bridge
design and forced the creation, in 1892,
of a separate bridge department to han-
dle the problems arising in connection
with this particular class of the com-
pany's property.
The importance of St. Louis as a rail-
way center early caused engineers to
make investigations relative to the feasi-
bility of bridging the Mississippi River
at that point and resulted in the construc-
tion, during the years 1868-74, of what
is popularly known as the "Eads" bridge.
This structure is notable for being the
first bridge built in the United States
on which the compressed air method for
sinking foundation caissons was used.
Likewise, many of the standard prac-
tices and details of construction in use
at the present time in connection with
especially difficult foundation work were
first worked out there.
This, the fourth and perhaps the most
interesting type of foundation, is well il-
lustrated by those constructed under the
supervision of Mr. G. S. Morison and
Mr. E. L. Corthell, Consulting Engineers
for Br. 363-2 across the Ohio river at.
Cairo, 111., in 1887-89.
The substructure here consisted pri-
marily of three shore piers — one on the
Kentucky, and two on the Illinois shore
— carried on pile foundations; and ten
river piers supported on concrete founda-
tions placed by the use of pneumatic
caissons, which latter method had by
this time been tried out during the con-
struction of several important bridges
in different sections of the country, and
perfected to a considerable extent since
its first trial at St. Louis in 1869.
The information given in connection
with this work has been obtained from a
complete and very able report covering
the construction details of the entire
structure and submitted in 1891 by the
engineers in charge, after the work had
been completed and the bridge turned
over to the operating department.
At the site finally chosen, the Ohio
river is wide and subject to very great
fluctuations in depth of water carried
during the different seasons of the year,
the extreme variation between high and
low water stage being approximately fifty
feet.
Extensive test borings were made to
determine the character of the underly-
ing strata before the type of foundation
was decided upon. These borings indi-
cated that a solid rock foundation was
60
ILLINOIS CENTRAL MAGAZINE
not to be had and after much study the
engineers in charge decided to sink all of
the river pier foundations by means of
the plenum pneumatic process to a depth
of seventy-five feet below low water, or
fifty feet below the deepest part of the
river, where they would be supported on
sand.
To simplify the description of this
work, it has been divided into three sec-
tions, the first or bottom portion called
the caisson, the second or center part the
crib, and the third or top section the ma-
sonry proper ; a portion only of this last
section now being visible, even at low wa-
ter, inasmuch as the top of the crib on
which it rests is ten feet below the bot-
tom of the river, allowance having been
made in the construction for ten feet of
possible scour.
The caissons used were simply strong
wooden boxes without bottoms, twenty-
six feet wide, sixty feet long and sixteen
feet high, made of heavy timbers care-
fully fitted, braced and bolted together.
Around the bottom edge of the caisson a
triangular cutting edge was placed, con-
sisting of timbers covered with iron
plates. The outsides of the caissons were
built vertical on all sides for their entire
height with two layers of three inch oak
plank placed over the timbers on the
sides and top to make them practically
watertight. The caissons were built on
the shore and launched as needed.
After launching, the sides of the cais-
son were built up above the top to form
the crib, or central portion of the struc-
ture.
During the building of the crib, which
was of the same area and general type of
construction as the caisson on which it
rested, the entire structure was towed
to its allotted place in the river and sunk,
by placing concrete on top of the caisson
and within the crib, until the cutting edge
rested on the river bottom. A forty-
eight-inch circular iron working shaft
extending from within the caisson to
twenty feet above the roof was built in
the center of the structure, together with
a twenty-four inch supply shaft, a four
inch air pipe, one five inch water pipe
and two four inch discharge pipes, all
of which, although provided either with
trap doors or air tight valves, connected
the caisson with the outside air above
the water line.
An enlarged section of the working
shaft located just below the top of the
caisson was built for use as an air lock
through which the workmen were able
to enter and leave the caisson at will.
When the caisson had settled some
distance into the soft river bottom, the
water within it was forced out through
the water pipe by pumping air unde-
pressure into the working chamber, on
the lowest part of the caisson, which now
had the river bottom for a floor. After
the water had all been displaced by the
compressed air, men were lowered into
the air lock immediately above the work-
ing chamber, a trap door closed behind
them and a valve opened in the roof of
the working chamber, through which the
compressed air from below was per-
mitted to enter the air lock in which the
men were stationed. When the pressure
in the air lock became the same as that
in the working chamber a trap door be-
tween the two was opened and the men
lowered to the river bottom within.
The excavated material, consisting
principally of sand, was then removed
by means of pumps discharging through
the four inch pipes referred to above,
the work being carried on in conjunc-
tion with that of concreting- within the
crib, it being necessary to keep the top
surface of this always above the water
level, as the entire structure was stead-
ily being lowered by the operations go-
ing on within the caisson. After the
crib was filled with concrete to a point
thirty-four feet above the top of the
caisson, it was necessary to commence
the third or masonry section, raising
this part of the structure at the same time
as the entire pier was being forced by
easy stages deeper and deeper into the
river bed. From this it will be seen that
work on the piers was progressing in
two places at once, the operations in
the caisson causing the entire structure
to sink, while the force on top was
careful to keep the concrete, and after
ILLINOIS CENTRAL MAGAZINE
61
it had been placed the masonry, above
the water level at all times.
After the caisson had been sunk to
the required depth the working cham-
ber, air lock and other openings were
sealed with concrete, leaving the final
foundation on which the masonry rests
twenty-six feet wide, sixty feet long,
and fifty feet high of solid concrete en-
tirely surrounded by a heavy frame
work, the top of which is ten feet be-
low the deepest point in the river bed.
Figures No. 4 and 5 are recent photo-
graphs taken of this structure, illustrat-
ing the bridge as it now stands.
Confronted by rising prices and a
scarcity of timber, combined with the
ever increasing weights of motive
power, the bridge engineer was forced,
soon after the completion of the Cairo
bridge to obtain new materials, and pro-
vide improved methods of construction
in dealing with the ordinary type
of bridge substructures.
The perfection of manufacturing
methods and consequent decline in the
price of Portland cement about this
time, offered a timely substitute in the
form of concrete, and by 1900 this ma-
terial had been adopted on the Illinois
Central, taking the place of new con-
struction of the timber and stone
masonry foundations which had been
in almost universal use up to that time.
The open cofferdam method of con-
struction also came into common use for
structures located in streams of ordi-
nary depth, the development of various
types of steam pumps and other equip-
ment materially aiding in the success-
ful completion of such foundations.
A description of this method, by
which the structures in the fifth group
are constructed, and as used at Br. J G
386-36 on the M. & S. L. R. R. cross-
ing of Wolf River in 1906, is here given
to show that after all, modern practice
is but little different in theory from
that of years ago.
The substructure work consisted of
COLD FRAME AND HOTBEDS FOR YOUNG PLANTS, COPIAH COUNTY, MISS.
ILLINOIS CENTRAL MAGAZINE
two concrete piers, supported by twen-
ty-five foot piling driven two and one-
half foot centers under the entire foot-
ing.
As finally built the frames of the
cofferdams were made up of a row
of piles driven into the river bed ap-
proximately six feet apart until their
tops were about three feet above the
water surface, and having an eight by
ten timber placed in a horizontal posi-
tion around the outside of them, form-
ing a rectangle enclosing the site of
the pier, against which sheet piling, built
up by bolting together three pieces of
three by twelve lumber with a groove
along one edge and a tongue along the
other, were placed in a vertical posi-
tion and driven into the bed of the
river by means of a pile driver, the
tongue of one piece fitting into the
groove of the next, forming when com-
pleted, a relatively water tight box or
cofferdam with its upper edge about four
feet above the river surface, and its
lower edge from three to four feet be-
low the level at which it was intended
to start the concrete footing.
The cofferdam was then pumped out
by means of a six inch centrifugal pump
and the work of excavation commenced.
It was necessary to keep the pump prac-
tically all the time as the river bed
was of sand, and water was continually
entering from the bottom.
When the excavation had been com-
pleted, the foundation piling were driv-
en and the tops cut off about two feet
above the bottom of the pit, after which
concreting was commenced ; the foot-
ing course was made four feet thick,
?.nd extended over the entire area of
the cofferdam, which had been built
somewhat larger than the plans called
for as a measure of precaution against
various construction contingencies. The
use of a timber grillage was dispensed
with in this manner, the footing being
built around and over the tops of the
foundation piles which had been left
projecting above the bottom of the pit
to permit of this being done.
The timber form was erected upon
this footing and the concrete, compris-
ing the body of the pier deposited
within, while the pumps were kept in
use until the pier had been raised to
a point above the surface of the water
in the river outside the cofferdam.
In this particular case, the cofferdam
was left in place as protection from
drift and logs brought down the river
irom time to time.
The sixth, and last type of construc-
tion is not in very extensive use, yet
under certain conditions it is as efficient
and much more economical than the
pneumatic caisson method used at Cairo.
As used in 1906, at Br. 874-62 over
an arm of Lake Ponchatrain near Man-
chac, La., this method is peculiarly
adapted to comparatively deep water
having very little current, and with little
or no variation in the daily water level.
At this point the pivot pier for a
double track draw bridge was installed
somewhat to the east of the structure
then in use and in water approximate-
ly thirty five feet deep. The only vari-
ation in the water level was that caused
by the tide, which averaged about two
feet.
The work was done under traffic, a
single track pile trestle being kept in
service for this purpose.
The plans as adopted and carried out,
called for a circular concrete pier thirty-
eight feet in diameter and forty feet high,
supported by one hundred and seventy-
seven hardwood piling of an average
length of sixty feet, the tops of which
were located eleven feet below mean
water level.
The foundation piles were first driv-
en, by means of a steam pile driver
mounted on a barge, until the tops were
two or three feet out of the water, those
in the center being driven first. A fol-
lower was then rigged up out of a
piece of hickory timber approximately
fourteen inches in diameter and thirty
feet long; this was fitted at one end with
a heavy iron ring to prevent splitting
and at the other end with an iron bell
shaped sleeve fastened securely to the
wood and forming a cup like socket made
large enough to fit over the top of a
pile. This piece of timber when in use
was hung in the leads of the pile driver
with its upper end under the steam ham-
ILLINOIS CENTRAL MAGAZINE
63
mer and the lower end resting on the
top of a foundation pile.
By this means the blows of the ham-
mer were transmitted directly to the pile
underneath, which was driven below
water to the elevation desired without
any appreciable trouble.
A frame work then erected on several
piles left above water for the purpose
and the erection of the steel caisson
commenced. This was made up of plates
three-eighths of an inch in thickness,
five feet wide and about eight feet long,
assembled in sections and riveted to-
gether so that one cylinder thirty-eight
feet in diameter and five feet high ccmld
be placed at a time. When the rivet-
ing of all sections was completed this
five foot cylinder was lowered into the
water until all but the upper edge was
submerged after which another section
would be fastened to it and the whole
lowered as before. In this manner the
caisson was put together and brought to
rest on the bottom, the weight of the
steel shell, causing it to sink about four
feet in the mud. Some little trouble
in sinking the caisson was experienced
by it becoming caught on old timbers
or debris of different kinds which had
to be removed, by divers using dynamite,
before sinking could be resumed.
After the caisson had been finally
placed in position, concreting was com-
menced, it being deposited under water
by means of a tremie, or galvanized iron
tube ten inches in diameter having a
hopper at one end.
This tube was held in a vertical posi-
tion with its bottom resting on the
ground inside and near the edge of the
caisson, in which position it was filled
with concrete and kept full, the lower
section being telescopic and raised slight-
ly from time to time to let the concrete
run out at the bottom, the whole oper-
ation being carefully watched, so that
the minimum amount of cement would
be washed out of the concrete. In this
manner a sealing ring of concrete was
placed entirely around the inner edge
of the caisson, after which the space
around and between the piles was filled
in a similar manner to within eleven
feet of the water surface, the water was
then pumped out, the caisson braced
with timbers within as the water was
lowered, and the remaining portion of
the concreting completed in the open
air.
In conclusion, it may be said that the
complete history of railway bridge en-
gineering abounds in instances 'of diffi-
cult problems encountered and success-
fully solved, which offer an interesting
and instructive field of study to the en-
gineer who is engaged in this branch
of professional work.
RESIDENCES, HAZLEHURST, MISS.
H^epHFHneriF
Little Talks with
the Rambler
Service Notes
of Interest
Getting Into Line
HpHE RAMBLER sat at his desk in
an abstracted mood, puffing- vigor-
ously on his cigar and enveloping him-
self in a cloud of smoke. He was os-
tensibly reading a magazine, but as I
came in on him without being observed
it was apparent that if the Rambler was
absorbing what he was reading there
was also working in his mind a sub-
conscious train of thought foreign to
the text before him.
It was the noon hour, and, being
somewhat busy, I had just finished a
modest lunch at a near-by high-stool
counter, after which I had lighted my
cigarette, and in going back to my
desk had dropped in just to say '"how-
dy" to the Rambler as I passed the
open door of his room. It was some
minutes before the Rambler appeared
to be conscious of my presence ; not un-
til I had given him a little word of
greeting did he apparently throw oft"
his abstraction and give a fitting salu-
tation in return. "If 'everything helps,'
as you say, I wonder what is going to
be greatly benefited by your train of
thought," I remarked. "I don't think I
ever saw you apparently so entirely
lost in yourself as you seemed to be
just now. You didn't even hear me
come in, and I have been standing here
for at least a full minute before I
seemed to dawn on your consciousness.
What's the big idea?" "Nothing very
big, I fear," was the laughing response ;
"surely, nothing that will 'help,' not-
withstanding my usual asservation that
everything does help. The fact is, I
am a bit tired, I guess. Physically, I
mean. Reckon I am getting too fat for
wading through the drifts of the big
snow storm of this morning. They
rather puffed me. You know. I spent
the night out in the suburbs at Tyro's,
and my knees, ache yet from my fight
with the blizzard in going to the sta-
tion to get an early train. I was afraid
I might get blocked later, as the storm
seemed to be increasing. How are our
trains running, do you know?" he add-
ed, as, rising from his chair, he went
to the window and gazed reflectively
out at the racing blizzard.
"Come in, Slim," he shouted, as turn-
ing he saw that individual standing in
ILLINOIS CENTRAL MAGAZINE
65
the doorway as if in doubt as to wheth-
er to go on, on seeing me with the Ram-
bler. On the latter's invitation, how-
ever, he joined us, and in response to
the Rambler's question as to what was
on his mind he somewhat evasively re-
plied that he was wondering where he
and the rest of the boys were "going to
be at?" "Referring, of course," was
Rambler's quick rejoinder, "to the
fact that, now being a railroad em-
ployee of Uncle Sam, matters seem to
be shaping themselves as for the time
being to throw you out of line. That
is, out of your accustomed groove.
Hence, you are speculating in your
mind as to the ultimate outcome, as
far as you personally are concerned,
and in case of the other 'boys' as to
how they are to come out. Not because
you are now a government employee.
As far as that is concerned, you and
the others understand that your per-
sonal contact will continue to be with
your old chiefs, under the old railroad
management. It is because just at pres-
ent you are all in a marking time period
due to having been called in from solic-
itation ; and, fortunately, instead of be-
ing in idleness, with the possibilities
arising from such a situation on the
near horizon, you are able to be of tem-
porary service in a special, but impor-
tant direction. But when the latter ends,
you are saying to yourself, 'What
then?' A perfectly natural question, I
will admit ; and one that as thinking
men all have a rifht to ask themselves.
You all realize that underlying every-
thing not only have we become govern-
ment employees solely on account of
the war, but that your beinqf called in
from solicitation is due mainly, if not
wholly, to necessity prowing out of ex-
traordinary war conditions. In a word,
that rail congestion, due perhaps to
many causes, all beyond the best efforts
of the railroads, but in which weather
conditions prominently figured, made
train movements of a special nature
paramount to normal train movements,
strictly as a help-win-the-war necessity.
Hence you and the others associated
with you on the special work in which
you are engaged rind yourselves, as I
have said, out of line ; your special line
of routine endeavor being in the nor-
mal classification. But I wouldn't go
so far in your thinking as to aUow it
to reflect unfavorably on the one cen-
tral thought that, as our railroad presi-
dent has expressed it in his circular of
February 27th, 'we are in this war just
as much as if we were in the trenches
in France.' Instead of thinking too
much of changed conditions, just imag-
ine yourself a soldier in the ranks
awaiting the next orders. Through
those in command, a campaign will de-
velop in the success of which all will
undoubtedly contribute their bit, even
should worse come to worse and that
bit be along some line of sacrifice.
"Here, let me read you something
from the 'Right Way Magazine' of the
Central of Georgia," he abruptly ex-
claimed. "It covers my thought exact-
ly." As he took up the magazine he
nodded significantly at me, as much as
to say, "you see, I knew what I was
about when you came in better than
you thought I did. Everything does
help, even if it is no more than an ap-
parent fit of abstraction." What he
then read aloud was as follows : "There
is nothing to be gained in speculation
as to the effect of the new order of
things on railroad employees, shinpers
and the public p-enerally. The Presi-
dent has acted with a view to best serv-
inp- a nation at war, and the various de-
tails connected with the handling of
American railroads will unfold them-
selves as the Director General pro-
ceeds with his work. The chief duty of
every railroad official and employee
now and henceforth is to lend his tire-
less and hearty co-operation in expedit-
ing the aims of the government. No
class of people is more patriotic than
railroad employees, and now is the op-
portune time for them to show it:
every railroad worker has n chance to
r-how that his enersrv is directed bv
hiVh motives of patriotism and self-
sacrifice. It would be no less a crime
aeainst our consciences and our self-
respect to be 'yellow' now than to
66
cringe before an enemy, if we were in
the trenches. The war will not last
forever, and presumably federal control
will end when peace is proclaimed. The
public is watching the railroads, and
there is presented an unusual oppor-
tunity to every man connected with a
transportation system to show what
stuff he is made of, to do his part, to
show his loyalty to his company and
country."
Long before the Rambler had got
through with his talk Slim began to
show signs of impatience, and immedi-
ately on the completion of the reading
broke out with, "But, Rambler! I'm
not complaining. I'm as loyal as any-
one in my desire to blend into the pres-
ent situation and do my part. In fact,
I have read order No. 8 of the Director
General of Railroads, and recall fully a
clause therein which says 'We can
win and save the world from despotism
and bondage only if we pull together.
We cannot pull apart without ditching
the train,' Slim1 continued, earnestly,
"and I am willing to do my part cheer-
fully to keep it on the track. I was
only expressing a little natural curios-
ity and speculation as to how our prob-
lems were going to work out."
"I know, I know," said the Rambler
in a conciliatory tone of voice, "you are
all right, and so are all the rest of the
boys ; all of you are being good sol-
diers. I cannot help being reminded,
however, of something that a young
friend of mine, who has been in France
with the army for now nearly a year,
said in a recent letter. Mentioning- an
acquaintance whom he had heard from
touching on his recently having joined
the army, he said of him, 'Poor fellow,
from his communication he doesn't
seem to be in the best spirits, and I
guess the army doesn't appeal to him.'
As far as my friend himself is con-
cerned, he seems to have been in his
year of experience both plucky and
progressive, having passed out of the
'buck private' state to that of a private
of the first class and from thence has
attained a sergeancy; with which his
ambition seems to be whetted only, for
he is now studying to pass an examina-
tion for a commission. 'Yet, the staunch
fellow says of his army life in his letter
to me, 'It's a great game if you don't
weaken, and, while I have not weak-
ened to any appreciable extent, still I
would admit that I am fed up with the
whole business and would give most
anything to see the statue of Liberty
again as we sailed into New York Har-
bor.' "
Slim made no comment on these last
remarks of the Rambler, bdt I thought
his look indicated a turning over in his
mind the question as to where they ap-
plied in his case. There was a mo-
mentary lull therefore in the conversa-
tion, during which I was reminded of
a letter I had in my pocket from a
young man also in the military service
of Uncle Sam, although in a different
branch from that of the friend of the
Rambler; and I thought it appropriate
to read to the Rambler and Slim these
two extracts from his letter: "This
life has certainly worked a wonderful
change o;i me. It gives a person a feel-
ing of independence which is pretty
hard to shake, and it also teaches a fel-
low how to take care of himself in an
emergency." Later in the letter he
said : "I have certainly made a number
of new friends, and they are friends
worth having, because at night time,
when a fellow has a tendencv to become
a little lonesome or blue, it doesn't take
long to shake it. because you know that
among a bunrh of fellows there is al-
wavs a few that are witty and comical,
and also a number that are musically
inclined. I know that in the barracks
where I am we have a quartette and a
TPZZ band, and when thev all get start-
ed there isn't time to think and get
blue, and that is just what makes
things pleasant."
"Well," remarked Slim with a lauj h.
"it is possible this new life of ours rr.ay
work a wonderful change in us. None
of us are complaining about it, as I
have said, but if in the end it does as
much for us in its way as that writer
claims is being done for him in the mil-
itary, I'll be satisfied. But I reckon it
ILLINOIS CENTRAL MAGAZINE
87
is not seditious, and hope I will not be
misunderstood, for me to say that in
ordinary times, when the usual routine
is upset for some cause, say the weath-
er, it is not at all unusual, is it, for
those directly in touch with the situa-
tion to wonder when the cloud is going
to lift, so to speak, and everything gets
back to normal again? To illustrate, I
see that the Rambler here has clipped
an article by Mr. Hyde in the Chicago
Tribune that appeared during the pe-
riod of our recent first heavy blizzard.
I remember reading that article my-
self, and perhaps you will both remem-
ber certain features of it.'-' This last he
said as he reached over and took the
clipping from the Rambler's desk, and
s^.tched its outline as he continued :
"It tells of three parties in Eastern
cities who started out in ample time
under ordinary circumstances to be
present at a formal dinner in this, our
city, a thousand miles away. The first
of them got to the dinner just in time
to hear the last speech, his train being
twelve and a half hours late on a twen-
ty-four hour schedule. The second
party, that should have arrived at two
o'clock in the afternoon, actually eot in
at ten o'clock and reached the dinner
just as it was breaking up ; while the
train of the third got so hopelessly be-
hind that about midway of their jour-
nev they gave the dinner up and dou-
bled back home. Here again he tells
of a rrack train, with a short distance
run between two principal Eastern
cities, that generally left at 12:40
o'clock in the morning, and which is
( rdinarily open for passengers at 10:30
at night. He waited for that train o»
the occasion of which he writes from
10 :30 until 3 :30 o'clock in the morning
before it nulled into the station from
the yards in which it is made up. When
it finally came, he says, five of the
sleeping cars were ice cold, unlighted,
the berths unmade, and no porters vis-
ible. The train finally started for its
destination about 4:30 in the morning,
and some of the passengers made up
their own berths. Another instance
that he writes about is of an east and
west train arriving at its destination
more than twelve hours late owing to
a series of circumstances which he
roughly enumerates as follows: It
started out of its initial station three-
quarters of an hour late because no
passenger locomotives were available
for its use. A freight engine pulled
the train out to its first junction point,
where a passenger locomotive was fi-
nally coupled on. Reaching the moun-
tains, the train ran into a snow storm
and bitter cold weather. Three big
engines, two in front and a pusher in
the rear, had all they could do to get
the train up the steep grades. The cold
lowered the steaming power of all
the engines, the snow and a hard wind
further delayed progress. Then a
wrecked freight train was reported
ahead, and there were delays in wait-
ing for orders. By the time the train
got over the mountains it was already
hours behind its schedule, and had lost
the right of way ; so for the rest of its
run it crept long, frequently held up
by block signals while freight and oth-
er passenger trains got out of the way.
I might add," Slim continued, as he
tossed the clipping back onto the Ram-
bler's desk, "that after discussing the
matter from various angles, the writer
sums up the principal causes for such
demoralization as he has described
principally to the weather, shortage of
motive power and the vast volume of
freight to be moved growing out of war
causes. But now, Rambler," he said in
conclusion, "we here, and anyone else
who knows railroads as we do, know
that every nerve was probably being
strained bv all involved in those un-
usual conditions, and that, too, cheer-
fully and loyally, to overcome them.
But don't you suppose that the ques-
tion was asked by them manv times,
mentally, at least, if not verbally, when
such matters were going to get
straightened out?"
Both the Rambler and myself gave
a hearty laugh at Slim's using the Ram-
bler's own tactics in making his point:
or. rather, in defending his original
question of the Rambler. "Of course,
68
ILLINOIS CENTRAL MAGAZINE
I suppose so," was the latter's response
after he had recovered from his amuse-
ment, "and I also understood the spirit
of your question; but you are taking
my response in not quite the way I in-
tended it. By the way," he said, as if to
change the subject, the while a smite,
lurking in the corners of his mouth as
though something amusing had oc-
curred to him, "I had the time of my
life the other evening at Tyro's house.
That is, I had an interesting and amus-
ing time, although what I saw and
heard there may not strike you as it
did me at the time. Let me tell it to
you," and opening a drawer he passed
his box of cigars as if he thought a lit-
tle pull at the weed might help our re-
ceptive moods while he talked. Light-
ing a fresh cigar himself, and then plac-
ing the box back in its place*, he began
by remarking that Tyro was a man
who had as many sides in his make up
as a dodecahedron — whatever that was.
"You know him, and most people do,"
he continued, "as a newspaper grind.
Snap-Shot Bill knows him as a good
companion for an out-of-doorsite, in
which connection I understand he is
well versed in many phases of nature
study. His wife probably knows him
for many little characteristics which
need not be mentioned, but it was left
to me to discover the other evening for
the first time that he is quite a lover of
art. I mean that phase of it represent-
ed bv pictures; I think we all know
that he loves music. Well, it was this
way." the Rambler finally beean after
satisfying- himself that his cigar was
going well.
"I dropped in on Tyro a few davs
ago in passing just to say "how do
you do.' That salutation represented
about all the time he could give me ex-
cept to say, 'Come up to the house to-
night ; it's my evening off. and there's
Sfoing to be something doing; there'll
be lots of fun. In fact, there's
going to be a hanging.' Seeing mv look
of surprise, he laughed and added, 'O.
nothing grewsome. Only the hanging
of a picture.' A picture. I said? I
can't conceive anything funny about
the hanging of a single picture, and
you probably will have it up by the
time I get there.' 'O,' he laughed, 'you
don't know Helen. Come up and you'll
see what only one picture will do for a
married man.' I nodded in acquies-
ence as I passed out, and in due course
presented myself at the door of his
home in the suburbs. Dinner had evi-
dently been disposed of some time be-
fore, for as Mrs. Tyro welcomed me in
the hall, I saw Tyro, through the door-
way, with a picture hanger in hand,
critically surveying the pictures on the
walls of the living room. 'Come in, old
man !' he shouted as he heard my voice.
'Sit down on the davenport, there, and
see me work.' Mrs. Tyro laughed and
said, 'I suppose Howard has told you
of his new acquisition, the proper dis-
posal of which has been on his mind
for a week or more. You will excuse
us if we keep on with what we have on
hand for a little while, during which we
can be talking, you know.' 'The fact
is,' said Tyro, 'that I have recently
come into possession of a modest, but
exceedingly fine thing in the way of an
oil painting. There it is on the floor
over there. Aside from its pleasing
qualities as a picture, it appeals to me
from a sentimental point of view, for it
belonged to a friend that I thought the
world of and has come to me through
the breaking up of that friend's home.
Furthermore, while, as you see, it is a
simple landscape subject of willows by
a stream and might represent any-
where as to locality, it also recalls a
familiar scene of my boyhood. In ad-
dition, for many years past I have seen
it from time to time in my friend's
house, where it hung over the side-
board in the dining room ; and from my
seat at the friendly board of that house-
hold I have always admired it. To
have it here seems to bring that house-
hold directly home to me ; hence there
is but one place in my house where it
can be hung. That is over my dining
room sideboard, where I can see it as I
sit at my meals.' 'And there,' said
Mrs. Tyro, with a little laugh, 'is where
our troubles for this evening come in.
ILLINOIS CENTRAL MAGAZINE
69
The place Howard insists on for his
hanging- is appropriate from every
point of view, including a reasonable
lighting; but his etching of a flock of
sheep roaming up over pasture hills is
also most appropriately placed in the
same spot that he has selected for the
oil. However, the sheep picture must
go, but where? It certainly must have
an equally good place, to secure which
means, I fear, a general rearrangement
of many of our pictures. In other
words, that one picture is more or less
disarranging many others in these two
rooms,' and she waved smilingly at the
dining room and the connecting living
room, practically two rooms in one on
account of the wide open doorway be-
tween them. 'Which is to say/ re-
marked Tyro, 'we are going to be all
out of line on account of the new pic-
ture; but you just watch Helen shift
things 'round here so that the tout-en-
semble will be better than before.'
"While they had been talking I had
counted the pictures hanging on the
walls of the two rooms, twenty-four in
the living room and sixteen in the din-
ing room. 'Yes,' laughed Tyro, divin-
ing my thought, 'a regular picture gal-
lery, isn't it? Still,' he said reflectively,
'I guess it is not quite as bad as that.
In a gallery the pictures are generally
massed together, while we have left
wall space. The general grouping is, I
think, as a whole harmonious and gives
a reasonable amount of open space to
not only leave the proper effect of wall,
but to set off the pictures themselves.'
'The fact is,' said Mrs. Tyro, 'we love
our pictures not as wall decorations but
for themselves — for the stories they
tell and the pleasure they give us from
many points of view. Howard, I may
say, however, is the genius that collects
them.' 'And she,' broke in Tyro, 'is
the arranging genius. Just watch her
tear things up now, and then bring or-
der again out of the chaos that she will
make. Come, Helen, we must get
busy.'
"To make a long story short," con-
tinued the Rambler, as finding his cigar
had gone out he relighted it, "those
two worked from eight until half past
ten that evening getting that one new
picture hung — Tyro doing the physical
labor, from the floor with his picture
hanger, while his wife planned and di-
rected. In the meantime I sat by and
watched, mightily interested in hearing
them chatter as to whys and where-
fores for each move made ; we all three
interspersing little remarks in between
on various topics, but chiefly bearing
on the matter in hand. First, after
hanging the new oil, ja, place had to be
made for the sheep picture, and it was
discovered that it would get the right
light and be almost as easily seen by
Tyro as he sat at his meals by placing
it over the telephone desk in a corner
of the dining room. But this necessi-
tated the removal of a very effective
etching of a cavalier lighting his pipe
with a live coal from the open fireplace
before which he was standing, and also
an ornate China plaque on which was a
painting of an ancient courting scene.
These last two, however, were taken
down and placed aside while the sheep
picture was put up, after which, of
course, came the question of the dispo-
sition of the plaque and the cavalier.
But before this last was done it was
discovered that the sheep picture
looked lonesome alone in its little cor-
ner space, and so an appropriately
framed and high class small photograv-
ure of a group of cows was taken from
a spot it had occupied for years in the
living room and placed over the sheep.
'Excellent!' they both exclaimed. 'In
perfect harmony as to tones and appro-
priately grouped.' 'I never did like
those cows in the living room anyway,'
said Tyro. 'A good thing in itself, the
picture never did seem particularly ap-
propriate for the place it occupied.' 'It
was well enough there at the time,' his
wife remarked, 'when we had so few
pictures as to make something of an
even distribution between the two
rooms a necessity. But look at this !'
she exclaimed, as she took from a nar-
row space between the bookcase and
the window a daintilv colored small
picture of an old colonial doorway cov-
70
ILLINOIS CENTRAL MAGAZINE
ered with purple wisteria in full blos-
som, 'see how perfectly this fits in the
place the cows occupied. How it har-
monizes with the rest of the pictures
on that side of the wall, and the space
it came from will look full as well if
left vacant. It was but a narrow strip
anyway.' "
"That is but illustrative of what went
on and on until all changes were
made," the Rambler said. "The cava-
lier went into the living- room over a
water color seascape, displacing a col-
ored autumn scene of naked woods and
stream. This last was placed in a nar-
row space between two windows ; it in
turn displacing a colored print of a
French chef amid his pots and kettles
holding in his apron a litter of kittens
and of puppies, all mixed up together,
while the mother cat and dog were
looking on in anxious solicitude. The
chef picture in time was given a place
in a corner of the dining room in lieu
of a prettily framed and rather effective
half-tone of an organ grinder and his
monkey. This last was discarded as
not being up to present standard as to
quality, and as having served its pur-
pose. 'In fact,' said Tyro. 'I never did
think it particularly a thing for fram-
ing, but it is rather an effective compo-
sition, and many years ago I framed it
more for sentimejital reasons than for
its artistic quality as a work of art. It
reminded me of Tony the organ grind-
er, whom I knew for years on the streets
in my cub reporter days.' The plaque
seemed to bother them the most. It
had been a gift to them some years be-
fore, and was a high class thing of its
kind. It was 'something,' Mrs. Tyro
said, 'that you really do not want to
hide, but you hardly know what to do
with.' It was hung that evening in
several places, necessitating temporary
shifts of other pictures, but it did not
seem to place itself to the lady's satis-
faction. It was thought for a while
that it would look well in place of a
skied fish picture in the dining- room,
and it having been agreed that the lat-
ter could be discarded after having
been a source of some pleasure for
years. Finally, however, the plaque
was skied in an odd corner of the din-
ing room adjoining the china cabinet,
through the glass doors of which cabi-
net Mrs. Tyro's pretty array of glass
and china ware was visible. 'Good,' she
at last exclaimed; 'the placque is now
unobtrusive, yet visible and effective,
In its way, much more appropriately
placed than formerly.' Of course, how-
ever, this shift put another picture out
of line — a small, highly colored repro-
duction of one of Max Parrish's effec-
tive fancies. But on an inspiration this
last was more harmoniously placed
than before by its displacing, in a nar-
row space in the living room, a colored
evening winter scene; the winter scene
taking an effective location for its mer-
its in the dining room where formerly
had hung a soft and exquisitely colored
small picture of strawberries. This last
in turn finally found a place skied over
the door between the dining room and
kitchen in lieu of the discarded fish pic-
ture. 'An exquisite thing, that straw-
berry picture,' said Tyro, 'and looks
better up there than where it was be-
fore.'
"When all was finished at last we
three took a general survey of the even-
ing's work, and it was mutually agreed
that for general harmony, lights and
proper blending of color schemes, the
two rooms were more effective than
they had been before. Tyro, however,
pretended good-naturedly to have been
overworked in the hanging and re-
hanging for the many trials that had
been gone through before his wife's de-
cisions became final as to the proper
placing- of the pictures ; so, throwing
himself down in a chair after we had
concluded that no more effective ar-
rangement could be devised, he said
jocosely to me, 'Now, honest, Rambler,
wasn't it fun to see Helen bossing me
around and telling me what to do while
I labored like a galley slave? But it's
worth it Rambler ; it's worth it.' "
The Rambler ceased talking, for he
had evidently gotten to the end of his
story, and Slim and I made no remark
for several moments, as running
ILLINOIS CENTRAL MAGAZINE
71
through the mind of each of us were
thoughts of the probable application of
what had been told us to the original
subject under discussion. Finally Slim,
who would have made a good lawyer
in his ability to not lose track of the
point, said, "That's all right, Rambler.
I can see how the proper placing of one
new picture in that room got all the
other pictures out of line for the time
being, and that, with intelligence and
perseverence, the new line-up made
things better than they were before.
But how about those two discarded
pictures?"
"O," said the Rambler, with a
chuckle. "I asked about that at the
time. It seems that Mrs. Tyro had
been planning and scheming on that
readjustment for days and had made
up her mind that they would have to
make a disposition of the fish and the
monkey pictures. She had said nothing
of it to Tyro, however, knowing his
propensity to hang on to all the things
he had ever loved in the picture line,
prefering to await ocular .demonstra-
tion with him, that he might make the
proposition himself, which eventually
he did. But she's a wise woman, that
Mrs. Tyro," the Rambler remarked as
an aside. "She does just what she
wants with Howard without his know-
ing it. However, in the course of her
studying the problem, Mrs. Tyro found
a neighbor who would be delighted to
have the fish picture for her dining
room, and another neighbor went wild
with delight at the prospect of receiv-
ing as a gift the monkey picture to put
in her six-year-old son's bedroom.
'Sonny will just love that picture/ she
said."
"I see," said Slim; "the change
worked out right all 'round," and,
throwing away the cigar, half smoked,
the Rambler had given him he fished
from his pockets "the makings" and be-
gan to roll a cigarette as he sauntered
out of the room.
Service Notes of Interest
The following, from reports of the Quar-
termaster Genera^ and the Provost Marshall
General, will be appreciated by, and en-
courage to further well doing, those of the
railroad service who have anything to do
with the movement of troops. They will
also be good things for an agent to show a
railroad critic in connection with govern-
ment ownership, should any such make him-
self heard in an agent's presence; the agent
to remember that the service mentioned
was rendered before the "taking over." The
italics are ours.
The Quartermaster General, in his annual
report in regard to the mobilization of the
National Guard and the National Army,
amounting in all to more than 1,000,000 men,
stated that the work was proceeding — "with
a smoothness and alacrity born of careful
consideration and the result of experience
that speaks in the highest terms of applic-
ability and efficiency of the railroad service
in this country." He concludes this portion
of his report, as follows: "The public little
know the tremendous effort, constant exer-
cise of forethought, enormous expense, and
self-sacrificing devotion to duty and the
patriotic spirit in which the railway officials
and their subordinates throughout the
country are lending themselves to the mili-
tary requirements. This phase of our na-
tional defense should be more clearly un-
derstood by those who are benefited by it,
and it is believed appropriate in this report
to invite the attention of the public to the
manner in which the railroads of the country
are responding under most trying circum-
stances not only to the needs of the military
service but to the country at large. It is
deemed proper for this office to state that
of those who are now serving the nation in
this time of stress there are none who are
doing so more whole-heartedly, unselfishly,
and efficiently than the railroad officials who
are engaged in this patriotic work."
The Provost Marshal General, in his offi-
cial report to the Secretary of War, makes
the following comment in regard to mobili-
zation of the National Army:
"No more difficult transportation problem
could be conceived. Small groups were to
be assembled at every county seat in the
United States, entrained and transported in
converging contingents at 16 separate des-
tinations, sometimes a thousand miles from
their points of origin. The smoothness and
dispatch with which this problem was solved
was nothing short of marvelous. Whatever
of uncertainty and lack of co-ordination may
yet remain in the adjustment of our peace-
72
ILLINOIS CENTRAL MAGAZINE
I had some pictures taken when- on fur-
lough and I am enclosing a couple. You will
note they are pretty good, always bearing
in mind that one can't get blood from a
turnip."
SERGEANT H. E. STRATTON
time facilities to the uses of war, it must be
said that the railroads' handling of selected
men could not have been bettered had it re-
sulted fronv a military experience of a de-
cade.
Sergeant H. B. Stratton, of Base Hospital
No. 2, U. S. A., who has been in France for
the past eight months or more, writes in part
as follows to an old Passenger Traffic De-
partment associate :
"I was granted a furlough of one week
and spent it in the big city of France and it
far exceeds my expectations of it. Never
have I seen a city of its size and beautiful
buildings, all built on the same plan of
architecture. Of course, we took in all the
historical points of interest such as Na-
poleon's tomb, the Louvre Museum, the
different palaces in adjacent suburbs, etc.,
which were all mighty interesting.
The weather here has been fine, hovering
just below the freezing mark in the early
morning and evening and warming up con-
siderably during the day. We can wear a
heavy army overcoat with comfort all the
time but it is quite a contrast to the winter
you people are having in the States. From
all accounts it is mighty cold.
Recent circular I. C. 4841 and Y. & M. V.
923 in regard to advance payments for sleep-
ing car reservations and in regard to re-
demption of sleeping car tickets, also pre-
vious circulars touching on the handling of
sleeping car . tickets, make the following,
from the American Express Travel Bulle-
tin, of interest:
"The New York Central and Pennsyl-
vania lines have discontinued the practice
of permitting the holder of one railroad
ticket to purchase an entire section in a
Pullman instead of one berth. Two railroad
tickets as well as two berth tickets are now
required to control a section on the trains
of these lines. The custom of making Pull-
man reservations in advance, without advance
payment, is being done away with. Many
lines now adhere strictly to the rule which
requires the purchase of the railroad ticket
as well as the Pullman ticket if a reservation
is to be made. The Canadian Pacific line now
requires its agents to ask the purchaser of a
section, a compartment or a drawing room,
which of the berths are to be made up. This
information is entered on the chart that goes
to the sleeping-car porter. This is one of
those little things that count for much in the
long run."
Mr. Robert J. Carmichael, connected with
the Passenger Traffic Department for over
twenty-five years and for the past seven years
as Division Passenger Agent at Chicago, has
been promoted to a new office in another
branch of the service; he, on February 15th,
having been made "Instructor of Passenger
Trains and Station Employees," the purpose
of his office being for the service to acquire
"uniformity of practice and more civil and
polite dealing with our patrons," which, when
accomplished "will result in patrons being
better pleased, and employees qualifying for
greater responsibilities ;" it being borne in
mind in such connection that "the policy of
the management is to accord employes op-
portunity for self-improvement, that they may
excel in the performance of their duties and
thereby bring about more harmonious rela-
tions with the public."
Mr. Carmichael entered the Passenger
Traffic Department in July, 1892, as office
boy and successively became a clerk with
varying duties at Chicago headquarters, Pas-
senger Agent at St. Louis, Traveling Passen-
ger Agent with headquarters at Cincinnati,
and Assistant City Passenger Agent, City
Passenger Agent, District Passenger Agent
and Division Passenger Agent at Chicago.
ILLINOIS CENTRAL MAGAZINE
73
There are, no doubt, many good reasons
why "Yep," "Nope" and "Guess so" are not
the equivalents of "Yes," "No," and "I think
so."
From their general acceptance as being
"careless," and implying indifference as to
whether the person to whom they are ad-
dressed considers such expressions courteous
or not, they are certainly not fit for use in
dealing with patrons. They have another
unfavorable attribute : it is due to the fapt
that most people are apt to consider, in any
matter, that the speaker's interest is no more
favorably marked — and his information no
more acceptable — than the manner of his
speech.
The information whrch these terms are used
to affirm, negative or concur with, as the
case may be, is therefore seriously discounted
through such carelessness. On the other
hand, a courteous reply, couched in tones
which indicate attention and carefulness — and
thus a proper attitude towards the public —
puts the "hallmark" on the transaction and
develops confidence in his informant on the
part of the person addressed. — Grand Trunk
Bulletin.
The following placards (?) scattered
through the Santa Fe's Railway "Ticket
selling talks" in large black faced type may
prove welcome food for thought to some of
our Central agents:
"A ticket agent's sign reads 'Tickets' but
it should also mean 'General Information
Bureau.' See that yours does."
"Do the men of your town call upon you
for information first or after they have asked
your competitor? See that YOU are first."
"Are you getting your share of passenger
and freight business? Better hustle around
and see that you do."
"If a patron asks for information do not
hand ouX a folder. To some the folder is
unintelligible — explain it."
"Carelessness is like a thief in the night.
It gets you when -you are not on guard."
"Are your patrons getting good service.
If not, who is to blame?"
"How is business? Did you help make it
so? If not, why not?"
Whenever a new ticket clerk or operator is
assigned to sell tickets, he should be care-
fully instructed in Advance by ticket agent
or experienced ticket seller regarding location
and use of ticket office facilities and ticket
selling procedure.
The new ticket seller should likewise take
pains to learn all the necessary details and
see that^he understands them clearly.
Location and arrangement of tariffs and
instructions, arrangement and form and use
of different kinds of tickets, including
cutting of Multiple tickets, writing on local
and interline tickets, including route endorse-
ments, punching routes, second class or half or
limitation on tickets, dating with ticket dater
all tickets sold, detachment of stubs, etc. Dis-
tinction and use of interstate and intrastate
fares should all be gone over and mastered.
This preparation in advance is essential to
enable the new ticket clerk or operator to
perform the work readily, and will avoid
confusion and errors and give more satisfac-
tion to the employe as well as the passenger.
— North Western Bulletin.
In an editorial in the Erie "Information
Circular" on the subject of the government's
taking control of the railroads, the following
is said :
"The person who is directly concerned, the
person upon^ whom the success of the plan
depends and" upon whom the credit for the
result will fall, is the man to whom these re-
marks are addressed — the railroad employe.
There is no person on the roils of the great
transportation systems of this country who
is not directly responsible for the result.
Ours is, next to agriculture, the greatest busi-
ness ever undertaken, and now that the Pres-
ident has increased our responsibilities, we
must put our shoulders to the wheel and see
to it that there is no failure in any part of the
undertaking."
The cheaper price and better ventilation of
upper berths are well known, but here is a
letter from a young lady who prefers an
upper for reasons of safetv — and there is
considerable merit in her opinion:
"May I say a word in commendation of the
lowered price for the upper berth?
"Years before the price was lowered I
learned to use the upper berth because, for
a girl traveling alone, it seemed a distinct
advantage to be up and out of the way, and
safe for the night. And now, well, I take
peculiar pleasure in getting the thing I prefer
at the preferable price ["—Union Pacific
Bulletin.
When you call a telephone number fr.om
memory or when you guess at it you are apt
to be wrong.
The mind has a trick of transposing figures
— instead of "1263" you are quite likely to
say "1623."
And when you thus ask for the wrong
number, you waste your own time, the oper-
ator's, and the time of the person called
through your error.
Directory first is a good principle. In the
end it saves time and temper to first consult
the latest issue of the telephone book.
— 'Bell Telephone Cp.'s "Service Tips."
The springtime train is running on a schedule
of the rose
74
ILLINOIS CENTRAL MAGAZINE
That beats the wind-broke blizzard and goes
sizzling through the snows —
The springtime train to beauty,
Where your tickets let you ride,
Where the bluebirds haunt the thickets
And the ice breaks on the tide.
The springtime train has whistled down the
line so far away,
But he who knows the whistle can foretell
the breath of May.
The springtime train to laughter,
From the storm and from the cold
To the valleys of the lily
And the daisy's heart of gold.
The springtime train is roaring down the old
excursion line,
And its fairy lights are gleaming and its
magic headlamps shine —
The springtime train to pastures
And to meadows of the sun,
Where the freight is song and laughter
And the baggage checked for fun.
The springtime train is rolling in the distance
up the hills,
And it's coming through the passes with a
load of daffodils —
The springtime train whose whistle
Is a song the robin knows
In spite of all the blizzards
And in spite of all the snows.
— By Folger M'Kinsey, in the Baltimore
Sun.
Coal bin mighty empty and the mercury
goin' down;
The bottom of the wood pile and not a cord
in town.
But don't you growl and grumble
When you think of over there
Where the boys have gone to battle
And so glad to do their share.
Blizzards on the warpath and gas pipes on
the bum;
Coal oil gettin' scarcer, and maybe worse to
come.
But don't you sit and murmur
When you realize how they
Have given up every comfort
To be trained across the way.
Every river frozen and the trains a-runnin'
late;
Steamboats out of business, not a clinker in
the grate.
But don't you moan and worry
When you think amid your joys
Of the things we've got to do yet
For the welfare of our boys.
— By Folger M'Kinsey, in the Baltimore
Sun.
The president of a certain railway in Ken-
tucky which is only ten miles long, was ex-
changing annual passes one year with officials
of other railways.
He enclosed an annual pass on his railway
to Stuyvesant Fish, then president of the
Illinois Central Railway, for himself and fam-
ily, with the request that Fish reciprocate.
It seems that Fish had never heard of the
Kentucky road, so he instructed his secretary
to look it up. As a result the pass was re-
turned with the following curt letter :
DEAR SIR:
I find that your railroad is only ten miles
long, while my road is eleven hundred miles
long. I herewith return your pass made
out in favor of myself and family.
Yours truly,
STUYVESANT FISH.
This was too much for the old Kentucky
colonel, who made the following notation on
Fish's letter and sent it back:
"You go to hell — my railroad is as WIDE as
yours."
He received the Illinois Central pass by
return mail. — Clipped.
An Atlanta man tells of a trip on a limited
train that was tearing madly along through
the darkness. Suddenly the engineer sprang
the lever and set the brakes, the sparks flew
from the rails as the locked wheels slid
along; the lights were extinguished as two or
three cars toppled from the rails. Then
there came a silence more ominous than all.
Certain of the passengers made torches
from bits of wreckage and began a search for
the dead and injured. From a pile of debris
there emanated a sound suspicously like a
snore, and soon there was dragged from a
mass of twisted iron, a slumbering porter.
"Merciful heavens, man !" exclaimed one of
the passengers, "didn't you know there had
been a wreck?"
"I shore felt somethin', gents," said the
darky, "but I kinder thought we was coup-
lin' on de dinin' car." — Harper's.
The captain of a negro company was ask-
ing for volunteers for various special kinds
of work.
"Is there a bugler here?" said the officer.
A lanky piece of ebony saluted, stepped
out of the ranks and spoke up:
"Here I is, sir."
"All right," ordered the captain. "Bring
him a bugle and let's hear what he can do
with it."
The bugle was placed in the hands of the
dusky soldier, who looked at it blankly for
some moments.
"Well," yelled the captain, impatiently, "if
you're a bugler, why don't you blow it?"
The negro stepped back into the ranks,
saying :
ILLINOIS CENTRAL MAGAZINE
75
" 'Scuse me, Boss, I thought you asked fo' a
burglar." — South Shore Country Magazine.
I'm working at the depot, once more I'm
in the race — yes, I'm working at the depot,
but it ain't the same old place.
There once was lots of swearing, and
mostly old blue shirts, but things ain't what
they used to be, for now they're hiring skirts.
They're digging out white collars and try
to look their best: the girls are at the depot
now — I guess you know the rest.
They're all a lot more careful in writing
up the freight; they go upstairs to look up
bills (and maybe make a date). I don't know
how it all will end, but this much is in sight;
in a year there'll be some newlyweds, for
our slogan's "Do It Right."— I. R. P., in
"American Express Service."
and when he reached the river, he wrote his
report to the superintendent:
"Sir : Where the railroad was, the river is."
— Everybody's Magazine.
An Adirondack guide one day fell asleep in
the woods, and a bug crawled into his ear. A
naturalist, who was one of the hunting party,
was able to discern the insect with his mag-
nifying-glass. After a careful examination
he walked away, without attempting to re-
lieve the guide's distress.
"Why didn't you take it out of his ear?"
asked one of his friends.
"What did I want with it?" queried the
absorbed naturalist. "I already have a speci-
men of that kind of bug in my collection."
— Exchange.
Tom Qallahan got a job on the section
working for a railroad. The superintendent
told him to go along the line looking for
washouts.
"And don't be as long-winded in your next
reports as you have been in the past," said
the superintendent, "just report the condition
of the roadbed as you find it, and don't use
a lot of needless words that are not to the
point. Write like a business letter, not like
a love letter."
Tom proceeded on his tour of inspection
A gentleman in Cincinnati employs two
negroes to work on his rather extensive gar-
dens, which he personally oversees. One
morning Sam did not appear.
"Where is Sam, George?" he asked.
"Jn de hospital, sah."
"In the hospital? Why, how in the world
did that happen?"
"Well, Sam he been a-tellin' me ev-ry
mo'nin' foh ten yeahs, he gwine to lick his
wife 'cause o' her naggin'."
"Well?"
"Well, yestiddy she done ovahheah him.
Das all."
CLEANINGS
from trie
C1AIMS DEPARTMENT
JntQTQsting - Jvows - of- 1)omgs • of
Claimants • J^z • and - £?#£ * of- Court
CLAIM AGENT SCOTT DIS-
CUSSES A SOURCE OF
GREAT WASTE.
Claim Agent ]. L. Scott, of Grenada,
Miss., has an only son in France. Mr.
Scott is patriotic and in dead earnest
about the war. He is worried about the
great waste in foodstuffs occasioned by
owners of live stock using railroad way-
lands as pasturage and has written the
following very sensible article on the
subject :
"It has been said by men high up in
the affairs of this nation, by men who
seem to be thoroughly competent to cope
with the grave problems of the hour,
men whose sincerity and loyalty cannot
be doubted, that if we hope to win the
terrible conflict in which we are now en-
gaged with Germany, it must be done by
speeding up our transportation facili-
ties in order that munitions and food
may be handled with the least possible
delay, and by conserving the food supply,
especially meat. With this end in view
the government of the United States has
taken over, in a way, the great railroad
systems of the country and placed Mr.
McAdoo in charge as Director General.
To guard the food supply we are follow-
ing the dictates of Mr. Hoover who has
named meatless and wheatless days, that
the soldier boys who are fighting for us
may be well fed and comfortable.
"With this situation so vividly before
us, it appears somewhat strange that but
little effort, if in fact any at all, is being
exercised by farmers living along rail-
road lines to guard their stock against
coming in contact with locomotives.
Hundreds of animals are needlessly
slaughtered every day, just for the lack
of a little care and precaution, and it
must be understood that a single cow,
properly butchered, would furnish meat
for a great number of soldiers in the
trenches.
"There is a movement now on foot,
started by citizens who are not in any
manner interested in railroad corpora-
tions, to urge Mr. Hoover to order that
it be made a crime, punishable by fine
76
ILLINOIS CENTRAL MAGAZINE
77
and imprisonment, for owners to permit
their live-stock to trespass upon the rail-
road way lands and to make no recovery
possible in the event stock are killed by
the running of trains. Some might argue
that this would work an intolerable hard-
ship on the stock men, but they have not
stopped to consider that if a law of that
kind were in effect there would be
absolutely no stock killed. Why?
Simply because the farmers would give
their stock the careful attention that
they give to other valuable property and
would keep them away from the rail-
road tracks.
"The government in demanding that
trains be handled with as much speed as
possible, has not yet taken into consid-
eration the fact that in many places the
right-of-way is used as summer and win-
ter pasture, and this very often in open
violation of local laws that are intended
to prohibit stock from trespassing. If
every engineer handling a train of muni-
tions should be required to go so slowly
that he could stop his long string of box
cars every time a "Jersey" came sud-
denly into view, transportation would in-
deed receive a very serious setback.
"Under government control every
mule, horse, cow or hog, paid for by the
government, is not a loss to the railroads
but a direct loss to the government, and
to the boys in the trenches who are so
bravely risking their lives in order that
our country may remain free."
THE "ANGELS" CONTRACT
COLD FEET.
The suit of Mollie E. Angel, filed in
February, 1917, in the Federal Court at
Memphis, Tennessee is one illustration
of the injustice so frequently imposed
upon railways through personal damage
suits.
Mrs. Angel in her petition, claimed
that in company with her husband, while
attempting to board a train at Lament,
Mississippi, December 24, 1916, she was
thrown by the sudden starting of the
train and seriously injured; that sub-
sequently, while on the train enroute to
Memphis she repaired to the ladies'
toilet, her husband accompanying her
to remove parts of her clothing and to
treat her wounds, and that while in the
toilet the flagman opened the door, or-
dered them out and used vile, abusive
and derrogatory language toward her
and that later the claim agent of the
railroad, in an endeavor to prevent her
receiving just remuneration, said that
she was a fraud. Greatly to her humili-
ation, for all of which she asked $30,-
000.00 damages, taking advantage of the
pauper's oath to file suit without giving
bond for costs.
Naturally such an unusual complaint
was thoroughly investigated. The case
came to trial in the Federal court on Jan-
uary 30, 1918. The plaintiff and her
husband testified in line with the com-
plaint in her declaration and her daugh-
ter was also introduced as to her injuries
and treatment after she reached Mem-
phis. No evidence, however, was given
in support of the last complaint about
libel and slander on the part of the
claim agent.
The first witnesses introduced by the
railroad were three men from Helena,
Arkansas, who testified that the plaintiff,
her husband and daughter had lived in
Helena for two or three years, were
well known to them, (two of whom
were officers of the law), and that while
in Helena these people had, for a large
portion of the time, resided in the negro
red light district and that the women
had been repeatedly arrested and fined
for vagrancy and improper conduct,
drunkenness, etc., and that their reputa-
tion for truth and veracity was bad.
(The women had testified that they
never drank.)
At this juncture an adjournment was
taken for the noon recess and when
court re-convened the plaintiff's attor-
ney stated that his clients had been at-
tacked very hard by the defendant's wit-
nesses; that they told him they could
successfully meet these attacks if given
time but could not get up the proof dur-
ing the trial, hence he desired to take
a non-suit. The court made some re-
mark to the effect that he should think
they would desire to quit and that by so
•78
ILLINOIS CENTRAL MAGAZINE
doing they had saved him the trouble of
ending the case.
The railroad had about twenty-five
witnesses at court and, had the case
gone on, would have made many inter-
esting disclosures as only a fair start
had been made in that direction.
This case, as shown by the proof,
brought by entirely unworthy people of
a fictitious complaint, was made to cost
the railroad something over $300.00 in
witness' fees and expenses.
ARKANSAS GETTING IN LINE.
Under date of February 4th, the fol-
lowing Associated Press dispatch was
sent out from Little Rock, Arkansas :
The Arkansas State Council of De-
fense today adopted a resolution urg-
ing Director General McAdoo to issue
an order holding owners of live stock
liable instead of the railroads when it is
killed on the railroad right of way.
This recommendation was submitted to
the council by a committee composed of
Dr. C. W. Garrison and Troy Pace.
LITTLE TRAGEDIES.
A man speeded up to sec if he could
beat a railroad train to the crossing.
He couldn't.
A man looked down the barrel of his
shotgun to see if it was loaded — it was.
A man patted a strange bull-dog on
the head to see if the critter was af-
fectionate. It wasn't.
A man struck a match to see if the
gasoline tank on his automobile was
empty. It wasn't.
HOW OLD IS ANN?
Claim Agent Cary writes as follows :
At your next claim conference I would
be glad if you would submit this ques-
tion for discussion :
Why is it that an employe who is
dumping coal or putting coal from a car
into a coal chute is not within the Lia-
bility Act although all kinds of engines
take coal there, both interstate and in-
trastate? (C. B. & O. vs. Harrington,
241 U. S. 177.)
Why is it that an employe who is
pumping water from the ground by a
gasoline engine into a storage tank, the
same water to be used thereafter by both
interstate and intrastate trains and all
kinds of engines is within the act?
(Bulletin p. 107, Jan. and Feb. number,
1918. Collins vs. Erie, 245 Fed. 811.)
Up to date all the distinction I can
gather from these cases is, that one was
Harrington and the other Collins. The
question of being able to determine what
case is within and what without the act
at present is somewhat like the old ques-
tion of "How Old Is Ann?"
IMPEDIMENT TO TRANSPORTA-
TION.
Some cattle belonging to Mr. Omer
Bucker, of Anita, Ind. got on the rail-
road track, June 5, 1916, and were
struck by an Illinois Central train. As
a result of the collision with the cattle,
the train was derailed. Fortunately, no
deaths or personal injuries resulted from
this derailment. However, this derail-
ment on account of striking stock is one
of a great number that have occurred on
the Illinois Central lines, in many of
which employes have been killed and
maimed. The impediment to transporta-
tion caused by trespassing live stock is
much greater than many imagine, and it
is almost certain that at some not far
distant day this evil will be eliminated by
governmental order to the effect that
owners of stock may not recover dam-
aees from railroads when their stock are
struck by trains and killed. Then the
stock will disappear from the waylands.
THOUSANDS DIE WHO FAIL TO
STOP, LOOK AND LISTEN.
More than 2,000 motorists who failed
to stop, look, and listen, were killed at
grade crossings in 1916, and many more
were injured. The number of the killed
and injured in these accidents is increas-
ing 25 per cent a year.— Exchange.
This report would be more accurate if
after the numerals 2,000 had been in-
serted the word "careful." Because they
are all careful drivers and admit it when
interviewed (if alive). — Claim Agent.
ILLINOIS CENTRAL MAGAZINE
79
ANOTHER AUTOMOBILE ACCI-
DENT AT WARREN.
Within nine months nine persons were
killed and five injured in three automo-
bile accidents on grade crossings at or
near Warren, 111. The last accident was
that in which an automobile driven by
Dr. F. H. Sandman, a prominent veter-
inary surgeon of Warren, was struck by
train No. 28, December 13, 1917, at the
crossing known as Russell Crossing. As
a result of this collision, Dr. Sandman
was killed. At this crossing there is an
electric crossing bell, which, according
to the statements of witnesses, was ring-
ing at the time of the accident. There is
also an unobstructed view of a train ap-
proaching from the west for a distance
of over two miles.
Dr. Sandman was heard to remark,
after the second automobile accident in
which three people were killed and four
seriously injured, that he would never
be struck by a train while riding in an
automobile on a grade crossing. The
first two accidents occurred at crossings
where it was claimed that the view was
obstructed and there was no protection
'in the way of crossing flagman or cross-
in? bell. The crossing where Dr. Sand-
man lost his life is an open one and was
nrotected by a warning bell. This clear-
ly illustrates that warning bells, flagmen
and the like are unavailing if the occu-
pants of automobiles do not exercise or-
dinary care in approaching railroad
tracks.
ANOTHER NAME FOR THE
ROLL OF HONOR.
Sometime ago attention was called
through these columns, to the fact that
J. W. Bufkins of Chambers, Miss., had
tied a cow to graze on the right-of-way ;
that the animal broke loose, went upon
the track and was struck and killed and
the owner told Claim Agent Jolly that
he did not think the railway in any way
at fault and that he did not desire to
present a claim. .
It was then suggested that some sort
of special roll of honor be prepared
for individuals displaying such rare
sense of justice and right as between
themselves and railroad companies.
T. L. Head of Penton, Miss., should
now also be placed upon this roll. On
January 28th he had a calf killed and the
section foreman, in reporting the mat-
ter, adds to his report, "The owner does
not claim any damage as he says it was
his fault that the yearling got killed, not
the railroad's."
Presumably these gentlemen, feeling
as they do about these matters, make
extraordinary efforts to take care of
their stock, and if all others did the
same, very few animals would be killed
and live stock owners and the railroads
would be much better off, and so would
the public, as there would not then be
lost to consumers of milk, butter and
beef the thousands of head annually
killed on railway tracks.
Consumers must now buy a substi-
tute with each pound of flour. Why not
require owners of live stock to display
at least an equal amount of care with the
railways in an effort to prevent the kill-
ing of stock? The railway builds fences
and in some places it employes watchmen
to keep stock off the track and often re-
duces speed or stops its trains in ef-
forts to avoid striking them. A fifty-
fifty effort along these lines would help
tremendously in the conservation move-
ment.
PATRIOTIC MISSISSIPPIANS.
Mr. W. R. Kitchens, residing at Crys-
tal Springs, Miss., had a calf struck and
killed by one of our trains recently and
told the section foreman that he would
willingly take the carcass and sign a re-
lease. He stated that the animal
crawled under the wire fence and ran in
front of the train and that the Com-
pany, was in no way to blame. He said
that he felt that the railroads had about
all they could carry and that he would
butcher the animal and do the best he
could with it.
A short time after the above occur-
rence, Mr. Lee Harper, another good
citizen of Crystal Springs, had a cow
killed by one of our trains. Mr. Harper
was not to be outdone by Mr. Kitchens
in his patriotism and informed the sec-
80
ILLINOIS CENTRAL MAGAZINE
tion foreman that no claim would be
filed. He stated that the Company had
built and maintained good fences on
each side of the track, but that some-
one had left the gate open, permitting
his cow to go upon our waylands, for
which the Company was not responsible,
and that he knew that the railroad did
not wilfully kill his cow. . He further
stated that he lived on the best Railroad
in the country and that it had a hard
enough time with ambulance chasing
lawyers and fake damage suits, and that
he did not propose to add to its bur-
dens.
Our local claim agent, Mr. Mackey,
is wondering if the millennium is at
hand. He has often dreamed of meet-
ing people who refused to accept money
for stock killed or for other claims they
had or imagined they had, but this is the
first time he has been face to face with
such a reality.
THE RIGHT SPIRIT.
Keep the live stock off the railroad
track. The loss of stock killed by moving
trains amounts to millions of dollars
annually. Most of this great loss is to-
tally unnecessary, and it must be re-
membered that every bit of it is an ac-
tual and absolute loss. Even if the far-
mer recovers the full value of the ani-
mal killed, the railroad company or the
insurance company, and certainly the
country at large, must bear it. The
wise thing and the profitable thing is to
keep the live stock off the railroad
tracks. Just a little care would prevent
most of the loss. — Southern Agricultur-
ist.
NO AUTOMOBILE ACCIDENTS
ON THE SPRINGFIELD DI-
VISION IN A YEAR.
Superintendent Hevron is feeling
mighty good over the Springfield Divi-
sion having gone a year without having
had a single automobile accident. He has
written the division officers and employes
of the Divfsion a letter reading as fol-
lows:
"During the year 1917 just brought to
a close, the Springfield Division has been
very fortunate with reference to auto-
mobile accidents.
"During this period we have not had a
single accident between one of our trains
and an automobile, in which a personal
injury was sustained or damage paid
on account thereof.
"Considering the fact that our division
embraces a territory of 473 miles
through a thickly populated section of
our country where the use of the auto-
mobile is ever increasing, it is in my opin-
ion a very commendable record and in-
dicates the methods and efforts you gen-
tlemen have put forth during the past
year on this subject have given admirable
results."
CONDUCTOR FERGUSON USES
GOOD JUDGMENT.
A very interesting example of the right
way to handle a case was recently furn-
ished by Conductor C. H. Ferguson of
the Memphis Division. While Mr. Fer-
guson's train was being backed onto the
transfer boat at Trotters Point one of
the car steps struck an old gentleman who
was walking on the incline. While he
disclaimed any injury whatever the con-
ductor not only secured the names of
several witnesses and made a full report,
but also drew up a short release and took
the old gentleman's release upon the pay-
ment of a small amount, which the con-
ductor advanced out of his pocket. Of
course the company promptly reimbursed
him. Conductor Ferguson is to be high-
ly commended on the good judgment dis-
played by him in this instance. Of
course, it does not follow that conductors
should take releases in each and every
case occurring on or with their trains,
but a conductor endowed with good judg-
ment will have no trouble in deciding
how to handle such matters when they
arise and will at any rate always take
the precaution of securing names of wit-
nesses and make full report.
MR. ROBERTSON'S ABLE AND
INTERESTING LETTER.
Mr. M. M. Robertson, President of
the Rotary Club at Vicksburg, Miss., and
Chief Claim Agent of the A. & V. and
ILLINOIS CENTRAL MAGAZINE
81
V. S. & P. Railways, has been taking a
lively interest in the subject of finding
some way to prevent the slaughtering
of live stock on the tracks of American
railroads. He recently wrote a very able
and interesting letter to Mr. P. M. Hard-
ing, Food Administrator of the State
of Mississippi, on the subject, reading
as follows:
"Referring to our recent conversation
in regard to food conservation, I am
writing to call your attention to a great
national waste in stock killed on rail-
roads. For your information and as an
indication of what this amounts to, I
am giving below a statement showing
the different kinds of stock killed on
these two roads for the period of May,
1916, to October, 1917, inclusive. As
horses are an important war item I am
including them in the statement also.
Road Cattle Sheep Goats Hogs Horses Valued
A. & V 261 29 14 137 52 $20,215.00
V. S. & P.. 551 32 28 570 102 36.280.00
812 61 42 707 154 $56,495.00
"If this is the experience on 310 miles
of road, what must be the national waste
on all the roads! The A. & V. experi-
ence is below the average. The figures
on the V. S. & P. more nearly approxi-
mate the average on other roads in the
South.
"Fully 80 per cent of the A. & V. is in
stock law district, and fully that per-
centage of the road is under good fence.
Practically all of the A. & V. is ballasted
with slag, which has the effect to some
extent of keeping the stock off the track
proper.
"As I see the reports of stock killed
roll in each month I think of the enorm-
ity of the thing the country over, and
wonder if there is not some way to stop
such a terrible waste. Some way to
divert the food producing animals to
feeding the soldiers in the trenches and
the draft animals to be filling the army's
requirements. It would be interesting
to see the figures for the experience of all
the roads in the country since the be-
ginning of the war. In ordinary times
such great waste is tragic, and in the face
of the Nation's needs at this time it
seems to me that some strenuous effort
ought to be made to correct it.
"A Federal Statute, if constitutional,
prohibiting stock from being allowed to
run upon railroad rights of way, as a
menace to Interstate Commerce, would
be effective in correcting the evil. And
stock on the right of way of railroads
is no small menace. Some of the worst
wrecks in the history of railroading were
due to striking stock.
"But we have no such statute and ap-
peal to patriotic public spirit is the only
recourse. From the patriotic response
to the campaign for conservation on the
table I am led to believe that a similar
campaign for conserving live stock by
keeping it off the rights of way of rail-
roads would effect a great saving. My
suggestion would be that an appeal from
Mr. Hoover, giving publicity to the need
for such conservation, be made. That a
campaign of education be inaugurated
through patriotic public spirited men in
every community, acting under instruc-
tions of the State Representative. If
public sentiment could be moulded in
favor of such conservation, a great deal
of ^ood could be accomplished.
"In stock districts favorable public
sentiment would operate to keep the
stock up, as the law intends. Gates
would be kept shut and fences would not
be cut. A form of poster at each gateway
leading into the rights of way of rail-
roads, which are usually made a com-
munity convenience, might be effective
in closing this avenue of waste.
"A good deal has been done by the rail-
roads to promote conservation in this
respect, and I enclose herewith copy of
a circular letter which we have been
using on these roads. But effort in this
direction on the part of the railroads
themselves is generally considered sel-
fish only and little attention is given it.
"Practically all the stock killed on rail-
roads is the result of purely unavoida-
ble accidents. The stock comes upon
the track too close to the approaching
engine for the engineer to stop his train
and avoid striking it. Engineers are
alive to the danger to themselves in strik-
ing the larger animals, and generally
exercise extraordinary care to keep from
striking stock. But there is a great re-
82
ILLINOIS CENTRAL MAGAZINE
sponsibility upon the engineers to get
their trains over the road on schedule,
and some times they take chances on the
effect of alarm to frighten the stock from
the track. Zeal on the part of engineers
would no doubt contribute to this conser-
vation, and a similar work with railroad
engineers would not be without its fruits.
"Whenever I can be of service to you
in the commendable undertaking which
you have in hand command me."
ED ANDERSON'S SUIT FOR
HOUND DOG KILLED.
Ed Anderson, a negro living near Lex-
ington, Miss., sometime ago filed suit
against the Y. & M. V. R. R. Co. for
$49.50 the alleged value of one hound
dog which jumped up on the railroad
track about fifty feet in front of a pas-
senger train, March 19, 1917, and tried
to cross a trestle and was struck before
the train could be stopped. The case
was tried before a jury and a verdict
was rendered in favor of the Railroad
Company. Ed did not gain anything,
but he did not lose anything. The Rail-
road Company, however, lost the serv-
ices of a section foreman and crew ; also
the services of an engineer and fireman,
for three days, and that is a considerable
loss during these busy times when the
shortage of labor is so acute. Ed Ander-
son furnishes an illustration of one way
of punishing the Railroad Company and
impeding transportation.
Appointments and Promotions
Effective January 1, 1918, Mr. Martin
W. Kramer is appointed Engineer of
tests, with headquarters at Burnside
Shops, Chicago, Vice Mr. M. A. Metz-
ger, resigned to accept service with an-
other Company.
Effective January 1, 1918, Mr. Wil-
liam^ R. Givens, is appointed Train-
master, Cairo-Mounds Terminal, with
headquarters at Mounds, Illinois. The
position of Assistant Trainmaster is
abolished.
Effective March 1, 1918, the Chicago
Terminal (Chicago to Mile Post 27.5
and Chicago to Mile Post W 15) hav-
ing been separated from the Illinois Di-
vision, Mr. Patrick H. Leonard is ap-
pointed Road Master with headquarters
at Chicago, 111. Mr. William C. Costigan
remains Road Master of the Illinois Di-
vision.
B
A Neighborhood Institution
ANK advertising in the abstract has little interest for most of but the
nearness and personal touch that is observed in the publicity of the
neighborhood institution gets into our consciousness in no uncertain way.
We feel it — we know for a fact they want our business. They tell us they
would become acquainted, and ask that we visit with them. Verily the days
have gone by when in olden times (not so long ago either) the massive en-
trance, iron doors, and steel bars, caused us to enter with misgivings rather
than confidence as at present. Today we treat with our banker as with any
other business man. And it should be so.
Hence we have pleasure in speaking of the most cordial invitation (already
in print in this magazine) extended to all in the new Illinois Central Office
Bulding by the Woodlawn Trust & Savings Bank, whose close proximity
makes it particularly convenient.
With all the facilities of a downtown institution, the Woodlawn Trust (a
three million dollar institution) has certain features worthy of mention.
The handsome and spacious Safety Deposit Vaults are especially inviting.
There are nearly 2000 boxes varying in size 2x5x21 inches to larger compart-
ments. A division of one vault is set aside for hand satchels, trunks or pack-
ages of whatever form.
The Savings Department is so equipped that it can handle with dispatch the
neighborhood banking business. $1.00 opens an account.
In the offices of the bank one will find men worthy of confidence and trust.
They may be consulted regarding loans, and other matters about which you
mav have doubt.
83
How the Railroads Can Help in a Good Cause
By H. B. Hull, General Claim Agent, I. C. R. R. Co.
On the Illinois Central system, for a
period of sixteen and one-half months,
from July 1, 1916, to November 15,
1917, there were 54 persons killed and
148 persons injured in automobile grade
crossing accidents. The increase in this
class of accidents over the preceding six-
teen and one-half months was over 200
per cent.
A peculiar feature of automobile grade
crossing accidents is that the great ma-
jority of the people who use automobiles
seem to be indifferent to the danger at
railway grade crossings, although the
danger may be apparent and frequently
impressed upon their minds. If a horri-
ble catastrophe occurs in a neighborhood
one would naturally think that the users
of automobiles would be shocked to the
extent that they would become more
careful in that particular community, but
the experience of the Illinois Central
with automobile grade crossing accidents
does not bear out this conclusion.
At Warren, 111., on June 28, 1916, an
automobile containing six persons was
struck on a crossing. Five were killed
outright and one was permanently in-
jured. Warren is a town of 1500 inhabi-
tants. Everybody there, and in that
vicinity, knew about this terrible acci-
dent. If such a warning as this is not
sufficient to put automobilists on guard at
railway grade crossings, it would appear
that terrible warnings are absolutely fu-
tile. In the same town of Warren, on
November 15, 1917, another automobile
horror occurred on the main crossing of
the town. Three were killed and four
sustained very serious injuries in this
accident. But Warren does not consti-
tute the only instance of this kind. At
Mayfield, Ky., on August 9, 1916. two
were killed and two were injured in an
automobile grade crossing accident. In
the same neighborhood, on November
4, 1917, three were killed and one was
seriously injured in a similar accident.
At Jackson, Miss., on August 15, 1916,
four were killed and one was injured in a
single automobile grade crossing acci-
dent. Since that accident a number of
death-dealing automobile grade crossing
accidents have occurred in Jackson and
in that vicinity.
Another notable feature of automobile
grade crossing accidents, as shown by
the records of the Illinois Central, is that
26 per cent of the injuries prove fatal
and that the non- fatal injuries are usu-
ally very serious.
The greater portion of the Illinois
Central runs through a densely popu-
lated country and perhaps it would not
be fair to say that all railroads, many of
which run through sparsely settled coun-
try, have had the same experience with
automobile grade crossing accidents as
has the Illinois Central. Some railroads
have doubtless had more of these acci-
dents in proportion to mileage and den-
sity of population, and some have had
less. However, it is clear that thousands
of people are being killed and injured
annually in automobile grade crossing
accidents which could be easily avoided
if automobilists were required by law
to take some precautions for their own
safety. It can be said conservatively
that they will never take these precau-
tions unless they are severely penalized
for failure to do so.
The municipal and state authorities
have, in many instances, tried to make
the railroads responsible for safety at
grade crossings, but this has not, and
never will, prevent or even reduce auto-
mobile grade crossing accidents, unless
the trains are actually required to stop
at all crossings. That, of course, would
be impracticable. The solution of the
84
ILLINOIS CENTRAL MAGAZINE
85
problem is to require the automobilists
to stop. This would be entirely practi-
cable, as automobiles are light and easily
controlled and can be stopped anywhere,
or at any time, at a moment's notice.
The railroads can help by frequently
publishing statistics showing the number
of fatal and non-fatal automobile grade
crossing accidents occurring on the re-
spective lines. Such publicity, if per-
sisted in, should eventually arouse the
public in regard to the necessity of doing
something more than has yet been done
towards saving the lives and limbs of
automobilists at railway grade crossings.
— The Bulletin, January-February, 1918.
Stuart B. Rowles
TT IS with saddened hearts that the
many friends of Mr. Stuart B.
Rowles learned of his death March 7th
due to pneumonia. He was born in
Bridgeport, Ohio, December 21, 1878,
and during his early childhood his par-
ents moved to a farm in Kansas. Here
he spent his boyhood days, riding- back
and forth to school on horseback. He
graduated from Washburn College,
Topeka, Kansas, with the degree of
Bachelor of Science, and expert ac-
countancy. Having farmed during his
boyhood days, he naturally became one
of the most enthusiastic of the Illinois
Central Wildwood Gardeners, last year,
and was exceptionally successful, not
only on his own plot, but in aiding
others in scientific farming.
He served the company in various
capacities, lastly as assistant chief clerk
to the car accountant. His bright, en-
ergetic and manly character will be
missed from the General Office and On
Line.
Regimental Chaplain Third Illinois
Reserve Militia officiated at the funeral
service, last rites were observed by fir-
ing squad, and taps sounded by buglers
STUART B. ROWLES.
of Company A, of which he was a
member.
SAFETY FIRST
General Safety Meeting Held Office of Superin-
tendent, Water Valley, Mississippi,
February 25, 1918
Messrs :
A. D. Caulfield, Superintendent, J. T. Westbrook, Assistant Engineer,
J. W. Tarver, Chief Clerk to Superintendent, C. M. McElroy, Special Agent,
W. F. Adams, Yard Master, J. E. Lufkin, Supervisor Signals,
L. S. Houston , Chief Dispatcher, R. L. Bell, Building Foreman,
S. R. Mauldin, Master Mechanic, L. L. King, Division Storekeeper,
W. E. Hoyt, Division Storekeeper, E. M. Sherwood, Agent,
C. A. Maynor, Road Master, M. L. Hays, Agent,
E. A. Cleveland, Chief Clerk to Road Master, B. A. Talbert, Agent,
G. M. Hubbard, Supervisor B. & B., F. F. Munson, Claim Agent,
D. Jernberg, General Foreman. T. M. Kimzy, Watchman,
E. E. Whitesides, Division Claim Clerk, J. H. Blackburn, Section Foreman,
G. R. Wilkinson, Supervisor, W. H. Knight, Section Foreman,
W. E. McCune, Supervisor, R. A. Kyle, Section Foreman,
J. F. Watts, Supervisor, Z. Felton, Section Foreman,
G. H. Peacock, Supervisor, C. H. Crews, B. & B. Foreman.
Train Masters N. W. Spangler and W. H. Petty, absent account riding soldier
trains. Traveling Engineer Sieber absent account of sickness.
Statements read showing automobile accidents occuring on our lines May 1st,
up to September 24th, 1917, 17 persons killed and 52 injured.
Statement discussed, payments for settlement of personal injury claims, 11
months, 1917, compared with 1916. Mississippi Division showed increase due to
large settlements made account of some personal injury cases occurring in 1911,
1912, 1913, 1915, 1916. Eliminating these old cases this Division made favorable
showing.
Attention called to cases personal injuries due to pile driver turning over. Road
Department officers directed to see that extra caution be taken to prevent injuries
of this kind.
, Cases of personal injuries occuring during present month were reviewed and
discussed.
Attention called to Mississippi State Law providing cars or engines not be
backed into or along passenger depot at greater speed than three miles per hour
and a member of crew precede same not exceeding 40 or under 20 feet in advance,
on foot, to give warning.
Damage to Stock.
To date this month, stock killed on Mississippi Division : 2 horses, 8 mules, 4
cows, 27 hogs, 1 miscellaneous, total 42, some increase over corresponding period
last year. This caused by large number of hogs running at large, which our
standard fence will not keep off way land. Section men taking up stock at various
points requiring owners to pay penalty provided by stock laws, is having some
good effect along this line.
86
ROLL OP HONOR
Name
Charles W. Sommer
Perry G. White
Mrs. Addie H. Mayes
Dennis R. Gould
James M. Dubois
Date of
Occupation Where Employed Service Retirement
Engineman Aberdeen, Miss. 23 yrs. 12-31-'17
Ind. & Imm. Agt. Chicago, 111. 28 yrs. 3-31-'18
Telegraph Opr. Brookhaven, Miss. 35 yrs. 10-31-'17
Engineman Waterloo, la. 45 yrs. 12-31-'17
Engineman Waterloo, la. 47^ yrs. 12-31-'17
M
W. H. Washington.
R W. H, WASHINGTON was
born at Grantham, England, July
15, 1852. Went to work as "bar-boy,"
and call-boy twelve years later. At that
time the fires were knocked out through
an opening made by knocking three or
four bars up at the front end of the fire-
box, and it was the duty of the bar-boy
to go in the firebox and replace these
bars. Went firing 1869. At this time
the engines in England had no cabs, and
the engineer and fireman had no more
protection from the weather than if they
were riding in a coal car, except that they
could lean against the boiler-head and
absorb some little heat from it. The in-
jector had not been invented, and the
boiler was supplied by a pump on each
side, with the plunger attached to the
crosshead. The lubricator had not been
thought of, and to oil the valves and cyl-
inders, the engineer had to stop, and get
c'own with a pot of melted tallow and a
syringe, and after squirting some in
through a cylinder cock, walk round and
treat the other side the same way. The
cylinder cocks were each independent and
to open or close them it was necessary to
stop, and walk around the front end and
open or close each one separately. There
was no dry sand. The sand box was
located where the steam chest is on the
W. H. WASHINGTON
present day engines, and in damp, slip-
pery weather the fireman had to sit out
there and drop wet, unsifted sand down
a funnel topped pipe with his hands ; and
87
ILLINOIS CENTRAL MAGAZINE
in cold weather it was often necessary
to take a cold chisel with him to break
up the frozen sand before he could get
it out of the box.
After five years' firing was examined
and promoted, and in 1881, July 20, land-
ed in Boston, Mass. There was no such
thing as a train order in England. Trains
being operated altogether by signals, un-
der absolute block system, and so, in or-
der to learn the train order system Mr.
Washington went to work as fireman on
the C. & G. T. R. R. with a promise from
Mr. Boag, Superintendent of Machinery,
that he would only have to fire till he
could stand the examination required of
their engineers. Was examined and pro-
moted four months later. Afterwards
ran on the New York & New England, C.
& O. R. R., T. & P., and on the old Vicks-
burg & Meridian, now the A. & V. Ry.
Worked for that road 14 years, and en-
tered the service of the I. C. R. R. in the
New Orleans Terminals Nov. 20, 1897.
Retired on a pension Jan. 1, 1918.
Has been a contributor to the hospital
service since it was inaugurated, and be-
lieves it to be the best thing ever gotten
up for the employes.
E. A. Garvey.
A battle against the inevitable closed on
January 18, 1918, when the death angel
came to the bedside of Mr. Ed. A. Gar-
vey and found him unafraid.
Mr. Garvey had been sick but a few
days and did not fear the end, but met his
conquering disease with a bravery and
fortitude that was characteristic of him
all through his long and useful life. He
was born in the City of Cashel, Ireland.
January 5, 1848, came to America with
his parents in 1852, landing in New York.
When reaching manhood, he desired to
enter railroad service and in 1867 was
employed by the V. & M. R. R. (which
is now the A. & V.) ; when leaving the
service of that company, he entered serv-
ice with the Vicksburg & Ship Island
R. R., which was later changed to the
L. N. O. & T. and which is now the Y.
& M. V. Mr. Garvey had the distinction
of running the first engine over the Y. &
EDW. A. GARVEY
M. V. Railroad. Although a very pro-
ficient engineer, he was forced, by de-
fective vision, to give up road service and
then took up service in Vicksburg Shops,
where he remained until death. On the
5th day of January, last, he reached the
age of 70 years and would have been re-
tired on pension benefits February 1st,'
1918.
For many years Mr. Garvey had been
secretary and Treasurer of Division 281
of the Brotherhood of Locomotive En-
gineers and during this long term, han-
dled for the division many thousands of
dollars; he was very painstaking in his
records and his accounts were always cor-
rect to the cent.
Mr. Garvey earned the reputation of
being a conscientious and hard worker;
he was accommodating and always had a
cheerful word for every one. His many
friends will mourn his loss until time
alone will remove him from their mem-
ory.
The Value of Photography
By J. K. Melton
We have reached the dawn of visual
education, that is, I mean we will visual-
ize subjects that mean so much in the
educational world. It will not be long,
before the .books in our great libraries
will be pulled from the shelves and
filmed with a clearer and more definite
meaning than could be understood by
reading. This will eliminate the long
burdensome studies which take so much
time, in having the children realize what
the picture has told them so clearly in a
few minutes.
We must be more thoughtful in ap-
plying our means of education. The
same things described in books could be
as well understood by the child as an
older person fErough pictures. For ex-
ample— you .are reading a book of how
sugar is made. In words the child would
not understand the machinery or method,
but pictured process is clearly understood
by the child. Thus we are simplifying
the method of education.
Let us take electricity — for example
the different kinds of winding in the
dynamo. It is very simple to make ink
drawings as is done in animated car-
toons and show the flow of electricity
through the entire system of the dy-
namo. This can be more clearly dem-
onstrated through the moving picture
film than any other method.
Suppose we would take history, geo-
graphy, physiology, how pleasing it
would be to study such subjects in mov-
ing pictures. Not long ago I saw the
heart action in a moving picture. I could
never appreciate it from the study in
physiology as I did appreciate it in the
moving picture. I also saw one of Mr.
Edison's great films entitled "The Fly"-
I mean the pesky house fly that has
caused so much misery, filth and disease
in this world. You remember the old
slogan, "swat the fly" — Edison's new
film has proved to us that we should
swat the germ and the breeding places
of all manner of disease. Let us apply
photography in still another way : the
still pictures are very valuable and often
considered indisputable evidence. For
example : I sat in a Court room once and
heard the attorney for the plaintiff in
the case with one of his oratorical
eulogistic descriptions of a railroad
crossing where an accident had occurred.
He was talking to the jury and the court.
He raised the hills to the blue sky on
both sides of the railroad, he made a
canyon of the highway and swung his
defending hand around to illustrate a
curve and as his voice dropped to the
lower tones reverently and slower he
said, "the train was seen and heard not,
and the whistle did not blow, and the
bell did not ring, nor was -there a sound
heard from the approaching train." The
jury sat with an awe-struck look when
he had finished talking the wrinkles out
of his diploma, but there was another
story to be heard in this case, and when
the plaintiff had finished and the defend-
ant was recognized, the camera spoke
the silent truth, and showed no tower-
ing hills, nor curves, nor canyons, but in-
stead it's all-seeing eye was turned on the
track and far in the distance, two rails
seemed to blend into one, and as each
juryman looked at the picture, they
seemed to reach the conclusion that
their own eyesight was more depend-
89
90
ILLINOIS CENTRAL MAGAZINE
J. K. MELTON.
able than the oratorical description of an
imaginary lawyer.
When the defendant had finished the
judge moved from his easy pose and
waved the jury from the room, and he
undoubtedly realized that often the truth
is spoken silently.
Let us take the Loss & Damage De-
partment of the Illinois Central Rail-
road and see what still pictures have
done. One day I was busy in my studio
and the telephone rang, it was the Gov-
ernment Inspector at South Water
Street, Chicago. He said, "Could you
come down to South Water Street right
away prepared to take pictures inside
a car loaded with tomatoes?" I went
down and on meeting the Inspector we
walked down through the yard and he
pointed out the car and as he broke
the seal and pushed back the door, he
said "this fellow don't want to accept
these tomatoes. They are on consign-
ment and the market is heavy, perhaps
moving slow." I climbed inside and
put up my camera and made a flash
light exposure. On close examinatio.
we found one crate of over-ripe tomatoes
lying on its side so the soft ripe torn;
toes could run from this crate down
through the crates below and make a
very bad appearance. No doubt this
poor farmer threw this crate of over-
ripe tomatoes in for good measure. But
his big generous heart led him astray in
this case. On returning to the station
I had to walk through the yard and on
one of the team tracks I found a car-
load of onions that had been hauled all
the way from Florida and as soon as
they arrived were ordered dumped out
and were not fit for use to anyone. I
photographed these onions and asked
the man who was with me what was
wrong with such a shipment, — "I don't
know" was his reply. "Who does know"
I kindly asked, "Oh, Mr. , our In-
spector," he explained, "could perhaps
tell you about 'them." "Is he connected
with the Loss and Damage Bureau, and
is he authority on diseases of vegeta-
tion?" "Yes, I think he is," he said. I
went to his office and found that he
maintained a schedule on the movement
of all vegetation into the yard, also re-
ports on condition. I asked him what
was wrong with this big pile of onions
that had just been unloaded down on the
team track. "Well," he said, as he
pulled his cigar from his jovial face, and
looked at me, "there is more than one
thing could possibly have happened to
this shipment of onions. First, one is,
they might have been pulled from the
hot ground and loaded directly into the
car without the temperature of the
onion being the same as the atmosphere ;
another is, it might have rained on the
onions while they lay on the hot ground :
another is, they may have been delayed
in shipping, as there are three roads that
handled them before they reached their
destination." He pulled the shipping
reference from a pigeon hole in his desk
and showed me that the shipper was Mr.
— in Florida and that the Con-
signee was Messrs. , Chicago, and
that they were reasonably long in com-
ing. I said, "But who pays the bill?"
He said, "That has to be adjusted by the
Claim Agent and lawyers, I guess." I
thanked him very kindly and took the
ILLINOIS CENTRAL MAGAZINE
91
picture to the Department of the Loss
& Damage Bureau, Chicago. Mr.
said, "I will send this farmer a picture
of his onions that he may be able to
see his mistake and the condition they
were in when they arrived here." Would
a letter have been as convincing to this
farmer as a photograph with the car and
number and all embodied in the picture?
The Illinois Central Railroad has been
applying photography in such cases a
good many years. Recently the Govern^
ment decided to have the valuation of all
railroads taken. The Valuation Engi-
neers found it rather difficult to write
a statement of a depot, or a turn-table,
or a roundhouse that the council could
accept. On making a thorough search
for plans and drawings, etc., they found
they had been destroyed, but fortunately
the negatives of old bridges, round-
houses, turntables, depots, and other such
like structures had been filed away with
the dates of exposure marked thereon.
From such evidence our Railroad Valu-
ation Engineers say that we have visu-
alized more than $2,000,000.00 worth
of railroad property that otherwise could
not have been proved.
Suppose we would make a moving pic-
ture of the Chicago terminals of the Illi-
nois Central from Kensington to Ran-
dolph street.
Suppose the President or the Vice-
President wanted to make some recom-
mendation to the board. He could
chwck the Chicago Terminals in his grip
and say to the Board of Directors when
he arrived in New York, "Come with
me down <to this little theatre here on
the street and I will take you over the
I. C. Terminals in Chicago and point out
the different stations as we pass." You
could write a book about the terminals
pictured in this reel and it would not
be half as valuable as the picture.
Let us put this reel away and in 1992
draw it from our photographic file and
take a trip over the Chicago Terminals
of the Illinois Central in Chicago in
1918.
What memories would awake,
What pleasures would we take,
And how our hearts would throb with
joy
If we saw ourselves again,
As a little girl, or boy.
Moritonous Sorvico
FAVORABLE mention is made of the fol-
lowing conductors and gatekeepers for
their special efforts in lifting and preventing
the use of irregular transportation in con-
nection with which reports (Form 972)
were rendered to the auditor of passenger
receipts, who, in cases of this kind, advises
the other departments concerned, so that
proper action may be taken, all pass irreg-
ularities being brought to the attention of
the vice-president.
Chicago Terminal
During January May Heldenbrand, gate-
keeper, lifted 60 ride monthly commutation
tickets, account being in improper hands.
Conductor D. Gerry, on train No. 303,
January 26, lifted employe's suburban pass
account having expired and collected cash
fare.
Conductor Jas. M. Hall, on train No. 116,
January 31, lifted monthly commutation
ticket account being in improper hands.
ILLINOIS CENTRAL MAGAZINE
Passenger refused to pay fare and was re-
quired to leave the train.
Illinois Division
Conductor D. S. Wiegel, on train No. 2,
January 25, declined to honor card ticket
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Conductor J. P. Burns, on train No. 302,
January 26, declined to honor returning por-
tion of local ticket account having expired
and collected cash fare. Passenger was re-
ferred to passenger department for refund
on ticket.
Indiana Division
Conductor J. W. Knight, on train No.
205, January 26, lifted telegraphic pass ac-
count having expired and collected cash
fare.
Mississippi Division
Conductor C. M. Anderson, on train No.
24, January 18, lifted joint trip pass account
having expired and collected cash fare.
Memphis Division.
Conductor J. M. Carter, on train No. 113,
January 15, declined to honor mileage book
account having expired and collected cash
fare.
Conductor W. A. Wyly, on train No. 43,
January 16, lifted mileage book account be-
ing in improper hands and collected cash
fare..
Vicksburg Division
Conductor A. C. Henry, on train No. 12,
January 27, lifted mileage book account be-
ing in improper hands and collected cash
fare.
Illinois Division
Conductor Chas. Wildman has been
commended for discovering and reporting
I. C. 32028 with no light weight stencilled
on same, February 8. Arrangements were
made to have car stencilled.
Conductor C. B. Davis has been com-
mended for discovering and reporting
Pennsylvania car 66389 improperly sten-
cilled, extra 1639, February 5. Arrange-
ments were made to have car restencilled.
Conductor F. T. Parks has been com-
mended for discovering and reporting I. C.
85251 improperly stencilled. Arrangements
were made to have car restencilled.
Operator W. E. Campbell, Harvey, 111.,
has been commended for discovering sev-
eral clips on bar of interlocker on south
bound main track, January 25. He advised
Dispatcher Davis, stating that he thought
it was caused by broken flange on some
southbound freight train. Disoatcher
stooped train 71 at Kankakee Junction and
train examined, and it was found that car
C. T. H. & S. E 12102 with 18 inches of
flange gone. This action undoubtedly
prevented possible accident.
M. R. McGreath, yard master, Fordham,
J. G. McMillan, yard master, H. H. Shan-
non, engine foreman, George Cassidy,
switchman, J. J. McLean, switchman, and
C. H. Carey, night yard clerk, have been
commended for discovering and extinguish-
ing fire in C. & N. W. 63930, standing on
track 9 in E Yard 8.30 p. m., February 21.
The prompt action of these gentlemen pre-
vented loss to the company.
Conductor R. L. Richel has been com-
mended for discovering and reporting
broken flange on St. L. & S. E. 12102 at
Kankakee Junction, moving in train No. 71,
January 25, thereby preventing possible ac-
cident.
Foreman William Fritcher has been com-
mended for discovering and reporting brake
beam dragging under C. & N. W. car 31004
at Sigel, January 17. This action undoubt-
edly prevented possible accident.
Foreman William Stevens has been com-
mended for flagging extra 1657 south, at
Tuscola, account of brake beam dragging.
This action undoubtedly prevented possible
accident.
Section Foreman Peter Mason, Ashkum,
has been commended for flagging extra
1525 north, February 1, account of brake
beam dragging, thereby preventing possible
accident.
Operator R. V. Deveneasughes has been
commended for discovering and reporting
brake beam dragging on U. R. T. car 4751,
extra 1578, February 6. This action un-
doubtedly prevented possible accident.
Conductor R. L. Richel has been com-
mended for discovering N. Y. D. L. 13772
billed as loaded and after . investigating
found same to be empty.
Conductor J. A. Conlon has been com-
mended for discovering broken arch bar
on C. B. & Q. 113863 in charge of extra
1643, January 30.
Indiana Division
Section Foreman John E. Blanford has
been commended for discovering a car
with broken flange and making prompt
report of same, thereby preventing possi-
ble accident.
Springfield Division
Brakeman F. E. Wilson. Clinton, 111 .
has been commended for discovering and
reporting arch bar bent and nuts missing
on box bolts on C. & N. W. 1279 on 2nd
\To. 152. engine 1535, January 29, contain-
ing- coal for Peoria. Car was set out at
Assumption, thereby preventing possible
accidents.
Brakeman Elmer D. Strange has been
commended for firing engine from E. Grand
Avenue to Litchfield, Januarv 14, account
of the fireman being taken sick. This ac-
tion prevented delay to train.
ILLINOIS CENTRAL MAGAZINE
93
Section Foreman Ed Haley, Litchfield,
111., has been commended for firing engine
1588, January 14, relieving Brakeman Elmer
D. Strange, who fired this engine from E.
Grand Avenue to Litchfield, thereby pre-
venting delay to train.
Minnesota Division
Operator E. L. Kane, Galena Tower,
has been commended for discovering and
reporting brake beam down on I. C.
110669, train 452, February 1. Train was
stopped and repairs were made, thereby
preventing possible accident.
Mr. L. Henning, Galena, 111., has been
commended for reporting wheels on cars
in train 73 pounding over what seemed to
be an open joint near Green Street Cross-
ing, February 21. Section Foreman was
called and he found four inches of rail
broken out of joint. Repairs were made,
thereby preventing possible accident.
Brakeman A. D. House, local train 91,
January 23, has been commended for dis-
covering and reporting brake beam down
on C. & N. W. 62159 in train 2/53 at Ga-.
lena. This action undoubtedly prevented
possible accident.
Tennessee Division
Switchman Geo. Jones has been com-
mended for action taken to prevent loss to
the property of the company by fire after
accident had occurred, February 2.
Hotel Hayes
W Annex
PHone Hyde Park -4400
~ St. and University Av.
Chicago
Popular Price
Family Hotel
American Plan
Rates:
Single $ 8 5P to $14
Doutte 16 29 to 1^
^per weeL
^per weeL
Four blocks from new 63" Street
depot and office building
TYPEWRITERS
All Makes— $10 to $50
We Save You Money
These machines are factory rebuilt by the
famous "Young Process." This means
that every machine is as good as new — so
good that we GUARANTEE them. Sold
for low cash, installment or rented. Send
NOW for free Catalog and details.
Young Typewriter Co., Dept. 581, Chicago
Minnesota Division
We are looking forward to the new tele-
phone exchange which is to be installed in
the division offices at Dubuque. Work will
be started in the next few weeks or just as
soon as the necessary material is received.
Donald F. Huntoon, assistant chief clerk
to general superintendent at Waterloo, was
called to Camp Dodge in the recent draft
made by Uncle Sam.
R. H. Heller, chief clerk to superintend-
ent, took a short pleasure trip to Chicago
recently.
Miss Gertrude McCaffrey, formerly em-
ployed at the Hotel Julien Dubuque, has
accepted position of exchange operator in
the division offices at Dubuque.
Miss Hilda Schwartz, file derk, visited
friends and relatives in Chicago several
days this month.
Several changes and promotions have
been made at the Dubuque freight station,
brought about by the departure of Ac-
countant Thos. J. Ahern for Camp Dodge,
February 23rd. It is truly a sacrifice to
lose him from our midst, his sunny dispo-
sition and genteel manner will be greatly
missed and a better accountant will be hard
to find. We look forward to his return to
our ranks bringing "Kaiser Bill's" scalp
with him.
Wm. Collings, former rate clerk, was pro-
moted to accountant, Harold LeVan suc-
ceeds Mr. Collings, Joe O'Meara, yard clerk
takes Mr. LeVan's place as car clerk and
Roy Savory succeeds Mr. O'Meara as yard
clerk.
Peter Kelly has been appointed assistant
freight house foreman.
Grace M.cDonald, stenographer to freight
agent, and Margaret Walsh, stenographer
to chief clerk, visited friends and relatives
in Des Moines, and incidentally viewed
Camp Dodge from a distance.
Mabelle Hird, exchange operator and ab-
stract clerk, and O. A. Logelon were united
in marriage February 20th at 8 P. M. This
important transaction was made without
loss of time at the switch board.
Cy Cooney, bill clerk, visited friends and
relatives in Chicago recently.
Please mention this magazine when writing to advertisers.
04
ILLINOIS CENTRAL MAGAZINE
Indiana Division
J. H. Bloye, agent at Pekin, 111., is taking
a leave of absence account of sickness.
H. L. Day is acting agent at Pekin during
Mr. Bloye's absence.
E. H. Werth, operator at Bloomfield, was
recently married.
Robt. Laden, chief clerk to roadmaster,
was called to Rockford, 111., by death of a
relative.
Miss Victoria Gustafson, of the chief dis-
patcher's office, spent a day this month vis-
iting her father at Olney, 111.
Miss Norrine Quinn is a new clerk on the
tonnage job, taking the place of Gerald
Wright.
J. A. Bartlett, switchman, left last week
to go in training at Camp Taylor, Louis-
ville, Ky.
W. C. Scott bid in the second trick at
"Q" office, Mattoon.
General Superintendent L. A. Downs was
on the division from Evansville to Mattoon
February 16th.
Timekeeper Stephenson, who has two
sons in Uncle Sam's employ (W. L. Ste-
phenson with the 13th Railway Engineers
in France) has been very much pleased the
last few days as his son Robert is home
on a furlough from Ft. Sill, Oklahoma.
Previous to coming to Ft. Sill, "Bob" spent
several months in Hawaii.
Colonial Hole I
G325 Kenwood Jlv.
'Phone Wackstone 4400
Chic a g o
E
uropean
Via
One block from new 63r-Si.
office building and depot..
. rrop.
M.L. Tyson, Mgr.
Solid Construction and Comfort
give to Honorbilt Shoes their well earned
reputation for quality^ For comfort r.nd wear they
have no equal no matter \vhat you pay.
ES*
All leathers are the choicest; workman-
ship is high grade. A trial will convince you
that they are the best money's worth you ever
secured in footwear.
Warning
look for the
name and
trademark on the sole. If your dealer
cannot supply you write to us.
We make Mayer Honorbilt Shoes
in all styles for men, women, children;
Dry-Sox wet weather shoes. Honorbilt Cushion
Shoes. Martha Washington Comfort Shoes.
F. MAYER BOOT & SHOE CO. MILWAUKEE, WIS.
Please mention this magazine when writing to advertisers.
Wilson Stove and Manufacturing Co
METROPOLIS, ILLINOIS
This Is Where E. C. Simmons Wilson Wood and Coal Heaters and Ranges are Manufactured
1
III Hi
i. pip si
H. C. Houghten, Pres. A. G. Houghten, Vice-Pres. C. T. Houghten, Treas. P. W. Miller, Sec.
Established 1909 Incorporated 1917
C. T. Houghten & Company
Manufacturers of Canvas and Jersey Gloves to Jobbers Only
Metropolis, 111.
Kenfield- Leach Co., Printers, Chicago.
CONTENTS
J. W. Cousins — Frontispiece.
The President's Liberty Day Address .............................................. 11
Buy a Liberty Bond — Now ................. _ ................................................ 15
Scouts to Assist in Liberty Drive ...................................................... 17
The Next Liberty Loan .......................................................................... 18
Metropolis, 111 ........................................................................................... 19
Military Department —
Letters from Former Illinois Central Employes Who Are
Now in France Helping to Win the War ........................ 29
Letter from F. Belscamper, 13th Regiment Engineers
(Railway) Somewhere in France ........................................ 32
A Letter from a Former Illinois Central Employe Who Is
Doing His Bit '"Over There" .............................................. 33
The Arch Degenerate .................................................................... 35
Engineering Department —
Timber and Tie Preservation ........................................................ 37
Hospital Department —
Flies — Menace to Public Health ................................................ 42
Passenger Traffic Department ............................................................ 46
Mechanical Department-
Reclaim at Waterloo Shop for the Month of January, 1918..58
Freight Traffic Department —
Some Interesting Facts About Exports in Time of War.... 61
Appointments and Promotions ............................................................ 63
Freight Service —
Loss and Damage Claims .................................................................. 64
Claims Department ................................................................................ 71
Accounting Department —
The Manibill, the Unibill and the Multibill Plans of Bill-
ing Freight ................................................................................ 78
Baggage and Mail Traffic Department ............................................ 86
Law Department ...................................................................................... 87
Meritorious Service ................................................................................ 90
Division News ................. -"- ....................................................................... 90
Published monthly by the Illinois Central R,. 12. Go., in the
interest of the Company and its J)400D Employes
Advertising Rates on Application
Office 1901 Michigan Av. Telephone Wa£ask220Q
Chicago Local 35
... 15$ per copy, $13? per year
J. W. COUSINS, TERMINAL SUPERINTENDENT.
D ORN at New Orleans, September 8, 1869. When a boy entered the service
of the Illinois Central at New Orleans as messenger in Switching Depart-
ment. Connected with that department for about five years as messenger,
interchange and yard clerk and clerk to yard master. Entered local office and
filled practically every position in the office, appointed chief clerk 1897, and
agent in charge of import, export and domestic business 1902. Terminal su-
perintendent, New Orleans, February 1, 1918.
ILLINOIS CENTRAL
Magazine
Vol. 6 APRIL, 1918 No. 10
The President's Liberty Day Address
Wilson Accepts Challenge of Prussianism and Declares for War to Utmost Until a Just
Peace Can be Obtained
Baltimore, Md., April 6. — President Wilson's Liberty day address, one of the
most remarkable speeches that he has ever made, was as follows :
"Fellow Citizens : This is the anniversary of our acceptance of Germany's
challenge to fight for our right to live and be free, and for the sacred rights of
free men everywhere.
"The nation is awake. There is no need to call to it. We know what the war
must cost, our utmost sacrifice, the lives of our fittest men, and, if need be, all
that we possess. The loan we are met to discuss is one of the least parts of what
we are called upon to give and to do, though in itself imperative.
"The people of the whole country are alive to the necessity of it and are ready
to offer to the utmost, even where it involves a sharp skimping and daily sacri-
fice to lend out of meager earnings. They will look with reprobation and contempt
upon those who can and will not, upon those who demand a higher rate of inter-
est, upon those who think of it as a mere commercial transaction.
"I have not come, therefore, to urge the loan. I have come only to give you,
if I can, a more vivid conception of what it is for.
"The reasons for this great war, the reason why it had to come,, the need to
fight it through, and the issues that hang upon its outcome are more clearly dis-
closed now than ever before. It is easy to see just what this particular loan
means because the cause we are fighting for stands more sharply revealed than at
any previous crisis of the momentous struggle.
"The man who knows least can now see plainly how the cause of justice stands
and what the imperishable thing is he is asked to invest in. Men in America
may be more sure than they ever were before that the cause is their own and
that if it should be lost, their own great nation's place and mission in the world
would be lost with it.
"I call you to witness, my fellow countrymen, that at no stage of this ter-
rible business have I judged the purposes of Germany intemperately. I should
be ashamed in the presence of affairs so grave, so fraught with the destinies ot
mankind throughout all the world, to speak with truculence, to use the weak lan-
guage of hatred or vindictive purpose.
"We must judge as we would be judged. I have sought to learn the object
Germany has in this war from the mouths of her own spokesmen, and to deal
as frankly with them as I wished them to deal with. me. I have laid bare our
own ideals, our own purposes, without reserve or doubtful phrase and have asked
them to say as plainly what it is that they seek.
11
12 ILLINOIS CENTRAL MAGAZINE
"We have ourselves proposed no injustice, no aggression. We are ready,
whenever the tfinal reckoning is made to he just to the German people, deal fairly
with the German power, as with all others. There can he no difference hetween
peoples in the final judgment if it is indeed to he a righteous judgment.
"To propose anything but justice, even handed and dispassionate justice, to
Germany at any time, whatever the outcome of the war, would be to renounce and
dishonor our own cause. For we ask nothing that we are not willing to accord.
"It has been with this thought that I have sought to learn from those who
spoke for Germany whether it was justice or dominion and the execution of their
own will upon the other nations of the world that the German leaders were seek-
ing. They have ^answered, answered in unmistakable terms. They have avowed
that it was not justice but dominion and the unhindered execution of their own
will.
"The avowal has not come from Germany's statesmen. It has come from her
military leaders, who are her real rulers. Her statesmen have said that they
wished peace, and were ready to discuss its terms whenever their opponents were
willing to sit down at the conference table with them.
"Her present chancellor has said — in indefinite and uncertain terms, indeed,
and in phrases that often seem to deny their own meaning, but with as much
plainness as he thought prudent — that he believed that peace should be based up-
on the principles which we had declared would be our own in the final settlement.
"At Brest- Litovsk her civilian delegates spoke in similar terms; professed
their desire to conclude a fair peace and accord to the peoples with whose fortunes
they were dealing the right to choose their own allegiances.
"But action accompanied and followed the profession. Their military mas-
ters, the men who act for Germany and exhibit her purpose in execution, pro-
claimed a very different conclusion.
"We cannot mistake what they have done — in Russia, in Finland, in the
Ukraine, in Roumania.
"The real test of their justice and fair play has come. From this we may
judge the rest. They are enjoying in Russia a, cheap triumph in which no brave
or gallant nation can long take pride.
"A great people, helpless by their own act, lies for the time at their mercy.
Their fair professions are forgotten. They nowhere set up justice, but everywhere
impose their power and exploit everything for their own use and aggrandizement,
and the peoples of conquered provinces are invited to be free under their do-
minion !
"Are we not justified in believing that they would do the same things at their
western front if they were not there face to face with armies whom even their
countless divisions cannot overcome? If when they have felt their check to be
final they should propose favorahle and equitable terms with regard to Belgium
and France and Italy could they blame us if we concluded that they do so only
to assure themselves of a free hand in Russia and the east?
"Their purpose is undoubtedly to make all the free and ambitious nations of
the Baltic peninsular, all the lands that Turkey has dominated and misruled, sub-
ject to their will and ambition and build upon that dominion an empire of force
upon which they fancy that they can then erect an empire of eain and commercial
supremacy, an empire as hostile to the Americas as to the Furope which it will
overawe, an empire which will ultimately master Persia, India, and the peoples
of the far east.
"In such a program our ideals, the ideals of justice and humanity and liberty,
ILLINOIS CENTRAL MAGAZINE
13
the principle of the free self-determination of nations upon which all the mod-
ern world insists, can play no part.
"They are rejected for the ideals of power, for the principle "that the strong
must rule the weak, that trade must follow the flag, whether those to whom it
is taken welcome it or not, that the peoples of the world are to be made subject
to the patronage and overlordship of those who have the power to enforce it.
"That program once carried out, America and all who care or dare to stand
with her must arm and prepare themselves to contest the mastery of the world,
a mastery in which the rights of common men, the rights of women and of all
who are weak, must for the time being be trodden under foot and disregarded,
and the old, age-long struggle for freedom and right must begin again at its
beginning. Everything that America has lived for, and loved, and grown great
to vindicate and bring to a glorious realization will have fallen in utter ruin, and
the gates of mercy will once more pitilessly shut upon mankind !
"The thing is preposterous and impossible, and yet is not that what the whole
course and action of the German armies has meant wherever they have moved?
"I do not wish, even in this moment of utter disillusionment, to judge harsh-
ly or unrighteously. I judge only what the German arms have accomplished
with unpitying thoroughness throughout every fair region they have touched.
What, then, are we to do?
"For myself, I am ready, ready still, ready even now, to discuss a fair and
just and honest peace at any time that it is sincerely purposed, a peace in which
the strong and the weak shall fare alike. But the answer, when I proposed such
a peace, came from the German commanders in Russia, and I cannot mistake
the meaning of the answer.
"I accept the challenge. I know that you accept it. All the world shall know
that you .accept it. It shall appear in the utter sacrifice and self-forgetfulno-s
with which we shall give all that we love and all that we have to redeem the
world and make it fit for free men like ourselves to live in.
"This now is the meaning of all that we do. Let everything that we say, my
fellow countrymen, everything that we henceforth plan and accomplish, ring true
to this response till the majesty and might of our concerted power shall fill the
thought and utterly defeat the force of those who flout and misprize what we
honor and hold dear.
"Germany has once more said that force, and force alone, shall decide whether
justice and peace shall reign in the affairs of men ; whether right, as America
conceives it, or dominion, as she conceives it, shall determine the destinies of
mankind.
"There is, therefore, but one response possible from us — force ; force to the
utmost, force without stint or limit, the righteous and triumphant force whicn
shall make the right the law of the world and cast every selfish dominion down in
the dust."
14
ILLINOIS CENTRAL MAGAZINE
"Let's Keep the Glow
in Old Glory"
Buy Liberty Bonds Today!
V /• Ty^
ter ^// - #s for him
"It's for him"— for your boy, your neighbor's or your
friend's boy— the boy overseas who has donned his
country's uniform to protect the rights, the liberty,
the very homes and lives of America's citizens.
We're all involved in- this titanic
struggle; not one of us who has not
at stake everything he holds sacred.
It's our joint business, our common
cause and all of us must do our share,
willingly and eagerly, to preserve the
integrity, the principle and 'the honor
that is dearer than life.
Where a million— perhaps millions—
of the flower of pur land will endure
hardship, privation and risk their
lives, is it too much to ask that you
invest your money to back them up?
Would you see the defenders of
America go hungry on foreign shores?
Would you have these champions of
democracy and righteousness poorly
clothed or armed? Would you allow
your boy or any American boy in
France to suffer through lack of
your loaned money?
Of course you wouldn't. There isn't
a true, freedom-loving inhabitant of
these United States who wouldn't
shudder at the thought It isn't
necessary, this needless sacrifice, if
you will do what is both your duty
and your privilege and do it at once.
Buy a Liberty Bond — Now
Mr. McAdoo's Suggestions to Workers on Methods to Get Liberty Bond Money — Now
the Time; Place Here, Says Secretary, Urging All to do Utmost
Secretary McAdoo has issued the
following statement addressed to the
executives and -workers of the Liberty
loan and war savings campaigns :
As the time for the opening of the
campaign for the third Liberty loan
approaches it seems advisable to set
forth, in a definite way, a plan by
which the activities of these two or-
ganizations shall be brought into
unison for the period of this campaign.
Thrift Vitally Necessary
The war savings organization should
have for its primary object the educa-
tion of our 100,000,000 of people to
the idea that at this time of war and
national crisis the practice of thrift is
not alone a matter of personal wis-
dom or advantage, but is vitally neces-
sary to the welfare of the Nation. The
United States Government, in its pros-
ecution of the war, requires the use
of the products of labor to the extent
of billions of dollars per annum, while
at the same time it has been necessary
to remove from productive employ-
ment over 1,500,000 men. This de-
mand for material cannot be met if
the normal needs of our population are
continued. To a reduction of these
needs the chief activities of the war
savings organization should be direct-
ed, and as a complement to this work
the savings thus effected, when trans-
lated into terms of money, should be
invested in United States Government
securities.
Must Have the Money — Now!
On the other hand, the Liberty loan
organizations are confronted with a
problem of raising, within a short
space of time, billions of dollars to
meet the immediate requirements of
the Treasury Department. In so far
as these monetary requirements can be
met out of savings the situation is
thereby benefited, but in any case the
money must be raised and raised quick-
ly. The campaign must, therefore, be
intensive, and while pointing out the
necessity of self denial in expenditures
must be directed toward amounts of
subscriptions as well as numbers of
subscribers. The needed amount must
be raised even though present savings
are not sufficient and even though it
becomes necessary to pledge future
savings through the use of credit facil-
ities.
Suggestions as to Methods
In the coming Liberty loan drive,
therefore, the war-savings organization
should continue their efforts in the
formation of war-savings societies, edu-
cational work in the schools, and gen-
eral thrift propaganda. Their actual
selling organization should, however,
be combined and co-ordinated with
that of the Liberty loan organization
to the end that during this period sales
of Government securities, both Liberty
loan bonds and war-savings stamps,
should be made in the largest amounts
possible to each individual buyer, but
the purchase of Liberty loan bonds
rather than war-savings stamps should,
during this period, be the main object.
To this end, during this period, all
donated advertising space should be
devoted to Liberty loan offerings.
Make Drive on Bonds
The first effort of both the Liberty
loan and war-savings organizations
during the coming drive should be to
sell Liberty loan bonds and no mem-
ber of the war-savings organization
should endeavor to divert a purchaser
of Liberty loan bonds to the purchase.
16
ILLINOIS CENTRAL MAGAZINE
Keep The Light Burning !
The tilne for flowery rhetoric, for facial expressions, for beau
tiful metaphors — the time for high-sounding words is passed.
•' •' °
oday:
md hi
:%tit now, dying of shrapnel wounds
rt uudci and OttHM.ocks rr>A/ m«
ll.e h'.rnl.lc htc that onmhdmed
munition for that gun. And if I should he wounded,
haltle'lor >TO1.""\V™1 'oa"he°p'me r"" * ""' *""
The answe* is Liberty Bonds. This call (or the
I'liird Liberty Ix.an is the personal appeal of
tnc Amerioin boy, but tbe appeal
.f them There is only one answer to this appeal —
I.ibertv Bonds!
GO AND buy a Liberty Bond t,*lay. a
you buy it say to yourself: "This money will
licl.t-hearted, care-free American "ill put a gun in his hand and ammunition with vain, you wil uy ierty onds. ou will buy
hort time aco walked in the streets which to fight off the gray horde that burned anj all of them that you can. Your dollar! can help the
""
of war-savings stamps. On the other
hand, there are persons who are un-
able to buy Liberty loan bonds and
all these persons should be urged to
buy war-savings stamps.
With regard to partial-payment sub-
scriptions to Liberty loan bonds, these
should be encouraged, but where em-
ployers of labor or others have formed
efficient war-savings societies, which
are actually obtaining systematic and
adequate subscriptions to war-savings
stamps, this work should not be inter-
fered with by an endeavor to super-
ILLINOIS CENTRAL MAGAZINE
17
socle the war-savings societies by the
introduction of the partial-payment
plan for subscriptions to Liberty loan
bonds. Such war-savings societies
should make every possible endeavor
to promote the sale not only of war-
savings stamps but Liberty loan bonds
during the coming drive.
One Cause; Differing Methods
The loyal army of workers in both
these organizations must realize that
they are working for a common cause,
though by different methods ; that each
is a part of the Treasury Department
force and that each is under Treasury
Department control.
Complete harmony and unity of pur-
pose helps both organizations in the
attainment of the purpose of each — the
successful financing of the war on a
sound basis. We must have complete
and cordial co-operation between the
two organizations, and I am sure that
I may count upon every member of
each organization for that kind of pa-
triotic work.
I ask that these suggestions be car-
ried into effect both in letter and in
spirit.
W. G. McADOO,
Secretary.
Scouts to Assist in Liberty Drive
When the great drive to complete
the third Liberty loan begins the Boy
Scouts of America will have an active
part in putting this loan across, ac-
cording to information received yes-
terday from the office of the secretary
of the treasury.
The letter is addressed to all Boy
Scouts and is an appeal to them to
line up for service with their home
committees for the successful carrying
on of the campaign. . The letter fol-
lows :
To the Boy Scouts of America :
Once more you are called into active
service. You are asked to organize for
an intensive house to house canvass
during the last part of the third Liber-
ty loan campaign for subscriptions
which might not be otherwise secured.
This is the particular service that has
been assigned to the Boy Scouts of
America.
In each community there are effi-
ciently organized local Liberty loan
committees, and you are expected, as
heretofore, prior to your own special
campaign, to do such work for these
committees as may be requested of
you.
You will find the members of these
committees, as well as the bankers, ap-
preciative of your labors and willing
to co-operate in the special campaign
of the Boy Scouts of America.
I have been deeply impressed by the
tireless energy and splendid spirit of
helpfulness which you have shown in
all your war activities, and I sincerely
hope and confidently expect that in the
third Liberty loan you will surpass all
previous records for service to your
country.
Sincerely yours,
W. G. McADOO,
Secretary of the Treasury.
The Next Liberty Loan
Government needs the help of every man and woman in the United States.
It takes two things to win a war : — Soldiers and Dollars.
Men give their lives freely, but the Government does not ask anyone to give
money. It asks for the use of money only, and it pays $4.00 a year for every
$100 that is loaned to it.
When you buy a Liberty Bond, you loan your money to the Government. You
help win the war, but you do not give your money ; it will all be paid hack to
you in thirty years, or, if at any time you may find it necessary, you may sell
the Bond.
This Bond is simply a paper issued by the Government, which shows how
much of your money the Government has borrowed. You take this paper twice
every year to any bank, and your interest will be paid you ; — $4.00 a year for
every $100 you have paid in on Bonds you have already subscribed to. The
interest rate on the next issue of Liberty Bonds is not yet decided upon.
This is not a rich man's bond. It is not a rich man's war. Every man and
woman and child in the United States must help win. If you buy a Liberty
Bond, you are saving money for your old age, and you are also helping to save
a soldier at the front. Your money is still your money, but it is helping to win
the war and it is in safe hands.
You know you can trust the Government.
NATIONAL WOMAN'S LIBERTY LOAN COMMITTEE.
Mrs. W. G. McAdoo, Chairman Mrs. Kellogg Fairbanks
Mrs. Antoinette Funk Mrs. George Thacher Guernsey
Mrs. George Bass Mrs. F. L. Higginson
Mrs. Frank A. Vanderlip Mrs. J. O. Miller
Mrs. A. S. Baldwin Miss Mary Synon
Mrs. Guilford Dudley Mrs. Ella Flagg Young
18
c/iGtropolis
1 11
i n o i s
Fort Massac
A/f ETROPOLIS, 111., is a city of 7,500
people. It is located on the north-
ern bank of the Ohio River, forty miles
above the juncture of that river with the
Mississippi. It is only ten miles below
the mouth of the Tennessee River and
twenty- four below the mouth of the
Cumberland River.
Topographical Advantages.
The county of Massac lies immedi-
ately south of the line of the Ozark
mountains, or hills (for in Illinois they
are merely hills) extending across the
state from west to east. Immediately
south of the Ozark bluff is a belt of high
land, but not hilly, in width about
twenty miles, and also stretching across
the state, extending to the Ohio River.
The county of Massac is high, dry
ground, hilly, but for the most part just
"rolling" enough to afford a good natu-
ral drainage. The City of Metropolis
itself is located on a high plane
along the river bank, and is entirely
above overflow from the river. There
is high ground all 'round the city for
several miles north and west, which is
good for farming, but our central loca-.
tion and splendid competitive freight
rates makes a most suitable manufactur-
ing center, and factories and commer-
cial business of various kinds are coming
in and locating.
Commercial Advantages.
The City of Metropolis has three of
the largest railroads in the country. The
Illinois Central, the C. B. & Q. and the
N. C. & St. L., which is the L. & N.
System, all crossing the Ohio at this
place by means of a large five million
dollar bridge recently built. These
three railroads, with many connections
in all directions, afford the very best
of railroad shipping facilities. But of
almost equal importance from a commer-
cial point, with the railroads is the Ohio
River. That river is navigable for many
miles, and affords direct connection with
the large cities located on all navigable
waters of the United States, and much
heavy freight comes from the source of
the river from Pittsburg, Pa. It also
allows shipment south and north, from
its mouth, and freight can always find
a sure means and at a very low rate.
The near connection with the Tennessee
and Cumberland gives a connection in
nearly all the southeastern group of
states. Much of the iron ore used in
Illinois comes from these rivers by
means of barge boats. A reference to a
map of the country will disclose to
business men the immense advantage of
the location. There is said to be much
advantage to business to locate on the
north side of the Ohio River.
Climate, Soil and Local Health.
The climate is very mild in winter,
because of its sheltered condition. Lying
south of the Ozarks, and sloping south,
the whole county is situated somewhat
like the south side of a house roof. The
sun's rays are taken more vertically, and
the heat is thus absorbed. There is a
great deal more difference in actual
ILLINOIS CENTRAL MAGAZINE
21
thermometer readings between this city
and cities further north than the differ-
ence in latitude would indicate. There
is actually at least three weeks' differ-
ence in seasons between the county as a
whole and the country lying immedi-
ately north Of it. The soil is for the
most part a silt soil, with a yellow clay
subsoil ; although in the bottom grounds
sewerage, the storm and sanitary sewer
combined. The water is procured from
deep wells, wells about three hundred
feet deep, and this has, by many chem-
ical analyses, been found to be free
from bacterial life and entirely whole-
some. There is no mineral or other dis-
agreeable taste to the water, and it is
more than good cistern water.
mentioned above it is of a different for-
mation. The river bottom soil is also
of an alluvial character and very pro-
ductive; better crops are not produced
anywhere. The City of Metropolis it-
self is drained by a combined system of
Municipal Ownership.
The city owns and operates its own
water and light plant and has the most
efficient system and cheapest produc-
tion of any city in this locality. Power
is furnished industries at a very low
22
ILLINOIS CENTRAL MAGAZINE
rate. The city also owns its own police
court and council hall, and has also a
garbage reduction plant, by the crema-
tory method. The city also maintains
a fire-fighting equipment, and corps of
men, and no contagious fires occur, and
insurance rates are consequently low.
is carried out, of course, by mutual con-
sent. The colored people themselves arc
segregated, owning a distinct part of the
city, and no bad feeling ever occurs
about the schools. Metropolis has a very
finely constructed, up-to-date high school,
a central grade school, and two ward
Metropolis Bending Co.
Schools and Churches.
The schools are conducted under the
general school system of the state of
Illinois. The schools are separated on
color lines, the colored people having a
complete school in which their children
may go through the grades and two
years of high school. This arrangement
schools. The high school is fully accred-
ited at the State University, and gradu
ates enter the freshman year without ex-
amination. Nearly all the churches, or
sects, have congregations here, and all
have church buildings of their own, the
Christian, Methodist, Congregational,
Presbyterian, Baptist, Lutheran, Epis-
ILLINOIS CENTRAL MAGAZINE
23
copal and Catholic churches all have
creditable buildings and maintain regu-
lar worship.
Business Enterprises.
There are many industrial enterprises
in the city, namely:
The Metropolis Bending Co., the
largest of its kind in the world. Manu-
facturers of buggy bows, shafts, gear
and automobile material, also plow
handles and lumber.
The H. Rampendahl, Jr. & Co. is one
of the largest, if not the largest, stave
and heading plants in the United States.
The Wilson Stove & Manufacturing
Co., which has an annual output of from
sixty to eighty thousand heating stoves,
ranges and cookstoves. This factory has
wood, automobile tops (bows) and aero-
plane parts.
The Roberts Liggett Manufacturing
Co. is a very large plant, manufacturers
of fruit packages of all kinds and
baskets.
The Artman, Nichols & Cox Lumber
Co. is a very large mill, manufacturers
of quarter-sawed hardwood lumber, and
is one of the largest hardwood mills in
this country.
The F. B. Leonard Co. is a very large
mill, manufactures wagon and buggy
an advantage over other factories of very
low freight rates, both in and out, and
an excellent quality of labor.
The Joyce Watkins plant, where rail-
road cross-ties and large timbers are
treated, is one of the largest plants of
its kind in the United States.
The large double track incline which
is used by the three railroads is a big
assistance to the manufactories of this
place, as large quantities of pig iron and
all kinds of lumber and logs are handled
there daily.
ILLINOIS CENTRAL MAGAZINE
The C. T. Houghten Glove Co., with
an output of ten million pairs of gloves
annually, is one of the largest and best
glove factories in this country.
There are also two wholesale houses
for the sale of groceries and grocers'
sundries. Three banks, all being Na-
tional Banks, with deposits aggregating
one million dollars, are located here. A
daily newspaper and a weekly newspa-
]>er, with good subscription lists, consti-
tute part of the city's business life.
Pictures of the various plants will be
found in this issue.
The city boasts two excellent hotels.
Agriculture.
The country surrounding the city is
one affording a wide range of diversi-
fied farming. The common grains and
the grasses are regularly grown, while
fruit growing is rapidly increasing. One
of the chief advantages of the county is
the possibility of diversification. Dairy-
ing is coming to be a large and profitable
business. The raising of pure-bred
stock is general.
Historical.
Massac County, of which Metropolis
is the seat, was made a county in the
year 1842. It was here some of the
earliest settlements in the state were
made.
Thus we draw to a close this brief
and incomplete account of the many ad-
vantages centering at Metropolis, Illi-
nois.
Here where American History begins
in the great .Northwest ;
Here where Civil War History was
made ;
Here is now unfolding a great Com-
mercial Progress destined to immediate-
ly affect the entire Mississippi Valley in
the History of the future.
Nature provides a wonderful site for
a magnificent city ; she gave us a mighty
river that brings us commerce from the
Gulf of Mexico and lower Mississippi
for northward shipment by rail when
ice prevents further movement by water.
Here the Ohio, Cumberland, Wabash
and Tennessee Rivers bear valuable car-
goes on their way to the markets of the
north being above all overflow.
Metropolis needs no levees, it is al-
ways high and dry, nature was lavish
in raw materials at this point, it is
worthy of note that America's great
Fluo-spar mines are here, lead ami
zinc are mined near by, immense iron
ore deposits are within twenty miles
midway between the Southern Illinois
and West Kentucky coal fields, we also
have access to one hundred thousand
tons of Pittsburg coal passing by Metro-
polis on this same Ohio river each year,
we have sharp sand for construction
work, moulders sand for foundries and
glass sand for glass factories, our 'clay de-
posits are the riches to be found, we have
three varieties of Ball clay and a white
China clay, while nearby we have large
quantities of Kaolin, English China,
Flint and Feldspar, add to these our
unusual variety of forest products, un-
equalled railroad and terminal facilities
which includes the doubletrack bridge
across the river and four incline tracks
to the water's edge, large yard move-
ments which insure a never failing sup-
ply of empty cars for all purposes, an
abundance of intelligent, high class na-
tive American labor, largely owning
their own homes.
Last and best of all we have the
best people in the world; a healthy spirit
of civic fraternity is uppermost.
A glad hand is extended to you, you
will be a good fellow where every one
tries to be good fellows.
If you are manufacturer, a laborer,
a man of money, a man of business, a
man of talent, a man of ability to work
and live and enjoy life, Metropolis has
a happy home for you.
Substantial inducements offered to
manufacturing plants to locate here.
Let us tell you all about it.
Address, T. F. McCartney, Mayor,
Metropolis, Illinois.
FORT MASSAC.
The early explorers of America, in
seeking protection from hostile natives,
selected sites that in after years formed
the nucleus for scenes of action in the
history of our nation. Such a site is
Fort Massac.
S Cl-:.\'TRAL MAGAZINE
25
IP a. rk Vie u?s ,
t rop oh's, 111.
Massac is situated on the northern
side of the Ohio River, twenty feet
above the highest watermark, at a point
thirty-eight miles from its mouth and
ten miles below Paducah, where it com-
mands an extensive view of the river
in both directions.
The origin of the name "Massac" is
disputed. Some historians claim that it
was named by its builder, M. Massac,
for himself. Others favor the tradition
that Indians enticed the soldiers into
the open by their favorite ruse of play-
ing "bear" and then massacred the whole
garrison (1731), "Massacre," after years
of misspelling, becoming "Massac."
Spanish relics have been found which
indicate that DeSoto (1542) was the
first white man who sought , protection
at this place; however, in 1700 the
French founded the first permanent
trading post. Their barter in buffalo
hides soon becoming extensive, they es-
tablished a mission in connection with
their post and a Jesuit priest, Father
Mermet, .took charge. History affirms
ILLINOIS CENTRAL MAGAZINE
27
that he was the harbinger of the Chris-
tian doctrine in the present State of Illi-
nois.
A trading station was established at
Fort Massac in 1710, lasting through the
French and Indian War. It then con-
sisted of a guard house, pallisaded house
and cabin store-room.
A French document found in Paris
is the first official paper discovered
which gives reason for the fort's erec-
tion. M. Aubry was ordered by the
commandant of Illinois to depart with
"one hundred and fifty Frenchmen, one
hundred savages and three pieces of
cannon to establish a fort on Belle
Riviere (Ohio River)." The fort was
completed at Massac June 2, 1757. In
the year 1760, by the order of the Gov-
ernor of Canada, Massac was terraced,
fortified and reconstructed, and a deep
ditch dug to surround it.
In the treaty of Paris of February 10,
1763, which concluded the war between
the French and English, Fort Massac
was referred to as "of consquence since
it secures the communication between
Illinois and Fort Pitt." This old strong-
hold was the scene of an intrigue in
1794 when the French minister, Genet,
endeavored to organize anti-Federalist
clubs to enlist men in an attempt to wrest
the Mississippi Valley from Spain.
Genet found so many Kentuckians sus-
ceptible to his wild scheming that Wash-
ington was obliged to detail soldiers un-
der General Wayne to arrest their expe-
dition. This same year Capt. Thomas
Stirling embarked with the Forty-second
English regiment for the mouth of the
Ohio, accepting the surrender of Fort
Massac enroute.
George Rogers Clark landed at Fort
Massac on the 24th of June, 1778, con-
cealed his boats in Massac Creek just
above the post and rested for several
days before going on to Kaskaskia. July
1th he captured the fort at Kaskaskia
and as he carried the American flag with
'him there, it is probable that at Fort
Massac the Stars and Stripes were first
unfurled in Illinois.
In 1787 Spain endeavored to draw
three prominent Kentuckians into a plot
Banks
Metropo/isML
28
ILLINOIS CENTRAL MAGAZINE
for seceding from the eastern states,
with Massac the center of operations.
Luckily this plot failed.
There were no American troops sta-
tioned here until 1794, when the fort
was rebuilt by Washington's special in-
structions, and occupied by United
States military forces under Major
Thomas Doyle. By the fourth article in
the treaty between Mad Anthony Wayne
and the chiefs of eleven Indian tribes,
the latter "relinquished all title and
claim which they or any of them had to
the Post of Fort Massac on the Ohio
River." Beginning in 1797 yearly ship-
ments of supplies were received at the
post, and 1803 they were granted a com-
pany of infantry and the following year
a company of artillery. Captain Zebu-
Ion Pike was in command' during this
period.
During the war of 1812 Massac was
well equipped. Aaron Burr and his col- '
league, Blennerhasset , were guests of
Daniel Bissel, officer in charge, June,
1805. The fort was soon afterward
abandoned and when Governor John
Reynolds visited here (1855) nothing
of the old building remained but the
ruins.
In the days of its usefulness, the out-
side walls were 135 feet square, they
were palisaded and the cracks earth-
filled. Each corner was protected with
cannon. There were three or four acres
of gravel walks on the north front, used
for parade purposes.
The Daughters of the American Rev-
olution in 1903 secured the passage of
a bill through the State Legislature, ap-
propriating $10,000 for the purchase ami
restoration of this old site. The Fort
proper is marked by cannon placed OK
the four corner bastions and by a monu-
ment to George Rogers Clark. The side
fronting on the river is protected by a
double sea-wall. There are twenty acres
in the Park grounds and the buildings
therein are as harmonious in contour
and coloring as the beautiful shrubbery
and flowers. There are many signs of
the early conflict and struggle, and Fort
Massac Park still remains a monument
to the early pioneer history of the West.
Residential SectiM,Mettop$$M
DEPARTMENT
Letters from Former Illinois Central Employes Who
Are Now in France Helping to Win the War
"Somewhere in France," February 6th, 1918,
Mr. H. J. Roth, Superintendent I. C. R. R. Co.,
Mattoon, Illinois.
Dear Mr. Roth.
Your letter of December llth reached me February 4th and it was indeed
greatly appreciated. At times we receive mail within twenty to thirty days and
other times it takes about a month and a half to reach us, being badly delayed
at New York or over here.
The railway men are doing well their part and eager to do more, and you may
be pleased to know that the men selected from our railroad are reflecting much
credit to our company as well as to our Country.
We are operating a French railroad behind the French lines and use the posi-.
tive station block, single and double track, and all trains move in a most syste-
matic manner. No train orders required, all trains run on schedule, and when
it is necessary to change what we call a timetable at home, all that is required is
a telephone message taking up itinerary number That would mean you
would run a different number of schedule trains per hour, or of a less number
per hour, as the case may be This system of handling trains is used largely on
Military lines, and the Regulating Office knows the day before about how many
trains will be run the next day
The engines are of different types, similar to those of ours. We have at pres-
ent about thirty American locomotives of the mikado type, about the size of the
I. C. 1400, and one can do the work of three French locomotives. The cars, or
carriages, are from ten to thirty ton capacity, and from about fifty to sixty make
a train. We never worry about hot boxes or of other troubles we have with
ours. No air on freight trains, all hand brakes, but passenger trains are equipped
with both air and steam. The road which we are operating, being newly built, has
many curves and some steep grades, but our officers, like Captain J. M. Walsh and
Liettts. Nash and Kern, are overcoming all difficulties.
If all the people could know what war means, there would not be much trouble
in getting supporters. Just imagine this kind of a conversation in a French hos-
pital, where wounds of all descriptions are being1 treated. Question, to a soldier:
"How long have you been in the Army". "Three years." "What business were
you engaged in when you entered the service"? "I was a jeweler, had a store on
- street. I and all my force had to go." The next soldier: "What
was your business"? "I was a manufacturer of iron. My foundry was destroyed,
the Germans took all I had.'' The next: "I was a priest." The next: "I was
a banker," and so on down the line. If the men of such lines of business along
29
ILLINOIS CENTRAL MAGAZINE 31
our streets in our home towns or cities be placed in such positions as the men I
mention, what would be the thoughts of our people? Sherman's definition was
mild, compared with realities of today.
I wish to express my appreciation to yourself and the others at Mattoon and
on the Indiana Division, who so generously contributed to the Illinois Central
fund for our Christmas presents, and you may be assured that the articles that
were sent were well chosen and just what we were in need of.
I gave each of those you mentioned your best regards and they promised to
write to you at an early date. Captain Arn is our Engineer Maintenance O'f Way,
Major Bent is in the Regulating Office and Lieutenant Nash the Master Me-
chanic. All your friends send their kind regards, and Captain Walsh and Lieu-
tenant Kern wish to be remembered to you.
I would be pleased if you would remember me to Mr. Odel, Mr. Bell, Mr.
Keene, Mr. Runge, Mr. Brooks, and all my other friends in the offices, also tell
F. M. S. I am writing her a nice long letter.
With kind personal regards and best wishes, I am,
Sincerely,
W. L. Stephenson.
\V. F, Stephenson, Co. A, 13th Engrs. (Ry.), U. S. A., A. E. F. In France, via
New York.
France, January 8th, 1918
Dear Mr. Roth :
I have just had the pleasure of reading a letter written by you to Walter
Stephenson from Mattoon, which was indeed interesting".
I note you are accusing me of having writers' cramps. I will acknowledge
that if anybody ever had such things it is me. I can't understand what the
boys all write about to make their letters interesting to the people back home.
I never lived in such an isolated place, where there is so little to talk about.
Another thing, you know us fellows over in France are a pretty busy set these
days. You also know that we have very strict censor rules in regard to mail
'leaving this country, and I have hesitated writing a lot of letters that I would
like to because I could not say anything that I thought would be interesting
to you. We have never seen any real action to speak of, and are simply over
here working every day, and hoping that before long we will be permitted to
return to our native land and take up the work we feel we are better adapted
to. I am not to say homesick, but am ready to come back any day, and if I am
ever permitted to return to work on the Illinois Central, I shall never complain
about bad conditions, too much work, etc.
We are getting along as well as could be expected, and from all reports, every-
body is well satisfied with the wrork being performed by this Regiment. I am
still Battalion Sergeant Major, and if I don't get busted, suppose I will be when
we return, as I don't seem to have exceptional ability as a soldier, or in handling
military work. Have been working in the office ever since this road was taken
over by the Americans, and have plenty to do. While my work does not con-
sist of shooting the "boche", or observing the actions of the German Army, it
is hazardous enough for me, and I am not sparring for anything more exciting.
I don't know just what kind of stories the other fellows are putting out
about our hairbreadth escapes, etc., and, for fear that we would not agree, I
will pass that subject and do my boasting after we get back. We have had three
casualties in this Regiment since leaving Chicago, one died from Pneumonia, one
killed in a train accident, and the other killed himself while tampering with a
loaded shell. So you see, if the war lasts long enough, we are going to lose
a lot of men in this Regiment, due to the Government pension rules and regula-
32 ILLINOIS CENTRAL MAGAZINE
tions, and old father time. Everything is very quiet on this front and, with the
exception of an occasional boom from one of the French heavy guns, it is hard
to tell that there is a war going on.
We are living in solid comfort, have plenty to eat and no hoard hills to pay.
The only complaint I have to make is that this place, "Somewhere in France",
is too far from "Somewhere in Carbondale".
If anything happens, will write and tell you about it, and would greatly ap-
preciate a line from you at your convenience.
With best wishes, I remain, Very truly yours,
A. G. MOODY.
Mr. H. J. Roth, Superintendent, I. C. R. R., Mattoon, Illinois.
Letter From F. Belscamper, 13th Regiment Engi-
neers (Railway) Somewhere in France
France, Feb. 4th, 1918.
Dear Bro. Wells :
I received your letter last night. This is pretty good for me to be answer-
ing so soon. I received my annual card about two weeks ago and imme-
diately wrote my folks about paying my M. B. D. dues. Hope they pay it
before the days of grace are over.
The chef de gare (which means in English, "chief of the station"), at this
place is Corporal M. H. Huisinga, an operator off the Wisconsin Division.
I think he did a little extra work in the Dispatcher's Office at Freeport, once.
He gets letters frequently from Walter Kelly, the Local Chairman of that
Division. Kelly told Huisinga, that he would get his old job back and also
was entitled to bid in any new job that opened. It sounds pretty strong to
me, but I saw the letter Kelly wrote. He also sent a copy of the new schedule
and it is a dandy. Congratulations. All of the jobs are good ones, but I
sure did like "C. W." and the City of Waterloo. Maybe I'll get a chance at
it again.
Everhart was "chef de train" on a fast ( ?) passenger train this morning.
He brought me a December I. C. Magazine.. Herman is a fine fellow and a
crack conductor on our railroad, but he is still a "buck" private, same as me.
He and I are the only ones in the regiment from the Minnesota Division.
Have about fifteen from Cherokee. They did well.
I see in the I. C. Magazine, a letter from Dan Coons. He enlisted as a
private in our company and now he is a lieutenant. Doing fine, eh? I see
Leo Keatley is in the service, too. Where did he go? Camp Dodge? Would
like to hear all about the boys. You know us fellows over here read in the
papers about the big business on the railroad and the big war preparations
and it gives us a feeling like we were out of it. And we are in the middle of
it. But over here we don't know as much about what is going on as you do
in the states ; we are too close to the "big show."
You know we are not with the American Troops. They loaned us to
the French and we are attached to the French Army. It is quite an honor.
The French evidently had confidence in us as they put us on the busiest
place in the Western Front and that means the busiest place in the war. 1
haven't seen a single American soldier except those in the 13th. So you see
we are isolated. We can tell a Boche Aeroplane as far as we can hear him.
We are not strangers to Boche shells and we know what a machine gun
ILLINOIS CENTRAL MAGAZINE 33
bullet sounds like. Oh, we will have a few tales to tell when we get back.
The operator's job here is blocking- trains by telephone. No dispatchers,
just station to station, absolute block. Very slow railroading, but the idea
is not speed ; just to keep a slow, steady stream of supplies going to the front.
At my station there are five of us, a chef de gare, two operators and two
switch tenders. We work nights a week and days a week so everybody gets
a fair deal. The night work with an old old lamp or a candle has played hell
with my eyes, but I am taking pretty good care of them and they are better.
We eat and sleep in the station, have a supply car bring up our provisions
every two days, and, of course, we go to the village and buy eggs, milk, etc.
You ought to see me talk "frog." Five of us out here alone, we had to learn
it. You use both hands, both feet and your shoulders in a conversation.
And they talk backwards. Instead of being an American Soldier, we are
"soldat Americane." It's worse than Morse.
Well, I'm afraid the censor will have to take a day off for this letter if
I don't stop. I will be very glad to hear from you and to get all the news.
Give my 73 to the boys.
Yours fraternally,
F. Belscamper,
Company 2, 13th Engineers (R. R.),
U. S. Army, American Expeditionary Force, France.
A Letter From a Former Illinois Central Employe
Who Is Doing His Bit "Over There"
Somewhere in France, Jan. 7th, 1918.
Dear Mr. Peacock :
Just a few lines to let you hear from me. Am fine and dandy, never felt
better in my life; I think army life agrees with me as I have gained more than
30 pounds since I enlisted, I weigh 1GO Ibs. Well I wish I could tell you just
where I'm located, but you know that is against the rules. We are at present in
our regular line of work, I have a three mile section with 16 Chinamen as laborers
and honestly they are the laziest people I ever saw. Railroading here is a joke,
it's nothing compared with our roads. The engines are so small, they weigh from
40 to 50 tons and their cars carry from 6 to 10 tons. They are 50 years behind
with everything except their Public roads and they are the best I ever saw, the
J. D. Highway hasn't anything on their roads. They use all American steel and
have a fine road bed, but don't use any tie plates at all, and oh, my ! I wish you
could see the spikes we have to use. First you drill a hole in the tie for each
spike (and they use six spikes to each one) and you do this with an old fashioned
auger and then you screw the spike in liketvisc. We were sure glad to see the
American engines get here ; the French didn't think they were any good because
they were too large and now they are carrying as much as three of their "Dinkies."
Well I will have to go as lights go out at ten o'clock. Will write you again.
Write me real soon.
Sincerely
I. I). Holmes.
Pri't I. D. Holmes,
Co. D. 13th Engineers, Ry., U. S. Army.
A. Ex. via New York City.
ILLINOIS CENTRAL MAGAZINE
35
February 9, 1918.
Mr. C. H. Markham, President I. C. R. R. Co.,
Chicago, 111.
Dear Sir :
I wish to thank you and the employes of the Illinois Central Railroad, and
also acknowledge receipt of your most liberal Christmas gift.
Hoping to be back with you soon, but not without complete victory.
Sincerely yours,
Private GUSTAF A. BREDIN,
Co. A, 13th Eng. (Ry.) U. S. Army, A. E. F.
The Arch Degenerate
By Richard H. Fries
Who is the Arch Degenerate
Inflicted by a cruel fate
On City, Nation, Kingdom, State?
THE KAISER.
Who puts himself above his God;
And man and beast on all the sod,
Who murder plans, whilst Nations nod ?
THE KAISER.
Who fills our land with nest of spies
To propagate its Kultur-lies,
Burns bridges, houses, factories?
THE KAISER.
Who rules with hypocritic hand
His own and all the conquered land,
And rivets with an iron band?
THE KAISER.
Who gave to Belgium shot and shell
And leveled trees and poisoned well,
And dragged her people down to hell?
THE KAISER.
Who threatens French and British city?
Kills innocents without pity,
And celebrates in joyous ditty?
THE KAISER.
Who takes its poor imprisoned men
From hungered town into a pen
Of dirt and filth, built like a den?
THE KAISER.
Who writes his treaties with a sword,
Which scatters them without a word
Like scraps of paper — this Mighty Lord ?
THE KAISER.
Who creeps with submarine at night;
Flings coward shaft, eludes the fight,
And leaves the drowning weak af right?
THE KAISER.
Who likens man unto a fool,
Whose lessons taught in ancient school,
That "Mind" will always "Matter" rule ?
. THE KAISER.
Who drips religion from a fount
Of sermons preached upon a mount,
Yet, holds it to such bad account?
THE KAISER.
Who is this Martial Modern Hun;
Who thinks he can thus overrun
All men and things beneath the suri?
THE KAISER.
Who from the mask has now been shorn
And in old age will be forlorn,
And pray that he had ne'er been born?
THE KAISER.
Who cries this senseless war must cease,
Extends his withered hand in peace,
And like a wolf the lambs will fleece?
THE KAISER.
Who must be crushed with our aid;
Courageously and unafraid,
Autocracy forever laid?
THE KAISER.
Awake, ye slumb'ring slackers all !
And listen to your country's call!
Help rid the earth this awful pall!
THE KAISER.
ENGINEERING
DEP/qPTMENT
Timber and Tie Preservation
By E. H. Bowser, Superintendent of Timber Department
T N the past, numerous processes have
been used for preserving timber by
the injection of liquids which had anti-
septic value, or those which filled the
pores of the wood so as to prevent the
absorption of water.
Of the various liquids that have been
tested there are at the present time only
two in general use, namely, creosote oil,
and a solution of chloride of zinc.
Creosote oil is derived from coal tar
which is a bi-product of the distillation
of coal in closed retorts. This coal tar
is obtained from gas plants which use
coal for making gas or from plants mak-
ing coke in closed retorts so that the bi-
products may be obtained.
After some of the oils with a low
specific gravity are distilled from the tar
and the most of the tar acids are taken
out, there is left the creosote oil used
in preserving timber, and hard pitch.
The tar is divided about as follows :
Light liquids and acids 10 %
Creosote oils 30%
Pitch 60%
This proportion varies somewhat in
different coals.
There is no real "creosote" in creosote
oil as creosote is a product distilled from
wood and creosote oil is misnamed, due
to the fact that the first chemists mis-
took carbolic acid in the oil as being the
same as creosote derived from wood,
but the name for this preservative oil
has been so long in use that it has not
been considered advisable to change it.
Of the two preservatives, creosote is
superior to chloride of zinc but the dif-
ference in efficiency between the two
grows less in cold or dry climates.
On the Illinois Central Railroad it is
the rule to use creosoted ties of pine, red
oak, and soft woods, South of Carbon-
dale, 111., and zinc treated red oak and
soft wood ties North of that latitude.
Before the war, all pine ties on our
road were creosoted and used anywhere
on the system, though most of them were
used in Southern territory. Since the
war, on account of not being able to get
oil from Europe, we have quit creosoting
ties. Practically all of our creosote oil
was obtained from Europe before the
war, this country furnishing about a
third of the supply used in the United
States.
All of the ties and timber we use are
seasoned before treating. Loblolly pine
ties and soft wood ties should be sea-
soned from three to five months. Ked
oak ties should be seasoned from ten to
twelve months — ten months in the South
and twelve months North of Memphis.
Most of the ties are seasoned on the
right of way. When ties are sent to
the plants at Carbondale, 111., and Gren-
ada, Miss., not fully seasoned, they are
piled at these points for further season-
ing.
After the material is seasoned it is
placed on steel trucks with curved stan-
dards on the sides, having a curved rod
fastened to their tops. In this way the
pieces to be treated are held in a cir-
cular form so as to fill the cylinder as
closely as possible without interference.
When the trucks are loaded, enough
of them are put together to fill the cylin-
der from end to end as nearly as pos-
sible. There is a track in each cylinder
of the same gauge as the tracks upon
37
General view of cyJincier shed & engine house
ILLINOIS CENTRAL MAGAZINE
39
which the trucks are operated in the
timber and tie yard. These trucks
loaded with the material to be treated
are run into the cylinders by means of
a snatch block in the far end of the
cylinder through which is passed a wire
rope. The wire rope as well as the trucks
are, of course, in the cylinder during the
full treatment.
The cylinder are six feet two inches
internal diameter and about one hundred
and thirty feet long, with doors equipped
with heavy hinges and fastened with
about forty heavy bolts. There is a
groove around the outer edge of the
cylinder flange which contains an asbes-
tos gasket so as to make the cylinders
steam and air tight.
There are two methods of creosotmg
used in treating the material on this
road. The Full Cell or Bethel Process
and the Empty Cell or Rueping Process.
Timber and piling are creosoted by the
Full Cell Process and the ties are creo-
soted by the Empty Cell Process.
In the treatment of piling, after the
load has been put into the cylinder and
the door closed, steam is admitted and
the pressure is increased until the steam
gauge registers 20 Ibs. pressure. The
pressure is held at this figure for five
hours from the time of admitting the
steam. Then this steam is blown off and
any condensed steam in the bottom of the
cylinder passes from the exhaust at the
bottom. A vacuum pump connected
with the cylinder is then started and 24
inches is produced in about fifteen min-
utes and held at this gauge for an hour
from the starting of the vacuum. Then
with the load in the cylinder under this
vacuum the oil is admitted by gravity
until the cylinder is full of oil, heated
to about 180° Fahrenheit. When the
cylinder is filled the oil pressure pump
is started and the pressure of the oil is
raised to 125 Ibs. per square inch by the
gauge, and th's pressure is held until,
the record of the amount taken from the
cylindrical tank from which the oil is
pumped, shows that 18 Ibs. of oil per
cubic foot has been injected into the
piling, the cylinder being gauged and
the cubic contents of the load having
been calculated so the amount of oil to
produce an absorption of 18 Ibs. per
cubic foot can be calculated.
After allowing a short time for the
oil to drain from the timber, the load is
withdrawn by the wire cable and loaded
with traveling derricks into cars.
Timber is creosoted in exactly the
same way except only 16 Ibs. of oil per
cubic foot of timber is used. It usually
requires about three hours to inject the
oil.
When, on account of emergency, it is
necessary to creosote material that is
not fully seasoned, a longer steaming
and vacuum period is used and it gen-
erally requires a longer time to inject
the oil.
For creosoting loblolly pine ties, the
Empty Cell Process is used, the opera-
tion being as follows:
After the ties are inclosed in the cylin-
der, air is pumped into the cylinder until
a pressure of 75 Ibs. is reached. As
soon as this amount of pressure is
shown by the gauge, the oil heated to
180° F. is run by gravity into the cylin-
der from an inclosed tank, in which the
air at the top of the tank has been sub-
jected to the same pressure as the air
in the cylinder. When the cylinder is
full of oil the pumps are started and a
pressure of 175 pounds is obtained.
This gives a residual pressure of the
oil over the 75 Ibs. pressure of the air,
of 100 Ibs. which forces the oil into the
pores of the wood and presses the air
to the center. Some of the oil passes
by the air so that in nearly all cases the
sap wood of pine is thoroughly treated,
and as a very large proportion of our
ties are loblolly pole ties, this treatment
is very effective. After holding the oil
pressure for three hours and 20 minutes
the pressure is released and the ex-
panding of the compressed air behind
the oil blows the excess oil from the
pores, leaving the walls of the cells prac-
tically painted with oil.
After the oil has been drained from
the cylinder a vacuum is applied and
more oil is brought from the wood and
when this vacuum is released most of
the oil on the surface of the wood is
40
ILLINOIS CENTRAL MAGAZINE
"drawn" into the cells, leaving the ties
in a better condition for handling.
We get about 20 Ibs. of oil per cubic
foot into the ties by this process and
then recover about three-fourths of this
oil, leaving on an average about 5)4 Ibs.
per cubic foot. This amount, reaching
practically all of the sap wood, is enough
to preserve the tie longer than it takes
the tie to wear out when well protected.
In creosoting red oak ties, all of the
sap wood should be thoroughly treated,
but in most cases the heart wood is
treated in spots. Where the grain is
straight practically all of the oil that
goes into the heart is from the end of
the tie.
Not nearly so much oil can be put
into the oak ties as in loblolly pine ties,
nor is nearly so much recovered. We
manage, however, to leave in oak ties
about the same amount as in pine.
The heart wood of pine, red gum, and
some other woods, do not receive much
creosote oil except in the ends of the
ties.
Treatment with Chloride of Zinc :
We treat all long leaf timber for the
deck of open deck bridges with chloride
of zinc. This treatment, in addition to
giving the heart wood slightly longer
life, gives the sap wood a very much
longer life and is more economical than
getting all heart material.
For pine ties, now being treated with
zinc chloride, on account of the shortage
of creosote oil, we use a 2% solution of
the chloride — that is, the solution is 98
parts of water and 2 parts zinc chloride.
We inject enough liquid to give one-
half pound of the pure chloride per
cubic foot of timber. Pure Zinc chloride
is white like common salt, and when
material is treated with this solution in
cylinders that are never used for creo-
soting, one could not tell whether the tie
is treated or untreated, any more than
if it had been wet with water and after-
wards dried.
When, however, it is used in a cylin-
der alternately with creosote oil, the
washings of the cylinder by the chloride
solution causes the ties to become stained
with creosote, and it must be understood
that this black stain is not a part of the
treatment, but is incidental to it.
One of the cylinders holds about 600
ties 6x8-8', 18,000 feet B. M. of lumber
or 12,000 feet B. M. of piling.
In a normal year our treated and un-
treated ties average about as follows:
White Oak, untreated 420,000 15%
Red Cypress, untreated 140,000 5%
Red Oak and Soft
Wood, treated 700,000 25%
Loblolly Pine, treated 1,540,000 55%
2,800,000 100%
All of the timber and piling is sea-
soned in the plant yard in open piles.
It requires about four months of good
seasoning weather to prepare this class
of material for treating.
Practically all of the framing of tim-
ber for creosoting is done at the plant
before treating.
SAFETY FIRST
Stop! Look ! Listen !
The train approaching this crossing sounded two long and two
short blasts of the steam whistle which can be heard distinctly a long
distance, in any event, sufficiently to avoid an accident if the parties
in the car will only STOP— LOOK and LISTEN.
Every person that was ever within hearing of a Railroad knows
that this signal is given to them as a warning, and should not attempt
to cross over the track until train has passed. When crossing over
more than one track and a train has just passed, STOP — LOOK —
and LISTEN to see if there is a train approaching from opposite di-
rection.
People walking and drivers of any kind of a vehicle should never
disregard a crossing watchman's signal.
When crossing gates are in service, be sure of their position be-
fore attempting to cross the tracks.
STOP! LOOK! LISTEN!
"There is nothing men are so fond, and withal so careless
of, as Life." — Bruyere.
HGW to IIJYQ;
It is not trie Science of curing Disease so much as trie prevention of it
tfiat produces tne greatest ^pod to Humanity. One of tne most important
duties of a Health Department should be tne educational service
A A A A teaching people now to live A A A A
Flies — Menace to Public Health
TTTlTH the onset of warm weather and
^* the resulting fly season it becomes
opportune to interest ourselves in this
important subject. At one time flies were
thought to be merely a nuisance, but
Science, searching for the causes of the
diseases that afflict mankhind, discovered
that flies were carriers of disease germs
and therefore responsible for the trans-
mission and spread of many diseases.
This is naturally true more especially
during the sumer months when the flies
are most vigorous.
In the interest of health, therefore, it
becomes important to devise means of
eliminating flies or reducing their num-
bers by as many millions as possible.
Proper screening of houses and buildings,
with necessary attention given flies that
force their entry in spite of the screens,
is of great importance. However, the
greatest safeguarding of health lies in the
prevention of the breeding of this pest.
When it is realized that the progeny of a
single fly number more than a million
during a single summer season it is readi-
ly understood that a systematic effort to
keep the eggs from hatching will accom-
plish more than efforts in any other di-
rection.
Experts state that 98 percent of the
eggs are laid in stable manure and 2 per
cent in garbage and filth. The period of
incubation (that is, the time it takes the
eggs to hatch) is ten days. Among the
methods of prevention which have been
demonstrated to be of practicable value
are the burying of the stable refuse in the
ground each day, and also the placing of
the refuse in pits so as to make them in-
accessible to flies. Another method is to
sprinkle borax around the outer border
of the manure or to make a solution of
borax, using two pounds of borax
to three gallons of water, and sprinkle it
around the outer edges of the manure.
If the flies are deprived of their breeding
places a decided improvement is notice-
able within a few weeks.
The fact that millions of flies were
killed last summer in the "Swat the Fly"
crusade, although of immense benefit to
mankind, does not guarantee a flyless
community this season, inasmuch as the
flies breed so rapidly. What is needed
now is to follow up the fight against the
survivors and their progeny. A flyless
community will come chiefly as the result
of springtime work and there is no time
like the present to begin such good work.
The campaign should be begun as fol-
lows:
Watch for all flies, especially the big
blue-bottle fly that is the first to appear,
as they are very prolific. Kill as many
of the early flies as possible. Also clean
out all the trash from the cellars and
yards ; and above all screen all stable pits
and thus deprive the fly of its most effect-
ive breeding places. Thoroughly screen
your house and keep out all of the flies.
This not only protects your home but
prevents their propagation.
Rules for Dealing with the Fly
Nuisance. Keep the flies away from the
sick, especially those ill with contagious
42
ILLINOIS CENTRAL MAGAZINE
43
diseases. Kill every fly that strays into
the sick room. His body is covered with
disease germs. Do not allow decaying
material to accumulate on or near your
premises. Screen all foods, and insist
that your grocer, butcher, baker and
everyone from whom you buy food-
stuffs, do the same. Keep all receptacles
for garbage carefully covered, and the
garbage cans clean and sprinkled with
lime, oil or other cheap preparations.
Keep the streets and alleys clean. See to
it that your sewerage system is in good
order, that it does not leak, is up to date,
and that it is not exposed to flies. Pour
a little kerosene into the drains occasion-
ally. This is very important. Burn
Pyrethrum Powder in the house to kill
the flies, or use a mixture of formalde-
hyde and water, using one teaspoonful of
formaldehyde to one glass (four ounces)
of water. This formaldehyde solution
exposed in saucers with a little sugar
around the edge will soon kill all the flies
in the room. Burn or bury all table
refuse. Screen all windows and doors,
especially from the kitchen or dining
room. If you see flies you may be sure
that their breeding place is near by.
Therefore look for some filth and clean
it up. It may be behind the door, under
the table, or in a cuspidor, but it must
be someplace. If there is no dirt and
filth there will be no flies.
Dont's for Flies. Chicago's Health
Department has issued a circular con-
taining the following Dont's aimed at
flies:
Don't allow flies in your house.
Don't permit them near your food,
especially milk.
Don't buy food-stuffs where flies are
tolerated.
Don't eat where flies have access to the
food.
Don't forget to put your screens in
early.
THE FLIES' REVENGE
(From the Buffalo News)
Ten little flies
All in a line
One got a swat,
Now there are
Nine little flies
Grimly sedate
Licking their chops,
Now there are
Eight little flies
Raising some more,
Swat, swat, swat, swat,
Now there are
Four little flies
Colored green-blue;
Swat (ain't it easy),
Then there were
Two little flies
Dogded the civilian ;
Early next day
There were a million.
Other Fly Truths. It is better to
screen the cradle and wear a smile than
scoff at the precaution and wear mourn-
ing.
Flies in the dining room usually pre-
cede nurses in the sick room.
Screens in the windows prevent crepe
on the door.
Flies, as well as bad water, spread
typhoid.
A fly in the milk may mean a mem-
ber of the family in the grave.
A fly has natural enemies, the most
persistent and effective should be man.
It costs less to buy a screen door than
to get s;ck and lay off for a month.
It's a short haul from the garbage can
to the dinmg table via the fly route.
If at first you don't succeed, swat,
swat, again.
44
ILLINOIS CENTRAL MAGAZINE
EMPLOYES ARE REAPING THE BENEFIT OF THE HOSPITAL
DEPARTMENT AND ARE VERY APPRECIATIVE
OF ATTENTION RECEIVED
Mattoon, 111., November 17%h, 1916.
Dr. G. G. Dowdall, Chief Surgeon,
Illinois Central Hospital Department,
Chicago, Illinois.
Dear Doctor:
A month has passed since my operation in the Illinois Central Hospital at Chicago,
and I want you to know that I am more than pleased with my present condition and
am grateful for the services rendered me while there.
My operation was quite a serious one, and before going to the hospital I was skep-
tical about having it performed by Company Surgeons. However, I was so impressed
with the thoroughness of my examination and the diagnosis that was made, that I had
no hesitancy in placing my case entirely in the hands of the Hospital Department
Staff. I certainly made no mistake as my recovery has been truly wonderful to me.
The Illinois Central Hospital at Chicago is the most complete institution of its ikind
I have ever visited. The doctors, nurses and other attendants are efficient and put
forth their best efforts at all times. The food and its preparation is of the best and the
service is excellent. You are to be complimented on the manner in which the hospital
in general is conducted, and the efficient service rendered all classes of employes who
find it necessary to come there for treatment.
The absence of discontented patients is the best recommendation I could offer to
other employes who may be doubtful of receiving first-class attention. If all Illinois
Central men could visit this hospital, if only for a few moments, they would be at
once convinced that their monthly contributions are being used for a noble and worthy
purpose and that they are getting more than value received.
I really cannot express my entire satisfaction and appreciation of the services I
received. In the future I shall endeavor to show my appreciation in never losing an
opportunity to speak good words, and lots of them, in favor of the Illinois Central
Hospital and Hospital Department. Yours sincerely,
(Signed) E. C. RUSSELL,
Train Dispatcher.
Metropolis 111
rl
The National Surgical Dressings
Committee Ask Your
Assistance
NATIONAL SURGICAL DRESSINGS
COMMITTEE has established a demonstra-
tion station in the large waiting room of the
Illinois Central Station at Twelfth Street and
Park Row. All employes of this Company are
invited to lend their assistance in every way, as
it is a worthy cause.
This committee gives impartial aid to all the allies
and will deeply appreciate contributions of
money from men and a few hours work from
women. A bandage made or money given may
save the life of one of our boys.
An instructor is in charge from 10 A. M. until
5 P. M. and will be glad to teach beginners the
rudiments of the work.
•III!
Passgngor Traffic Dopartmont
Llttlo Talks with the Rambler
Service Notes of Interest
A LITTLE BROWN BOOK
AND A DOG.
HIP, you surely are a fool dog,"
said the agent of a small way-
station as he bent over a beautiful speci-
men of a collie dog and, shaking his hand
at him, pretended to scold ; while the dog,
sitting on his haunches and looking his
master full in the face, seemed in no way
perturbed except for a heavy panting,
as though recovering from violent exer-
cise. "Yes," the agent repeated, "a fool
dog. How many times have I told you
not to go racing down the platform bark-
ing and tearing yourself almost to pieces
trying to beat the fast through trains
that whisk by here like a cyclone. That
is," he qualified, remembering the speed
ordinance of the locality and being re-
luctant to admit any violation of it on
the part of his beloved railroad even to
so confidential a friend as his dog, "like
a cyclone compared to your sprinting
ability, even if they do slow up a bit
when passing this present forlorn little
but hoping - sometime - to - be-imnortant
station — • which they don't," he finished
in a changed tone of voice as though he
did not expect the dog to hear it. "But
Whip," he went on, and this time there
was anxiety in his voice, "you're getting
all worked up with excitement and out
of breath isn't the worst of it. If you
want to be so foolish I don't know as I
care as to that part, but what I do care
for is that you should get under the
wheels. If you'd only be content to skim
along by the side of the train in the
straight line you start on I wouldn't wor-
ry so; but every once in a while you
have to bounce and dance around, or
swerve in as if you were trying to head
or turn those trains as you would a flock
of sheep. It's then I expect every min-
ute to see you get caught by the
wheels. You snap around so, like the
end of a cracking whip, that for little
flashes I don't believe you know where
you're at yourself, and if you don't quit
it with these trains the wheels will surely
get you some day. Pity you couldn't
have a flock of sheep to plav with around
here. Oh, but you are well named," he
concluded, "for you are a regular whip-
snaoper on occasions." And as the asrent
made this last remark his scolding mood
seemed to have passed, if he had been
scolding in realitv, and he turned and
went mto the station, the dog following
him, inmDiner up arid dancin? about him
with friendlv barks as he did so.
A few minutes at his telegraph instru-
ment seemed to finish all the work the
ao-ent had to do for the moment: for,
aft^r closing the key he looked over his
taWe. glanced at one or two circulars
\yhich bore marks of not being1 new to
him, and then, after looking about his
46
ILLINOIS CENTRAL MAGAZINE
47
little room as if to recall anything he
might have forgotten, if such there was,
he went out through the waiting room
to the platform again. There he seated
himself on a crate that was standing
under his open office window and reach-
ing down into his side pocket he brought
out a pipe and a tobacco pouch. The dog,
who had followed him in calmer mood
than had been his but a short time be-
fore, seeing his preparations for a
smoke, settled himself down at the
agent's feet, his dog knowledge telling
him that there was a period of rest
coming for both of them. The pipe was
finally loaded and lighted, during which
process Whip had evidently made up his
mind for a nap, for stretching himself
out and cuddling his head between his
extended forepaws he closed his eyes
and settled down with an air of perfect
relaxation. For a while the agent puffed
vigorously, until assured that the pipe
was going well; after which he took its
stem from between his lips long enough
to glance down at the dog and remark,
"Whip, that was number three that just
went by." The beast evidently did not
care what train it was that he had chased,
for he made no stir ; whereupon his mas-
ter addressed him further, saying, "That
was a Pacific type engine that was draw-
ing her. It has, has the engine, a super-
heater, and cylinders 26 by 28 inches.
It is an eight wheeler and the diameter
of its drivers is 75 inches. The engine
weighs two hundred and seventy-eight
thousand pounds, or one hundred thirty-
nine tons ; and, believe me, Whip, she can
make speed and is some puller."
As he was saying this he had taken
from his side coat pocket a long, narrow,
brown covered book, from which he
seemed to be reading the statistics that-
he had rattled off. "How did I know
about that engine?" he continued, as he
glanced down at the dog without appar-
ently noticing the latter's manifest inat-
tention. "By its number," he continued,
of necessity answering his own question.
"It is all down here in this little book,
you see," and he tapped the pages of
the book he held in his hand as he turned
some of them, he in the meantime going
on with his talk, saying, "I could also
tell you a lot about the equipment on that
train if I could catch the numbers, or
names, on the sides of the cars. It's all
down here, you see — the different kind
the company owns, and how many
freight cars and passenger train cars.
Take the passenger train cars, Whip, and
let's see what it tells about them. Most
everything, I reckon, that an agent, and
others, might want to know in connec-
tion with his business; and then some,"
he added with a smile. "Throwing out
office and one or two other special kinds
of cars as not being of especial import-
ance to our knowledge (except to know
that such exist and be able to identify
them when we see them) until we climb
higher in the service, you and me, Whip,
there's a bigger list of the various kinds
than we would come in contact with in
years. But the little book here brings
them, in a way, all to us at once. It tells
us the list includes mail and express,
postal, baggage and express, baggage
mail and smoker, baggage and smoker,
and express refrigerator for one group
of cars. Then, coming to those carrying
passengers, we have the suburban
coaches and smokers, which I confess
doesn't interest me much,- away down
here as I am, so far away from any sub-
urban service. So, Whip, we'll pass on
to the road coaches (think that's what
they call them, although they're only
listed as 'coaches') to the miner cars
(they are old coaches especially fitted up
to carry miners to and from the mines,
the superintendent told me when he was
here the other day) to the smoker and
excursion cars, the motor cars, compart-
ment coaches, chair cars, parlor cars,
observation parlor cars, observation club
cars, parlor and sleeper cars, dining cars,
cafe coaches, cafe club cars, and buffet
library cars."
"Whip!" he said suddenly, in rather
a petulant tone of voice, at the same time
giving the dog a poke with his foot,
"Whip, are you asleep?" He evidently
regretted the mild kick he had bestowed
on the faithful friend and companion
lying at his feet, for he instantly fol-
lowed it by running his foot in soft ca-
48
ILLINOIS CENTRAL MAGAZINE
ress over the dog's back; whereat the
latter changed his position by half rising,
giving himself a deliberate stretch and
then lying down again. This time, how-
ever, the canine flopped over flat on his
side with legs extended; in which "com-
fy" position (for a dog) he seemed to
drop off immediately into a sound sleep.
The agent looked at him quizzically for
a moment and then burst into a quiet
laugh as he said to himself, "Don't blame
you, old scout. If anyone should, by
accident, happen to drop around here at
this time a day unbeknown to us and
heard me telling these things to a dog
they would sure think I was bugs. But
it's so mighty lonesome hereabout for
the most of the time that I have got to
hear the sound of a voice, even if it is
only my own. And you are surely such
good company for the most part that I
don't know why I should not talk to you.
You see," he chuckled to himself, "I
always have the best of the argument
with you, for you never talk back. Least-
wise, when I talk railroad to you. But
you surely do have a way of talking
sometimes," he added, "when I get
agoing on things that dogs such as you
like ; or you want to let me know some-
thing. However, let's go back to the
little book and see what more there is
about those passenger train cars. I've
just run through the list so far, but just
notice on the pages here, Whip, how in
condensed form there is a lot more told
about them. Whether they are of wood,
of steel, or a part of each. Whether ves-
tibuled, wide or narrow, or whether non-
vestibuled. Then it tells their lengths,
their baggage and mail capacity in
lengths and breadths, and in case of cars
for passengers their seating capacity, and
finally the kind of light and of heat that
each one has. Of course there is also
in the little book a similar classification
of freight cars, but you and I, Whip,
are not particularly interested in those.
I would, however," he added reflectively,
"like to have a whole freight car set off
here some time to loan instead of taking
off and putting on a few small packages
from and to the local freight. But as a
whole I don't think I am built so much
on freight lines as I am on those of pas-
senger train service. The few goods I do
handle make my back ache. I opine I am
either soft or not heavy enough built."
"By the way," he said as he abruptly
changed the subject, "when I was telling
you about that engine that went by I
might have mentioned that the little book
also has the list of all classes of engines
that we have on the road. I know what
class pull the locals that stop here every
day and some interesting things about
them because I have looked them up
here from their numbers. Now here's
another thing of interest. In case I
should ever have a freight car set out
here for a load I would know by these
biggest and smallest load clearance di-
agrams whether it was the right sized
car to send out to its destination. That
is," he qualified, "provided I knew the
bridges and tunnels between here and
there — which I don't. This last he said
in a laughing aside as he turned to more
pages in the book. Finally, after an in-
terval of silence, he broke out with:
"But speaking of engines again, ther^ is
another little item in the book that seems
interesting and must be mighty useful
to the Operating Department. That is,
where all the turn tables are and their
length. "I reckon from this," he sort of
soliloquized, "that putting together what
is shown in here about the turn tables
and about the engines that the two work
together, so that it is known one from
the other what engines can be used on
a given division, or for certain work on
a division."
"All this is not so interesting as it
might be, is it Whip?" he continued as
he turned some more pages. "Still, it's
worth knowing as a part of one's rail-
road education, although I reckon it's
greatest use is as a matter of reference
in case of need. One ought, however, to
at least know that such information is
here and how to get at it in an emer-
gency. But here's something that is in-
teresting to you and I. Something that
broadens the mind by carrying it out
over a big portion of the great Missis-
sippi Valley. Into the country, Whip,
where perhaps you and I would like to
ILLINOIS CENTRAL MAGAZINE
49
roam. It's a list of track connnections,
showing at what station all over the
system we have track connections with
other roads, and giving the name of the
roads. Again there is another list here
of a similar nature, showing freight con-
nections and junction points, arranged
alphabetically so that if we had that car
to send off, Whip, and the man who
wanted it said it was to be forwarded
to a certain point on a given railroad,
we could find out at once whether we
had connections with that road, and if
so, between the two lists, from what
point on our line it would be turned over
to that road."
"There's my telegraph call, Whip;
time to be stirring, I guess," and taking
up his pipe, which had long since been
exhausted and was lying on the crate,
and putting it into his pocket after first
knocking the ashes from it, he started
for his office. The dog, who had seemed
to hear his call as quickly as the man
had himself, followed with a wagging
tail, seeming to indicate thereby a relief
at having something to do beside listen-
ing to his master's tirade ; for so quickly
had he responded to his master's move-
ment that it might be a question as to
how sound had been his supposed sleep.
"That was — Whip," said the agent as
his work at the key was finished and
he shut off "a joint agency station, and
that reminds me," he said, as he leaned
up against the door and looked down
at the dog, who was in an expectant atti-
tude, as if awaiting his master's next
movement; his air and manner clearly
indicating that he would prefer it to be
something lively instead of mere talk.
But Whip was doomed to disappointment
as to the latter, for the agent, with a
laugh, said, "that reminds me of a story
that Mr. Rambler told me once about
a joint agent. He, the joint agent, was
at a Union Station in a considerable
city, and one day he received a telephone
call from a theatrical man, who said,
'Come down and see me right away. I
have a movement I want to have made,
over your road.' 'What road?' was the
response. 'The X road, you are its
agent, are you not ?' 'Yes, but I am pretty
busy this afternoon, drop over and see
me, will you?' 'No, I won't,' was the
quick answer, 'I'll take the bunch over
the Y , and he hung up. A little
later the telephone rang again and the
same voice said, 'Are you the agent of
the Y— — ,' and he hung up. A little
and see me, I have a theatrical move-
ment I want taken care of.' 'All right, I
will be very glad to take good care of
it, but I am pretty busy this afternoon
and will have to ask you to come over
and see me about it.' 'The I will !
I'll send over the Z road,' and
again there was a mutual hanging up.
This was soon followed, however, by a
third call and the same voice inquiring
'Who is this?' 'Mr. So and so' was the
reply. 'Are you agent of the Z road ?'
'Yes, what can I do for you. Have
you a company to be moved? If so, I
will be very glad to have you come over
and we will arrange matters.' 'Say!' said
the voice at the other end, 'you say you
are agent of the Z road?' 'Yes!'
'Who is agent of the X road?' 4I
am.' 'Who is agent of the Y road ?'
'I am.' 'Well,' came the quick response,
I will be over in half an hour!' "
The agent laughed softly to himself
as he stroked the dog and playfully
roughed him for a while, much to the
latter's delight, and then he again
glanced over his office, as if to s-^e if
there was anything there for him to do.
There seemed to be no work for the
moment, but his eye rested on a copy of
the "Right Way" magazine that his old
chief had sent him by mail; for this
agent had received his first training at a
larger station and was supposed to have
been promoted when he was given
charge of the one that he now was re-
sponsible for. As his eye fell on the mag-
azine his countenance lighted, and taking
it up he settled himself in his chair and
opened it at a marked article therein,
saying as he did so to the dog, "Come
and sit beside me here, Whip, here is
something funny that sent me; as
a reminder, I suppose, of the days when
I learned telegraphy under him. It
doesn't describe me or my career, how-
ever, you just remember, Whip. How
50
ILLINOIS CENTRAL MAGAZINE
ever, it's by D. A. Pritchard, who has
written about the early experience of the
way station telegraph operator, and it
strikes me as being rather good. Now
listen, Whip. Don't go browsing so all
over the office. Sit down here. I will be
through in a minute," and in a semi-
comic vein he read aloud to the dog the
following :
" 'Many of you can no doubt recall
having begun your railroad career as
office-boy for some local agent. Your
next ambition was to become an oper-
ator. You first learned the familiar
click of the sounder which was the call
for your station; then the agent let you
rig up an old key and sounder, with the
usual glass jar, crow's foot and copper
buried in water and blue-stone as gen-
erating power for your sounder. Then
the kind-hearted agent, at spare time,
began teaching you how to hammer
brass. In a few months you could catch
a word or so on the main line wire when
someone was sending on low gear, and
thereafter you grew happier and began
to feel your importance as a railroader.
Finally you become a pretty fair "Ham,"
and as operators were a little scarce, the
Train Master offered you a place as
night operator at an unimportant station
at a salary of $35 a month to "OS"
through trains and watch the switch
lights. Although yet in your 'teens, a
jump from ten to thirty-five per month
causes your chest to bulge out like a
carrier pigeon. Cigarettes, your former
luxury, appeared too cheap, and you cast
them aside for a full-grown cigar, and
with this planted in the right side of
your biscuit chopper, you found great
pleasure in strutting around the depot
about passenger train time. You can also
recall the time you went on that hunting
trip and failed to get sufficient sleep dur-
ing the day, and slumbered so soundly
upon the office table that No. 39 had to
blow vigorously for your clearance sig-
nals. It was a cold winter night; your
stove had gone out and you were so
cold and stupid, as well as frightened
when you roused up, that in your wild
rush for the semaphore cord you veil
over the wooden cuspidor and skinned
your knee, but managed, by close mar-
gin, to let 39 by, even if you did hear
the engineer cussing as he passed your
station window. You also remember the
time when the Division Superint; ulen4
and other big ones came down to help
clear the big wreck near your stition,
and that telegrams were coming n* so
fast that your hair stood up and juice
rolled down your cheeks, and to make
matters worse for your tender nerves.
a locomotive which had stopped right
in front of your office window was pop-
ping off steam every few minutes, while
a half dozen engineers were standing
over you, bellowing like bullocks for or-
ders to move on. Last, but not least,
you also recall the dark, rainy night the
tramp rapped on your window and asl-ed
you to let him come in and warm. You,
of course, had orders to keep tramps out
of the office, and when you refused to
let him in, he replied : "All right, youny
fellow, if you stick your mug outen
there tonight, I'll fix ' you." You had
a single barrel 32 caliber pistol loa~ed
with a cartridge you had already tried
to shoot, and this was the extent of
your field artillery and you didn't know
how many tramps were outside ready
to pounce upon you the minute you
stepped out to get the "O.S." report of
some passing freight. However, many
of you who recall those exciting days
of early railroad work managed to
escape the threatened vengeance of the
wily tramp and have worked your way
onward and upward to a good position
in the service, and no doubt attribute
some of your success to the knowledge
of telegraphy.' "
On finishing the agent threw the mag-
azine aside and went out and ^alKtd
up and down the platform, apparently
for exercise, while the dog foil >we J,
dancing and barking around him as
though urging him to an out and out
frolic. But the agent seemed to be in
somewhat thoughtful mood, and finally
went and sat on his crate again, tak-
ing from his pocket as he did so the
little brown covered book. After run-
ning through its pages he again ad-
dressed the dog, saying, "Don't be so
ILLINOIS CENTRAL MAGAZINE
51
restless, Whip. Bye and bye we will leek
up and start home to dinner, and then
you will have a great time chasing things
along that country road; but in tl.e
meantime let's see what more we have
got in this book. And Whip," he added,
"I think we will come to something that
will interest even you, because it will
suggest the outside world. Of cours:, I
refer to the stations of the system, al-
phabetically arranged and also shown
by divisions. Let's take any place here
under the divisions : for instance,
station on the - — district of the
• division. It looks first off like
a mere record with figures on one side
and the agent and station on the other.
But we'll go deeper than just looking at
the station name. Now we'll follow out
the figures, Whip. First they tell you the
station has 1,600 inhabitants, and right
off you begin to get a notion of what
kind of a town it might be. Leastwise,
it suggests that it is no burg like the one
we are in. Then in the next column you
see that it has a siding with a clearance
length of 21,000 feet. That with what
has gone before suggests some business
possibilities, does it not? It would natu
rally follow that such ajstation /otild
have a telegraph, so therqjfflfe call, a i
then finally there is its *&tiK} number.
Just think, Whip, how mucrW^sier it is
to write one, two or three figures on the
side of a car, or on a card, than it wo M
be to write out 'Bogglesville' should that
happen to be the name of the station to
which the car is consigned. Hence,
among other reasons, those station num-
bers. Then note that little black star,
Whip, which means that baggage can be
checked to that station; which of course
would be expected in view of what we
have found of it thus far ; but if you will
glance down the page and over some of
the foUpwing pages you will find that
there are lots of stations with that star
left off the station ; where the population
is shown to be so small that you would
question your ability to check to some
of them but for the help of that star.
Now look at that little flat cross to the
right of the station. That means, you
will find it stated on page 9 (and he
turned back until he found the page
mentioned) that at the station so marked
they have interline tickets, that is, tickets
reading over your own and foreign lines,
instead of only the local tickets that we
have here. The station where I began
was an interline ticket office.
"But you will notice, Whip, while we
are in this part of the book studying out
the road and stations, that the system is
not only divided into so-called lines, such
as 'Northern Lines,' 'Western Lines' and
'Southern Lines,' but that each of these
is divided into divisions and districts.
Divisions are of course the largest and
more easily remembered, but a district
of a division becomes to be almost a mat-
ter of local knowledge. But you and I,
Whip, not having enough to do, want to
devote our spare time to learning the
road as thoroughly as possible. So I am
sure you will be glad to know that here
is a page on which those districts are
not only alphabetically listed, but the
list tells between what stations a district
is, and the page of this book where it
will be found in its proper relation to its
division."
He ceased talking for an interval, dur-
ing which he placed the book beside him
on the crate, took out his pipe, loaded
and lighted it and watched in dreamy
contemplation the puffs of smoke he
emitted from his lips ; in which perform-
ance he momentarily amused himself by
essaying to make smoke rings, albeit it
without much success. Next he leaned
over and, taking the dog's head between
his hands, shook the latter playfully
from side to side, to the evident discom-
fiture of the dog, who tried to back
away from him, although wagging his
tail in evident appreciation of even that
much personal attention. Finally, after
drawing the dog up closer to him and
examining its fur critically as to the
dog's apparent condition, he let the lat-
ter go and took up the little, brown cov-
ered book again, saying as he did so:
"But the best of it all, Whip, is in this
alphabetical list of stations. With it one
can travel in imagination over a wide
range of territory. Furthermore, it offers
no excuse for even dub joint agents like
52
ILLINOIS CENTRAL MAGAZINE
you and I (and he laughed softly to
himself at the conceit of he and the dog
being joint agents) being ignorant as to
the location of any station on our system.
Suppose now that 'Whiskers/ that's
what they all call the old farmer down
below here that has summer boarders —
suppose Whiskers had someone come to
stay a week at his house (somehow they
never stay more than a week) that lived
away off in another part of the country,
and then suppose that when he got ready
to go home he would come and say to
me, 'I want a ticket to station.'
Perhaps I never heard of the station be-
fore, but if he told me it was on the Cen-
tral, or the Valley road, I just go to the
book and run down the alphabetical list
and promptly find it listed. Of course I
might just make out a ticket reading to
that point and let it go at that; but I
would be pretty dumb, I reckon, if I
wasn't interested to go further while I
was about it and see that it was in Mis-
sissippi, in such a county and on such a
district of the road. Furthermore, I see
in the same glance, in a column under
'station number,' some letters followed
by figures. Following these up on page
9 I find that the combination tells me its
location down a little finer ; that is, that
it is so many miles from a given junction
point. Then going back in the alpha-
betical index I find in a column that the
station' is shown in its proper place
in division and district on a given page.
Turning to that page I get the whole
story of the station — how big a town it
is in the matter of inhabitants, the clear-
ance length of its siding (if it has one,
and most of them do), whether it has
the telegraph or no, whether or not it is
an interline ticket office, and whether
baggage can be checked there; also
whether it has one or two agents 01
none. Oh, it is a great little book, Whip,
is this 'Official List,' as it is called. Espe-
cially to lonesome folks like us ; but it
ought to be mighty valuable to those more
busy and who have to know right off the
bat a heap more than we do. I reckon
it ought to be to us agents something
like that black book that I noticed our
engineers always carry around in their
pocket. Of course it is nothing like that
book that Father Mooney, who comes
here every Sunday, is always reading
while waiting for the train. You know
what book I mean, Whip; but it may be
that it wouldn't do any of us harm to
know its contents as perfectly as the
Good Father does the contents of his
book."
The dog showed signs of extreme rest-
lessness, and finally began running in
short excursions around and about the
station, but always came back very
quickly to his master and looked up at
him as much as to say, "Don't you know
what time it is? It's time for us to be
moving." The agent finally noticed this
and arousing himself from an apparent
fit of engrossment closed the book, say-
ing, "Of course, Whip, there is a lot
more in this little book that I have not
told you about. Such as the list of
officers, attorneys and surgeons. But you
are right, I guess, it is time to lock up.
Jove ! It's twenty minutes after the
time," he added as he looked at his
watch; so closing the window and lock-
ing his station door, he started off on a
run with Whip joyously bounding and
barking after him.
"Some camouflage that, Rambler,"
said Snap Shot Bill, who had been one
of a little group that had listened to the
Rambler as he, in somewhat jocose
mood, had told this story of "A Little
Brown Book and a Dog."
"Maybe so, maybe so," was the Ram-
bler's ready response to Bill's implied
challenge, "but if so, it serves a good
purpose, doesn't it? A fairly good hint,
isn't it, that the 'Official List' is a use-
ful book, and that an intimate acquain-
tance with its contents is worth while?
What do you say, Slim ?"
Slim, who was of our number, and
who since being taken off from solicit-
ing had been selling tickets, evaded the
direct question by remarking, as after
consulting his watch he started off,
"Gee! I don't believe I'd feel so worse
if about now I could turn the key on a
ticket office door and run off for a frolic
with a good, lively dog."
Service Notes of Interest
The collector of customs of the port of
New York has, under the provisions of the
trading with the enemy act and the espion-
age act, issued a circular of instructions for
persons intending to leave the United
States by ships. The first three articles of
the circular deal respectively with the lim-
iting of baggage and articles carried on
the person, the time of delivery of baggage
not to be retained in the stateroom and the
shippers exports declaration of articles of
commerce. Article four reads as follows:
"It is unlawful for any person to send or
take out of, or bring into, or to attempt to
send or take out of, or bring into the
United States, any letter or other writing,
or tangible form of communication, except
in the regular course of the mail. The
penalty for a violation of this statute is a
fine of $10,000 or ten years' imprisonment,
or both. In absolutely necessary cases a
license to take or send such matter out of
the United States, outside the regular
course of the mails, may be granted upon
application to the collector of customs at
the port of embarkation, at least 72 hours
before time of sailing. In case the letter
or other writing, or tangible means of
communication, is to be delivered directly
or indirectly to an enemy or ally of enemy
country, the application for a license shall
be made to War Trade Board."
Articles five and six deal with carrying
of printed or written matter, and of spe-
cial articles, such as cameras, musical in-
struments, etc., while article seven touches
on the subject of money as follows:
"The taking out of the United States
or of its possessions, by travelers, of any
amounts of money in excess of those speci-
fied below is unlawful: United States
notes, National Bank notes and Federal Re-
serve notes, not to exceed $5,000 for each
adult. American silver dollars, Subsidiary
silver coins and Silver certificates, not to
exceed $200 for each adult. Gold coin or
Gold certificates not to exceed $200 for
each adult. The penalty for a violation of
the above Statute is a fine of $10,000, or
two years imprisonment, or both.
The remaining four articles have to do
with passports and the requirements in
regard to baggage inspection and sailing
day appearance. Among the items is this
one of especial interest:
"Friends and relatives of outgoing pas-
sengers, or of the officers or members of
the crew will not be permitted to enter
the pier on sailing day. They should be
instructed not to send any fruit, flowers,
candy, cigars or other gifts to the vessel."
Z. G. Hopkins, Special Representative of
the M. K. & T. has art interesting article in
"Our Monthly Message" on certain phases
of the railroad situation, from which the
following is extracted:
"American railroads may be said to have
broken down under war strain, only if per-
formance of an unexampled service and
handling an unprecedented volume of traffic
indicates a breakdown. Without material
increase in facilities, American railroads
during 1917 performed approximately forty
per cent more service than they did in 1914,
the first year of the war in Europe. During
1916 their gross business reached the highest
levels in history, operating revenues being
over half a billion dollars greater than they
had been in any preceding year.
It was prophesied then that the carriers
had practically reached the maximum of
their capacity with facilities then available,
but with our own entry into the world war
the managements attacked anew the task of
securing increased use of available facilities,
with the gratifying result that practically
every essential transportation need of the
government was met without interference
with the movement of normal commercial
tonnage, or disturbance of the country's do-
mestic trade. An idea of the tremendous
volume of traffic moved by our railways in
1917 may be gained from the fact that the
increase over 1916 alone amounted to prac-
tically as much as the combined annual traf-
fic of all the railways of France, Holland,
Belgium, Switzerland, Denmark, Norway
and Sweden for either of the years immedi-
ately preceding the war.
Of all the countries that have entered the
war, ours is the only one that did not, from
the outset, restrict the uses of transporta-
tion facilities by citizen shippers and pas-
sengers. In every other country the prac-
tice was to keep everything else off the rails
until military traffic and that pertaining to
essential industries had been handled. Our
railroads having carried a burden which the
carriers of no other country were able to at-
tempt without government aid, and even in
the face of government restrictions, having
provided service which enabled the Ameri-
can public, alone among all those at war, to
nearly make effective the slogan, "Business
us Usual," it is neither just nor truthful to
assert that the railways broke down.
The importance of developing the super-
lative scenic regions of the Sierra in the
only way they can be developed practically
is tersely stated in the Report of the Direc-
tor of the National Park Service to the
Secretary of the Interior.
"This leads me," he says, "to the pro-
ject which contemplates the addition of
53
54
ILLINOIS CENTRAL MAGAZINE
the Kings River country, the Great West-
ern Divide, the Kern Canyon, and about
70 miles of the very crest of the Sierra
Nevada, including Mount Whitney, the
highest mountain in the United States, ex-
clusive of Alaska, to the Sequoia National
Park. The proposition is called the
'Greater Sequoia' project. It- stands at the
very top of the list of meritorious park-
extension projects, and we earnestly hope
that Congress in its next session will en-
act legislation along the lines of Senator
Phelan's bill (S. 2021), entitled 'A bill to
add certain lands to the Sequoia National
Park.'
"The mountainous area to be added is
valuable for no purposes but those of a
national park. There is practically no mer-
chantable timber on the lands, and most
of what is classed as merchantable is giant
Sequoia timber that should be preserved
for park purposes and not sold to lumber
interests to destroy. There are relatively
small grazing areas in this region, and some
of the grazing land should be set aside
for pasturage of tourist stock. Ultimately,
it may all be needed for the visitors.
"By far the largest portion of the whole
territory involved, in the extension plan is
a wild mountainous region of extraordinary
grandeur, a tumbled sea of mountainous
peaks from 12,000 to over 14,000 feet in
altitude, with Mount Whitney as the climax
of the whole thing; with hundreds of lakes,
clear as crystal, beautiful beyond descrip-
tion, and many of them well stocked with
trout; with great deep gorges that compare
favorably with the famous Yosemite Val-
ley, that were carved by the Ice King
in the same manner as the Yosemite was
chiseled from the solid granite; with rag-
ing rivers, great waterfalls and even gla-
ciers; a region that is national park in
character from north to south and from
east to west, every foot of it."
Referring to the recent arrival of the
great passenger steamer "Nieuw Amster-
dam" of the Holland America Line, with
1,605 passeneers, the Travel Bulletin of the
American Express makes the following
comment of interest:
"The steamer brought from Holland 631
first-cabin passenger, 612 second-cabin pas-
sengers and 362 third-cabin passengers.
About 1,200 of these proceeded immediately
to the Pacific Coast and took passage
across the Pacific to the Dutch East Indies.
Some 400 or 500 are actively engaged m
Government service, such as engineers and
highly skilled specialists. Many others were
business men, with their families, who were
returning from a soiourn in Holland to
their homes in the Far East. The third-
class passengers were, for the most part,
immigrants proceeding to the far eastern
part of the Dutch Empire for settlement
as farmers and laborers. A small minor-
ity will remain in the United States to take
up their residence and to engage in busi-
ness in this country.
It may be of some interest to those who
have forgotten that Holland is something
more than "a bit of land between the devil
and the North Sea" to note that Holland
itself ("The Netherlands" is the proper
name, but little used in this country) is
an empire and, like Great Britain, governs
from a homeland of small area and pop-
ulation outlying possessions aggregating
many times her own size. Holland itself
has a total area of 12,648 miles and a popu-
uation of six millions, but her empire out-
side herself covers 782,000 square miles
and is occupied by thirty-eight millions of
people.
This empire consists largely of a group
of islands known as the Dutch East Indies,
chief of which are Sumatra, Java, new
Guinea and Borneo. Dutch Guiana is an
important colony in the northern part of
South America and it is Holland's one im-
portant possession in this part of the world.
The United Fruit Company reports con-
siderable passenger traffic moving to Cuba,
Jamaica, Central and South America, via
their Great White Fleet.
The character of this business has
bhanged during the past year. The Ameri-
cans who are going South today are going
for business primarily, and pleasure is the
secondary object of their trips. One sees
today on ships of Great White Fleet repre-
sentatives of automobile concerns, food
product houses, manufacturers of mining
machinery and agricultural implements,
drugs and chemical supplies, dry goods
houses, and of almost every line of trade,
as American business has grasped the new
foreign trade opportunity in the firmest
kind of way.
The business men who make up the pas-
senger lists of South bound steamers are,
of course, finding much more than trade
opportunity on their trips, and there is a
growing understanding of our Southern
neighbors on the part of Americans gener-
ally. This is a promising sign for the
future.
For years Americans have been taking
cruises to the Southern Americas for the
sheer pleasure and charm of the sea voy-
age, because of the romantic glamor of
the Spanish Main, the lazy charm of the
Tropics, and the quaint sights and inter-
esting peoples.
No one knows how long the war will
last, but as long as it does last, and after.
American business will carry the spirit of
the United States to the lands that border
the Caribbean and American tourists will
find a new pleasure and a new feeling of
ILLINOIS CENTRAL MAGAZINE
55
''Pan-American patriotism" in visiting them.
— American Express Travel Bulletin.
Except for two national reservations
made for the conservation of curative
springs, says the National Park's Bulletin
of the Department of the Interior, under
the caption of "All for a Single Tree." the
smallest national park is the General Grant.
It contains only 4 square miles and was
created to protect one tree.
But the General Grant Tree is worth
a national park all to itself. It is a giant
sequoia, and, next to one, is the biggest
and the oldest living thing in the wide
world. It is 35 feet through from bark to
bark, and 264 feet high. It is not far from
4,000 years old. The one living thing that
is bigger and older is the General Sherman
Tree in the Sequoia National Park a few
miles to the east; that is a foot and a half
thicker and 16 feet higher.
The General Grant Tree is not the only
sequoia in the little national park, how-
ever. It is the bigeest of a fine grove of
sequoia trees. The General Grant National
Park is a spot of profound beauty. It Is
a wild garden of wonderful luxuriance, in
which all the great trees for which Cali-
fornia is famous attain their largest dimen-
sions, and which is glorious in summer
with the bloom of innumerable shrubs and
flowering plants. It is a calm and silent
place in which camping out is a luxury,
for it almost never rains during the camp-
ing season.
Small though the park is, it has its many
visitors. More than 17,000 people visited
it last year, 2,000 more than went there
the year before. More than 2,000 automo-
biles brought throngs into the park to do
reverence to the mighty tree. This is no
show place, where visitors whirl in and
whirl out. Most of those who come come
to stay a while. There is a public camp
where one may stay as at a hotel, and
there are hundreds of charming private
camps.
At the annual meeting of the Hawaiian
Research Association held recently in Hon-
olulu, President Lorrin A. Thurston told
how public spirit opened the way from
Kilauea to the summit crater of Mauna
Loa in the Hawaii National Park. The
distance was thirty miles by way_ of the
scene of greatest volcanic activity, the
north east corner of the great crater.
Private subscriptions in Hilo and Hono-
lulu yielded three thousand dollars, which
was enough for the rest house but not
enough to build the trail. So finally a com-
pany of the Twenty-fifth Infantry volun-
teered its labor and constructed an effective
horse trail to Puu Ulaula, two-thirds of the
way to the crater. It was at the end of
this trail that the rest house was con-
structed. It contains cooking apparatus,
beds and furniture for ten people, and stab-
ling for a dozen horses.
The most vital part of Mauna Loa from
both the spectacular and research point
of view is thus made accessible, and no
doubt means will be found to complete
the trial, the balance of which has been
located and partly constructed. — National
Parks Bulletin.
Owing to unprecedented and unavoidable
conditions for many weeks past in connec-
tion with the making and putting into effect
various changes in passenger train schedules
the folder situation of necessity became ex-
ceedingly uncertain. The latter is now, how-
ever, beginning to assume normal shape, in
which connection attention is called to the
fact that the big general folder of previous
issue has been abandoned. In lieu of that
so-called "red" folder, three local folders are
to be issued, as announced in P. T. D. Cir-
cular No. 4844. The first of these, that of
the Northern and Western Lines, is now out,
and those of the Southern Lines and of the
Y. & M. V. will follow in the immediate
future. Agents are earnestly requested to
observe carefully the instructions put forth
in the circular mentioned as to watching the
requirements in the matter of these various
forms, to the end that all concerned be effi-
ciently served, but without waste.
The Superintendent of Immigration, De-
partment of the Interior, Ottawa, Ont, says
the Grand Trunk Bulletin, advises that the
Newfoundland Government has announced
a passport must be produced, as a condition
of entry, by all persons desiring to enter that
Dominion.
In cases where British subjects, residing in
Canada, desire to obtain passports they should
make application to the Assistant Under-Sec-
retary of State, Ottawa, Ont, sending with
application two unmounted photographs, size
3x3 inches.
American citizens desiring to obtain pass-
ports should apply to the Department of State,
Washington, D. C., therefor. Subjects or
citizens of other countries will require offi-
cial passports issued by the Government of
the country to which they belong.
Misunderstanding has arisen in the past
through some travelers erroneously regarding
Newfoundland as a part of Canada, and oth-
ers, as it is a British Dominion, have thought
passports to be unnecessary.
The loyal support given- the United States
Food Administration by the Railway Dining
Car Services, Hotels and Restaurants must
be most gratifying.
As an illustration : The Railway Dining
Car Services of the United States reported
56
ILLINOIS CENTRAL MAGAZINE
recently to the United States Food Admin-
istration that during two recent months they
effected the following savings in meats, wheat,
flour and sugar :
Meats, 468,508 pounds, or over 234 tons.
Wheat flour, 238,098 pounds, or over 1,214
barrels.
Sugar, 25,699 pounds, or over !2l/2 tons.
These savings are the more remarkable for
the reason that they were made despite an
increase of 20 per cent in the number of per-
sons fed in dining cars in October and No-
vember, 1917, as compared with the corre-
sponding two months of the previous year. —
Clipped.
Secretary of the Interior Lane announces
that the national parks will be open to the
traveling public this year between the fol-
lowing dates:
Yosemite National Park, Cal., May 1 to
November 1.
Rocky Mountain National Park, Colo.,
May \ to November 1.
Sequoia National Park, Cal., May 15 to
October 10.
General Grant National Park, Cal., May
15 to October 10.
Mesa Verde National Park, Colo., June
1 to September 30.
Mount Rainier National Park, Wash.,
June 1 to September 15.
Glacier National Park, Mont., June 15
to September 15.
Crater Lake National Park, Ore., July 1
to September 30.
Yellowstone National Park, Wyo., June
25 to September 15.
The Great Lakes Transit Corporation
have announced their passenger schedule for
the seaspn of 1918, with the first sailing
from Buffalo to Duluth, June 20, 10:00
A. M., and the opening sailing from Duluth
to Buffalo, June 24, 11:00 P. M., stopping
en route to Cleveland, Detroit, Mackinac
Island, Salt Ste. Marie, Dollar Bay (Mich-
igan Copper Country), Houghton and
Duluth. The fleet consists of the steel
steamers "Juniata," "Tionesta" and "Oct-
orara," which are now being redecorated
and given a general overhauling, so that
everything will be in readiness to receive
the large business that it is expected will
be routed via all water lines this summer.
"I would not argue. I never knew one
person in my life that was convinced by
argument. Discuss, yes; but not art-ue.
The difference is this : in discussion you
are searching for. the truth, and in argu-
ment you want to prove that you are right.
In discussion, therefore, you are anxious
to know your neighbor's views, and you
listen to him. In argument, you don't
care anything about his opinions, you want
him to hear yours; hence, while he's talking
you are simply thinking over what you
are going to say as soon as you get a
chance." — Clipped.
t "Be an optimist," says a French soldier
Don t worry over what's going to hap-
pen when you are drafted, because the
things we worry most over usually never
happen. A notice posted in one of our
camps gives one a few points. It goes
something like this:
"If you are of military age, either you
are called to arms or not; if not, you need
not worry. If called, you are either sent
to the front or left in camp; if left be-
hind, you need not worry. If sent to the
front you are either on the firing line or
behind it; if behind it, you need not worry.
If on the firing line you are either exposed
to danger or not; if not, you need not
worry. If exposed to danger, you are
either wounded or not; if not, you need
not worry. If wounded, you are either
seriously or slightly wounded. If slightly
wounded, you need not worry. If seri-
ously wounded, you either recover or you
die; if you recover, you need not worry.
rzJ-T011 die> you can>t worry. Cheer up!"—
Wall Street Journal Straws.
The Grand Trunk Railway System an-
nounces the following changes in train
schedules in and out of Chicago: Their
o™14' ?°rnierly leaving Chicago at 4:40
P. M. will leave at 5:45 P. M., and their
No 6, formerly leaving Chicago at 10:45
f. M. will leave at 11:45 P. M. The arriv-
ing time into Chicago of their No. 1 will
be 9:20 A. M. instead of at 8:20 A. M., and
of their No. 13 will be 11:45 P. M. instead
of 10:45 P. M.
Harry E. Fahrenbach, rate clerk in the
Passenger Traffic Department at Chicago,
left the service on April 2nd to enter that
of his country, he having enlisted in Base
Hospital Unit No. 14. His organization
left Chicago for Camp Custer, Battle Creek,
Mich., on the third.
C. H. Foster, formerly District Passen-
ger Agent at Pittsburgh, Pa., has resigned
from the service.
I started out to raise some hens;
I first bought wire to make the pens;
(You need nice pens to make hens thrive).
Mine cost me forty twenty-five ($40.25).
I bought eleven kinds of feed,
For fowls a large assortment need.
I bought cut bone and grains galore;
The bill was nineteen eighty-four ($19.84).
Of course, hens need a chicken shed,
A place to sleep and to be fed;
57
Mine was a good one through and through,
And cost me sixty forty-two ($60.42).
I wonder if hen farming pays;
I've had twelve eggs in sixty days.
The bills, of course, have been immense;
The twelve eggs brought me thirty cents
(30c.) — B.
From the Busy East of Canada.
After no end of research the St. Augus-
tine Record has traced the authorship of
the famous limerick concerning the curious
customs of the pelican to Col. Harry Floyd,
of Fort Pierce, Fla., says the Macon Tele-
graph. The verse, which has been printed
in all languages, including the Skowegian,
follows:
A singular bird is the pelican,
His beak holds more than his bellican
He puts enough in his beak
To last him a week,
But durned if I see how the hellican.
A Yankee, riding on a railroad, was dis-
posed to astonish the other passengers with
tough stories. At last he mentioned that
one of his neighbors owned an immense
dairy and made a million pounds of but-
ter and a million pounds of cheese yearly.
The Yankee, perceiving that his veracity
was in danger of being questioned, appealed
to a friend.
"True, isn't it, Mr. ? I speak of
Deacon Brown."
"Y-e-s," replied the friend, "that is I
know Deacon Brown, though I don't know
as I ever heard precisely how many pounds
of butter and cheese he makes a year;
but I know he has twelve sawmills that al)
go by buttermilk !" — Erie Information Cir-
cular.
An absent-winded bishop could not find
his ticket after he had taken a seat in the
train.
"Never mind," said the ticket collector.
"It will do just as well at the next station."
But at the next station the bishop still
could not find the ticket.
"Never mind," said the collector again;
"it's all right whether you find it or not."
"No, it isn't," said the bishop, turning all
his pockets out in his anxiety, "for I want
to find out where I'm going." — Clipped.
"Two British sailors went into a restau-
rant in Salonica and asked for Turkey in
Greese. The waiter said: "I'm sorry, gen-
tlemen, but I can's Servia." Whereupon
the Tommies shouted: "Fetch the Bosphor-
ous!" When the manager arrived he said:
"I'm sorry, gentlemen, I don't want to
Russia, but you can't Roumania." And so
the Tommies went away Hungary."
To this from Boy's Life the Chicago
Evening Post recently contributed the fol-
lowing caption "Hungry?" "Yes, Siam."
"Alright, I'll Fiji."
Illinois Central Station, Metropolis*^
Re-Claim at Waterloo Shop for the Month of
January, 1918
By Henry L. Crowell
p ERHAPS in the history of railroads there has never been a time when the
need of saving is so imperative as it is at the present time, due as a matter
of fact to the great crisis through which our country is passing. Sacrifices are
being made in every line of industry in this great commonwealth. Factories
and manufacturing concerns of all kinds are taxed to the limit of their out-put
to supply the demand for the things which are needed to fight the battles that
are to be fought and bring to a speedy and victorious end the present World
War, the most gigantic in nature and of the most vital importance to all man-
kind that the history of the world has ever known.
The demand for material of all kinds has increased to such an extent that the
idea can scarcely be conceived. Only a few months ago, material that could be
bought from the markets on comparatively short notice, now requires several
months advance notice before such orders can be placed with any assurance of
delivery.
These increased demands for the manufactured articles, has also made a cor-
responding increase in the demands upon the source of supply of the crude or
raw material. These conditions, existing as they do at present, and which no
doubt will continue for years to come, have created a new condition which all
lines of industry must meet. It means that all concerned must organize to the
highest possible degree of efficiency and economy, and a saving must be made
wherever possible.
Yesterday, vast amounts of worn, broken or second-hand material was dis-
carded, being regarded as not of sufficient value to be used, but thrown into the
scrap pile, is, today being made-over or repaired in some process of reclaiming
and is being saved.
These conditions have been forced upon us with good results. The old say-
ing that "Necessity is the mother of invention" is true and has proved its
worth. Many simple and inexpensive devices have been worked out by which
thousands of dollars worth of material, otherwise scrap, is being converted
into serviceable material and is reducing the cost of expenditure.
The saying that "A dollar saved is a dollar earned" is true and can easily be
applied to the reclaiming of material from the scrap pile.
The work of re-claiming old material can be done at any shop where a few
simple machines can be installed, and the results will soon become known.
What is being done in that line at the larger shops can be done at the smaller
shops only on a smaller scale.
No matter how small the saving at any particular point or shop, this saving,
58
ILLINOIS CENTRAL MAGAZINE
if effected at the different shops on the entire system will soon amount to thou-
sands of dollars that would have, otherwise, been thrown away.
Imagine yourself taking a nickel out of your own pocket and throwing it
away because you do not need it today, yet, this same thing is being done with
numerous things, seemingly small, that could be taken care of in the reclaim-
ing shop and made to serve the purpose of new material.
At the Waterloo shops a system has been organized with competent men to
handle whereby everything that can be reclaimed and placed into service, is
being taken care of. The foreman of each department is on the alert, and sees
to it that all the material removed from his department finds its way to the re-
claim shed, and is equally sure that they get credit for what they turn in, and
at the end of each month a statement is given out showing how much each
department has turned in, to what used to be the scrap pile, but now, being
saved.
What is being done at Waterloo, can be done at any other general shop and
to a smaller extent at all the other local shops if the proper system of handling
was only instituted.
From the following statement showing the savings effected from only fifteen
different divisions or classes of material, an excellent idea can be obtained as
to the vast amount that can be saved if the proper care is exercised in its hand-
ling.
There are a great many other items that are handled through our re-claim
department that are not shown here because they are handled in quantities and
in a way that does not need to be especially classified, yet it is adding no small
amount to our total saving at the end of the month.
1 Bolts $
2 Nuts
3 Washers
4 Brake rods and
Com. Rd. Iron
5 Sill steps Bra's
6 Break Beams....
7 Couplers
8 Grab Irons
9 Running Board
Brackets
10 Door Post
Plates, Hang-
ers, Guide
Track
11 Switch Chains;
All other
Chains
12 Re - Enforcing
Draft Gear
13 Brass
14 Brake Shoes
and Keys
15 Coupler Pock-
ets, Carrier
Reclaim for January, 1918.
Material Labor
; 480.00 $ 32.00
76.50 5.10
27.00 1.80
New
Cost
Weight
Material
Profit
512.00
$ 320.00
$ 1,280.00 i
fr 780.00
81.60
51.00
382.50
300.90
28,80
18.00
94.50
65.70
795.00
53.00
848.00 •
530.00
2,782.00
1,934.00
48.00
3.20
51.20
32.00
128.00
76.80
195.00
13.00
205.00
130.00
780.00
572.00
360.00
24.00
384.00
240.00
1,320.00
936.00
52.50
3.50
56.00
35.00
140.00
84.00
39.00 2.60
41.60
26.00
104.00
62.40
321.00 21.40 342.40 214.00 1,926.00 1,583.60
105.00 14.00 119.00 140.00 1,120.00 1,001.00
112.50 7.50
5,520.00 23.00
120.00
5,543.00
75.00
230.00
300.00
6,555.00
180.00 36.00 216.00 360.00 1,080.00
180.00
1,012.00
864.00
60
ILLINOIS CENTRAL MAGAZINE
Irons, Flat
Iron 840.00 56.00 896.00 360.00 1,860.00 964.00
Total $9,151.50 $296.10 $9,447.60 $2,961.00 $19,850.00 $10,404.40
Total Savings $10,404.40
Over Head Expense 499.02
Net Savings 9,905.38
Statement showing number of men engaged in re-claiming material under
jurisdiction of Waterloo Shop for month of January, 1918.
Total Number Gross Value Net Value
Number of No. of Hours Total Wages Wages of of of
men per day paid men paid men days material material
4 per man per day per month worked re-claimed re-claimed
10 $9.55 $296.10 31 $19,852.00 $10,404.40
Some Interesting Facts About Exports in Time
of War
By J. W. Rhodes, Export and Import Agent
O
NE of the first duties of a nation in
time of war is to adopt every means
to prevent supplies, particularly from its
own country, reaching the enemy. This
covers supplies of not only food stuffs
and munitions which the enemy needs
to wage war, but also trading in articles
which enables the enemy to maintain its
economic position.
To assist in accomplishing this Con-
gress enacted a law, approved by the
President June 15, 1917 providing that
"Whenever during the present war, the
President shall find that the public safety
shall so require, he shall make proclama-
tion and issue regulations and orders sub-
ject to such limitations and exceptions
as he may prescribe, that it shall be un-
lawful to export from .the United States
to any country named any article or
articles mentioned in such proclamation."
The President under proclamations of
July 9th, August 27th September 7th and
November 28th declared certain exports
in the time of war unlawful under li-
cense granted by the Government. This
covered all foreign countries and listed
various articles which have been added to
from time to time as the necessity of the
situation demanded until today it is prac-
tically impossible to export any article
without first applying to the Federal Gov-
ernment for a license which has had
effect of placing the control of our
foreign commerce in the hands of the
Government.
The exportation and importation of
certain nonessentials has been prohibited
so as to make available for war purposes
every ton of shipping possible. The
transportation of our army to France,
of food stuffs to the allies and the main-
tenance of a continuous flow of supplies
and munitions demands the most efficient
use of every ton of shipping. The lim-
itation of exports also conserves our own
products for the use of ourselves and
the nations associated with us in the war.
Our surplus products are being disposed
of in such a manner as to help out
European neutrals and those countries to
the south of us which have more or less
been dependent upon us.
To bring all this about certain rigid
regulations, surrounded by the necessary
documentary machinery, have been put
out, and which it is the patriotic duty
of all railroad men concerned to closely
observe.
The first requisite for the shipper of
exports is the so-called "FEDERAL LI-
CENSE" for which he makes application
to the War Trade Board at Washington
or through the Local Boards, the Li-
censes, except in very few cases, being
issued at Washington. The railroads are
not permitted to accept shipments unless
accompanied by the license itself or,
61
ILLINOIS CENTRAL MAGAZINE
under certain conditions, the number of
same. The license number must also ap-
pear on the shipping instructions, waybill
and export bill of lading.
Before the shipment can be cleared at
the port the Federal License must reach
the Collector of Customs at the port of
exit. It may be sent by shipper direct
to the Steamship Agent or delivered to
the carrier at time of shipment, the car-
rier delivering to the Steamship Agent
who in turn surrenders it to the Collector
of Customs.
The license is good for ninety days
unless revoked and no extension will be
given. On large bookings over an ex-
tended period, covering more than one
shipment for which license has been ob-
ILLINOIS CENTRAL MAGAZINE
63
tained, the license is sent to the Collector
of Customs and when the partial ship-
ment has been delivered to the steamer,
the license is returned to the shipper who
handles it with each subsequent shipment
the same as with the first.
The Government also requires with
each shipment a "Shipper's Export
Declaration," and which is tantamount to
a guarantee on the part of the shipper
that the packages contain only what the
billing shows them to contain. This docu-
ment must be prepared in quadruplicate
for all merchandise shipped to foreign
destinations, except shipments in transit
through the United States from one
foreign country to another, and in dupli-
cate for merchandise shipped between the
United States and its noncontiguous
territory.
Shipper's Export Declaration may be
delivered to the carrier at time of ship-
ment or to the bill of lading issuing office
by whom it will be sent to the Collector
of Customs at port of exit. The Col-
lector retains the original and one copy
and delivers the other two copies to the
shipper, the latter turning one over to the
Steamship Company and delivering the
other with the goods to the Inspector of
Customs on the deck without which no
goods will be received.
The importance of strict compliance
with the rules governing these documents
on export traffic must be apparent to
everyone. To overlook the rules tends to
tie up equipment, congests and creates
confusion and expense at junction points
and ports of exit. Beyond loyalty to our
country as railroad employes, is the pa-
triotic duty of handling export traffic in
strict compliance with the rules and regu-
lations so as not to directly or indirectly
give aid or comfort to the enemy. Our
principal business today as railroad
employes is war and, for the United
States, it is just beginning.
To place our full quota of men and
supplies into France quickly means that
the free movement of freight must be
maintained. So far as export freight is
concerned, let us be diligent and exacting
in following not only the letter of the
instructions, but the full spirit as well.
Our line to New Orleans is wide open to
export shipments — let us all work to-
gether to keep it so and "CARRY ON."
Appointments and Promotions
Effective April 1, 1918, Mr. Herbert W. Williams is appointed Train Mas-
ter of the Fulton District, with headquarters at Fulton, Ky., vice Mr. Edward
Bodamer transferred.
Effective April, 1918, Mr. Claude R. Young, is appointed Train Master of
the Cairo District, with headquarters at Fulton, Ky., vice Mr. .Herbert W.
Williams, transferred.
crvice
LOSS AND DAMAGE CLAIMS
AFTER a careful digestion of the figures
detailing the amount paid for loss and
damage to freight on the Western Lines
year 1917, General Superintendent W. S.
Williams, who is usually expert in the han-
dling of the operating X Ray in the develop-
ment of railroad ailments and financial leaks,
conceived the idea that if he could procure
from his agents (the men who are on the
firing lines 365 days per year and in the
last analysis should and do know more about
losses and damages than any other class of
employees) a statement detailing just what,
in their individual judgments, should be done
to reduce claim payments to a minimum, good
would come of it. So, with this end in view,
he forwarded to each of his agents, under
personal cover, a copy of the circular letter
which follows :
Waterloo, Feb. 6, 1918
ILLINOIS CENTRAL RAILROAD COM-
PANY OFFICE OF THE GENERAL
SUPERINTENDENT
Personal
PERSONAL
ALL AGENTS:
Representatives of the Freight Service De-
partment are now conducting an investiga-
tion at stations on Western Lines, the re-
sult of which has so far been quite satisfac-
tory although there are still a few stations
where agents are failing to give this very
important matter the attention it should and
must receive.
As soon as the investigation has been com-
pleted I am going to have a meeting with
division officers and Agents of the Freight
Service Department in my office to review the
reports and at the same time, endeavor to
work out some way of bringing about a very
decided reduction in our freight claim pay-
ments. On account of weather and busi-
ness conditions it will not be possible to have
any agents in attendance. I realize you are
more closely in touch with the claim situa-
tion than any one else, this is a matter of
fact, you are the controlling element. I,
therefore, think it important that in order to
intelligently discuss the subject, we have the
benefit of your experience and views.
The purpose of this letter, therefore, is to
request that you write me by return mail
under personal cover, saying what, in your
opinion, is the cause for the heavy increase
in claim payments, on Western Lines during
the last twelve or fourteen months.
I presume you all know our expenses in
this direction have practically doubled and
an analysis of the increase shows that it
is chargeable to loss of packages, rough
handling and other similar causes which are
certainly avoidable.
I don't care to have you go into very much
detail in writing me on this matter but what
I want is at least one claim prevention sug-
gestion from each agent. You should see
that your letters reach me not later than
February 10th, as I want them before the
meeting is held so that we may dis-
cuss the suggestions and give careful con-
sideration to putting them into effect.
If each agent on Western Lines will dele-
gate himself a committee of one to help re-
duce our freight claims, I am quite sure this
territory will immediately be looked upon as
the very best on the System and that we
will show decreases instead of increases in
our Loss and Damage expenses.
W. S. Williams.
General Superintendent.
The replies were prompt and whole-hearted
and the suggestions made are so pertinent
that, for the benefit of other officers and
agents who were not fortunate enough to re-
ceive a copy of the General Superintendent's
letter and the replies thereto, a number of the
salient points in some of the answers are
included in this .article.
R. B. Howard, Agent Wall Lake, Iowa,
after suggesting that the criticisms of in-
spectors were not always constructive, but at
times made seemingly to bring the agent into
disrepute with his superiors, concluded as
follows :
"I want to be fair however, and will say
the last two inspections were conducted in a
very business-like way.
A very practical suggestion would be bet-
ter loading from distributing centers ; and
another — marking a waybill so plain that every-
one who handles it cannot mistake what it
calls for. I wish to change my previous
suggestion, which was "Co-operation" to "Ed-
ucation, encouragement and co-operation."
Agent W. J. Lyons, Agent Dimnick, 111.
suggests :
"To prevent loss — Plain, proper marking."
To prevent breakage — Strong, proper
crating and boxing; fibre-board boxes appear
to be better than light, inferior quality wood
boxes."
"Careful inspection of cars and strict sup-
ervision of all coopering in case of carload
lots."
Agent J. F. Riordan, Freepot, 111.
64
ILLINOIS CENTRAL MAGAZINE
65
"The value of supervision cannot be over-
estimated; I think you will agree with me
that not enough employes are really interested
in the proper handling of freight, not that
they do not have the interest of the Company
at heart, but more because they work in a
matter-of-fact way every day. Switchmen
switch cars every day, but how many of
them in switching cars or handling freight
stop to think what a little carelessness upon
their part costs.
"It occurs to me that money paid account
rough handling of cars could be reduced if
trainmasters, master mechanics and yard mas-
ters conducted continuous and vigorous cam-
paigns with engine men, trainmen and yard
masters. Daily campaigns should be waged
by trainmasters, claim clerks, agents and
freight-house foremen with the men who are
responsible for the loss of a package."
"Losses due to defective cars whould show
a marked decrease if agents and yardmasters
were expected to tell their superior officers
what they are doing to prevent poor equip-
ment from getting into revenue service."
"Losses account improper refrigeration
would amount to practically nothing if the
question was one of frequent discussion be-
tween agents, icing inspectors, conductors,
trainmasters and claim clerks."
C. C. Nolf, Agent Orangeville, 111.:
"My 29 years' experience tells me this : —
that if the large stations can bring about an
improvement in the handling of freight and
this matter of standing cars on end in switch-
ing is cut out, 50 percent of the loss and
damage will be cut out. Junction agents,
I believe, are falling down in checking and
noting damage on shipments received from
other lines in bad order."
"I have started a system of corespondence
on bad orders that I believe will result in
some good ; whenever I receive any freight
in bad order which shows how the bad order
came about. I write loading station the facts,
sending copies of letters to Division Super-
intendent and Loss and Damage department.
I believe if every agent would follow this
up we would get results. I would about as
soon see my own belongings torn to pieces
as to see it done on shipments we handle.
I have always made a strong fight along this
line but, in spite of all this, I have been
criticised and when such criticism had no
bearing on any loss and damaee, in a way
this is excusable as you cannot always inter-
pret a man's aims; we must get together if
we expect to get results."
C. C. .Nolf, Agent.
H. Lien, Agent Hollandale, Wis. :
"We need more careful handling, checking
and stowing of freight when loaded and
handled in transit."
A. A. Carmichael, Agent Amboy, 111. :
"More attention should be paid to re-
coopering bursted packages. Am of the opin-
ion that yard crews are awake to the situa-
tion and I am sure they are handling mer-
chandise cars, as well as others, with more
care than in the past.
I further feel if we all make it our personal
business to watch this matter in all its han-
dling we can make a satisfactory showing."
C. E. Stonaker, Agent Bloomington, 111. :
"See to it that freight is loaded in right car,
stowed properly and handled carefully in train
service, unloaded carefully and if package is
broken re-coopered at once."
G. Ritz, Agent Haldane, 111.:
"Train all interested employes to exercise
care in receiving, loading and transferring
freight; receiving agent should be very care-
ful to see that all packages are marked prop-
erly and loaded into proper car."
"Engineers should be compelled to discon-
tinue the practice of rough handling of equip-
ment."
"Trainmen should be compelled to pay dam-
age occasioned by their carelessness."
"Agent should personally see to it that rough
handling by his employes is discontinued."
W. Delano, Agent Heyworth, 111. :
"Every agent should keep a needle and
thread handy to sew up torn sacks.
A system of double checking from drays
would be of service."
L. L. Lamb, Agent Madison, Wis., gives
an analysis of the claim record of his station
and says:
"Heaviest claims on carload shipments due
to rough handling.
Sugar barrels broken.
Canned goods broken and smashed.
Grapes smashed on car floor due to either
improper bracing or rough handling, or both.
Lumber damaged in transfer.
Damage by frost due to delay enroute."
"Suggests making a straight Madison car
at Freeport.
Educate your men to handle shipments with
care; impress upon train and engine crews,
and switchmen the necessity of cutting down
rough handling in transit.
Have receiving agent write forwarding
agent when anything is wrong the condition
of freight received from his station.
Jno. Hines, Agent Wapella, 111. :
"Watch carefully the setting of cars to
elevators. The elevator people will load any-
thing with wheels under it, if you will permit
them."
H. R. Aufdenspring, Agent Minonk, 111. :
"Organization of your force and schooling
of new men is absolutely necessary to lay the
proper foundation for effective work. The
men must be trained to realize their respon-
sibilities and that they should take the same
interest in the Company's business as in their
own personal affairs."
J. H. Gleason, Agent ElPaso, 111.:
"Closer supervision of shipments received
from connecting lines and the making of
66
ILLINOIS CENTRAL MAGAZINE
definite and explicit notations of all excep-
tions."
"Closer inspection of cars set out for grain
loading."
"Closer inspection of cars set for merchan-
dise loading."
"Better handling and checking of mer-
chandise."
"Put stop to rough handling."
H. O. Kelly, Agent LaSalle, 111. :
"In merchandise cars to be worked, en-
route contents should be so arranged as to pre-
vent damage; the lighter packages should
be separated from the heavier commodities;
shipments should be properly marked ana
strongly packed."
J. G. Smith, Agent Dodgeville, Wis. :
"More care should be taken in the stowing
of freight, also in loading in station order to
do away with unnecessary handling."
J. J. Reilly, Agent Dixon, 111.:
"Refuse to accept shipments not properly
marked and packed."
"Require the use of marking crayons in-
stead of tags which are frequently torn off
enroute."
H. B. Holloway, Agent Eldena, III:
"Employ more freight handlers or a more
intelligent class of men at transfer points."
C. C. Yoder, Agent Sciota Mills, 111.:
"Better checking at forwarding and trans-
fer points."
"Better loading and less rough handling of
freight and better inspection of cars before
loading will eliminate a good many claims."
C. O. Thomas, Agent Cloverdale, 111.:
"No claims filed past year; not in position
to form an opinion as to what is causing
increases."
S. W. Mumma, Agent Foreston, 111. :
"Impossible to give an opinion as to in-
creases in claims ; we have a vast system and
there are 10,000 ways claims can be made. It
simply is out of my conception."
E. L. Hamblin, Agent Waverly, Iowa :
"Principal cause for claims is incompetent
and careless help at transfer and loading
stations where freight handlers are employed."
M. P. Moore, Agent Nora, 111.:
"Improper packing and loading if done
away with will reduce claims."
L. E. Bryant, Agent Orchard, Iowa:
"Proper marking and loading and care-
ful handling of freight will certainly bring
about large decrease in freight claims."
W. B. Gringer, Agent Eleroy, 111. :
"Improper packing by shippers and careless
handling by stowers and loaders is prolific
source of freight claims."
L. E. Anschutz, Agent, Warren, 111.:
"Discontinue use of paper marking tags;
supply each agent with marking pot and brush
and request shippers to mark properly before
accepting.
"Better crating and packing of freight, par-
ticularly furniture.
"Insist upon more careful handling of cars
in trains."
J. L. Hobson, Agent Winthrop, Iowa:
"A discontinuance of improper loading and
stowing will reduce claims. Most of claims
filed at my station due to the cause."
B. L. Williams, Freight Agent Dubuque,
Iowa:
"This subject covers such a vast territory
that I find it difficult to arrive at just one
specific suggestion. I am going to give you
what seems to me the only remedy for the pre-
vention of claims. It is quite true that these
facts have been talked about, dreamed of, and
on the surface may appear to be an old
topic, but to me it is fresh and vivid and I
believe the only cure.
"This might be captioned, 'Can We Prevent
a Claim Today?' The answer comes back
to us in the following thoughts : — that we
can prevent a claim by a hearty and full co-
operation of all employes handling L. C. L.
and carload freight, if we fully pledge our-
selves and make it applicable each minute dur-
ing the day that we are not going to accept
for shipment any freight not properly packed
and marked, and if the commodity requires
it, that we will collect the full prepayment of
charges and obtain release, if we will then be
careful as to the checking of the bills of lad-
ing, see to it that they are descriptive truly
of the shipment received, that our waybills
correspond fully with the bills of lading, and
when the loading time comes see to it that the
individual shipment goes into the proper car
which will carry it to its destination or to
the correct tansfer point towards its destina-
tion, and that it is so placed in the car that
it will arrive safely without damage under
ordinary conditions, car fully protected by
proper seals, and if the yard crews will then
handle the car as it should be, and is intended
to be handled, placing it in the train without
damage to contents, this being done we have
the shipment properly started.
If the shipment is destined to a local
station and the conductor checks it out of the
cars and sees personally that there are no
parts of the shipment left in the. car to
check over farther on down the line and be
returned as stray, watches the breaking down
of all freight after unloading at the in-
dividual station, the shipment rechecked by
the receiving agent and immediately put into
wareroom until bills are rendered and again
checked to the drayman or consignee as the
case may be, and their receipt taken, feel
sure that this would prevent a claim on the
individual shipment, and each employe han-
dling this shipment would have only dis-
charged his full duty, for which he is re-
ceiving compensation.
The concealed loss or damage is costing
a great deal of money and I believe the
figures can be reduced if the shipment is
checked by the agent with the consignee
ILLINOIS CENTRAL MAGAZINE
67
against their invoice, determining the actual
loss or damage, and we can therefore satisfy
ourselves as to the carrier's liability for such
loss or damage. I believe we are too free
to place notations on freight bills. It simply
means writing out a check in payment for a
certain loss or damage to that individual
shipment. At my station we make no nota-
tions on freight bill but show an inspection
number. I find that it avoids attracting the
attention of some adjuster, some thirty or
sixty days later and thereby saves a claim.
I have found the weekly blind check made
personally by the agent to be a very sub-
stantial stimulant in avoiding claims. We
should go about this matter as rigidly as
though the check was being made on some
other agent's wareroom, with a view to find-
ing all over freight and exceptions, and being
honest with ourselves and with the company
just as though the check was being made by a
representative of the Freight Service Bureau.
I have personally tried this system and find it
well worth while. I am sure that we are all
very sad to note the gradual increase in
claims and appreciate that this expenditure is
entirely too large, and if every employee on
this great railroad would do their duty it
would be the means of overthrowing this
great evil."
W. A. Thompson, Agent Apple River, 111. :
"Most of the short and bad orders appear
to be due to improper checking and careless
loading at the larger stations ; claims will be
reduced if more care is used in this respect."
O. W. Reid, Agent Peosta, Iowa :
"My suggestion for a claim preventive is
proper loading, handling and unloading, as
well as proper marking, efficient checking at
loading and unloading stations."
H. Guthermson, Agent Delaware, Iowa :
"In my opinion if more care was taken
in stowing at larger stations and more care
exercised by train crews in handling, there
would be a considerable reduction in claims."
Geo. Moulton, Agent Cora, Iowa:
"The last claim filed at this station was
Sept. 9th, 1916. Merchandise cars are loaded
heavier than formerly, causing damage to
freight shipments.
Poor marking and packing is one of the
troubles."
J. W. Sayre, Agent Blairsburg, Iowa :
"I think one of the causes for increase in
freight claims is shortage of competent help
to properly handle and check the freight; a
small advance in the pay of station clerks
so that competent men may be secured will
help."
E. W. Cooper, Agent Parkersburg, Iowa:
"Cites two cases claims $211.26 due to de-
lay in handling cars promptly to packing
house after arrival at destination ; believes
slow movement responsible for many claims."
J. A. Hurley, Agent Fort Dodge, Iowa :
"We must charge a good percentage of
increase to the heavy tonnage trains and
rough handling incident thereto.
Robbery and pilferage, especially as con-
cerns shipments of boots and shoes, shirts
and clothing, play no small part.
Insufficient help also is a contributing
factor.
By closing Freight House at four o'clock,
it would permit us to store our cars in bet-
ter shape and thereby avoid bad orders and
wrong loading.
E. W. Hill, Agent Aurelia, Iowa, referring
to shipments of seed 260 to 300 Ibs. in sacks
made of light fabric :
"It is my opinion if classification was
changed so as to apply double first class rate
on such shipments in single sacks, present
rate to apply when double sacked, claims
would be reduced."
J. E. Cline, Agent Scales Mound, 111.:
"First: — Examine car floors before loading
to see that they are clean.
And : — Examine closely fruit and vegetables
to ascertain whether or not frozen."
F. W. Loban, Agent Osage, Iowa : »
"Have never seen the conditions as bad as
they are now. Great many packages have
been pilfered which, in my judgment, oc-
curred at transfer points.
Chicago must be doing bad work judging
from exceptions at Waterloo.
Suggest putting men on at larger stations
to overlook and supervise work of freight
handlers."
B. L. Bowden, Agent Waterloo, Iowa:
"I think the whole trouble can be stated
by saying that we are not giving the attention
to this matter it deserves. It does no good
for one station to handle freight correctly
if, when it gets out on the line and is handled
by train crews and other stations, it is broken
up and mishandled.
The way to reduce claims is to have the
same co-operation and interest shown as a
couple of years ago."
Thos. F. Frentress, Agent, Glenville,
Minn:
"From my experience at this station,
would say that 99 per cent of short freight
and lost package are on freight billed from
Albert Lea due to rotten checking or no
checking at all when freight is received at
Albert Lea.
Prevention — check freight correctly when
receipting for it."
B. H. Clark, Agent, Central City, Iowa:
"It is my opinion that when the freight
service department finds a way to stop
pilfering, claims will be found down to a
minimum."
S. Kerr, Agent, Cedar Rapids, Iowa:
"Regarding increase in claims payments:
Various causes might be assigned, such
as increased volume of business, enhanced
value of commodities and loss of skilled
labor. Assuming that due allowance has
been made for these features, suggest:
•J8
ILLINOIS CENTRAL MAGAZINE
That extreme care be given to loading
and stowing.
Packages should be examined and made
absolutely secure.
If all employes can be prevailed upon to
exercise good judgment, I believe it will go
a long way towards reduction in payments
of claims."
F. Korinke, Agent, Charles City, Iowa:
"Load freight as far as possible in sta-
tion order.
Inspect cars carefully for nails.
See that car floors are clean.
Pay warehousemen a little more money
so that a more intelligent and competent
class of men can be secured and retained."
M. F. Houlahan, Agent, East Dubuque,
111:
"Ninety per cent of our claims are due to
pilfering."
G. W. Spicer, Agent, Alburnett, Iowa:
"I am quite sure one way to avoid
claims is to repair quickly broken boxes
and barrels and torn sacks, not giving the
consignee a chance to see the freight until
damag*e has been repaired."
C. W. Romig, Agent, Epworth, Iowa:
"Load properly at freight houses and
transfer points.
Mark on outside of package its contents
so that if necessary care can be exercised
in handling."
O. Woodyard, Agent, St. Ansgar, Iowa:
"Check shipments carefully at originating
points and transfers.
Cut out rough handling in transit."
J. P. Burke, Agent, Myrtle, Minn.:
" 'Well begun is half done.' Hence if
billing agent will see that a package is
properly started on its way, claims for loss
and damage will be reduced one-half.
See that, package is checked properly,
marked properly, packed properly, before
receiving and when it arrives at destination
is housed properly and checked to con-
sifnee accurately."
E. H. Lacey, Agent. Galena, 111.:
"Mqnv claims are due to insecure pack-
ing, liVht boxes, paper cartons, poorly se-
cured bucket tops.
Train men so that freight will go into
right cars; the temptation to take an astray
package is great to one so inclined.
Weed out the undesirable employes and
work force back to the standard that ex-
isted before the war."
F. R. Fackenthal, Agent, Julien, Iowa:
"Do not accept freight unless properly
marked and packed.
Do not accept perishable freight during
frigid weather unless car is provided for it.
Conductors should see that freight when
loaded is in proper condition and handled
carefully en route."
J. J. Davis, Agent, Janesville, Iowa:
"Suggest old marks on package be
erased, new marks be made plainly; that
freight be stowed carefully and in station
oraer at the larger stations."
F. C. Norman, Agent, Independence,
Iowa:
"According to our view, increase in
claims is caused by improper handling at
transfer points, heavy loading of cars and
theft.
Believe that 90 per cent of lost packages
is never delivered in the company's hands.
It is impossible for any but a first-class
man to properly check deliveries to us by
large wholesale houses, the hurry-up-way
considered.
It seems that pilfering is on the increase
all the time.
Good honest up-to-date experienced men
at transfer places and discontinue loading
cars so heavily will eliminate losses."
C. N. Thwing, Agent, Logan, Iowa:
"High prices add materially to losses by
pilfering.
Desire to call attention to a bad sitution
in loading of merchandise cars, and par-
ticularly the loading of the meat peddler
out of South Omaha, due, I presume, to
shortage of equipment; cars are heavily
loaded and apparently no effort made to
load in station order or even keep ship-
ments for each station together.
In my opinion, better handling, check-
ing and loading, prevention of pilferage and
being careful at larger stations to load into
cars bill calls for will materially improve
claim conditions."
H. A. Lane, Agent, Oyens, Iowa:
"Heavy increase in claims is due partly
to, in an effort to increase car tonnage, the
loading of heavy freight on fragile
packages.
February 8th I received from Chicago a
chair with a stove loaded against and a
large cask of coffee on top of it."
F. Higgins, Agent, Council Bluffs, Iowa:
"In my opinion the large increase in
claim payments is due to various causes,
viz: Rough handling, increased value of
commodities and heavy loading of cars:
also, due to the scarcity and cost of ma-
terial from which containers are made, re-
sulting in poor packing.
Take the handling of merchandise local
freight train service out of the hands of
brakemen and assign competent warehouse
men to this service.
Keeo trained men even though the cost
is a few cents more per hour; check up
payrolls of other roads at common points
and ascertain whether or not we are on a
parity with other lines."
M. A. Penney, Agent, Denison, Iowa:
"Our records show that there is an in-
creased amount of bad order shipments in
proportion to business done, over one year
ago. Also quite an increase in short ship-
ments. Practically all the short shipments
are from Chicago, Council Bluffs or Omaha,
with the large majority from Chicago, be-
ing also most shipments originating from
ILLINOIS CENTRAL MAGAZINE
69
the stores of Montgomery Ward & Co.
and Sears, Roebuck & Co. We are re-
ceiving billing from Chicago covering such
shipments, on which packages are not listed
on the waybills at all, also receiving entire
shipments from these stores of several
boxes and articles which are not accom-
panied with a waybill at all, and an in-
creasing amount of shortages. These short-
ages are either caused by misleading or
are lost en route. In several cases the
indications were that they had been stolen
en route, judging from the class of goods
that were short. However, very poor work
is being done by the Chicago office at the
present time. Council Bluffs and Omaha
give us some trouble the same way, though
not near as bad. The bad orders also have
given more indications of pilferage than
formerly; for instance, we have received
four different shipments of shoes from St.
Paul, Minn., during the fall and winter, in
cartons, which had been broken open, and
one or more pairs of shoes taken out of
the cases."
N. P. Bingen, Agent, Ackley, Iowa:
"In my opinion, following are causes for
so many shortages:
First. Receipting for articles at point of
origin which were never delivered.
Second. Poor marking.
Third. Unloading at stations other than
billed.
Fourth. Thefts.
As to bad orders, believe the principal
causes are poor stowing in cars, rough
handling by truckers at terminal points
and failure of train men to set goods down
as they break bulk, also improper handling
of freezable goods in winter months."
E. G. Voss, Agent, Rockwell City, Iowa:
"Next to shortage of cars, I believe the
increase in claims is due to constant
changes in station and warehouse help. To
overcome this I believe that agents and
warehouse foremen should see to it that
receiving clerks and station helpers are
thoroughly familiar with Rule 7 and part
of Rule 8, Western Classification, which
governs marking, packing and acceptance
of freight for shipment."
W. B. Barton, Agent, Onawa, Iowa:
"It occurs to me that the bulk of the
trouble is at the starting point or at the
point where transferred en route; perhaps
there are not enough men employed at the
loading and transfer points to enable those
who are doing the work time to exercise
care, but it really looks to me as though
most of it was caused by gross careless-
r-pcs: thpv do not seem to care who the
loser is. just so they get their pay.
I woi'ld suggest some system of collect-
in^ *be<;e damages from those found to be
at fault."
F. G. Warner, Agent, George, Iowa:
"Suggest some plan be worked out where
these heavy merchandise cars be loaded
in station order and properly stowed.
Care should be exercised to load freight
in car billed.
Freight should be carefully checked be-
fore receipted for and responsible ware-
house foreman should be on duty all the
time to prevent theft."
T. J. Cochran, Agent, Richards, Iowa:
"Loading in wrong cars is responsible
for a large percentage of claims."
N. C, Libby, Agent, Rock Rapids, Iowa:
"Largest percentage of claims due to pil-
fering and through damage done at large
shipping points, transfer points or while in
trains."
E. L. Rahn, Agent, Anthon, Iowa:
''Think most of damage is caused by
rough handling. More care should be used
in transferring freight, as most of damage
seems to be 1o freight that has been trans-
ferred one or more times."
A. H. Stivers, Agent, Alta, Iowa:
"Eighty per cent of claims, my station,
due bad order; 20 per cent due to pilfering;
75 per cent bad order freight has been
transferred en route. In my opinion 50
per cent could be done away with more
competent help. In my opinion the whole
cause is due to company not paying enough
money to secure competent help."
E. F. Francois, Agent, Newell, Iowa:
"A large percentage bad order reports
are against heavy merchandise loading sta-
tions; there could be some mighty good
work in tightening up these places, and
after freight is received see that it is loaded
properly in right car. Merchandise cars
are overloaded, probably necessarily now,
but bad orders could be cut down if after
the first unloading station is reached, load
was properly blocked down and the throw-
ing of boxes across cars and onto plat-
forms was cut out.
It would help. too. if cars with protruding
nails and soaked with oil were put in proper
shape before loading."
T. M. Longstreet, Agent, South Omaha,
Neb.:
"Claims largely due to shortage grain
cars, Updike Grain Co., to packer, peddlers
and coal loss."
M. Weber, Agent, Washta, Iowa:
"Increase in claims due to increase in
ordering from mail order houses and im-
proper stowing in cars."
R. T. Stivers, Agent, Storm Lake, Iowa:
"Poor pay, poor help, inability of agent
or conductor to personally supervise all
work.
The larger stations should have a brainy
foreman as freight checker with pay in pro-
portion to his responsibility."
C. M. Myers, Agent, Ticonic, Iowa:
"Careless handling on part of train crew,
pilferages, improper marking. The remedy
is obvious."
70
L. P. Woolworth, Agent, LeMars, Iowa:
"Trouble largely due to improper loading
and handling at originating and transfer
points."
O. J. Judd, Agent, Dow City, Iowa:
"Partial cause of increase in claims.
Merchandise cars not given proper at-
tention before loading.
Improper stowing.
Not loading in station order, causing un-
necessary handling.
Package freight thrown to door or about
car — should be carried.
Failure to re-cooper broken packages."
C. H. Smith, Agent, Merrill, Iowa:
"Increase due largely to inexperienced
help and theft; bad order caused by care-
lessness at large loading and transfer
points."
J. J. Little, Agent, Primghar, Iowa:
"Many claims due to weak containers.
Suggest agents be instructed not to ac-
cept shipments in containers that are loose
and likely to break in transit."
B. L. Larson, Agent, Sioux Falls, S. D.:
"Since beginning of current year have
issued 19 short reports, five of which have
been closed; remaining 14 not closed were
from Chicago cars, some short from C. L.
and some probably loaded wrong. The bad
orders class as follows:
5 account improper stowing.
25 account rough handling.
3 account pilfering.
3 account defective equipment.
3 account being frozen en route.
Heavy loading of cars makes proper
stowing difficult.
Suggest the greatest care in proper stow-
ing and carefnl handling after car is
loaded."
D. Titsworth, Agent, Cleghorn, Iowa:
"Think the overloading of local cars is
responsible for most of the increase."
J. W. Smith, Agent, Sheldon, Iowa:
"Increase in claims, in my judgment, due
to:
First. Inexperienced men.
Second. Very poor boxing by shippers."
F. J. Spinharney, Agent, Barnum, Iowa:
"Conditions due to:
Efficient help at transfer and loading sta-
tion would insure good and proper stowing,
save time for train crews and prevent
freight going astray.
From what I can learn, the company will
have to oay better wages than men are
now receiving.
Cars are loaded to the roof at Chicago
frequently fragile freight under heavier
freight, causing damage."
W. L. Beattie. Agent, Omaha, Neb.:
"Rough handling and improper placing
of freight in cars if cut out would help the
situation."
J. E. Allison, Agent, Sioux City, Iowa:
"Earlier closing of freight house; 65 per
cent of freight arrives after 5:00 P. M.
Better check and better loading, if no
freight received after 4:00 P. M.
On January 25th, claims riled for amounts
arranging from 10 cents to $1.00, and 21
claims for amounts from $1.00 to $2.00;
due to bad order and petit pilfering.
W. R. Foster, Agent, Williams, Iowa:
"Overcome pilfering, poor loading and
frequent and rough handling- and conditions
will improve."
J. M. Holland, Agent, Dunlap, Iowa:
"Straighten containers. Use vigilance in
protecting freight — on platforms and in
cars from theft. Look after careless han-
dling at transfer points, and claim pay-
ments will go down."
E. L. Edwards, Agent, James, Iowa:
"Trace to the party responsible all broken
packages and apply discipline."
R. G. Finch, Agent, Benclare, S. D.:
"Large per cent of damage to freight due
to improper loading and the necessity of
handling frequently in order to get freight
that is behind it in car."
G. W. Harrison, Agent, Webster City,
Iowa:
"Our claims are mostly for damage to tile
shipments. Western Weighing and Inspec-
tion Bureau, should devise better and safer
methods for loading tile.
Boiled down, the meat of the suggestions
is as follows:
First: The proper and accurate check of
freight by receiving agents.
Second: Accurate and legible billing.
Third: Careful handling, proper loading
and safe stowing in car.
Fourth: Careful notation on waybills of
shortage, also of condition of freight, when
received in bad order from connecting line.
Fifth: Elimination of rough handling at
switching points, in trains and at transfer
stations.
Sixth: Accurate check of freight from
car to warehouse.
Seventh: Proper protection of freight
between the time unloaded and delivered
to consignee.
Eighth: Before delivery, see that all
boxes are carefully re-coopered and tears
in sacks mended.
Ninth: When delivery is made, carefully
checking of oackages and taking of receipts
bv agent, or delivery clerk.
Tenth: The agent should constantly im-
press upon his subordinates that lovalrv
to their employer is one of the princiole
bases for promotion, that the man who can
bring himself to realize that he should ex-
ercise the same carp in handling companv
business as he would his own affairs, will
surelv attract the attention of his superior
officer."
CLEANINGS
from me
CIA1MS DEPARTMENT
JntQrQsting - J\ows • cf< "Doings * of
Claimants- Jn • and- Out - of* Court
JUDGE FLETCHER ON GOVERN-
MENT CONTROL AS IT AF-
FECTS CLAIMS AND
LITIGATION
On the 20th ult, the General Claim
Agent held a staff meeting in his office
at Chicago, which was attended by
nearly all of the members of the Claims
Department. One of the purposes of
the meeting was to discuss the question
of government control as it affects claims
and litigation. General Attorney R. V.
Fletcher was present and spoke on this
subject as follows :
I am very glad of the opportunity to
address this staff meeting of the claim
agents. It has been my observation that
no one in railroad service is, ordinarily,
more active, more efficient or better in-
formed than are the claim agents. It
has been to me a source of perpetual
astonishment that, considering the vol-
ume of work intrusted to you, you have
been able to make such thorough prepara-
tion for the trial of cases and go so deeply
into investigation of all matters intrusted
to your care. It is needless to say that
the law department would be absolutely
helpless without your aid, and on behalf
of all the members of the law department
I unhesitatingly extend our sincere
thanks for your vigilant and careful co-
operation.
I have been requested at this time by
the General Claim Agent to discuss parti-
cularly the effect of Government control
upon the work of the claim agents. But
before I address myself to that particular
topic, I am requested to say something in
regard to the question of claims preferred
by persons who have the status of alien
enemies to the United States. I have no
doubt that from time to time claims will
be preferred and litigation will be insti-
tuted by persons who are subjects of the
Imperial German Government and of
the Imperial Austo-Hungarian Govern-
ment.
There is no dissent among the authori-
ties in any civilized country as to the
status of alien enemies. They have no
right to bring a suit in the courts of
an enemy country, and no claim which
71
72
ILLINOIS CENTRAL MAGAZINE
may be redressed by legal measures can
be preferred by the subjects of one
country in the courts of another with
which it is at war. As indicated, this is
the law of every civilized country and
its universality is recognized by the ac-
cepted canons of international law. The
reason for this should be understood in
order that a proper application of the
principle can be made in practice.
It is considered against a sound public
policy for one country to contribute to
the strength and resources of another
with which it is at war. It can be readily
understood, for example, that if the Illi-
nois Central Railroad Company, which
is a domestic corporation in the interna-
tional sense, is compelled to pay out
money to a citizen of the Imperial Ger-
man Goverment, the resources of this
Nation will be that much weakened and
the resources of our enemy will be that
much strengthened. Every dollar be-
longing to the Illinois Central Railroad
Company is subject to conscription for
the use of the United States in time of
war. Every dollar which belongs to a
citizen of Germany is subject to conscrip-
tion by the Imperial German Government
in the time of war. It may well happen,
therefore, that the $10,000 which the
Illinois Central would be forced to pay
to an injured German citizen might be
lost to the United States and that sum of
money might find its way into the treas-
ury of Germany to be used in waging
sussessful battle against us. The break-
ing out of war between two nations does
not destroy a debt due by a citizen of one
country to a citizen of the other. The
affect of war is merely to suspend the
right of an alien enemy to obtain redress
in our courts. When the war is ended,
this right, which has lain dormant, may
then be asserted and, ordinarily, statutes
of limitation are suspended during the
period of war.
It may be seen, therefore, that claims,
which it is now our duty to decline, may,
when the war is over, be then success-
fully asserted. This, however, is a condi-
tion which we cannot avoid. It seems
to me that it is our duty, when we re-
member the principle which underlies
the doctrine prohibiting an alien enemy
from asserting his rights in our courts,
to decline to settle any claim asserted by
.an alien enemy. I feel sure that
we would be faithless trustees of
the Company's interests if we were to
pay out what is now, under present con-
ditions, Government money to persons
who might use these funds to give aid
and comfort to our enemies.
If it should appear that the parents
of an injured employe, for instance,
are of divided allegiance, the father
being a citizen of Germany and the
mother a citizen of the United States,
I think perhaps it would be permissible
to settle a claim of this kind, particu-
larly if it appeared that the parents of
the injured employe has been so long
in this country that their return to Ger-
many was improbable. I do not mean
to be understood, however, as saying
that the rule should be relaxed if all
the beneficiaries are citizens of an alien
enemy Government, since in such a
case the legal status of such benefici-
aries is well defined and our duty to
decline such claims perfectly clear.
Addressing myself to the principal
question, I desire to preface what I
have to say by observing that, as a prac-
tical matter, the taking over of the rail-
roads by the Government during the
period of the war will make very little
difference in the ordinary practical work
of the claim agent. The Railroad Con-
trol Bill, according to the best informa-
tion now available, contains this provi-
sion :
"Sec. 10. That carriers while under
Federal control shall be subject to all
laws and liabilities as common carriers,
whether arising under State or Federal
laws or at common law, except in so
far as may be inconsistent with the pro-
visions of this act or any other act appli-
cable to such Federal control or with any
order oi the President. Actions at law
or suits in equity may be brought by
and against such carriers and judgements
rendered as now provided by law ; and in
any action at law or suit in equity
against the carrier, no defense shall be
made thereto upon the ground that the
ILLINOIS CENTRAL MAGAZINE
73
carrier is an instrumentality or agency
of the Federal Government. Nor shall
any such carrier be entitled to have
transferred to a Federal court any action
heretofore or hereafter instituted by or
against it, which action was not so trans-
ferable prior to the Federal control of
such carrier. * * * But no process,
mesne or final, shall be levied against
any property under such Federal con-
trol."'
It will thus be observed that persons
having claims against the company may
institute suit upon them in the ordinary
way, just as they have been privileged
to do prior to the period of Federal con-
trol. These suits may proceed to judg-
ment under rules of liability and rules of
evidence heretofore prevailing. It is
true that the collection of a judgment
cannot hereafter be enforced by levying
execution or attachment upon the prop-
erty of a railroad company, unless some
property can be found such as outlying
lands, buildings, etc., which, not being
necessary to the operation of the railroad,
may not fairly be said to be taken over
by the Government when Federal control
was instituted. As a practical matter,
however, I rather suspect the railroad
companies will continue to pay judgments
in the usual way without requiring the
holders of such judgments to apply to
the Director General of Railroads for
an order requiring the payment of such
judgments. So far as I can see, it is the
duty of the claim agents to investigate
their claims as before and the duty of the
attorneys for the company to make their
defenses exactly as they have been doing.
It is true that by one provision of the
bill it is stated that moneys and other
property derived from the operation of
the carriers during Federal control are
declared to be the property of the United
States. But it is further provided in the
bill that unless otherwise directed by the
President, these moneys shall not be cov-
ered into the treasury but shall be dis-
bursed without further appropriation, in
accordance with the classification of ac-
counts made by the Interstate Commerce
Commission. I would understand that
under this provision we are privileged to
make settlements and disburse the funds
of the company precisely as before. I
may sum up this part of the discussion
by saying that, until we are otherwise
ordered by the Director General or by
the President, we are to make no radical
changes in our method of doing business.
I may be pardoned for saying further
that in my judgment it would be a seri-
ous mistake if our people, in adjusting
claims, should undertake to get more fav-
orable settlements by putting forth the
argument that under Federal control it
will be more difficult than before for the
claimant to secure redress through the
courts. It is true that no execution can
be issued, but the law provides, as I have
heretofore indicated, that there shall be
interposed no defense based upon the fact
that the carrier is an instrumentality of
the Federal Government. I think the
spirit of this provision requires us in
negotiating settlements to refrain from
using the argument that, if the claimant
brings a suit, he may never get his money
on account of his inability to levy execu-
tion. This is not a sound view, and in
my opinion the Director General does not
expect that persons with just and proper
claims should be any more delayed or
prevented from collecting them under
Federal control than under private con-
trol. I do not mean to be understood as
saying that our attorneys may not with
propriety, in urging juries to be moder-
ate in assessing damages, resort to the
argument that the bills are now being
paid by the Federal Government and that
every dollar wrung unjustlv from a rail-
road treasury weakens our fighting power
just that much. It seems to me that
iuries which have heretofore inclined to
be liberal in the assessment of large
damages out of tender regard for plain-
tiffs or their attorneys may well now
pause when they remember that the
money is now coming out of the war
chest of the nation, and that the gigantic
struggle in which we are now engaged
will be protracted just that much more
by reason of unjust damage claims.
There is one provision of the bill which
may possibly be used to advantage, par-
ticularly in the state of Mississippi,
74
ILLINOIS CENTRAL MAGAZINE
where the company has been subjected
to tremendous losses by reason of the
application of the so-called six mile law,
prohibiting the running of trains through
municipalities at a greater rate of speed
than six miles an hour. I refer to the
language used in Section 15, wherein it
is provided:
"That nothing in this act shall be con-
strued to amend, repeal, impair, or affect
the existing laws or powers of the State
in relation to taxation or the lawful police
regulations of the several states, except
wherein such laws, powers, or regula-
tions may affect the transportation of
troops, war materials, Government sup-
plies, etc."
It would seem, therefore, that if we
can show in any given case that a literal
compliance with the restricted speed
statute does materially interfere with
the transportation of troops, war mate-
rials or Government supplies, such a
statute, though enacted in the exercise
of the State's police power would have
to yield.
Many of you are familiar with the
burdensome effect of this statute. It
absolutely prohibits a railroad train from
being operated through a municipality
at a greater rate of speed than six miles
an hour. While the statute carries no
specific penalty, yet the operation of a
train in excess of the lawful speed has
been considered negligence, and the Mis-
sissippi courts have permitted recovery
in every case where it appears that but
for the excessive rate of speed the in-
jury would not have happened. The rule
in practice works out so that in prac-
tically every case, where the train is ex-
ceeding the speed limit at the time of
the injury, full liability is imposed. Even
though the plaintiff recklessly walks or
drives upon the track, though he may be
running a race with the train, taking his
chance, though he may be intoxicated
to the point of irresponsibility, yet he
will recover if it appears that the acci-
dent would not have happened had the
train been running less than six miles
an hour. In one case a plaintiff was al-
lowed to recover for injuries to an auto-
mobile, although he had driven the auto-
mobile on the right of Wriy and left it
so near to the railroad track that it was
struck by an approaching train. There
is positively no escape if the speed of the
train can fairly be said to be the proxi-
mate cause of the accident. It is true
that the jury is charged with the duty
of decreasing the damages in proportion
to contributory negligence, but this in
practice amounts to nothing.
Now, it is my suggestion that, when-
ever a serious case arises involving this
statute, we make an effort to show that
if the train had complied literally with
the requirements of the law, the delay
to Government troops or Government
supplies would have been material. I
have little doubt that scarcely a train
moves through the state of Mississippi
which does not contain either Govern-
ment troops or Government supplies. We
should in such a case make a careful cal-
culation as to just how much that par-
ticular train would have been delayed
had all the provisions of the law been
complied with. You will recall that a cer-
tain Georgia statute, requiring all trains
to be under control at grade crossings,
was held by the Supreme Court of the
United States to be an unconstitutional
interference with interstate commerce
where it was shown that there was a
grade crossing at almost every mile of
the railroad. I am not without some
hope that we can get some relief along
this line by the provisions of the Rail-
road Control Bill.
In closing, permit me this final word
of exhortation. All of us heretofore
had been stimulated to our utmost efforts
by loyalty to our employer. In addition
to the desire of every honest and con-
scientious employe to do his full duty by
the employer, we are now additionally
sourred to renewed effort by the fact
that that employer is our beloved Coun-
trv. Patriotism, therefore, exists as an
added stimulus to greater care, energy
and efficiency. Not only must we remem-
ber that we owe this dutv to our country,
but when we recall that this war is being
waged in the interest of all humanity, a
greater force even than patriotism comes
into play. Every dollar which we can
ILLINOIS CENTRAL MAGAZINE
75
save, every unjust claim which we can
defeat, every excessive demand which we
can reduce helps not only the interest
of our immediate employer but adds
strength to our common country and
gives comfort to every seeker after the
welfare of the human race. This being
now our attitude, shall we not go forth
with fresh determination — with renewed
consecration to our appointed task ?
MR. HULL REFERS TO ILLINOIS
CENTRAL ACHIEVEMENTS
The following are extracts from the
opening remarks of General Claim Agent
Hull at the staff meeting held on the
20th ult:
"I am sure you are proud, as I am,
to be in the service of the Illinois Cen-
tral, which is setting the pace for all
railroads at this time of the country's
greatest trial, in which transportation is
counting so heavily, and the eyes of the
people of the country are upon the car-
riers as they never were before. The
activities of railroads — the extent to
which they transport food-stuffs, muni-
tions and troops — are reflected by their
gross earnings. The year 1916, was the
banner year in the history of the Illi-
nois Central, the gross earnings having
increased 16 per cent over the year 1915.
At the close of 1916, it was thought that
the crest had been reached and that a
record had been established which it
would be difficult to surpass, but the gross
earnings of the system in 1917, went far
beyond the dreams of the most enthus-
iastic of us, and showed an increase of
18 per cent over 1916. Perhaps the most
wonderful thing of all is that the first
three months of 1918 will show an in-
crease in gross earnings of about 10 per
cent over the corresponding period of
1917, in spite of the unprecedented
weather conditions which prevailed
throughout the month of January. The
brilliancy of this record sheds lustre upon
every officer and emplove of the Com-
pany. It is a record which was made in
its entirety by scientific management and
the loyalty and efficiency of Illinois Cen-
tral men.
"Claim agents are not permitted to
offer employment in part consideration
of settlements. That is a matter to be
handled by' the Departments which em-
ploy the men, but there is no objection
to Claim Agents taking these matters up
with division officers and using their in-
fluence in behalf of injured employees
whom they know to be entitled to con-
sideration at the hands of the Company.
Recently, I met a gentleman who is hold-
ing a responsible position on this rail-
road and who had lost a limb on another
railroad. That was all right, of course,
but it occurred to me that we ought to
take a great deal of interest in rehabili-
tating our own men who have been un-
fortunate enough to be maimed in our
service. The management, I am sure,
will listen to our appeals in behalf of our
injured employees and we should not hes-
itate to make the appeals. On account
of the war, a great deal of attention is
going to be paid in the future to making
over crippled men by fitting them to use-
ful employments so that they can earn
•livings for themselves and their families.
I do not think that we should wait for the
example to be set for us, but that we
should take the lead in this important
matter. I do not mean that positions
should be found for all maimed employes,
but I do mean that we should try and
find positions for those who are worthy
and loyal and able to render good serv-
ice in suitable positions."
THE CASE OF VIRGIL C.
HAYNES
The case of Virgil C. Haynes is illus-
trative of what one who has been severe-
ly maimed can do for himself if he has
the right kind of stuff in him; that is,
an unbroken spirit and an indomitable
will. Virgil C. Haynes, whose picture,
taken in front of the crossing watchman's
shanty at Mattoon, accompanies this ar-
ticle, is 27 years of age. He was a sailor
on a man-of-war before entering the ser-
vice of the Illinois Central as fireman on
the Indiana Division in October, 1912.
He received an honorable discharge from
the service of the United States, but he
would be in that service today were it
not for the fact that on December 26,
1912, he lost his right arm and his right
leg in an accident at Effingham, 111.
76
ILLINOIS CENTRAL MAGAZINE
VIRGIL C. HAYNES.
After he recovered from his injuries, he
applied to Superintendent McCabe for a
position and convinced the Superintend-
ent that an opportunity was all he asked,
and that if he did not deliver the goods,
he would step out and never ask for an-
other opportunity. Mr. McCabe became
interested in his case, with the result that
Mr. Haynes was put to work as crossing
watchman at 21st Street, Mattoon, June
28, 1916. The division officers noticed
that Mr. Haynes was very active and ef-
ficient as a crossing flagman and that he
was never grouchy or pessimistic, but,
on the contrary, was always on the alert
and looked the future in the face with
confidence. Mr. McCabe told Mr.
Haynes that he should employ his spare
time in studying telegraphy. After that,
Mr. Haynes did not lose any time what-
ever in adopting the suggestion made by
the Superintendent. He applied himself
diligently to mastering the art of teleg-
raphy. On October 31, 1917, he was ex-
amined on transportation rules and since
that time has been working regularly as a
telegrapher. He is rapidly becoming
more efficient each day and fitting him-
self for useful and remunerative employ-
ment during the balance of his life. He
is very enthuiastic about his future. This
case shows how the Company can help
an unfortunate employe who is willing
to help himself.
WILL ANSWER QUESTIONS
The Claims Department would like to
make a feature of answering questions
relating to the handling of claims, both
litigated and unlitigated, in this Depart-
ment of the magazine, and will, there-
fore, take very great pleasure in answer-
ing any questions which may be pro-
pounded by employes. The relations
between the Claims Department and em-
ployes of this system have always been
close and friendly, and it is our desire
to not only continue these relations, but
to make them closer and more friendly,
if it is possible to do so. There is no
mystery about our method of handling
claims. They are handled openly and
above board and we endeavor to handle
them upon a very high plane. Frequent-
ly questions might be asked and answered
in private correspondence between em-
ployes and this Department which
would enlighten employes generally if
published in these columns. We trust
the employes will not hesitate to ask
questions. In a number of the States in
which our lines are located we operate
under Compensation Acts. These Com-
pensation Acts apply to all cases of per-
sonal injury which occur while the em-
ployes, at the time of receiving the in-
juries, are not engaged in interstate com-
merce. Very close questions frequently
arise in regard to when an employe is
engaged in intrastate commerce and when
he is engaged in interstate commerce.
These questions are at times so close
that even lawyers cannot determine them
and they are not determined until the
Courts of last resort decide them. Con-
sequently, there may be questions asked
which we cannot answer, but we will
undertake to answer such questions as
have been decided. We particularly
would like for conductors, engineers,
firemen, brakemen and switchmen to ask
questions about what should be done in
cases of accidents involving personal in-
juries. When such questions come in,
we will be glad to answer them, and then
all the employes can read the questions
and answers and in this way all con-
cerned can be kept well informed.
ILLINOIS CENTRAL MAGAZINE
77
Absolute knowledge I have none,
But my aunt's washerwoman's sisters
son
Heard a policeman on his beat
Say to a laborer on the street
That he had a letter just last week
Written in the finest Greek
From a Chinese coolie in Timbuctoo
Who said the niggers in Cuba knew
Of a colored man in a Texas town
Who got it straight from a circus clown
That a man in the Klondike heard the
news
From a gang of South American Jews
About somebody in Borneo
Who heard a man who claimed to know
Of a swell female society rake
Whose mother-in-law will undertake
To prove that her seventh husband's
sister's niece
Has stated in a printed piece
That she has a son who has a friend
Who knows when the war is going to
end. — Exchange.
them for their time while attending court.
The Company won the case, but it cost
two or three times the value of the calf
to do so.
CALF CAUSES TROUBLE
C. M. Chipman, a farmer living near
Ripley, Tenn., filed suit against the Com-
pany for the value of one calf which
was killed on road crossing near Flippin.
He filed suit without presenting claim
to the Company. The value of the calf
was $15.00. The claim was predicated
upon the fact that the calf collided with
a locomotive on a public crossing. Mr.
Chipman thought this constituted neg-
ligence on the part of the Railroad Com-
pany, though he did not claim that the
calf stood on the crossing and that the
engineer and fireman should have seen
it in time to have stopped the train,
and chased the calf away. Mr. Chipman
simply testified in the trial to the truth,
which was that the calf was struck and
killed on the crossing. In order to de-
fend this case, the Company had to take
a train crew out of the service and pay
FATHER OF DEAD HERO HITS
HUMAN LEECHES"
To the Editor: The human ( ?)
leeches are getting in their work early.
Hardly had I received official notice from
the government that my son had been
killed by the sinking of the Tuscania
than I received a communication from a
so-called claim agency at Washington
wanting to "handle" my claim for insur-
ance against the United States govern-
ment. Through the columns of the
Herald I wish to inform my friends that
our government will attend to their
claims in due time without the help of
a shyster lawyer.
S. E. Hutchins, M. D.
Whitehall, Wis., Feb. 22. Chicago
(III.) Herald February 25, 1918.
A MEAN MULE
Last Wednesday when the Pumpkin
Hollow accommodation on the S. M.
railway bumped into Hank Parsnip's
bay mule on the Bear Creek crossing the
mule reared back and spilled the engine
and caboose in Abe Spark's cabbage
patch, and Abe is now suing the Slow
Poke Railroad for damages to his sauer
kraut prospects. The head cheese of
the company wants to raise the money
to pay the damages by swearing- out a
warrant against Hank and his mule, but
the lawyer in the case says the mule
acted in self-defense and had a perfect
right to deal with the onrushing locomo-
tive in any manner he saw fit. The
Slow Poke Railroad is issuing orders
that hereafter all mules take the side-
track when the regular train wants to
go by. — Behom Banner.
Accounting Department
The Manibill, the Unibill and the Multibill Plans of
Billing Freight
By W. D. Beymer, Comptroller, Illinois Central Railroad Company, Chicago, Illinois
INTRODUCTION.
There is a shortage in the clerical forces of carriers which will become aggravated
with the continuance of the war unless means are found for reducing the volume of
work. It is not improbable that the shortage may become so great that a serious
accounting situation will arise because the traffic will have to be handled regardless
of the accounting and the latter will suffer first and most. A chaotic condition is not
inconceivable nor is it difficult to visualize the current and after effects thereof. The
Chairman of the Executive Committee of the Special Committee on National Defense
states in his Bulletin 42 of November 15, 1917: ,
"The railroads generally are very short-handed, some of our constituents reporting
a net shortage of \2l/2 per cent, in the number and a much larger percentage of loss in
the efficiency of its employes, because of the necessity of filling vacancies with un-
skilled and inexperienced men."
Publicity is given herein to a new and original plan of billing freight to save labor
and expedite the handling of cars and freight in the belief that the subject will be of
unusual interest at this time.
The use of the Unibill (Chicago-Rockford), Manibill and Multibill plans of billing
freierht. described herein, together with the combination forms usfd therewith, will re-
duce work wherever substituted for separate waybills and freight bills as made for
at least nine hundred million shipments each year by the carriers of the country.
The manibill in the unit form was devised and put into effect on the Central of
Georgia Railway in 1900, but in this form it is not adapted to the traffic of the larger
carriers. The blanket manibill is a combination of three unit manibills to produce totals
corresponding to the blanket waybill and reduce the number of items to be handled in
the accounts. The two forms by themselves are insufficient but must be used in con-
nection with the Chicago-Rockford plan to be most effective.
The following is a comparison of the writings or entries made under the waybill and
manibill plans of billings:
Waybill Manibill
At the Forwarding Station
1. The waybill 1. The manibill
2. The prepaid freight bill 2. The combined abstract and register
3. The abstract to accounting department
4. The register of prepaid bills to cashier
At the Receiving Station
The freight bill 3. The combined abstract, register, cash-
6. The register to cashier ier's memorandum and notice.
*— i'-ir+ *o accounting department
The Chicag-o-Rockfo'-H olan (renamed "The Unibill") was first used between Chicago
and Rockford by the Illinois Central Railroad in August, 1917. The manibill is the
logical complement of the Chicago-Rockford plan, and is best adapted to the larger
carriers in connection with the multibili.
The multibili provides the cashier's memorandum, notice of arrival and other
documents required only at the large destination stations, in combination, at one writing
with the register to cashier, a record necessary at destination for every shipment re-
ceived. This form makes possible the use of a manibill of the minimum number of
parts required at all but a few large destination stations and makes practicable the
use of the manibill by the large carriers.
A complete scheme of billing to avoid the use of the wavbill as a separate document
is based upon the use of the three plans in conjunction with each other. Alike in prin-
ciple, but differing in detail, they do not conflict in operation.
These three plans were devised by the writer to meet the needs of the carriers he
represented at the time they were originated, viz., the unit manibill in 1899 to make
78
ILLINOIS CENTRAL MAGAZINE 79
possible the use of the typewriter with the newly invented tabulator and to save the
cost of making waybills; and the Chicago-Rockford and multibill plans in 1917 to
apply the manibill principle to a larger volume of traffic.
W. D. Beymer.
Chicago, 111., February 1, 1918.
1
A SUBSTITUTE FOR THE WAYBILL
When freight was first carried by rail, the transportation and accounting methods
of the sea and canal were closely 'followed and the ship's "bill of lading" and "mani-
fest" were made under the same names to serve similar purposes, as for water trans-
portation. As necessity demanded, more suitable methods and forms were devised
and new names were adopted until today we have the waybill, the manifest of thirty
years ago, to cover, according to an accepted definition, the "service which has been
and is to be performed," and the freight bill, quoting from the same authority,
"showing the service rendered."
The waybill and the freight bill are the two documents essential under ordinary
methods to the transportation and delivery of freight and collection of charges thereon,
thf one made at the forwarding station and the other at the receiving station for
collect shipments and an additional freight bill at the forwarding station for prepaid
shipments. The distinctive difference between the waybill and freight bill is that the
former rnay cover a number of consignments while the latter is limited to one consign-
ment. They carry fundamentally the same information, but the waybill carries incidental
endorsements which should not appear on the freight bill such as icing and weighing
instructions, notation of condition, etc., so that if the two documents are combined to
be made at one and the same time, provision must be made for endorsements on the
waybill that will not appear on the freight bill for delivery to the consignee at desti-
nation; otherwise the two forms may be identical as to the written matter.
Another document issued at the forwarding point, at which the waybill is made, is
the prepaid freight bill which may be identical in form with the freight bill for use at
destination except as to the location of the word "Debtor" as the shipper is the debtor
in one case and the consignee in the other. Although the prepaid freight bill does not
necessarily carry all of the information that appears on the destination freight bill, none
of the information thereon is objectionable and may properly appear on the prepaid
freight bill. If the freight bill may be made at the forwarding point at the same
writing as the waybill, it follows that the prepaid freight bill, which may be a dupli-
cate of the former, may also be made at the same time.
The first question that arises in attempting to combine the three forms is whether
a copy of the walbill should be made to serve as the freight bill, or a copy of the freight
bill should be made to serve as the waybill. It is necessary to consider the relations
with the public and with other carriers, adaptability to accounting methods, etc.
A change affecting shippers would be objectionable and the freight bill, therefore,
has been adopted as the form after which to pattern, as thereby the form to which
the public is accustomed will be continued in use. Furthermore, a form patterned
after the freight bill is best adapted to the typewriter and adaptability to the machine
is necessary to a modern scheme of billing.
The freight bill is the only accounting document in which the public is interested
and it is an important paper because it is the basis of settlement between carrier
and shipper or consignee and is used by the latter in computing his costs and fixing
his sale<5 nnces. The freieht bill being the essential document for every freight
transaction, has been adopted as the pattern for the form devised to take the place
of both the waybill and freight bill, i. e., the manibill.
2
THE WAYBILL MAY BE ABANDONED
The following is a comparison of the spaces ^for information provided on the
forms of way-bill and freight bills adopted as standard by the Association of American
Railway Accounting Officers.
Spaces common to both waybill and freight bill.
Waybill from Final destination
Waybill destination Routing beyond billing destination
Waybill date, series and number Number packages, articles, etc.
Tar reference Weight
Connecting line reference Rate
Previous waybill reference 'Freight
Original point of shipment Advances
Name of shipper Prepaid
Name of consignee
80 ILLINOIS CENTRAL MAGAZINE
Spaces on the waybill that are not on the freight bill and which are provided on a
detachable stub to the freight bill part of the manibill:
Scale weights Instruction for icing, ventilation, stopping,
Capacity and stencilled weight weighting, etc.
Spaces on the freight bill that are not on the waybill:
Freight bill date and number
These comparisons, which show that the documents are practically alike, indicate
that one of them is unnecessary and that the freight bill, which is an essential docu-
ment, could be made to serve every purpose of both, if the accounting difficulties could
be overcome. The problems involved in abandoning the way-bill have been solved and
one solution is presented herein, consisting of the Unibill (Chicago-Rockford), the
Manibill and the Multibill plans.
To accentuate the defects in the waybilling system assume the forwarding or way-
billing force to be fn one room and the receiving or freight-billing force in another
under one roof and one agent. The forwarding force would copy the bill of lading
on the waybill form, which is ordinarily 14x8j4 inches in size. Assume that the bill*
of lading are then passed to the receiving force in the next room and copied on the
freight bill 8^x5^ inches. In effect this is what is now done except that the freight
bill is made from the waybill, an intermediate document, instead of direct from the
bill of lading as suggested in this illustration. With the manibill, the freight bill is
made from the bill of lading (shipping ticket), but the waybill is also made at the
same writing.
If the work at the forwarding and receiving agencies could be brought together
in adjoining rooms, will any one claim that two writings of the same information
would be permitted? The answer would be emphatically — No. The amount of work
involved and the errors made would immediately condemn the plan.
Assume that these two forces are separated by a distance of 75 miles. Waybills
cannot be completed until after freight is loaded into cars ordinarily late in the after-
noon for warehouse freight, requiring that the office force work late making way-
bills. The freight bills are required before delivery of the freight and the billing force
is required to report early to prepare them in time to avoid delay in the delivery of
the freight. The one force works late to write the waybills on the horizontal forms
14x8^ inches and the other force reports early to write the same information on the
freight bill form 8>2x5j4 inches. Is it conceivable that such a plan would be followed
if the two forces were in adjoining rooms under the same supervision? Do not the
criticisms of such a plan apply with equal force where the work is separated by a few
miles of distance? If true with a separation of 75 miles, is it not equally true of any
distance? There can be but one answer and that is that the two accounting documents
should be prepared at one and the same writing.
3
WHY THE WAYBILL SHOULD BE ABANDONED
More than 900,000,000 freight bills are issued each year. The saving from the aban-
donment of the waybill would amount to a large sum.
It is a common practice to forward waybills by mail and have the freight bills made
by night forces, both of which expediencies to avoid delay in unloading and deliver-
ing the freight may be abandoned. When the waybills accompany the freight the
unloading and delivery of freight to consignees is frequently delayed while freight
bills are being prepared, or another expediency is adopted of blind checking the
freight from cars, but both delay and expediency are avoided under the new plans.
The cars may often be unloaded more promptly and made available for other service.
The delivery of freight to consignees will be expedited particularly at the small
stations where freight may be run from cars to drays without delay for the prepara-
tion of freight bills and without resorting to the irregularities commonly practiced
of delivering without taking receipts or collecting freight charges, in order to avoid
delay.
The benefits from more general use of the typewriter that will follow the adoption
of forms that may be written on an ordinary correspondence machine are apparent.
At least seventy-five per cent, of billing will be typewritten and only by prohibiting
the use of machines will any other result be experienced; unless prohibited, agents
and bill clerks will furnish their own typewriters to lessen and ease their work. Occa-
sionally a local freight conductor will use a typewriter for freight picked up at non-
agency stations.
Complaint will no longer be made bv consignees and the Interstate Commerce Com-
mission of illegible and incomplete freight bills as the use of typewriters will remedy
one cause of complaint and complete copies of waybills used as freight bills will
remedy the other.
About one-fourth of all shipments are prepaid and it is the general practice to
ILLINOIS CENTRAL MAGAZINE 81
write prepaid freight bills subsequent to billing the freight, although various expedi-
encies have been adopted to overcome this in isolated spots. The prepaid freight
bill will be written at the same time as the destination freight bill, saving the cost
of writing, and they may be delivered to shippers immediately upon billing the freight.
Shippers make the bill of lading, the forwarding agent makes the waybill and sepa-
rately the prepaid freight bill and the destination agent makes the freight bill and
often separately the notice of arrival, all containing practically the same written mat-
ter. All of these documents may readily be made at one writing for freight loaded
direct into cars by shippers and at two writings for other freight. Every rewriting
affords opportunity for error and a change in methods would be warranted by the
avoidance of errors and a reduction in loss and damage payments even though no
saving in labor were effected. Both the shipper and the carrier will profit from the
combination of the bill of lading and shipping ticket with the freight bill in the
manner explained herein.
Card waybills may be abandoned wherever the waybills are now sent by mail to
reach destinations in advance of the freight. The card waybill is identical with the
waybill as to written matter, except as to the charges on the latter. It should be
possible to prepare the accounting document while the freight is being loaded or
switched and experience indicates it can be done in most cases where card waybills
are now used.
It is impossible to state all of the advantages of the three plans over the waybill
plan of billing freight, but a few of them are briefly stated below, although it is not
claimed that all will be experienced by any one carrier:
1. The cost of making waybills is saved.
2. A prepaid freight bill for collection from the shipper on the credit list is made
at the same writing as the waybill, freight bill, etc., without appreciable additional
labor, saving the cost of preparation thereof under the waybill system.
3. Shipments may be billed faster on the freight bill than on the waybill form.
4. A bill for each shipment may be completed at one operation immediately atter
freight is loaded without regard to any other shipment, whereas with the blanket way-
bill time is required to bill and add all of the shipments thereon or it is made piece-
meal involving lost motion.
5. Each bill is ready for delivery to the conductor or for forwarding immediately
upon writing independently of all other bills and, therefore, may be complete'd sooner
after loading than is possible with the blanket waybill unless made piecemeal.
6. Prepaid freight bills may be presented and charges collected more promptly
from parties on the credit list.
7. The ordinary correspondence typewriter with 7J^-inch writing line may be
used. They cost less and may be operated faster than the wide carriage machines
required for the waybill.
8. Inasmuch as freight bills are made at the billing station instead of destination
the entire cost of freight-billing machines at the latter is saved.
9. By using a form that may be written on the ordinary correspondence type-
writer, all machines become available for billing and the percentage of typewriter
billing is greatly increased. Employes at the small agencies and even conductors
use typewriters bought for their own convenience.
10. For freight originating at non-agency stations delay to trains for the prepa-
ration of way bills at agency stations is avoided.
11 Because of the greater use of the typewriter that follows the use of small
forms, the number of errors from illegible writing is materially reduced.
12. The various parts of the bill immediately upon receipt may be distributed
and used for different purposes at the same time.
13. Impression copies of the accounting department copy taken by the destination
agent provide him with all of the information on the originals in case the latter are
forwarded to the accounting department.
14. A book record of waybills is unnecessary as impression copies of the way-
bills together with the received abstract form a cheaper and better record.
15. Freight can be checked out of cars faster from the freight bill than from the
blanket waybill.
16. Freight can be delivered more promptly under the manibill system as there
is no delay for the preparation of the freight bills and delivery receipts.
17. Tmoroner deliveries of freight and collection of charges due to errors in mak-
ing freight bills at destination are avoided.
18. At small stations freight may be delivered from the car door and receipts given
and taken without delay.
19. The use of the manibill reduces errors in checking freight of the same char-
acter for different consignees.
82 ILLINOIS CENTRAL MAGAZINE
20. A change in an extension of a blanket waybill necessitates correction also of
totals, whereas one correction only is necessary with the unit manibill.
21. When a shipment is held en route there is no necessity for splitting a waybill
or delaying the remainder of the freight thereon.
22. The form of freight bill is more satisfactory to consignees as it contains all
of the extensions which are of assistance in pricing goods.
23. Inasmuch as the size of the waybill part of the freight bill is smaller than the
waybill there is a reduction in the cost of stationery.
24. The preparation of billing is so facilitated by the use of the freight bill and
the work at destination is so much reduced that the card waybill may be practically
abandoned.
4
THE UNIBILL
(The Chicago-Rockford Plan)
(Forms 166-5 and 704)
For merchandise moving in large volume in solid carload lots between important
points one accounting manibill (or waybill) from each billing point to each billing
destination should be made for the entire movement of a day, but this one bill may
be eliminated, if desired, by using a copy of the register in lieu thereof.
Under this plan the forwarding agent will make the freight bill and register to
cashier required by the destination agent, retaining copies for his own use. A sepa-
rate series of freight bill numbers, under a uniform prefix, will be run at each billing
point for each billing destination to which the plan is applicable; a separate prefix
will be assigned to each billing station and will indicate to the agent at destination on
what register the item will be found as a separate register will be maintained at each
destination for each station billing under this plan. These freight bills will not be
abstracted to the accounting department as all accounting will be based on the reg-
ister (Form 704) carrying totals corresponding to the blanket waybill, except that
one register will cover all shipments to each destination regardless of the number of
cars in which loaded.
A unit manibill (or waybill) numbered in the regular series and herein designated as
the accounting manibill, will be made for the totals of each register and will recite the
initials and numbers of the cars in which the freight is loaded, the beginning and end-
ing freight bill numbers and the general character of the freight. If any separation of
tonnage is required for statistical purposes, such as between freight originating locally
and that coming from connections, two columns may be provided on the register in
order that the weight may be classified without additional labor while writing the
register; the subdivision of the weight will be shown on the manibill. If so many sub-
divisions are necessary that it is impractical to carry a sufficient number of columns
on the register, the agent will classify the tonnage in his own way and show the sub-
divisions on the accounting manibill for the total of the day's business represented by
each register.
The accounting manibill supported by the register in duplicate with the freight bills
attached thereto will be sent to the agent at destination by whom the revenue will be
revised and all documents corrected if in error. The accounting department portions
of the freight bills and of the manibills will be press copied for the destination agent's
record and all fastened together, the accounting manibill on top, will be sent to the
accounting department with the abstract on which the latter only will be entered.
Both forwarding and receiving agents will abstract to the accounting department
only the accounting manibill carrying the totals of the register of the day's merchan-
dise business to each station.
The prepaid freight bill will be made at the same writing as the freight bill made at
the forwarding station for the receiving station.
The work ordinarily done at the receiving station is transferred to the forwarding
station and the work done at the forwarding station is eliminated, except as to the one
at- counting manibill for the totals of the register for each destination station. No more
than one item will be abstracted each day from each station to each station, between
which the plan is applied regardless of the amount of merchandise moving between the
two points.
The effect of this plan is well illustrated by the results at the points where first put
into effect and from which it has been named, i. e., from Chicago to Rockford on the
Illinois Central Railroad. Under the old plan 65 waybills were made for 265 consign-
ments moved on two days, but under the Chicago-Rockford plan only two waybills
would have been necessary. A comparison of items written under the two plans is as
follows:
ILLINOIS CENTRAL MAGAZINE 83
Waybill Unibill
At Stations Plan Plan
1. Waybills — consignments billed 265 0
2. Waybills — abstracted — forwarding Station 65
3. Waybills — abstracted — receiving station 65 2
4. Freight bills 265 265
5. Prepaid freight bills 106 0
6. Register to cashier (Same under both plans)
In Accounting Department
7. Items audited in accounts _ 65 2
8. Cards punched - 65 2
9. Total items affected 896 273
(On the Illinois Central Railroad items 3 and 6 have been written at one time, but
not so shown above, as the purpose is to indicate the methods prevailing with many
carriers.)
The freight bill used under the Chicago-Rockford plan will consist of as many
parts, made at one writing, as are made at both stations under the manibill and mul-
tibill plans. The plan should be limited to the larger stations which are supplied
with typewriters enabling them to make as many copies as are necessary at one
writing.
5
THE BLANKET MANIBILL
(Form 78)
For less than carload freight not handled in sufficient volume in solid carload lots
to come within the Chicago-Rockford plan, but heretofore handled on blanket way-
bills, the blanket manibill should be used. This carries three consignments, but may
be extended to cover an indefinite number of consignments under one number by
carrying forward the totals from sheet to sheet and fastening together the several
sheets of the waybill portion. The totals of the several consignments at the bottom
of the form will be abstracted.
Under this plan the forwarding agent will make at one writing the waybill, freight
bill and prepaid freight bill, or what is ordinarily done with three operations and with-
out more work than required to write the freight bill alone under the. waybill system.
The abstracting at the forwarding station will be the same as under the waybill
system. The blanket manibill consists of the waybill, freight bill, delivery receipt,
forwarding agent's copy and, by insertion the prepaid freight bill.
Receiving agents will make a combination abstract to the accounting department
and register to cashier and at the same writing, at the large stations, will make a
cashier's memorandum and notice of arrival under the multibill plan.
Under this plan all merchandise shipments not subject to the Chicago-Rockford
plan will be covered by the same number of manibills to be abstracted as under the
waybill system. Assuming 1,000 shipments one-third prepaid, moved on 300 waybills,
a comparison of entries under the two plans would be as follows:
Waybill Manibill
Plan Plan
Waybills — consignments waybilled 1,000 1,000
Waybills — abstracted — forwarding station (Same under both plans)
Waybills — abstracted — receiving station (Same under both plans)
Prepaid freight bills 333 0
Freight bills - 1,000 0
Register to cashier „ (Same under both plans)
Total items affected 2,333 1.000
(The number of items to be audited and card punched will be the same under both
plans.)
6
THE UNIT MANIBILL
(Forms 76 and 77)
For all other traffic than that covered by the Chicago-Rockford plan and the blanket
manibill, the local (unit) manibill should be used. This consists of the waybill, freight
bill, deliverv receipt, forwarding agent's copy and. by insertion, the prepaid freight
bill. For shipments containing a large number of items a unit manibill 8^x11 inches
(Form 77) has been provided. Unit manibills should be furnished printed two to a
sheet, as well as single, to save labor in inserting rarbon paper. The parts may be
united in any manner now employed for freight bills.
84 ILLINOIS CENTRAL MAGAZINE
7
THE MANIBILL— GENERAL
Under this plan the separate writing of one document will be saved for all collect
shipments and the writing of two documents will be saved for all prepaid shipments.
The waybill portion of all forms of manibills will be written with the typewriter and
copying ribbon or with copying pencil; all notations, check marks, etc., by conductors
and agents will be made with copying pencil. The agent at destination will take an
impression copy of the waybill portion before sending it to the accounting depart-
ment and will thereby have a complete record containing all notations, etc.
The manibill is necessarily limited to not more than four parts (the original and
three carbon copies), which is the largest number that may be legibly written with
copying pencil. Additional parts required at the large destinations will be made
under the multibill plan by carbon process at the same writing with the register to
cashier, thus providing for the needs of both large and small stations, without more
writing than is necssary to make the waybill at the forwarding point and the register
at destination and without useless parts anywhere.
When additional copies are required at the forwarding station for use in traffic
representatives and others, copying carbon paper may be used in making the for-
warding agent's copy and the required copies be made therefrom, or the necessary
copies may be made by carbon process.
The carbonization of the blanks is not an essential part of the scheme, as the use
of carbon paper will obviate the necessity therefor, but those adopting the forms
should carefully compare the additional cost of the carbonized strips or spots with the
cost of carbon paper and of the insertion thereof to accomplsih the same purpose.
Manibills in the forms enclosed herewith may be made on any correspondence
machine and the forms may be readily adapted to any special machine suitable for
freight billing.
Additional forms of the manibill are as follows:
Combination of bill of lading, waybill and freight bill for issuance by shippers on
a reciprocal basis.
Combination of conductor's waybill, bill of lading, waybill and freight bill.
Combination of company's material waybill and freight bill.
Combination of over report, waybill and freight bill.
(These forms will be furnished upon request.)
8
THE INTERLINE MANIBILL
Reciprocal arrangements may be made with other carriers for the use of an inter-
line manibill. The waybill and forwarding agent's copies only will carry the name of
the issuing carrier and the name of the destination carrier will be written with type-
writer or pencil in the space on the freight bill, delivery receipt, etc., corresponding
to that occupied by the name of the initial carrier on the waybill portion. The head-
ing of the waybill will read:
"ILLINOIS CENTRAL RAILROAD
To ( Railroad) "
and the name of the destination carrier will be inserted with the typewriter or pencil
on the other parts at the time the manibill is written or the freight bill, delivery
receipt, etc., for the destination agent could be left blank as to the name of the railroad
which may be inserted by destination agent by stamp or otherwise.
For freight received on interline waybills, agents at destination will make freight
bills, using the "Chicago-Rockford Plan" forms at the large stations and the Manibill
at the small stations.
9
THE PREPAID FREIGHT BILL
(Forms 167 and 167-A)
The prepaid freight bill is made to register with all destination freight bills used
under the Chicago-Rockford and manibill plans and will be made at the same writing
therewith. When typewritten this is accomplished by the use of a device by which the
prepaid bill is automatically lined up with the freight bill with which it is written.
Thus the prepaid freight bill, the waybill and the destination freight bill, ordinarily
made at three writings, are made at one and the same time at one writing.
10
THE MULTIBILL
(Forms 88 and 91)
The various forms of manibills for use on the Illinois Central Railroad include only
such parts as are required at the medium and small-sized destinations, at which the
cashier's memorandum is not used (the entries being made direct to the cash book
ILLINOIS CENTRAL MAGAZINE 85
as freight bills are paid) and notices of arrival are issued for only a small percentage
of shipments received.
The difficulty in providing the additional parts of the freight bill for large destina-
tions has no doubt been the cause of the rejection of the manibill by the larger car-
riers. The issuance at forwarding stations of special forms for shipments to large
destinations has been necessary or the general use of a form sufficient for them has
resulted in unnecessary parts at the small stations at a loss of labor and stationery.
The additional parts required at the large destinations could be supplied by writing
them thereat, but this would be equivalent to writing the freight bills and would,
therefore, offset any advantages that would otherwise accrue from making the freight
bills at the same time as the waybills.
To overcome these obstacles to the adoption of the manibill the multibill plan was
devised under which the cashier's memorandum and notice of arrival are made by
carbon process without added labor at the same time as the register to cashier, a
necessary record at all large stations. This is accomplished by grouping those col-
umns of the register containing the information required on the two documents and
providing by added columns or by doubling the use of columns such additional infor-
mation as may be necessary and superimposing the memorandums and notices on the
register in such a manner that all are written at one time. This involves the use of a
special attachment to the typewriter which may be applied to any typewriter at little
or no expense or is included with the equipment of the special abstracting machines
of the several makes.
This combination of the abstract, register, cashier's memorandum and notice of arri-
val makes possible the issuance at forwarding stations of a form of manibill that will
meet the needs of small and medium-sized stations without unnecessary parts since
large stations may supply their needs by means of these parts written simultaneously
with the register to cashier.
The multibill plan is a solution of a problem that has confronted the large carriers
when attempting to adapt the manibill to their conditions.
11
Typewriters are necessary for preparing freight bills under the Chicago-Rockford
plan because the number of parts required could not be satisfactorily made with a
copying pencil. Typewriters are not essential for any other part of these plans, but
are desirable under the multibill plan for making the combined abstract, register to
cashier, cashier's memorandum and notice of arrival. This limits the necessary use
of typewriters to the few billing points making freight bills under the Chicago-Rock-
ford plan and to the large stations requiring the cashier's memorandum.
The typewriter should be supplied more generally than may be essential for the
plans of billing because the forms were specially designed for the typewriter and
great speed in billing is possible therewith. Exhaustive tests have shown that 25 per
cent greater speed can be made with the typewriter than with the pencil for mani-
billing, and it would be profitable to use the machine wherever the number of ship-
ments is sufficient that the saving of time would justify the expenditure for machines.
The wide carriage typewriter now used for waybilling may be reapoortioned to those
stations that will use the multibill plan, since the machines used for freight billing will
be best suited to all forms of manibills. while those used for waybilling may be used
under the multibill plan, after slight changes, by adding an attachment for holding
the cashier's memorandum. All typewriters should have tabulator stops.
Baggage and Mail Traffic Department
Order of the Postmaster General
Restrictions on Mailing of Parcels to American Expeditionary Forces
Office of the Postmaster General.
Washington, March 28, 1918.
Order No. 1259.
On and after April 1, 1918, parcels for members and individuals connected
with the American Expeditionary Forces in Europe shall not be accepted for
mailing or dispatched unless they contain such articles only as are being
sent at the written request of the addressee, approved by his regimental or
higher commander or an executive officer of the organization with which he
is connected.
A. S. 'BURLESON,
Postmaster General.
Office of Third Ass't Postmaster General,
Washington, March 28, 1918.
Postmaster and postal employes are instructed to give wide publicity to
the foregoing Order No. 1259, prohibiting the acceptance for mailing to
members of the American Expeditionary Forces in Europe of parcels con-
taining articles other than those which are being sent at the written request
of the addressee, approved by his regimental or higher commander or an
executive officer of the organization with which he is connected.
Postmasters must secure the assurance of the sender in each case that all the
articles contained in the parcel are sent at the addressee's approval written re-
quest, and that such request is inclosed in the parcel, by requiring the sender
to place on the wrapper of the parcel under his name and address the follow-
ing indorsement:
"This parcel contains only articles sent at approved request of ad-
dressee, which is inclosed."
The aproved written request shall be inclosed in the parcel.
Parcels containing articles not being sent in accordance with such approved
written request shall not be accepted for mailing. Such parcels when offered
for mailing shall be returned to the sender.
The foregoing order and instructions are issued at the request of the War
Department and in pursuance of an order of that Department dated March 26,
1918, which provides as follows :
"In future, shipments of any articles to members of the American Ex-
peditionary Forces abroad will be limited to those articles which have
been requested by the individual to whom same are to be shipped, such
request having been approved by his regimental or higher commander.
Parcel-post shipments will be accepted by the Post Office authorities and
other shipments by express or freight companies only upon presentation
of the above approved request in each individual case."
The Post Office Department believes that this action is prompted by mili-
tary necessity and that the public will cheerfully acquiesce in it. Post-
masters are hereby instructed to enforce it rigidly.
A. M. DOCKERY,
Third Assistant Postmaster General.
86
FROM THE LAW DEPARTMENT
Commerce Decisions
Demurrage charges do not stop accruing pending settlement of dispute. —
In Ewing v. Spokane International Ry. Co., et al., 48 ICC 416, the Commission
said: "Demurrage of $6 accrued at destination on account of the consignee's
contention that the shipment had been misrouted and its refusal to pay charges
at a rate higher than 52 cents. When this amount of demurrage had accrued
the delivering line consented to deliver the shipment on the basis of the 52-
cent rate plus the accrued demurrage, with the understanding that the matter
of misrouting would be settled later. The demurrage charges thus accrued
during the pendency of a dispute as to the lawful rate, and as the consignee
refused to pay the rate legally applicable over the route of movement, they
were properly assessed. Conf. Rulings 32 and 220e; Peller v. P. R. R. Co.,
40 ICC 84." '
When rate and 'route conflict — agent's duty. — In Ohio Salt Co. v. B. & O.
R. R. Co., et al., 48 ICC 423, the shipper tendered to the carrier a bill of lading
specifying the route and also a rate which did not apply over any route. The Com-
mission did not find the combination rate applied unreasonable, but held that the
shipment was mis-routed by the initial line. The opinion proceeds :
"Defendants contend that the shipment was not misrouted, and deny that the
rate charged was unreasonable. Defendant Baltimore & Ohio also urges that
the rates beyond Cleveland were not; and could not be known to its agent at
Rittman. But that agent should not have accepted the bill of lading with both
route and rate inserted until, if unable to check them from his station files, he
had confirmed them upon inquiry from appropriate sources. The conflict between
the routing instructions and the rate named made it the duty of the initial carrier
to obtain further and definite instructions from the consignor, and its failure to
perform this duty renders it liable for the additional charges resulting from the
misrouting. Union Saw Mill Co. v. St. L. I. M. & S. Ry. Co., 40 ICC 661, 665."
Specific routing observed. — In McCaull-Dinsmore Co. v. C. B. & Q. R. R.
Co., et al., 48 ICC 508, the Commission said: "We have uniformly held that
where a consignor specifies routing by a carrier which, in connection with the
originating line, forms, a through route from point of origin to destination, the
initial carrier cannot be charged with having misrouted the shipment if it bills
it over that route instead of selecting a cheaper route in which those carriers
participated, but with a third carrier intervening. Stebbins v. D. L. & W. R. R.
Co., 42 ICC 150."
Reconsignment 'maximum, charge. — The Commission reaffirmed the Central
Commercial and Doran Cases, 27 ICC 114, 33 ICC 164, 523, holding that where
a shipper reconsigned at Potomac Yard, Va., to Jeannette, Pa., a carload of cullet
originally consigned from Winston-Salem, N. C., to New Kensington, Pa.,
no reconsignment privilege being accorded by the tariff, the exacting of the com-
bination rates on Potomac Yard resulted in the payment of unreasonable rates
87
88 ILLINOIS CENTRAL MAGAZINE
and that the carriers should have permitted the diversion on the basis of a through
rate plus a maximum charge of $5.00 for extra service incident to the diversion.
American Window Glass Co. v. Southern Ry., 48 ICC 451.
Limitation of liability — Cummins Amendment — Rates requiring declaration of
value. In Williams v. Hartford & New York Transportation Co., et al., 48 ICC
269, the Southern Classification provides ratings on soap in containers other
than glass and earthenware in any quantity, depending upon the value of the
soap declared in writing by the shipper. The Commission held that the rates
based on such classification ratings, which were in effect when the Cummins
Amendment of August 9, 1916 was approved, and which rates the carriers
have not been authorized or required to maintain by order of the Commission,
are unlawful. The Commission cities the Cummins Amendment Case, 33 ICC
682, Express Rates, 43 ICC 510, and the opinion proceeds, p. 274 :
"We think that the principles announced in that case, which were followed in
Live Stock Classification, 47 ICC 335, are controlling here. Under the act, as
now amended, we cannot fairly or effectively differentiate between released rates
and rates based on actual value, for the reason that carriers can have no knowl-
edge of the actual value except a\s declared by the shipper. In view of the fact
that the rates assailed require a declaration of value by the shipper, and were pub-
lished without our authority, we are of the opinion that they are unlawful. The
record does not afford a satisfactory basis for the fixing of proper rates for the
future. The case will be held open pending the publication of rates revised in ac-
cordance with our conclusions herein. If this is not done within a reasonable
time, the matter may be called to our attention and the case will be assigned for
further hearing with a view to making an adequate record upon which to base an
order for the future."
New order in Shreveport Case. — In Railroad Commission of Louisiana v. A.
H. Terminal Ry. Co., et al., 48 ICC 312, opinion by Chairman Hall, the Commis-
sion's report on rehearing reviews the previous reports in this case, viz., 23 ICC
31, 205 Fed. 380, 234 U. S. 342, 34 ICC 472, 41 ICC 83, 43 ICC 45, and 48 ICC
283, and then prescribes a new schedule of maximum class and commodity rates
for use between Shreveport, La., and points in Texas interstate common *point ter-
ritory, effective May 1, 1918. As to certain other commodities, carriers are re-
quired to establish between the same points rates "that shall not exceed the class
rates as reasonable maxima for the classes to which those respective commodities
belong for like distances." The carriers are required to cease collecting for trans-
portation between Shreveport and points in Texas any higher class rates or higher
rates on the commodities named, than they contemporaneously maintain and apply
to the transportation of like property for like distances between points in the
state of Texas, with certain exceptions named under the head of points on or
near the Gulf of Mexico; and that they must apply between Shreveport ana
points in Texas "the provisions of the Western Classification in effect at the time
such traffic moves, with such exceptions as are applied on interstate traffic be-
tween points in Texas and points in contiguous states north and east thereof,
as stated in Southwestern Lines Classification Exceptions and Rules Circular,"
and that the carriers must abstain from maintaining between Shreveport and
points in Texas any other or different classification rules, or any other higher
rating or carload minimum, than they contemporaneously maintain and apply to
the transportation of like property within Texas.
"Refrigeration charges sustained. — -In Unit Marketing System Case, 48 ICC
510, shippers of vegetables in the Southwest complained of the carriers' rule
assessing refrigeration charges on carload shipments of precooled vegetables in
refrigerator cars, initially iced by the shipper and tendered to carriers for inter-
state markets with instructions not to re-ice in transit, as being unreasonable, and
ILLINOIS CENTRAL MAGAZINE
89
they ask that such cars be transported to St. Louis at a charge of $7.50 per car
in addition to the transportation rate. The Commission found that the application
of stated refrigeration charges on such shipments was not unreasonable.
Higher carload minimum weight on potatoes in summer than in zvinter. — In
Northern Traffic Association v. B. & O. R. R. Co., et al., 48 ICC 303, opinion by
Commissioner Clark, it was held that on shipments of potatoes in carloads from
points in Minnesota to certain points in Official Classification territory east of
Illinois-Indiana line, the carriers have justified for all cars of not less than 1,615
cubic feet capacity a minimum of 36,000 pounds during the months of October to
April, inclusive, and for all cars a minimum of 30,000 pounds during the months
of May to September, inclusive.
Adjacent foreign country. — A wholesale dealer in lumber at Spokane, Wash.,
complained that rates from Waldo, B. C, to various points in North Dakota arc-
unreasonable and unjustly discriminatory. The traffic enters the United States
at Gateway, Mont., which is 15 miles south of Waldo, both on the Great Northern
Railway. The plaintiff contended the rates from Waldo are unreasonable and
unjustly discriminatory to the extent they exceed the rates from Gateway to the
same points; in other words, that the Canadian point of origin is subjected to
unreasonable, discriminatory, or prejudicial rates; but the Commission held that
this case is governed by International Paper Co. v. D. & H. Co., et al., 33 ICC 270,
where it was said it is well settled by numerous decisions that the extent of the
Commission's authority in connection with transportation to an adjacent foreign
country where it was said it is well settled by numerous decisions that the extent of
the United States; that the Commission cannot require the maintenance of joint
rates from Canada into the United States nor control the charges that carriers
in Canada may make -for transportation service in that country; that the Com-
mission may require carriers to cease from continuing joint rates complained of
and establish their own rates for the service within the United States, and that
in this event the traffic would then move on combination of rates. The complaint
was accordingly dismissed. Good v. Great Northern Ry. Co., 48 ICC, 435.
Lady's Coat Recovered, Owner Expresses Thanks
to the Agent
R. E. Conway, Ticket Agent,
Illinois Central Railroad Co.,
Kankakee, 111.
Chicago, 111., March 11, 1918
Dear Sir:
The writer rushed in to get a ticket at your office last evening and left
his wife's heavy coat behind him, which you are so kindly forwarding.
Wish to thank you for your thoughtfulness and as the writer expects to
be in Kankakee, in a short time will be glad to call on you.
Thanking you again for your kindness in this matter, I remain
Very truly yours,
F. J. LEWIS MFG. CO.
By J. L, Hagaman.
Meritorious Sorvico
r^AVORABLE mention is made of the fol-
X^ lowing conductors and gatekeepers for
their special efforts in lifting and preventing
the use of irregular transportation in con-
nection with which reports (Form 972) were
rendered to the auditor of passenger receipts,
who, in cases of this kind, advises the other
departments concerned, so that proper action
may be taken, all pass irregularities being
brought to the attention of the vice-president.
Chicago Terminal.
During February the following gatekeepers
lifted commutation tickets account of being in
improper hands : Eleanor Jacobs and R.
Fraher.
St. Louis Division.
Conductor J. H. Davis on train No. 203,
February 8, lifted going portion of employe's
trip pass on account returning portion being
missing and collected cash fare.
Mississippi Division.
Conductor B. B. Ford on train No. 2, Feb-
ruary 8, lifted going portion of trip pass on
account returning portion being missing and
collected cash fare.
Conductor F. J. Hines on train No. 23,
February 19, declined to honor mileage book
on account having expired and collected cash
fare.
Louisiana Division.
Conductor G. O. Lord on train No. 1, Feb-
ruary 6, lifted mileage book on account being
in improper hands and collected cash fare.
Conductor E. S. Sharp on train No. 331,
February 4, declined to honor mileage book
on account having expired and collected cash
fare.
Conductor R. E. Mclnturff on train No. 24,
February 14, lifted expired card ticket from
passenger who admitted having previously se-
cured transportation on same, and collected
cash fare.
Conductor L. E. Barnes on train No. 1,
lifted annual pass on account having been
altered. Passenger refused to pay fare and
was required to leave the train.
On train 34, February 24. he lifted employe's
trip pass on account not being good for pas-
sage in territory presented. Passenger re-
fused to pay fare and was required to leave
the train.
Memphis Division.
Conductor S. M. Todd on train No. 313,
February 17, declined to honor local ticket on
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
New Orleans Division.
Conductor S. K. White on train No. 15,
February 18, declined to honor mileage book
on account having expired and collected cash
fare.
Division News
Indiana Division.
Gen. Supt. Transportation J. F. Porter-
field went from Mattoon to Evansville on
Indiana Division, March 21st.
Miss Victoria Gustafson of the Chief Dis-
patcher's office has returned to work after
an illness of about ten days, following an
operation on her throat.
E=trl McFadden, formerly Tonnage Clerk,
paid us a short visit this month.
Pensioner S. P. Munson, who was Clerk
to Supervisor B. & B. until December, 1917,
died at his home in Mattoon, March 13th.
We will all miss the visits of Mr. Munson
to the office.
Miss Flora Adrian of Master Mechanic's
Office is on the sick list, having had her
tonsils removed.
Car Distributor O. H. Hallman and As-
stant Engineer R. Cowgill announce the ar-
rival of a boy at each of their homes.
Minnesota Division.
Engineer Maintenance of Way, A. F. Blaess
made an inspection trip over Minnesota Di-
vision, March 6th and 7th.
Work on the new Telephone Exchange in
the Division Offices at Dubuque is now in
progress.
Former Superintendent Atwill, wife and
son, Billy, recently spent the week end in
Dubuque.
E. J. Riley, Private Secretary to General
Superintendent Williams at Waterloo, stopped
over in Dubuque a few days before leaving
for Columbus Barracks, Columbus, Ohio,
where he has enlisted for military training.
F. J. Permantier, of the Internal Rev-
enue offices at Dubuque, succeeds Mr. Riley
at Waterloo.
Yard Master J. E. Nihlean has resumed
duties after a short visit to Iowa City.
W. 'F. Hardy, assistant chief clerk to su-
pertintendent, and E. F. Lynch, chief clerk to
road master, have been called to Waterloo
for examination. Both came out with flying
colors and they express themselves as "ready
to go when Uncle Sam calls for good men."
C. F. Dugan, of the accounting force at
Dubuque, is away on a vacation, visiting
90
ILLINOIS CENTRAL MAGAZINE
91
New Orleans and other points in the south.
N. A. Howell, Instrumentman, departed
for his home in Belzoni, Miss., March 26th,
where he has been called for military service.
Private T. J. Ahern, formerly accountant
at the Freight Station at Dubuque, has been
transferred from Camp Dodge to Company
A, 36th Engineers at Camp Grant.
John Hall, Tonnage Clerk, has accepted a
position in the office of the Freight Service
Department at Chicago. L. F. Weiler, as-
sistant tonnage clerk, succeeds Mr. Hall, and
Miss Hilda Schwartz succeeds Mr. Weiler.
William McFarland, messenger in the Su-
perintendent's office at Dubuque, has received
two promotions in the past few weeks. "Bill"
was promoted to messenger at the Freight
Station and now since a vacancy existed in
the superintendent's office he is file clerk.
Vernon Hammond succeeds Bill as messen-
ger.
Accountant J. C. Neft visited in Cedar Rap-
ids, Sunday, March 23rd.
J. H. Wells, an operator at Dubuque, is
in receipt of a letter from former operator,
F. Belscamper, now a member of Company A,
13th R. R. Engineers, in France. The letter
will be of particular interest to the operators,
many of them friends of Mr. Belscamper,
all of whom will be glad to hear of his life
behind the trenches. The letter is printed
in full in the Military Department.
Hotel Hayes
and Annex
64-- St. and University Atf,
Chicago
Popular Price
Family Hotel
American Plan
'Rates:
Single $ 8 5P to $14 ^ per weeL
Double 16 ^ to 19 r
Four blocks from new 63 ~ Street
depot and office building
DISCARD YOUR OLD
OVERALLS
Pat.
June 8.
1915
For
there is
so,me-
thing
Lots
etter
Don't
confuse
Patented but-
ton-down skirt
showing neat
jacket effect.
The Patented
"Sensible"
with the common
one-piece overall
Suit! Good dealers
have them or can
get them for you.
Popular Prices
Write for descrip-
tive circular.
Skirt up show-
in? suspenders
which are at-
tached to back
of jacket.
. Showing the
convenientdrop
seat arrange-
ment.
JOHNSTON & LARIMER
MFG. COMPANY,
Dept. 1C Wichita, Kans.
OLD KENTUCKY, HOME GROWN, NATURAL LEAF TOBACCO
— In Hands
Cool, Sweet, Juicy, Mellow and Mild— THE IDEAL TOBACCO—
The Kind All Real Tobacco Users Like
Orlie Nimmo, Camp Lee, Medical Department, Petersburg, Va.,
says: "Please ship me five pounds of Old Home Spun. I had
rather have your Tobacco than all the manufactured tobacco in
If you will try my OLD KENTUCKY HOME SPUN you will
be pleased and will write a testimonial equal to the above. Ken-
tucky has the best Specially selected from my own crop. One
pound, 60 cents; five or more pounds, 50 cents per pound. Small
sample, 25 cents.
RUBLE McNEILL. Boaz. Kentucky
Wisconsin Division.
William F. Gleason, for a number of years
Assistant Chief Clerk in Superintendent's of-
fice, has accepted position as Asssitant in Gen-
eral Superintendent Williams' office at Water-
loo, Iowa. Mr. Andrew B. Tracy is filling
position vacated by Mr. Gleason. "Bill" laid
one over on us when leaving, he taking unto
himself a wife before departing for the west
and we had to go to Chicago to find it out.
You have our very best wishes, Bill.
Henry A. Lichtenberger, employed as Ton-
nage Clerk in Superintendent's office, has been
drafted for military service in the Regular
Army and will leave for Fort Williams, Port-
land, Me., on April 3rd. Vacancy caused by
Henry's leaving will be filled by Paul Donahue.
Following enginemen have been called for
service in the Engineers Corps and have gone
to Ft. Leavenworth — J. J. Burns, M. M. Bran-
nick, W. J. Finn, N. W. Sandstrum, D. D.
Smith, E. A. Smith, Fred Alder and T. R.
Burns. This makes a total of approximately
Please mention this magazine when writing to advertisers.
92
ILLINOIS CENTRAL MAGAZINE
TYPEWRITERS
All Mahes— $10 to $50
We Save You Money
These machines are factory rebuilt by the
famous "Young Process." This means
that every machine is as good as new — so
good that we GUARANTEE them. Sold
for low cash, installment or rented. Send
NOW for free Catalog and details.
Young Typewriter Co., Dept. 581, Chicago
150 men from this Division now with the col-
ors, "Over Here" and "Over There."
Miss Marion Patterson, recently employed as
Diversion Clerk in Agent's Office at Freeport,
has been confined to her home with the mumps.
She's -not a "kid" either.
Ez Pfile, formerly Assistant Time Keeper in
the Superintendent's office, has resigned his po-
sition to go into the photograph business, con-
nected with the Emmertt Drug Company. He
will be glad to meet all his old friends, as well
as new ones. Vacancy caused by his leaving is
being filled by the able "Boots" Beauveau,
formerly Bill Clerk in the Agent's office.
"Boots' " job is now being capably taken care
of by Miss Nell Riordan, formerly Diversion
Colonial Hotel
G325 Kenwood ^Av.
'Phone Klackstone 4400
Chicag o
E
Plan,
uropean
$4.™ to $7.^°
One block from new 63r~Si.
office building and depot..
Hayes^ros.
M.L. Tyson, Mgr.
jpmimiimiiiimmiiimiiiiiiiiimiimmiimiiiimiiiiiiiiimiiiiiim
I The Ideal Wet Weather Shoe I
Mayer DRY-SOX Shoes will keep your feet dry and warm and protect you against =
- ram, snow and slush. They are comfortable, stylish and are remarkably long =
~ wearing. S
DRY- SOX
I SHOES HONOR8ia
— Built on different lines from other shoes.
™ Their construction makes them as waterproof
— as a leather shoe can be made.
Warning: — Be sure you get
this big shoe value. Look for
the name Dry-Sox and Mayer
trademark stamped on the sole.
We also make Honorbilt Shoes
for men, women and children.
Solid Oak Tanned Out Sole ~
Choke Seam Welt sewed in with leather Welt, ~
i waterproof as it is possible -
Animal Parchment (Pi{J's Bladder) °6e '* —
over entire bottom of shoe •••
= F. Mayer Boot & Shoe Co., Milwaukee, Wis
iTilllllllllilllliiiillllllllllllllliliilllllllliliiiiillllllililllilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllliiin
Please mention tfhis magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
93
Clerk, the latter position now being occupied
by Miss Marion Patterson.
Miss Mary Peck, Cashier in Agent's office
at Freeport, was confined to her home for a
few 3ays on account of illness.
The coming of spring shows business for
the cantonment at Rockford picking up; peo-
ple are again beginning to visit Camp Grant
in large numbers.
Williams Roberts, Ticket Agent at Rock-
ford, has enlisted for the service with the
U. S. A.
L. S. Taylor, Train Dispatcher, is confined
to his home on account of illness.
M. J. Madden and Sam Davis, Dispatchers,
have again taken up the discussion of fishing
as soon as weather will~ permit. Good luck,
boys.
Captain Lyons, formerly Asssitant Engi-
neer on this Division, has been transferred to
Georgia fom Fort Omaha.
George W. Farnum, Conductor, who for
some time was critically ill, is reported as
some better.
New telephone system has been installed
at Freeport under the able supervision of
"Tony" Bauch and placed in service the fore
part of February. This is a great improve-
ment over our old method of communication
and eliminates the loss of a great deal of
time in securing connections.
Fred H. Hinton, Traveling Engineer who
was injured some months ago, is improving.
He is now taking treatment at the I. C. HOST
pital in Chicago.
Valentine Wickler, our proficient Gardener,
has been very busy lately preparing to put
our lawns in first class shape and get the
flower beds planted.
The Division Offices have proven by a can-
vass to be 100 per cent in the purchase of
thrift and war savings stamps.
Miss Mabel Miller, Stenographer in the
Superintendent's office, was compelled to be
away for a day on account of illness.
On the third day of April, 1918, at the
home of her parents at 202 State Street,
Miss Myrtle Meyer, for a number of years
Stenographer in Superintendent's office, was
united in the holy bond of matrimony to
Clyde Featherling, an employe of the Ameri-
can Express Company at Albert Lea, Minn.
Mr. Featherling is on the eve of departing
for some training camp to become a part
of our great army. Miss Meyer had asked
for a week's vacation, which was gladly al-
lowed in view of the able manner in which
she handled the work in the office for the
past number of years, but little did we think
that Myrtle was "slipping one over on us."
Mrs. Featherling is the daughter of "Bill"
Meyer, one of our old passenger engineers.
Cards have been received advising that
Lloyd Gray, former Tonnage Clerk in the
Superintendent's office, and Custer Redman,
former Brakeman on this division, had ar-
rived safely "Over There."
Roadmaster Boland and his assistants are
The Burlington
Smashes
Mail the
Coupon
TODAY
for Free
Watch
Booh
All Watch
Competition
Look!
SI Ruby and Sap- •
hire Jewels —
Adjusted to the
second —
Adjusted to
temperature —
Adjusted to
isochronism —
Adjusted to
positions —
25 year gold
strata case —
Genuine Mont-
gomery Ra.il-
road Dial —
New ideas in
Thin Cases.
ureadnongnta. some nave over T
800 Burlintftoua aboard.
Only
And all of Miis for
A
Month
&.50 — only $2.50 per
month — a frreat reduction in watch price— direct to
you — positively the exact prices the wholesale dealer
would have to pay. Think of the high-grade, guar-
anteed watch we offer here at such a remarkable
price. And if you wish, you may pay this price at
the rate of only $2.50 a month. Indeed, the days of
exhorbi taut watch prices have passed
See It First!
You don't pny a cent to anybody until you see the
watch. You don't buy a Burlington watch without seeing it.
Look at the splendid beauty of the wa ch itself. Thin model,
handsomely shaped — aristocratic in every line. Then look at
the work'! There you will Foe t'-e masterpiece of w:itch
makers Bk'll. A timepiece adjusted to positions, tempera*
ture and isochronism.
Free Watch /
Get the Burl ing-
ton Watch Book .
by s e n d i n g V
this coupon now. You will <f
know a lot more about watch £
buying when you rc-ul it. ^ PIea
You will be able to "slocr
clear" of the over-priced ^
watches which are no
, better. Send the or>u- J
pen today for the book xr
and our offer. XK
Burlington / N<
Watch Co. /
19* St. & Marshall >* Addrett
$lvi,Depl 7504 >*
Chicago f
FreeWatch
Book Coupon
Burlington Watch Co.
se Bend me (without
with full explanation of your
™*£ or $2.50 a month offer on
the Burhngton Watch.
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
busy, getting Forreston Grave Pit ready for
operation to supply gravel to Northern and
Western Lines during the ensuing season.
The DayHght Saving Law was put into
effect on this division without any confusion
whatever, everybody falling in line simulta-
neously.
Absolute permissive block signal system
was placed in operation between Alworth
and Rockford, 12:01 P. M., Wednesday
March 27th.
George Dunlop, Traveling Passenger Au-
ditor, spent a day with us during the month.
Cast Steel
Buckeye Truck Frames, Truck Bolsters,
Key Connected Yokes and Journal Boxes,
"Major" Top Lift and Side Lift Couplers
The Buckeye Steel Castings Company
Works and Main Office: COLUMBUS, OHIO
New York Office:
1Z74 No. 50 Church Street
St. Pan!, Minn. Office:
Chicago Office:
619 Railway Exchantf Bldf .
No. 706 Pioneer Bldg.
BY THE WAY
Diplomacy is essential, even in a country
station-master. Witness a postcard from
the local station agent to the Republican
Magistrate:
"Sir: Please send without delay for the
case of books directed to you, which is ly-
ing, at this station, and is leaking badly"
— Life.
"I have a plan to relieve the paper shortage
at a stroke."
"Huh?"
"No railroad ticket to be over one yard in
length."— Right-Way Magazine.
United Supply & Manufacturing Co.
Railway Exchange
Chicago
Wool and Cotton Wiping and Packing Waste
Nuts, Bolts, Rivets, Spikes
Axles
American Rail Leader
Ideal Park, Endicott, N. Y.
OUR RED BLOODED FRIENDS— OUR WORKERS— AT PLAY
Makers of Leather and Leather Jfioes
ENDICOTT NEWYORK
"We make GOOD Shoes and we'd like to sell them to you"
Please mention this magazine when writing to advertisers.
Ihi hinds ofovtioWima soil-
at the front
b Wtappinq HoMdna ,
MAY
1918
Vol.6
CENTRAL
MAGAZINE
Relief for Sensitive Feet
Mayer Honorbilt Cushion Shoes relieve tender, sensitive,
tired feet. They give solid comfort and complete satis-
faction. Warm in winter, cool in summer.
Honorbilt
Cushion
SHOES
Note substantial construction. Cushion sole Is tufted to
leather insole, making one Inseparable unit — cannot work
up in ridges, crease or slip out of place. Patent applied for.
Most practical and comfortable cushion shoe made and
right up-to-date in style.
CAUTION — Be sure to get the
genuine M. a y e r Honorbilt
Cushion Shoe — look for the
name Mayer and trademark
stamped in the sole.
We make Honorbilt Shoes for
i men, women and children; Mar-
tha Washington Comfort Shoes
and Dry-Sox wet weather shoes. If your
dealer does not carry them, write us and we
will see that you are supplied.
F. Mayer Boot & Shoe Co
Milwaukee. Wis.
Steel Shank Solid OaK
Tanned Heel
__ Solid Oak
Solid OaKTanned Insole , Tanned Outer Sole
'inside Cork Fillind^Stitched Through Inner Sole and Fastened Underneath,
KERITE
Insulated Wires and Cable
Be guided by facts, not theo-
ries— by performance records,
not claims — by experience,
not prophecy. Every consid-
eration points straight to
KERITE for permanently
satisfactory and economical
service.
185O
1918
KERITE £,SRUELA™A.LE COMPANY
NEW YORK
CHICAGO
NATHAN
BULL'S EYE
LUBRICATOR
A new type that may be
safely relied upon under
all conditions of mod-
em locomotive service.
The new form of "DISC" glass is unbreakable to
far as human agency can provide. Danger to
engmemen and delays to bains, resulting from break-
age, has been practically eliminated.
Every lubricator conforms to our high standard
of material and workmanship and is subjected to
tests of extreme severity before shipment
Descriptive Catalogue on Request.
Nathan Manufacturing Co.
Injectors and Attachments
Lubricators and Oileii
Engine and Boiler Fitting!
85-93 Liberty St., NEW YORK
Western Office: 1612 Old Colony Bid*, Chicago
Kenfield- Leach Co.. Printers, Chicago.
CONTENTS
J. L. Beven — Frontispiece.
Present German Warfare One Against Mankind 11
Address by Hon. W. G. McAdoo, Secretary of the Treasury,
to Railroad Employes at El Paso, Tex., April 17, 1918 12
United States Railroad Administration Circular No. 24 20
Contribute to the Red Cross — Buy War Savings Stamps 22
Work or Fight 27
Appointments and Promotions 34
Military Department —
The Typical American and the War ' 35
Windy City Echo 37
Engineering Department —
The Engineer _ _,,.. 43
Mechanical Department —
Handling Refrigerator Cars for Banana Loading — New
Orleans , 44
Claims Department A..... 49
Development Bureau —
Southern Agricultural and Livestock Development 56
Roll of Honor ,...: 58
Transportation Department —
Efficiency and Economy of Operation 59
Hospital Department —
House Insects and How to Destroy Them ...61
Offer of Brotherhood of Locomotive Engineers to Assist in
Winning the War is Appreciated and Acknowledged by
the General Manager „.: 63
Passenger Traffic Department —
Why He Never Married 64
Notes of Interest to the Service 76
Safety First
Springfield Division Safety Meeting '...81
Law Department 83
The Claims Committee Work 88
Meritorious Service ....89
Division News .. '..I!91
Published monthly by the Illinois Central R-.R-. Gx. in the
interest of the Company and its ^)4CS) Employes
Advertising Rates on Application
Office 1201 Michigan Av- Telephone Wakask 2200
Chicago Local 33
... 15 $ per copy, $13? per year . . .
J. L. BEVEN, ASSISTANT TO THE VICE PRESIDENT
ENTERED the service 1899, local freight office, New Orleans. Subse-
quently employed as Chief Clerk to the Superintendent and General
Superintendent. Appointed Train Master, promoted Superintendent New
Orleans Terminal, 1916. Selected on staff Regional Director, Southern Roads,
Atlanta, Ga.
Appointed assistant to Executive Vice President April 19, 1918.
ILLINOIS CENTRAL
Magazine
Vol. 6
MAY, 1918
No. 11
Present German Warfare One Against Mankind
The World Must Be Made Safe for Democracy
Woodrow Wilson
On the third of February, I officially
laid before you the extraordinary an-
nouncement of the Imperial German
Government, that it was its purpose to
put aside all restraints of law or of hu-
manity. The new policy has swept every
restriction aside.
Even hospital ships and ships carrying
relief to the sorely bereaved and stricken
people of Belgium which were distin-
guished by unmistakable marks of iden-
tity, have been sunk with the same reck-
less lack of comparison or of principle.
I was for a little while unable to be-
lieve that such things would in fact be
done by any Government that had hither-
to subscribed to the humane practice of
civilized nations.
I am now thinking only of the wanton
and wholesale destruction of the lives of
non-combatants, men, women and chil-
dren, engaged in pursuits which have
always, even in the darkest periods of
modern history been deemed innocent and
legitimate — Property can be paid for, the
lives of peaceful and innocent people can-
not be.
The present German warfare is a war-
fare against mankind.
Our motive in this war will not be re-
venge or the victorious assertion of the
physical might of the nation, but only
the vindication of right, of human right,
of which we are only a single champion.
We will not choose the part of sub-
mission and suffer the most sacred rights
of our nation and our people to be ig-
nored, trampled upon or violated. The
wrongs which we now array ourselves
against are no common wrongs, they
cut to the very roots of human life.
The granting of adequate credits to the
Government, sustained, I hope, so far as
they can equitably be sustained by the
present generation by well conceived tax-
ation, is vital. Our forces are in the field,
and we must help them in every way to
be effective there.
One of the things that have served
to convince us that the Prussian Autoc-
racy is not and could never be our friend,
is that from the outset of the present war
it has filled our unsuspecting commun-
ities, and even our offices of Government,
with spies and set criminal intrigues
everywhere afoot against our National
Unity of Counsel, our peace within and
without, our industries and our com-
merce.
The intercepted note to the German
Minister at Mexico City is eloquent evi-
dence that the German Government
means to stir up enemies against us at
our very doors.
We are glad now that we see the facts
with no veil of false pretense about them,
to fight thus for ultimate peace of the
world and for the liberation of its people,
the German people included ; for the
rights of nations, great and small, and
BUY WAR SAVINGS STAMPS
11
12 ILLINOIS CENTRAL MAGAZINE
the privilege of men everywhere to a voice in their own Government, for the
choose their way of life and of obedi- rights and liberties of small nations, for
ence. a universal dominion of right by such a
The world must be made safe for concert of free peoples as shall bring
democracy. peace and safety to all nations and make
We act only in armed opposition to an the world itself at last free,
irresponsible Government which has To such a task we can dedicate our
thrown aside all considerations of hu- lives and our fortunes, everything that
manity and of right and is running we are, and everything that we have,
amuck. — Civilization itself seems to be with the pride of those who know that
in the balance. the day has come when America is p'riv-
But the right is more precious than ileged to spend her blood and her might
peace, and we shall fight for the things for the principles that gave her birth and
which we have always carried nearest happiness and the peace which she has
our hearts — for democracy, for the right treasured,
of those who submit to authority to have God helping her, she can do no other.
Address By Hon. W. G. McAdoo, Secretary of the
Treasury, to Railroad Employees at El
Paso, Tex., April 17, 1918
Mr. Chairman and Fellow Workmen : Within the last four months we
have gone through a tremendous revolution in this country, so far as the
railroads are concerned. By one stroke of the pen, the President of the
United States has transformed all these railroad systems, these separate,
competitive systems, into one great unified transportation system for the
purpose of making it certain that we, with the aid of our gallant soldiers
and sailors, shall finish the military despotism of the Kaiser, and restore
peace and liberty to a distracted world.
It is not only our soldiers and our sailors who are going to hand some-
thing to the Kaiser, but we railroad men are going to hand him something
before we get through. We have it up our sleeves for him. He does not
know it yet, but he will find it; out before this war is ended.
We are in a very critical and serious time. The lives and the liberties of
you men here in El Paso and of all the people of the United States are gen-
uinely imperiled, and we therefore have got to fight to a finish. We are
going to fight to a finish if it takes from now until doomsday, and the finish
is not going to be America, but the German Kaiser and his military autocracy.
When I started on this trip, I determined that I would not appear in any
capacity except that of Secretary of the Treasury. But I find, as I go over
the railroads, speaking in this great Liberty Loan campaign, that I become
increasingly so interested in the railroads and the railroad men I meet that I
can not divorce myself as Director General of Railroads from myself as Sec-
retary of the Treasury. And so I want to speak to you, my friends, in each
of these capacities.
The railroads of the United States have for a long time been the football
of finance, of politics, and of all sorts of things. I am frank to say that I
think it has been very hurtful to the country. I do not mean to reflect upon
public bodies or officers or employes of railroads. I am not criticizing; I
am only speaking of facts. The things that have happened back of us are of
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 13
no consequence except in so far as they teach us useful lessons for the future.
So long as the railroads of the United States were used primarily for private
and selfish ends, so long as they were made a political question, the diffi-
culties of reconciling contending and competitive interests with the public
interest have been insuperable. Railroads have been controlled too much in
times past by the financial powers of the country, and there again I speak in
no critical sense. I speak of it only because I want you to understand the
conditions and what it is that we must do in the future to handle the rail-
roads wisely. We must learn useful lessons of the past and apply them in
the way that will best serve the vital interests of America.
The old private control has been abolished. We have a competitive sys-
tem of railroads in the United States no longer. When I look at a locomo-
tive or a freight or passenger car passing me, I do not care what name is
painted on it — I can not see it. The only thing I can see on them is "U. S."
I see those great machines going by, pulsating with life and energy, repre-
senting the majesty of America, with Uncle Sam's engineers and firemen in
the box and Uncle Sam's freight men and trainmen in control ; and I see
Uncle Sam's officers, train masters, train dispatchers, clerks, yardmen, and
trackmen and everybody else in the railroad service of the United States on
duty and keyed up with a desire to make themselves of the greatest service
to the country in this hour of national peril. When I see these things it
makes me very proud of you railroad men and very eager to be able to
measure up to the great responsibilities that have been put upon me, to help
you men do this great job for our beloved country. I doubt my own fitness'
and capacity, but as the President has chosen me for this service, like a good
soldier I have responded, determined to do and to give the very best that is
in me. Because I do not know it all, I want to learn all I can, and I know
that I can not do this great job unless I have the loyal support and cooper-
ation of the real soldiers of the railroads, because you, my friends, are soldiers
in the ranks. You are soldiers of liberty. You are fighters for freedom.
You and your officers are those upon whom I must rely if my services in
this great railroad enterprise, this unified Government control, are to be
worth anything to the country or to you.
We have a common interest. We all stand together. We have no master
except the American people. The beauty about our democracy is that the
people are the masters of their own destinies, and we in America do not
intend to have any other master. That is our issue with the German Kaiser.
He wants to substitute the mastership of the Kaiser for the mastership of the
American people. But we shall never let him do it so long as the red blood
of freedom runs in our veins — let there be no mistake about that.
You notice, by the way, looking at the western front in France these days,
that the Germans have bent the allied line westward so that it is almost a
large semicircle. That semicircle has been extended in the wrong direction.
With the help of the railroad men in America and the valor of America's
soldiers on the field of battle, all pulling together, you will see the day when
that curve will go in the opposite direction. It is going to bulge eastward,
and after a little while you will find that Berlin will not be in the perimeter
of that circle but in the center of it.
We have enlisted in our Army and Navy 1,800,000 of America's gallant
sons. You, the people of the United States, passed a great law, one of the
greatest laws ever passed by a democracy in time of war. What is it?
A law under which the impartial hand of democracy reaches out into every
village, every hamlet, every town, every city in every county in every State
CONTRIBUTE TO THE RED CROSS
14 ILLINOIS CENTRAL MAGAZINE
of this vast Union and touches a man here and a man there, saying, "We
choose you, because you have the blood of freedom in your veins, the ideals
of America in your heart, and the spirit of America in your soul. You have
the courage and are the most fit to serve your country in this hour of peril.
We choose you, therefore, to go out and fight and to save the liberties not
only of America but of the world." As a result of that law the sons of
thousands and thousands of America's noble mothers and fathers are in the
Army and Navy of the United States. Many more thousands have volun-
teered for the service. I have three sons of my own who volunteered for
the Navy, and I know what the feelings are of every father and mother who
have contributed of their own flesh and blood in this struggle, in which Amer-
ica must win, not only for herself but for the world.
Now, having trained these men in our great cantonments and having sent
already many thousands of them across 3,000 miles of dangerous seas to a
foreign land, where they will fight the Kaiser's military despotism to a finish,
what is the duty of every American citizen to those gallant men? Our duty
is to back them to the limit with all of our resources, no matter what the
sacrifice. If there be American citizens who are not willing to do this for
those who will make the supreme sacrifice for us, they are not worthy of our
citizenship and ought not to remain upon the soil of free America. We must
back our boys to the limit with our lives, our property, and our sacred honor.
The railroads must function to the highest degree if that is to be done.
Do you realize that we can not send our men across the high seas and protect
them there, give them a chance to fight for their lives and for our safety,
if the railroads do not function — not 50 or 60 or 90 per cent, not even 100
per cent, gentlemen, but 150 per cent, if necessary. If we make the railroads
function even 150 per cent, is that comparable to the sacrifices that an Amer-
ican soldier makes upon the bloody battle field when he gives his life for
us, or is maimed for life while fighting for us? By contrast, my friends,
there is nothing we can do here that can compare with the sacrifices that
our sons must make for us before the world is free again.
So I want to beg every railroad man — not only the officers, but the em-
ployees as well — to rededicate themselves to the service of their country. You
are no longer the employees of any private railroad or corporation. You are
employees of Uncle Sam. We are all enlisted in this one great service as
fellow soldiers in the legion of liberty. If we pull together, if we do our
work to the limit, if we spare ourselves in no way to accomplish the results,
we shall certainly get them, and there will not be an American soldier in
Europe who will suffer because the railroads have not done their full part.
Why is it so necessary that railroad men should do their part? Because
the raw materials from the farms and mines can not be moved to the in-
dustries engaged in making food, arms, and munitions for our gallant sons
unless transportation is always supplied in abundant quantity. We can not
send food to our brave soldiers in France unless the railroads function fully.
We can not build ships, which are so essential to carry our men across the
seas and to supply them over that long line of hazardous communication,
unless the railroads function. We can not carry the steel plates and ma-
chinery to the shipyards, which are engaged in constructing needed vessels,
unless our railroads function. The social and industrial life of the Nation is
dependent upon these arteries of transportation, which, like money, are
fundamental in the situation.
I want to take advantage of this opportunity to tell you that I have been
immensely gratified with the evidences of patriotism and loyal support I have
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 15
received from railroad men in every part of the country — evidenced by reso-
lutions of your local organizations, as well as by personal letters and verbal
assurances — all pledging their unstinted and unrestricted support. That gives
me immense encouragement in the serious work which is ahead of us all. I
hope that you men have understood from the general orders I have issued
from time to time, the bases upon which I hope the railroads will be con-
ducted in the future. Those bases are, I hope, as sound and sensible as they
are fundamental to the effective and satisfactory operation of our great
transportation system.
One thing we must all learn is this — that the old conditions have disap-
peared. We are all serving a common master — we are serving Uncle Sam.
We are partners in a great and glorious enterprise. We must not encour-
age suspicion of each other. We must cooperate with each other. We must
devote ourselves whole-heartedly to our work. We must respect our super-
ior officers as we expect our superior officers to respect us. We must go forward
with an unalterable determination that the rule of individual action must now be
one thing and one thing only — an unselfish and unremitting love of country — a
pure and undefiled Americanism above everything else.
As you know, immediately upon taking over the railroads, I felt that an
inquiry should be made into the conditions of railroad labor in the country,
especially with respect to wages. After consultation with labor leaders, rail-
road men, and others whose judgment was of value, I appointed a Wage
Commission, consisting of four men of unimpeachable character and ability,
whose fairness and impartiality no one could question — Hon. Franklin K.
Lane, Secretary of the Interior ; Hon. C. C. McChord, member of the Inter-
state Commerce Commission ; Hon. H. C. Covington, Chief Justice of the
Supreme Court of the District of Columbia and for many years a member
of the Committee on Interstate Commerce of the House of Representatives ;
and Hon. W. R. Willcox, formerly chairman of the Public Service Commis-
sion of the city of New York. I wanted a commission acceptable to all ele-
ments in the country, not as partisans of any particular view, not as partisans
of capital or partisans of labor, but an impartial, square, fair-minded com-
mission of able men, who would study the problem intelligently and thor-
oughly and give me a report at the earliest possible moment as to what re-
adjustment, if any, of wage schedules throughout the country should be
made. I did not confine the commission's inquiry to labor organizations
only ; I did not confine the inquiry to any class of railroad employes ; I re-
quested the commission to investigate the wages paid to all railroad em-
ployes of every kind and character, because we must be just when we do
justice by being just to all and not only to a few.
In order that the employes might be content, or might not become im-
patient because of the length of time that would be required to make that
investigation, I said that all increases, if made, should date back to the first
day of January, 1918. Naturally, everybody wants to know whether they
are going to get an increase and as to how much the increase is to be, and
I know they would like to have it at the earliest possible moment. But
when you consider that there are approximately 1,800,000 railroad employes
in the United States engaged in the operation of about 260,000 miles of rail-
roads, covering the broadest expanse of developed territory on the face of
the earth, you can understand that the investigations and studies of the com-
mission can not be made in a minute. It is a tremendous job. The com-
mission has devoted itself with unremitting energy to the task, and I am
assured that when I return to Washington, after this great Liberty Loan
CONTRIBUTE TO THE RED CROSS
16 ILLINOIS CENTRAL MAGAZINE
campaign is ended, the report of the commission will be presented to me.
I shall take action on that report as quickly thereafter as possible. But I want
to say to you that you must not be impatient in the meantime. You can afford
to be patient, since all raises in wages that may be made will take effect as of
January 1, 1918, and the full amount of back pay will be handed over to you in
lump sum, if 1 should decide after reading the commission's report that an
increase of pay should be granted.
I have to speak judicially about the question of wage increases for the
moment, because, having selected a commission to investigate the subject, I
must let the commission complete its investigations and make its recommen-
dations before I take action. But when the report comes in, I shall make a
decision as promptly as I can after I have read the report. I am as anxious
as you are to get these questions back of us. Perhaps I may be inadvertently
a benefactor of all the men and their wives who are involved in this problem,
because if an increase is granted, the full amount will have been saved for them,
and can be invested in Liberty bonds. You will not have spent the increase in
the meantime. Sometimes enforced saving is a mighty good thing. I wish
Uncle Sam would hold back some of my pay and enforce savings upon me, if I
could stand it. But Uncle Sam does not give me, as you know, any pay what-
ever for running the railroads of the United States. I am serving as Director
General of Railroads without a cent of compensation, but I am delighted to
serve for nothing if thereby I can be of the least value to my country.
But I do not want you men to serve for nothing, and I do not want you to
be inadequately paid or unjustly treated. Railroad men have been cuffed
about the country a great deal during the last few years when there has been
so much prejudice against the railroads, and the public attitude toward rail-
road managements as well as toward railroad employes has not been sym-
pathetic, to say the least. Now we are all servants of the people of the
United States, and I am sure that the public attitude is going to be different.
It rests with us to make it different. We can earn the respect, sympathy,
and good will of the public by giving it a square deal, as we want the public
to give us a square deal. You railroad men are all my boys now, and so
long as you do your duty I do not intend to let anybody kick you around !
You will find that I will defend you to the limit of my power as long as you
are right, and I know that you will not expect me to defend you if you are
wrong, because I won't. I am sure, however, that you will not be wrong,
because we have a new inspiration to service now — to serve our great and
glorious country in this desperate war between our democratic ideals and
the repulsive ideals of the German military autocracy. We are, therefore,
serving no private interest but our own interest, so long as the Government
controls the railroads, and we can go forward shoulder to shoulder, as patri-
otic and loyal citizens, determined to do our best and in doing our best to
serve ourselves -as well, as to serve our country.
I want to express my appreciation to the railroad men of the United States
for the subscriptions they have made heretofore to Liberty bonds. And let
me say this about Liberty bonds: Do you know that we can not keep our armies
in the field, we can not furnish shoes to our boys to keep their feet dry in wet
and muddy trenches, we can not give them clothes for their bodies, we can
not supply them with food, we can not give them guns and ammunition, un-
less the Treasury is supplied at all times with the necessary money to buy
those things for them?
We raise money under the acts of Congress in two ways: By taxation and
by bond issues. When taxes are levied, you pay the taxes and get a receipt
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 17
— a very pleasant operation ! You are separated permanently from your
money, and when you get a receipt it is all over. But we can not raise all
this money by taxation. It would not do to attempt it. The present gener-
ation can not carry the entire load of this great war. We must divide the
load. We must take a big share of it — and we do take the biggest share
of it when we give our sons for our country to save liberty and the integrity
of the Nation for those who are going to follow us. That of itself is the
greatest part, the absolutely essential and vital sacrifice we make for suc-
ceeding, generations. We tax ourselves also in very large measure, and con-
tribute our full part of that burden, so that we may transmit to posterity our
democratic institutions, not so weakened that they will be of little value in
the hands of our children. We must, therefore, ask the men and women of
the present generation to lend the additional money that is needed, not give
it, but lend it to the Government, so that future generations may bear their
part in this great war by paying that debt when it matures.
That is why Liberty bonds are issued. What is a bond of the United
States? It is a promise of the United States to pay back at maturity the
full amount of money loaned to it and to pay interest in the meantime at 4*4
per cent per annum. I know — because I have been through the mill myself —
that one of the hardest things in the world for the average man to judge
wisely is his investments. I remember still with acute feelings that when I
was young and greener than I am today, I have been buncoed myself on
investments. I have been the unfortunate possessor at different times of
my life of chromos that I thought were investments. On their face they
looked full of promise, but I have never yet gotten even one of the dividends
that these alluring chromos promised me would be paid upon the principal.
Both the principal and the promised dividends disappeared permanently from
view. In spite of the so-called advance of civilization, that sort of "bunco-
ing" process is still going the rounds of the country. Men who do not under-
stand investments are tempted by mere prospects and sometimes by
enterprises which have merely a fictitious or highly diluted existence. The
bait in all these cases is the promise of large returns on your money — 10 per
cent to 15 per cent, or more. The sound rule for every man who makes an
investment is this : See that your principal is safe above everything, be-
cause if you save your principal you can afford to lose the interest. But
if you lose your principal in trying to get excessive interest or big dividends
that never mature, then you are lost altogether.
A Liberty bond or a war-savings stamp or a thrift stamp means what?
It me^ans that you do not have to lose a minute's sleep about the safety of
your principal. You do not have to ask anybody whether they are a good
investment or not. You do not have to ask anybody whether they are a good
investment any more than you have to ask whether the dollar bill or the
five-dollar bill or ten-dollar bill in your pocket is good or not. Liberty bonds
are just as good as money. And whenever a bond of the United States is
not good, you might as well throw your money away and move to -some
other country, because this country will not then be fit to live in.
So every man can with absolute confidence lend his money to his Govern-
ment by buying Liberty bonds or war-savings stamps or thrift stamps, and
his money so invested is more secure than if he had put it in a bank. There
is no bank in the world as strong as Uncle Sam. His credit is the best on
earth. He has never failed in all of his lifetime to pay his obligations in full
at maturity and to pay the interest in the meantime at the stipulated rate.
CONTRIBUTE TO THE RED CROSS
18
So you do not have to worry one minute about your money if you invest
it in the obligations of the United States.
And you can always get your money on Government obligations. Sup-
pose you sold a Liberty bond before maturity, either because you got tired
of holding it or met with misfortune and had to sell it, or because you were
not patriotic enough to keep it even though you did not need the money and
had to take a small discount in order to get cash before the maturity of the
obligation. It would be a trifling loss. To illustrate: Suppose you had a
$100 bond and you sold it on some stock exchange at 99, or at a discount of
1 per cent. You would have lost just $1 on the transaction, a loss that
would, of course, be unnecessary if you kept the bond to maturity, or even
until this war is over, because after this war is over all Liberty bonds will
sell at a premium.
If it is a 10-year bond, as the present Liberty bond is, Uncle Sam says,
"I will pay you the principal 10 years after date with interest in the mean-
time at 41/4 per cent." So, if you want your money before maturity, you
always have the privilege of selling your bond in the market. Now, nobody
ought to sell his Government bond when he buys it to save the life of the
Nation, unless it is imperatively necessary for him to do so. He did not buy
his Liberty bond merely because of the rate of interest. American patriot-
ism in these days is not measured by the rate of interest on the bond ; Amer-
ican patriotism is measured by the determination to lick something spelled
with four letters out of the Kaiser. Now, if you sell a $100 Liberty bond
before maturity at a discount of 1 per cent, you lose $1. Is there any patriot
living who is unwilling to take that chance to save his liberties?
Uncle Sam should not have to beg you to lend your money to him, be-
cause Uncle Sam is you. When you see a picture of Uncle Sam, with the
spirited eyes, the square jaw, the determination in the face, the justice, the
benevolence, the vigor, the courage, the idealism it portrays, who is it? It is
no fancied picture; it is a living thing; it is the picture of you men and
women of the United States, the composite picture of all the American
people. It represents you. I ought not to have to urge you to help Uncle
Sam, because that is merely urging you to help yourselves.
If you lend your money to Uncle Sam, so that he will have enough to take
care of our boys, they will do the rest to the Kaiser. While they are doing
the rest and saving those of us who stay at home, you will be making the
best investment in the world for yourselves.
Your duty is to save all the money you can. If }^ou get a wage increase,
do not waste it ; do not spend it on some tin Lizzie. If you spend it on any-
body, spend 'it on a real Lizzie whom you will make your partner for life and
who will make you happy and respectable and help you save money besides!
I am serious, my friends. I do not want you to spend your money on some-
thing you do not need, because when you spend money at this time on things
that are unnecessary, you are wasting your money and wasting labor and
materials that are absolutely required for our soldiers in the field. Don't
you see that if you spend your money on things which you do not need, you
use materials which are required for the purposes of the war, and you absorb
labor in making up these materials which ought to be used in making shoes
and clothes for our soldiers, and great guns, and rapid-fire guns, and ex-
plosive shells, and ships to transport troops and supplies to Europe, and de-
stroyers to sink submarine assassins. If you save your money and economize
in the use of materials and labor, you will help shorten this war, and if the
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
19
war is shortened, you will help to save the lives of hundreds of thousands of
gallant American soldiers and sailors. Isn't that worth doing?
To save in every way you can ; do not use wool unnecessarily, do not wear
too many good clothes these days. I think it is an honor for men and
women alike to wear threadbare clothes during the period of the war. Wool
is scarce in the world and so is leather. We should, therefore, not throw
away old clothes or old shoes. We men ought to half-sole our breeches
and half-sole our shoes and wear them as badges of honor. I do it myself,
and I am mighty proud of it, because I feel that when I wear half-soled
breeches I am releasing wool which can be made into clothing to keep a
soldier's body warm, and when I wear half-soled shoes I am releasing leather
which can be made into shoes to keep a soldier's feet dry while he is stand-
ing in those terrible trenches on the scarred battle fronts of France. Isn't
it a wonderful thing to feel that by some self-sacrifice, some self-denial of a
relatively trifling character, we are actually helping some gallant American
son of some noble American mother to sell his life dearly when he is fighting
to save us?
The issue now is whether or not America's ideals of liberty and democracy
shall triumph in the world or whether the repulsive ideals of Germany's mil-
itary autocracy — brutality, the law of might over right, war upon defenseless
women and children — shall triumph. There is not room enough in this
great world for the repulsive ideals represented by the German flag and the
glorious ideals represented by the American flag. One or the other must
go down in defeat, and it shall not be the American flag. That emblem of
liberty and justice and humanity will float triumphant when the day of a
final reckoning with the Kaiser comes, if it takes every drop of blood of every
American freeman and from now until doomsday to accomplish it!
CONTRIBUTE TO THE RED CROSS
United States Railroad Administration
Office of the Director General, Washington
April 22, 1918.
CIRCULAR No. 24.
TO ALL RAILROAD EMPLOYES:
Shortly after possession and control of the railroads of the United States
were assumed by the Government, I appointed a Railroad Wage Commission for
the purpose of making a thorough investigation of the wages paid to all railroad
employes, whether members of labor organizations or not. I announced that if as
a result of that investigation an increase of wages was made by the Director
General, such increase would become effective as of January first, nineteen
eighteen.
The task confronting the Railroad Wage Commission was greater in magni-
tude than any task of a similar character ever undertaken. The Commission
immediately applied itself to the work with great energy and with unremitting
labor to a study of the large and complex questions involved. In matters of
such magnitude adequate time is essential to intelligent consideration and wise
conclusions.
The Commission has informed me that it expects to submit its report on
my return to Washington upon the conclusion of the present Liberty Loan cam-
paign, May fourth. I shall promptly review the report of the Commission and
render a decision upon its findings and recommendations. Meanwhile no em-
ploye's interest is being hurt or prejudiced, because whatever increases may be
granted will have accumulated in the form of savings and will not have been
spent in the meantime as might otherwise have been the case.
I hope that every railroad employe in the United States will lend all the
money he can consistently with his individual circumstances to his Government
by buying Liberty Bonds. They pay four arid one- fourth per cent interest per
annum and are the safest investment in the world, as safe as the money of the
United States and safer than deposits in banks. In lending your money to the
Government you not only save the money for yourselves, but you help every
gallant soldier and sailor who is fighting in this war now to save your lives and
liberties and to make the world safe for democracy.
W. G. McADOO,
Director General of Railroads.
ILLINOIS CENTRAL MAGAZINE
21
^liS^ /v aBEfci
"Si
ONE of the best investments
the people of the United
States have made is the generous
support given the American Red
Cross in the last twelve months.
Poor old suffering Europe today knows
us as a great-hearted nation because of
the magnificent work accomplished by
our Red Cross over there. And for that,
they will never forget us. Soon again
we shall be asked by the organization
for another $100,000,000 that this labor
may be continued. We must see that
the measure is filled to overflowing.
—Just one more little individual sac-
rifice for the cause of humanity.
CONTRIBUTE TO THE RED CROSS
CONTRIBUTE TO THE RED CROSS
BUY WAR SAVINGS STAMPS
The Hope of the World
By Harold Bell Wright
THE hope of the world is not alone that the armies of humanity will be vic-
torious, but that the spirit and purpose of our warfare will prevail in our
victory. The hope of the world is in the Red Cross, because the Red Cross is
voicing this spirit and purpose that must, through the force of our arms, triumph.
Just to the degree that we can evidence this Red Cross spirit of mercy and broth-
erhood we will hold true in the dangerous hour of victory to the ideals that have
forced us into the trenches in the defense of human rights and human liberty.
The one sane and saving thought in this delirium of death that now possesses
the world is the Red Cross.
Wherever the storms of battle hell rage, amid the fires of ruthless destruction,
in trench and camp and hospital, these soldiers of 'mercy with heroism unsur-
passed are carrying the flag of the highest conceivable ideals of humanity. The
ideals for which our armies have taken the field are, by these unarmed hosts,
proclaimed to friend and foe, in that unmistakable language of universal mercy
and brotherhood. In the terms of wasted towns rebuilt, of broken humanity
salvaged, of dying children rescued, of desolate families succored, the Red Cross
declares the cause for which we war and proclaims the principles and ideals that
must and will in the end prevail. Above the thunder of the guns, the roar of
exploding mines, the crash of fallen cities and the cries of tortured humanity,
the voice of the Red Cross carries clear and strong the one message of hope
to our war-burdened world.
The black horror of this world's crisis would be unbearable were it not for the
spirit and work of this mighty force. The normal mind refuses to contemplate
• the situation without this saving power.
It is the knowledge that in every city, town and hamlet, men, women and chil-
dren are united in this work of declaring to the world, through the Red Cross,
our message of mercy and brotherhood, that keeps our hearts from sinking unclei
the burden of woe and sustains our faith in human kind. It is the constant daily,
almost hourly touch with the Red Cross work that is felt by every citizen in the
land, that inspires us with courage and hope.
Out of this hell of slaughter the Red Cross will guide the warring nations to a
heaven of world-wide peace and brotherhood.
Because it is the living expression of those ideals and principles in defense
of which we are giving our all in lives and material wealth — because on every
field of death it is proclaiming its message of life — because it keeps ever before
us and the world the cause for which we war — because it will preserve us in the
hour of our victory from defeating ourselves — the Red Cross is the hope of the
world.
BUY WAR SAVINGS STAMPS
The Long Arm of Mercy
By Dr. Frank Crane
'"PHE Red Cross is the Long Arm of Mercy.
It is the Kindness of Mankind — organized.
In Man is an Angel and a Devil, a Dr. Jekyll and Mr. Hyde. The Red Cross
is the Good, aroused, energized to thwart the Bad.
It is the best antidote we know to the bane of war.
There are other Charities, more or less helpful. The Red Cross is the mighti-
est of all Charities, the Love and Pity of all men made supremely efficient.
If, as Emerson said, "sensible men and conscientious men all over the world
are of one religion," this is the expression of that religion.
The Red Cross is Humanity united in Service.
It asks no man's opinion : only his need .
Black or White, Friend or F'oe, to the Red Cross there is no difference ; it
only asks: "Who is Suffering-?" And to him it goes.
'ihe Red Cross is so Efficient that Governments recognize it; so Pure in its
purpose that whoever wishes well his fellow men, desires to help it ; so Clean in
its administration that the most suspicious can find no fault in it.
The Red Cross not only seeks to alleviate the cruelties of War; it is the ex-
pression of those human sentiments that some day will put an end to War.
It is the impulse of Love, striving to overcome the impulse of Hate.
It is Mercy's co-operation struggling against War's rivalries.
It is the one Society in which every Man, Woman and Child should be enrolled ;
for it knows no sects, no prejudices, no protesting opinion; the human being
does not live that does not feel that the starving should be fed, the sick tended
and the wounded healed.
Majestic and divine is this Long ^\rm of Mercy; it finds the fallen on the
battlefield, it brings the nurse and the physician to the victim in the hospital ;
it leads the weeping orphan to a home ; it feeds the starving, cares for the pest-
smitten whom all others abandon, and pours the oil of Help and Pity into the
bitter wounds of the World.
Where a volcano has wrought desolation in Japan, or a F'ood in China, or a
Hurricane in Cuba, or a Famine in India, or a Plague in Italy, or ravaging Armies
in Poland, Servia or Belgium, there flies the Red Cross, the Angel of God whom ,
the fury of men cannot banish from the Earth; and to the Ends of the Earth,
over all the ways of the Seven Seas, wherever is Human Misery, there is ex-
tended, to bless and to heal, its Long Arm of Mercy.
One Hundred Merciful Millions
By Herbert Kaufman
f~\ NE Hundred Millions for the Red Cross and not one penny of it for red
Vy tape.
The mightiest charity, the noblest and broadest volunteer movement >of his-
tory.
The Red Cross shares no enmities, serves no flag but its own. It is God's
agent. His healing, merciful will — the answer of twenty ever-gentler centuries
to red barbarism.
Twelve million orphan children are wandering about Europe — twelve million
frightened little boys and terrorized little girls, sent adrift to sob alone ana
CONTRIBUTE TO THE RED CROSS
23
24 ILLINOIS CENTRAL MAGAZINE
perish in the wastes — to live like swine and die like curs, unless' magnificent
America ransoms them from death — and worse.
How many of your pitying dollars will search the desolations and save them
for Tomorrow's works?
The Red Cross needs another Hundred Million, to glean the battle areas for
precious seed before it rots in mind and body — before grief and horror and dis-
ease and unrestraint irrevocably blight them.
One Hundred Millions to prevent famine and stifle pestilence, to stamp our
hideous fevers, to check an earth-wide wave of tuberculosis, to destroy shud-
ering filths where verminous plagues feed and breed and threaten all the universe.
One Hundred Millions to found hospitals and build rest stations, to send
nurses to the Front and refugees back, to forward surgical units and furnish
artificial limbs, to buy medicines and operating instruments, to re-educate the
mutilated and show the blind where Hope still shines.
One Hundred Millions to maintain communication with detention camps, to
provide war prisoners with food and decencies, to take messages out and bring
letters in, to negotiate comforts and privileges for the captured, to buy blankets
for them and clothes and books and tobacco.
One Hundred Millions for No Man's Land — for stretchers and ambulances
for anesthesia and bandages and antiseptics ; to train nurses and orderlies, to
outfit and transport skilled specialists, to make sure that a dear one shall have
a clean, sweet cot and a sweet, clean girl from home beside it.
One Hundred Millions to keep the world sound and wholesome, while the
armies of Justice hold it safe.
The Train That Saved a Nation
How the Red Cross Help Roumania
LJ AVE you heard of what happened in Roumania when that stricken nation
stood in rags and starving before the shocked eyes of the world ? We had
thought ourselves grown us.ed to tragedies until this greater horror struck a blow
that 'roused still untouched sympathies.
And yet we felt so helpless, you and I, so terribly weak in our ability to offer aid.
But were we? After all, were we not the very ones who carrried new life and
• hope to the heart of Roumania? You shall be your own judge.
Fighting with the desperation of despair, the shattered Roumanian army still
struggled to beat off the Kaiser's bloody Huns, who were mercilessly trampling
the life out of the little kingdom. And the Kaiser smiled brutally as he saw his
wolves at work and knew that from behind the lines, attacking the fighting men
of Roumania from the rear, entering the homes where mothers clung to the
frail, distorted forms of their babies — was. starvation.
No country around Roumania could help her — and America was too far away.
Thousand would die before supplies held in our own country could be sent her.
Hope was gone. Death by hunger and by the dripping sword of the Kaiser
was closing in. A brave little nation was being torn to pieces.
Theu came the miracle. One morning the streets of Jassy, the war capital
of Roumania, swelled with sounds of rejoicing. A city where the day before
there was heard nothing but the wails of the starving and the lamentations ot
those mourning their dead now was awakened by shouts of joy.
You, my friend; you who have helped in the heroic work of the American
Red Cross, had gone to the rescue of Roumania. A train of 31 big freight cars
packed to their utmost capacity with food, clothing and medicine, tons upon tons
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 25
of it, had arrived in Jassy after making a record breaking trip from the great
store houses of the American Red Cross in Russia. Other trains followed it;
thousands were fed and clothed and nursed back to health. For weeks and
even to this day the brave people of Roumania are being cared for in countless
numbers by our own Red Cross.
So was Roumania helped, and when history records how this last fragment,
of a sturdy nation was kept out of the hands of the terrible Huns it will give
the victory to your American Red Cross.
Billy Jones
By Wright A. Patterson
B
]LLY JONES — maybe your son or the son of a neighbor — was in the front
line trenches in France when the German bombing party was driven back.
His enthusiasm to get the Boches carried him over the top of the trench, and
at the edge of No Man's Land a Hun bullet got him.
A comrade — maybe — maybe your boy— crawled out in No Man's Land ana
brought Billy Jones back to the American trenches.
Other comrades carried him back through the maze of trenches to a dressing
station, where his wound was cared for.
A medical department ambulance carried him on to the field hospital.
From there Billy Jones was taken to the base hospital, and there a Red Cross
nurse — your Red Cross nurse — is tenderly, carefully, smilingly nursing him back
to health again so that he may not have to pay the extreme sacrifice that we — that
you and I and our neighbors — may enjoy the blessings of freedom.
There are a half million of these boys of ours in France today and more going
"over there" every week. They are there to wage the supreme conflict of the
world with the brutal forces of autocracy that democracy, our heritage, may noi
perish.
We want these boys of ours to come back to us, and it is the Red, Cross men
and women — our Red Cross men and women — who will bring thousands of them
back who would not otherwise come if our dollars will but keep them there to
minister to these boys of ours. They are doing for us what we cannot do for
ourselves.
The Emblem of Human Mercy
By Samuel Gompers
T
HE Red Cross is an emblem typifying human mercy and sympathy. Its
mission to relieve physical pain and minister to mind and body has given
it a place deep in the hearts of all our people. For those whose dear ones are
in places of great danger it is a comfort to know that the American Red Cross
is performing more effective service on a larger scale than ever before."
In addition to serving our enlisted forces, it is assisting in the work of civil
relief among our allies whose soil is being devastated by the fighting.
Thus the Red Cross is helping to interpret the constructive spirit of our Repub-
lic which holds sacred human life and the ideals it seeks.
As time goes on the scope of the work of the Red Cross in Europe will increase
in order that the organization may meet the demands that will be made upon it.
It must receive the full and hearty support of the American people. It is only
through such an agency that we can be assured relief and necessary ministra-
tion to our young men forming .our military force.
It is my sincere desire that adequate funds will be secured for the work ot
the Red Cross.
CONTRIBUTE TO THE RED CROSS
7r ~rou ARE /yor *T
YOU CANNOT HGHT IMTHE1
TU£ A- ON THE-
THEi FACTORIES.
Reproduccd by Courtesy of
A. C. Kolp, Operator, Maroa, Illinois.
ILLINOIS CENTRAL MAGAZINE 27
Work or Fight
Vice President Foley Discusses the Shortage of Labor in An Open Letter
Addressed to All Agents of the Company
Vice President Foley's letter addressed to all Agents of the Company, dated
April 18th, follows:
"I have just returned from a trip over southern lines, where the shortage ot
labor available for railroad purposes is more acute at this time than on any
other part of the system. The railroad cannot draw its labor supply from the
clouds like the rain is drawn from them, as some seem to think it should be
able to do. For its labor supply the railroad must depend upon the communities
located along its lines.
"On my trip I observed great numbers of both white and colored men on oui
trains traveling from place to place. I wondered why they were traveling around
at this season of the year, when their services are so badly needed on the farms
and in the manufacturing industries, as well as on the railways. Passing through
the towns, I saw enough idle labor standing around the depots, gazing at the
trains to supply the needs of this company, as well as the needs of a good many
farms and industries. At one town of approximately 1,200 inhabitants I counted
55 colored men standing at the depot. At another town of about 5,000 inhabitants,
I counted 165 colored males, including boys, young men and middle aged men.
At another place of 500 inhabitants I counted 23 at the depot, standing around
with their hands in their pockets, apparently doing nothing whatever. The
thought occurred to me that about 10 per cent of the labor supply of the South is
idle at this critical time.
"I read an able editorial on the labor situation in one of our leading newspapers,
which impressed me greatly. The substance of the editorial was that we are
learning from this war that our time is a thing which does not belong wholly
to each one of us as individuals, but that each of us owes an obligation to the
whole and that the whole body of citizens has a right to enforce upon each
individual the fulfillment of his duty. In cases where numbers of laborers of a
community are idling away their time, which would prove so valuable to the
whole body of citizens of the community, it would seem that the community
should become interested to the extent of exacting from every idler the reason
why he is not at work. An aroused public sentiment in each community against
idling, in my opinion, would have a most salutary effect.
"The one job which we have "on hand at present is winning the great war, and
it follows that every person who is able to work, but who is not at work, is a
liability instead of an asset to his country, and should be .held up to scorn. My
interest in this matter is just like the interest of every other loyal citizen anxious
to do his full duty by his country. I firmly believe that a strong public senti-
ment against idlers in each community would make it so uncomfortable for the
idlers that they would be driven to work. Some of them would drift into agri-
culture, others into manufacturing1 industries and the railroads would get their
share. This is a free country, but it will not remain free unless every person
exerts himself at this time to the very limit of his capacity. If idling is to be
permitted, it ought not to be permitted now, and this should apply to the rich
as well as to the poor. You should direct the attention of local authorities and
leading citizens to the idlers around the depots, and do what you can in every
proper way to arouse public sentiment against idlers. If there ever was a time
to attack idlers, it is now. If there ever was a time when every person, regard-
less of age, color or station in life, should be at work, it is now. Rest and leisure
CONTRIBUTE TO THE RED CROSS
28 ILLINOIS C-ENTRAL MAGAZINE
should be deferred until after the war has been won, until after individual free-
dom has been enthroned and made secure for all time. At present, a part of the
business of every community should be to see that everybody is at work.
"These are my individual views. If you can make any use of them, I hope
that you will do so. We need labor on the railroad and need it badly. The prob-
lem will be solved when the idlers are driven to work.
"Just as a matter of information, I would like to request you to acknowledge
receipt of this circular, and give me the benefit of your views ; also to advise
me approximately the number of idlers in the towns and communities served by
your respective stations. I do not know that I can make any use of this in-
formation, but I should like to have it for reference purposes."
Mr. Foley's letter refers to a trip through the South. It follows, without
explanation, that the same conditions obtain in all parts of the country.
Mr. Foley has received more than one thousand replies to his letter from
agents. He has also received letters from merchants, planters, lawyers, doc-
tors, traveling salesmen, in fact, from all classes. It is unfortunate that space
forbids publishing all thes.e letters or even extracts from all of them, for they
throw much light upon the subject. They prove that his estimate of 10 per
cent of the man power of the country is idle, to be very conservative. They
show that the railroads, although controlled by one agency — the U. S. Gov-
ernment— are bidding against each other for labor, and that farmers and manu-
facturers are also in the bidding, while in many instances the idlers stand by
waiting for higher bids. They show that many laborers work only about one-
half of their time, while they lay off the other half to spend their increased
earnings. To control this situation, the Kentucky legislature has passed a
law, which has just been approved by the Governor, requiring all men between
the ages of 16 and 60, regardless of financial standing, to labor 36 hours each
week during the period of the war. Vagrancy laws, both local and statutory,
as a rule, only reach those who have no visible means of support and are there-
fore dead letters in the present circumstances. The Kentucky legislature has
cured this defect, so far as that State is concerned.
Many towns in the Illinois Central territory, since the distribution of the
Vice-President's letter, have appointed committees to investigate and control
the idlers, while others have passed ordinances. The newspapers have re-
sponded, as they always do, to a good cause. Hundreds of them have printed
the letter and many of them have commented upon it editorially. The war
on idlers is on in earnest. It is to be hoped that it will spread to all parts of
the country.
In the June number of the magazine some of the newspaper comment on the
Vice President's letter will be reproduced. Following are extracts from some
of the letters received :
T. S. Akers, Agent, Manchac, La.:. "I reside in Ponchatoula, La., and am a
member of the 'Home Defense Council.' We have secured the passage of a
Vagrant Act by our Police Jury covering every phase of vagrancy. We have
requested our City Council to adopt the same as an ordinance. We also have
a Committee engaged in making a house to house canvass for the purpose of
making a complete list of the idlers. In other words, it is simply a question
of go to work, fight, or go to jail, with us. I am confident that we shall see
a big improvement here in a short time."
B. D. Hill. Agent, Leland, Miss. : "I have your letter. The town authorities
have passed an ordinance to the effect that all loafing in Leland must stop and
that all able-bodied men must either go to work, go to war or go to jail. The
ordinance is being enforced to the letter."
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 29
G. E. Galloway, Agent, Dyersburg, Tenn. : "I have read your letter with
much interest. The authorities here are co-operating with us. A few days
ago they started arresting all loafers and taking them before the courts. I
think we are going to get fine results here."
B. L. Baker, Agent, Tickfaw, La. : "I have your letter and have discussed it
generally. The Council of Defense and the citizens of Tickfaw have
agreed among themselves to make Tickfaw an undesirable place of abode for
idlers. In my opinion, if the citizens of every town along the line would get
together and take a firm stand against the idlers, they would soon be rid of
them."
J. H. Hurt, Agent, Sumner, Miss. : "I have your letter. We have quite a
number of idlers around here, but our town authorities are endeavoring to
put them to work and we are assisting the authorities all we possibly can
along this line. I have posted your circular in the waiting rooms."
S. Kerr, Agent, Cedar Rapids, la. : "My views about idlers at this time are
that their action is akin to treason. The constitution defines aiding or abet-
ting of the enemy as such. At a time when it is necessary for the entire man
power of the country to labor in order to provide food, manufactured products
and transportation for home consumption, the army and our Allies abroad,
the man who is not physically incapacitated for labor, but who refuses to do
his share, may be classed as a slacker of the worst type."
L. S. Jackson, Agent, Nortonville, Ky. : "I have directed the attention of the
town authorities and leading citizens to the idlers and they have promised to
take some action against them. They must either go to work or leave town."
J. S. Berry, Agent, Sturgis, Ky. : "I have brought your letter to the attention
of the City authorities and they tell me that they are going to clean house.
The Mayor of the City advises me that loafing will no longer be permitted
in Sturgis."
J. E. Williams, Agent, Greenville, Ky. : "I heartily endorse your views on
the subject of idling. The present time is more serious than most of us re-
alize. While the majority of the people are working, and working hard to win
this great struggle, the idlers do not seem to realize that they are a great bur-
den to the government. Instead of making the best of their opportunities,
and endeavor to produce something to feed and clothe the men who .are fight-
ing and dying for them, they are idling away their time. Doubtless, more is
required to feed and clothe the idler than is required to feed and clothe a
soldier at the front."
Canada Howell, Agent, Helena, Ark. : "Helena and West Helena, connected
by a street car system and two railroads, have a combined population of about
21,000, sixty-four per cent of which is colored. Out of this population, I feel
safe in saying there are 500 men and boys idle on the streets every day in the
week. The difficulty about the colored laborers is that, on account of the
high wages, they can work half the time and loaf the balance of the time.
However, the authorities are beginning to make it uncomfortable for the
loafers."
M. E. Wilkey, Agent, Wheatcroft, Ky. : "I have discussed the contents of
your letter with our town officers and with leading citizens, and they have
enlisted for active duty in this patriotic work of driving the idlers into useful
employments."
R. P. Walt. Agent, Boyle, Miss. : "Big crops and high prices have much to do
with idling among the colored population. They will not work when they
CONTRIBUTE TO THE RED CROSS
30 ILLINOIS CENTRAL MAGAZINE
have money. I have shown your letter to leading citizens of this place and
they have promised co-operation to see that all either work or fight."
E. P. Russell, Agent, Brookhaven, Miss. : "With reference to your letter on
the shortage of labor, I am of the opinion that if laws and ordinances were
passed requiring everyone, white and black, rich and poor, to be constantly
employed during the period of the war, that it would eliminate the shortage of
labor, not only on the railroads, but in manufacturing industries and on the
farms. I brought the subject of your letter to the attention of the Mayor
and members of the City Council. They passed an order directing the Chief
of Police to make an inventory of the loafers, both white and black, and- notify
each of them that they must be at work on regular jobs within one week, and
each week thereafter must present a sworn certificate from their employer
showing the number of days worked. Failure to do so under the order will
constitute prima facie evidence of guilt and the violators of the order will be
sentenced to the County Farm. I am sure that we will now be rid of idlers
around Brookhaven during the period of the war. I hope every town in the
country will take hold of this movement at once and take such action as will
require every male person to be employed six days in every week."
O. P. Bland, Agent, Cruger, Miss. : "I turned your letter over to the cashier
of our bank and he got busy with the planters. Result — eight negroes were
brought before the Mayor and fined. The planters paid their fines and will
permit the negroes to work them out on their plantations. The negroes are to
report to the authorities where they are working once each month for the bal-
ance of the year."
E. O. Arrington, Agent, Oilman, 111. : "About seventy-five per cent of the
loafers around here are young men. Just how to cause them to go to work is
a problem. I hardly think public sentiment against them would be of much
avail, because I feel that any man who, under the present conditions, with our
country at war, is not at work doing something of a helpful nature, would not
be influenced by public sentiment. I think the situation can be controlled only
through compulsory means."
T. D. Howell, Agent, Shelby, Miss. : "Colored laborers around here seem
to have plenty of money and unlimited credit. They wear the best of clothes
and enjoy pretty much all the luxuries of life. You can look out most any time
during the day and see anything from a Ford to a Hudson Super Six loaded
with able bodied negroes absent from their farm work joy-riding. I do not
think we have many who are entirely without employment, but a large per-
cent of the colored laborers are idle a part of the time. I was just talking
with a gentleman who made a trip across the country of 26 miles, and he
stated that he did not see over ten or twelve men at work in the fields. He
said that an Indian doctor had advertised a performance in the neighborhood
and most of the colored laborers had laid off to attend the show. During last
fall when the labor situation was so acute, and we were so badly in need of
men to load and unload cars, minstrel shows completely blocked our efforts
to get men."
J. L. Campbell, Agent, Birmingham, Ala. : "The conditions which you men-
tion in your letter obtain in Birmingham. Two weeks ago I only had about
one-half the laborers needed to take care of the work and went in search of
more men. Within three blocks of my office, I found a crowd of about fifty
colored men loitering on a street corner. On another street corner I counted
129 colored men who were, from all appearances, unemployed and were simply
loitering their time away. I believe sufficient time is wasted by the loiterers
to supply the present needs on the farms, in the industries and on the rail-
roads."
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 31
W. M. Johnson, Agent, Grayville, 111.: "The general opinion here is that all
loafers should be conscripted and assigned to duties during the period of the
war."
H. W. Blades, Agent, Princeton, Ky. : "I discussed the contents of your let-
ter with our Mayor and he promised immediate co-operation. The campaign
against idlers is on and I will advise results later."
J. D. Doty, Agent, Hackleburg, Ala. : "I think your estimate of ten per cent
of the able-bodied men who are idling away their time is entirely too small.
Twenty per cent would be nearer correct. I employ all the time from two to
five men. I could use five now, but only have two. If you ask a man to work
for you, it seems to insult him. I believe that our government should enact
a law requiring all able-bodied men to either work or fight."
A. P. Cook, Agent, LaCenter, Ky. : "We have a town of about 800 people,
and I would estimate there are from 30 to 35 unemployed men and boys here
who have apparently no reason for being idle. They pick up odd jobs and
seem to have no desire for steady work at a reasonable wage. Usually their
excuse is that they can get more money for their labor at some other kind of
work, yet do not make any effort to secure that other kind of work. Of
course, the community is paying for their idleness. They are living out of
other people's labor without the consent of those whom they are imposing
upon. The only remedy seems to be stringent laws requiring all men to work
steady during the period of the war."
J. L. Hughett, Agent, Daniel Boone, Ky. : "I feel that if the good people of
each community where there are idlers would discuss among themselves the
conditions that prevail, and do this in the presence of the idlers, that it would
put them to thinking. I have been doing this here since the receipt of your
letter, and for some reason I have noticed that within the last few days there
seem to be fewer idlers hanging around the town. Where they went I do
not know, but if everyone would do this same thing, it would become so hot for
the idlers that they would not find a warm welcome anywhere."
J. T. Donovan, Agent, Paducah, Ky. : "I read your letter at a meeting of the
Board of Trade the same day I received it, and it was very favorably com-
mented upon. Means were discussed and recommendations were made to
combat the evil of idling. Your letter was also discussed with the Chief of
Police and Commissioners of the City of Paducah, and they were greatly in-
terested in the matter. The daily newspapers also commented upon your let-
ter in both the news and editorial columns and your position was strongly
endorsed. Your suggestion will be of great use in this section just at this
time."
J. H. Simpson, Agent, Bobo, Miss. : "This town has a population of about
300, and I am sorry to say there are about 25 or 30 persons here well able to
work who are not steadily employed."
G. W. Mercer, Agent, Marion, 111. : "I have your letter. I immediately
called upon the Chief of Police and, together, we compiled a list of 30 able-
bodied men who reside here and who are not steadily employed."
W. B. Sanders, Agent, Magnolia, Miss. : "A few days ago a colored man who
was frequently seen loafing around the depot was approached by our section
foreman and offered work. The man replied that he was willing to fight, but
would not work. He was reported to the Town Marshal, who arrested him on
a charge of vagrancy, and he was sent to the County Farm for thirty days.
This has had a good effect here. I have brought your letter to the attention
of the town authorities and the leading citizens. Public sentiment is being
aroused here and I think this will result in an increase in the number of la-
borers available for railroad work, as well as the other industries."
CONTRIBUTE TO THE RED CROSS
32 ILLINOIS CENTRAL MAGAZINE
C. S. Rand, Agent, Hammond, La. : "Replying to your letter, beg to say a
committee of citizens has been appointed to investigate the labor problem at
this place and I think results will be secured."
W. H. Allen, Agent, Independence, La. : "I have your letter and heartily
agree with you that something should be done to rid each community of the
drones that produce nothing, yet are' heavy consumers, at this critical period,
when every able-bodied man should be at work. The one-armed and one-
legged men seem to be engaged in useful employments ; the loafers are usually
apparently in the pink of health. The drafted men in this community were all
working men and useful citizens. Today, I was informed by the Chairman of
the Local Board of Defense that the idlers had been listed and action would be
taken at the next meeting requiring" every able-bodied man to immediately
seek steady employment, or prepare to leave town on short notice. I am a
member of the Board of Aldermen of this town and have brought your letter
to the attention of the other members of the Board, and you can rest assured
that we will take up where the Local Board of Defense leaves off. I believe
that the idlers all over the country will equal in number our standing arm>
and that it requires as much food to feed them as it requires to feed the stand-
ing army at the present time."
Charles Minter, Agent, Dundee, Miss. : "Since receipt of your letter, I have
had a talk with the magistrate and he has decided that all idlers must go to
work or get out of town. We are going to clear our little town of these un-
desirables."
John R. L. Stafford, Agent, McManus, La. : "I took yesterday as an example
and counted 16 colored and 6 white men, all fit for some kind of service on the
farm or on the railroad, who were not at work. I am taking the matter up with
our authorities and feel that we will get results."
W. S. Hall, Agent, Bloomfield, Ind. : "The idler, the slacker and the pro-
German are all in the same class, traitors to the country that feeds and protects
them. Myself and family go without things that we would like to have to eat
and to wear in order to help 'Swat the Kaiser,' and every American man that
has any red blood in his veins is doing the same thing."
L. V. Clark, Agent, Cannonsburg, Miss. : "Your letter contains the best in-
formation yet given on how to help our country at the present time. I think
each county should have a traveling officer whose duty should be to investigate
all cases of idling."
H. Marx, Agent, Charleston, Miss. : "In reply to your letter concerning idlers
beg to say the Sheriff of this County has issued the following order, headed :
'Notice. Important ! Go to Work, Go to War, or Go to Jail/ "
W. L. Venner, Agent, Hodgenville, Ky. : "I find the labor situation to be
that the more some laborers are paid for a day's work, the fewer days they will
work. They work just enough days in a week to get money enough to live on
the balance of the week."
S. F. Wakefield, Agent, Unionville, Ind. : "The labor shortage here is very
acute. I know of one young man who worked on the section all winter up to
about six weeks ago and quit because he was not paid more money than he
was getting. I am unable to see that he has improved his condition. It is
difficult to get behind such fellows, as they are usually overpaid at the lowest
possible wage."
J. F. Cailey, Agent, Tolono, 111. : "I took your letter to the editor of our local
paper. After reading it over, he pronounced it the best article on the subject
of unemployed labor he had seen and said he would be glad to publish it in
his paper. I asked the editor to add a few lines to the effect that if anyone
reading the article was out of employment and desired to enter any line of the
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 33
railroad work, to make application to me as agent of the company, and I would
see that the application was placed before the proper department."
P. H. Morrison, Agent, Coleman, 111. : "Any fair-minded person could not
but agree with the views contained in your letter, and I might add that I think
the government would be perfectly justified in drafting idlers and distributing
them around where most needed. A man who always thinks he is doing too
much for the money he gets is not much of a success. A man should now
endeavor to do just a little bit more than he was expected to do when every-
thing was normal."
W. R. Foster, Agent, Williams, la. : "I have given my son that he might
fight in the common cause of democracy. In this crisis our country needs every
man no matter who or what he may be, or what his station in life, or the eco-
nomic position he may hold, for he owes to his country all that is in him."
1 E. E, Clark, Agent, Cleveland, Miss. : "This town has a population of be-
tween 2,500 and 3,000. I would estimate at least fifteen per cent of the labor-
ers in this population are idlers. You cannot hire this class for love or money.
Any man who hasn't enough manhood to respond to the noble cause of labor
at this, critical time should be marched out to work under the muzzle of a
shotgun."
W. C. Smith, Agent, Pocahontas, Miss. : "We have quite a number of idlers
around here. The colored laborers have made quite a bit of money on cotton
and corn. They will not work until the money is all gone. We have a
vagrancy law for the state, but it is never enforced and only applies to those
who have no visible means of support."
R. Burnett, Agent, Anna, 111. : "We have some idlers here. I happen to be
the Mayor of this City and I have recommended to the Council that we enact
and enforce an ordinance to cover the question discussed in your letter."
J. L. Center, Traveling Salesman, Memphis, Tenn. : "I read your letter in the
Commercial Appeal. What you saw on your trip I see every day. The same
conditions exist everywhere among both whites and blacks. I suggest you take
the matter up with Congressmen and Senators and urge them to pass a bill
enforcing the registration of all males from 18 to 65 years of age, giving the
ages, occupations, the amount of Liberty Bonds, Thrift Stamps and War Sav-
ings Stamps each has bought, and obtain information in regard to what each
person is best fitted to do in the way of labor during the period of the war."
Dr. O. W. Ferguson, Mattoon, 111. : "I fully agree with you that an able-
bodied man's time is not his own and that everyone should be engaged con-
stantly in some useful occupation. Human effort is a commodity to which the
public is entitled on reasonable terms during the period of the war. A labor
census should be ordered and everybody should be included. It is nonsense
to say that your son or my daughter, if capable of productive effort, should be
allowed to remain idle simply because we are able to feed and clothe them in
idleness."
John E. Kane, Attorney-at-Law, Bardwell, Ky. : "We have some idlers
here. Labor is much needed in all lines of industry, but this fact, together
with good prices, does not seem to move them to habits of labor. Nothing
short of penalties for being idle would induce many of them to work."
Robert B. Mayes, Attorney-at-Law, Jackson, Miss.: "I think the idea of
your letter is excellent. If there was organized in each community a com-
mittee whose duty it was to find out who were working and who1 were idle, it
would be very potential in putting everybody to work at something."
W. W. Craig, Attorney-at-Law, Ripley, Tenn. : "I will take up with the
county authorities and the newspapers of this county the matter of arousing
the public generally to the necessities of the hour. Our condition in this
CONTRIBUTE TO THE RED CROSS
34 ILLINOIS CENTRAL MAGAZINE
county could be considerably improved, though we haven't a very bad condi-
tion existing now."
Trimble & Bell, Attorneys-at-Law, Hopkinsville, Ky. : "The negroes make
so much more money now than they formerly did that they are prone to work
a few days and then loaf as many days. This is a very serious question and
we doubt very much if it will ever be successfully handled until the govern-
ment shall take the matter in hand and appoint an agent or a committee in
each county with power to act. However, we have organized in his city and
county a society to enforce the law against idlers. Prominent business men
are at the head of this organization and we believe that the law is going to be
enforced locally and that all idle people will be forced to go to work."
Rhodes & Rhodes, Attorneys-at-Law, Milan, Tenn. : "We have carefully
read your letter. There are ablebodied white and colored men in all of our
towns who are not within the draft age and who are fully capable of doing*
manual labor. . Just how to enlist these men, we are unable to say, but there
should be some way to put them to work. If all of the men who are able to
work, and who do not expect to go to war, were employed, there would be no
shortage of labor by the railroads or on farms."
W. A. McDonald, Attorney-at-Law, Ashland, Miss. : "The first duty of every-
one should be to win the war, and to do this, I believe the country should be
organized on a war basis, and every male citizen between the ages of 16 and
65 should be drafted and assigned to the position he is capable of filling until
the end of the war, and worked under military authority. The sooner this is
done the earlier the war will be terminated in favor of the Allies."
Hon. Walter A. Scott, Mayor, Jackson, Miss. : "I wish to thank you for your
excellent letter with reference to the labor shortage. I firmly believe that
every physically fit person should be a producer and should be made to 'work
or fight.' Some time ago I issued instructions to the Police Department to
begin a crusade against the vagrants and the slackers. We got very good re-
sults, but I feel that we can do more ; consequently, after reading your letter,
I have decided that we will now redouble our efforts."
App o intm c nt s
Promotions
Effective April 19, 1918, Mr. J. L. Beven, is appointed Assistant to the
Vice-President with headquarters at Chicago.
Effective April 1, 1918, Mr. B. J. Rowe, Coal Traffic Manager, has been
appointed Supervisor Coal Traffic, representing Regional Director, Western
Railroads, effective this date.
Mr. F. H. Law, Assistant General Freight Agent, will be in charge during
Mr. Rowe's absence.
BUY WAR SAVINGS STAMPS
DEPARTMENT
The Typical American and the War
By Morton Denison Hull
I know a young man who as a volunteer in the fighting service of the United
States is now enroute to France. When he enlisted, he was asked a number of
questions by one who loved him.
Did he realize what he was up against ?
Yes, he answered, he thought he did.
Had he ever thought of himself in the midst of the fighting?
Quietly the answer, "Yes, he had."
How did he think he would feel in the actual fighting?
"Scared to death," came the answer with a smile.
Why, then, he was asked, did he wish to enlist before the draft age?
"Because," came the calm response, "though he hated war, there was no place
where he could go and get away from it." Because "it was his job, and he felt
he had to go."
What was it that appealed to i».iis young man with such comoelling force that
from its beckoning call no corner of the world could shelter him? It was the
cry of liberty crucified in Belgium and France. It was the outraged feelings 01
a strong and chivalrous young man at the conduct of the German power. It was
the growing fear that if the liberties of Europe were conquered by the jungle
5p:rit of the Prussian monster, "the day — the reckoning day would come for
America as well.
He knew the sense of fear and was willing to acknowledge it. He knew the
horrors he might face, but was willing to face them. His was the spirit to con-
quer fear in a righteous cause.
I like to think of this young man as typifying the attitude of \he thousands
of young men already "over there" or destined to follow them. I like to think
of his attitude as typical of America in this war. Shall we who are left behind
fail to respond to the inspiration of their fine example?
They need our sympathy and our support in the spoken and the written
word, and more than all else the support which our money and our might can
give. For that purpose our government is seeking huge sums of money, by
way of taxes and of loans. Three billions of dollars are asked of us in the
present loan. It is in truth as well as in name a liberty loan. To subscribe
to it is a privilege which we shall be glad to recall in coming days. It' is how-
ever, an enormous sum and it cannot be raised by the subscriptions of a few.
It will need the collective subscriptions, small and large, of millions of oui
people.
Surely the people of this state will not fail to be numbered generously among-
them. Where our heart is there will our treasure be also. If our heart is in
this war, our treasure must go with it. And our hearts must be in this war if
we have the conscience and instincts of free men.
CONTRIBUTE TO THE RED CROSS
35
13Tri ENGINEERS, (RY) U. S. AMEXFORCE IN FRANCE
Vol. 1. No 2.
MARCH 13, 1918
PRICE 2^ Washers
THE ADJUTANT'S MOTTO.
« The Silver Lining. »
Just as the sun breaks through the. clouds
after the storm, and discloses the beautiful sky
beyond, so, in our daily HCf, through the dark,
discouraging clouds of disappointment and
sorrow, the sun of Hope springs forth to cheer
each one to greater efforts.
No matter how dark and gloomy the future
looks to each of you, remember that in the
very hour of despair, unseen forces of which
you know but little, are working to shape
your destiny and to bring to you a better and
brighter outlook on life.
Though your present task may seem to you
to be small and scarcely worth while, yet in
this great struggle for democracy each man
must do his bit to the best of bis ability.
Whether it be on an engine or at a lonely
detachment, each cog in the wheel is of equal
importance. '.'
(When you see an aviator fly over, remem-
ber that all cannot be airmen, and that lor
every man in the air, four soldiers are necessary
to maintain him. The same, is true of the
man in the trenches, for every brother-in-arms
holding the line, eight men working in conti-
nuous service are absolutely essential, that
the front be maintained unbroken.
The element in human nature which bids
us all be restless and anxious to climb to
heights unknown, has caused the whole world
to progress through the past ages, and even
now the longing for action which is manifest-
ed by numerous requests to transfer to other
branches of the service, is indeed a worthy one,
but let us not luse sight of the important fact
that we are a part of the defense and as such,
cannot be spared until others are sent to take
our places.
Until then let eacli strive to do the portion
of work assigned to him cheerfully and wil-
lingly, with the knowledge that each day's
task well done, brings us that much nearer home.
T. P. HORTON.
Furnished room with board. First floor.
All modern conveniences, rales gl -10 per day.
Apply to the Sergeant of the Guard.
Me and the pal was always kids, Rosa.
OVER THE TOP
Did you see the thing they've handed me?
And they dare to call it a hat,
An Oversea,
But Oh, to me,
Its a dura sight less than that.
And to think I had to give 'em
The Campaigner I loved so well
For such a lid,
Fit for a kid,
Sherman was right, Us Hell.
I came to love that old broad brim
It was shelter in every season.
They've robbed me of
The hat I love.
For why? They have no reason.
A Comrade or his branch?
You're outa luck,
We're just plain Buck,
Of a million or more in France.
To think they've taken you from roe
Indeed it dims my eye,
Why you are home
Where e'er I roam
Gosh but I'd like to cry.
And this other thing they've issued-
It fills me with disgust
This new head gear
Is mighty queer
But wear it, I guess I must.
To rover my dome I'll put it on
But dqimn-it, it will not cover,
Oh! why? Oh! why?
I wail, I sigh,
Did they have to take the other?
My half- bare cocoa'll drive me loco
I sure can never wear'it
Why on the square,
I'm naked there,
But I'll have to grin and bear it.
TED SULLIVAN.
<SS :
MY TIN CHAPEAU
The powers thai be have issued me
A useful hat of tin.
Its armour plate protects m,y pate,
But makes me look like sin.
Add when the giddy Gothas from
The clouds their pills do throw,
I view with smiles the falling tiles,
And. bless my tin chapeau.
RICE
Rice is a cereal possessing great nutritious
value, and is raised extensively in China, the
Phillipines and Louisiana. Fortunately there
was a record crop in 1917 and several million
tons were shipped to France for the American
soldiers. In shipment the color changes from
white to olive drab, but this fact in no way
impairs its wonderful food value.
That it is a very popular dish is proven by
the fact lhat all the soldiers eat it for breakfast
every day that they get up for breakfast. Any
rice not used up for breakfast, is allowed to
remain on the same shelf with a cake of chocolate
until noon and is then served for dinner with,
two raisins per fifty men.
This is known as camouflage, as when seen
from an aeroplane traveling 120 miles an hour
at a height of 2600 feet, it looks like pudding.
Such wonderful results have been obtained
in giving soldiers rice as a substitute Cor food,
lhat it is planned to. burn gravel in our locomo-
tives commencing April 1st.
E. P. DUDLEY.
OBITUARY
Private Karl Hansen, Company-F. was fa-'
tally injured by an accident at.... on Saturday
February 2nd. Ho died very shortly after the
accident and was buried the following day at
with military honors. Hansen was a
native of Vile, Denmark and had been a deep
sea sailor for twelvo years, having shipped
ID various lines of trade that- took him to
all parts of the world. He had been natural-
ized at Ashland, Wis., and came to the regi-
ment from the New York Central Lines. He
was well liked by all who knew him.
The Officer of the Hay recently had occasion
io bawl out a cube passer for some wild
pitches. Later the lad said : I sure am gett-
ing careless. He passed by three limes and
I never came within 'a foot ot him.
Briquette prices: 18 cents wholesale; 90/90
retail.
CONTRIBUTE TO THE RED CROSS
37
38
ILLINOIS CENTRAL MAGAZINE
WINDY CITY ECHO
The unofficial organ of the 12th Engrs. (Ry)
U. S. Army. Published monthly on the 13th.
Price ?5 centimes, per issue. Subscription rates
to be announced later.
S. L. Beckwith,
W. N. Bissell,
W. G. Burns,
D. I. Hette,
H. E. Reading..
Editor-in-Chief,
Editor or Treasurer.
Business Manager.
Circulation Manager.
Sporting Editor.
EDITORIAL
The first few days in the life of a human
being are always critical and filled with
considerable anxiety on the part of all con-
cerned. This is to a certain degree true in the
birth of the Windy City Eche. The first month
we got together four pages of matter, had it
printed, and sold copies enough to pay for the
paper, the cost of the printing, and enough
beside to run six pages in Ihe March issue.
We have kept our ears to the ground for
criticism and suggestions, and have got lots of
both, a good deal of which has been -cashed in
on in this number. The most frequent com-
.plaint was that only a small part of the Com-
pany'news submitted, was. used, which was
due to lack of space. With two more pages
"this month, we will print twice as much'Com-
pady news and also run a couple of special-
ties, such as the Windy City Ad, which was
one of the features of the officers' Thanksgiving
celebration.
From now on it is up to the men whether
the paper sinks or swims. If the men send
in the stuff, we wilt print it, if they .buy it, we
will have money enough to pay for the neit
month's'issae.
A WORD FRQI THE CHAPLAIN
I wish to thank all the men of the regiment
who have assisted in putting on shows and
entertainments. Your serv.ice is not to me,
however, but to the regiment, which certainly
needs « something doing » to pass away the
lonesome hours on Saturday and Sunday
nights.
We are in a position where we must depend
on local talent, so if your know of a man who
can sing or do a stunt, tell the Chaplain. Am
always on the lookout for new talent, and any
Company, barrack, or group of men who will
get up a show can us& the hall. Any sort of
good clean fun is appreciated^
It will seen be time for outdoor sports. We
are leveling a small space for an athletic ground
between the barracks, and will make a regula-
tion baseball diamond on the nearest good
field. It is expected 'that /the Y M C A will
furnish some equipment in. the near future)
PRIZE CONTEST
Can you write aStory oraPoem? The Windy
City Echo offers two prizes for the best story
or poem submitted before April 15 1918. Sto-
ries are limited to one thousand words and
poems to fifty lines. They must deal with some
aspect of life in France in Wartime, and must
pass censorship.
The manuscripts will be judged by the Adju-
tant and the Chaplain, and must be sent ia,
in sealed envelopes plainly addressed, Echo
Contest, . The fccho reserves the right
to use any or all of the manuscripts submitted
(free of charge), and the prize winning articles
will be printed in the May issue. Twenly five
francs will be paid for the best contribution,
and fifteen francs for tbe second best.
APPRECIATION
We published in last month's issue of the
ECHO a listof women who did great Christmas
work for this regiment in collecting packages
at Chicago and forwarding them properly
packed and promptly inspected.
Through misunderstanding on our part, the
list as published was far from complete, and
we hasten to make grateful acknowledgement
to the following : Mrs C L Bent,;Mrs OL Whi-
ting, Mrs S G Taylor, and. Miss.LilUao Walsh;
Because the Christmas presents for the woun-
ded soldiers at the French hospital at did
not arrive on time, the men of this regiment
made up a truckload of presents out of their
own boxes from hdme which were distributed
on time. In return for this courtesy, our men
were invited to a concert by the famous band
of the 9th Chausseurs, which was very much
enjoyed by a large number of men who were
in off the road.
One of the well-known -war correspondents
who have visited our camp, published in the
Chicago Daily News a request that some pho-
nograph records be sent to us -to be turned
over to one of the hospitals on our road.
The following Chicago people, have already
sent several fine records : Mrs A V Clarke,
Miss B Hitch, Miss Helen Wright.Mrs AStupple,
and. Miss Cordelia E Gueli,n.
H is safe to say that these records could not
have been placed anywhere where they would
do more good, than in the wards of ap evacua-
tion hospital for wounded soldiers.
NOTICE
To the Brethren. of the Masonic Fraternity
with the Amex Force in France. Greeeting:
This is to announce thai the Heather Hill
Masonic Club of the Thirteenth Engineers
Railway will hold an -open meeting on Wed-
nesday night Marsh 27th at 8.00p«n in Com-
pany B mess Halt You are all cordially invi-
ted to attend.
GEORGE S CASK,
President.
SPORTS
Lieut. Horton and « Our Chaplain » Lieut.
Cutler are promising candidates for our base-
ball team. Ydu have probably noticed them
back of headquarters. Lieut. Cutler fields like
a- major leaguer and Lieut. Horton knocks
them a mile with the willow, he said that he
would'nt try the fielding game until he had
taken otfa little avoirdupois.
Jennings is trying some new holds on the
^ngines.
NWe have enough material to make up a
number^of good' baseball teams and intend to
establish a league of about six teams as soon
as the^weather permits. The Commanding
Officer is heartily in accord with this move-
ment and the only thing necessary now is the'
procuring of equipment. The suggestion ia
made that every one interested in the game
write home for at least one ball. We have
tried to procure some equipment through the
Y.M.C.A. without success. (
Have yon witnessed the boxing tournament
held in the firemans' barracks. Some. pretty
clever -boys.
Lieutenant Cutler is doing all in his power
to arrange for a good line of sports for the
coming summer. U is a necessary adjunct to
the regiment. Good clean athletics will tend
not only to build up the physique of 6ur men
but Vill also do much to relieve the monotony
of our daily work.
Doty and Jennings are matched foe March
12. This ought to a battle wort* going miles
to see. Both men are high class wrestlers and
it looks pretty even. Doty has a slight advan-
tage in weight but will probably train down
before the match.
-9Q-
MISCELLANEOUS
The Supreme War Council of the Allies have
adopted as their Internationaf Melody, BVKRY'
LITTLE MOVEMENT HAS A MEANING ALL ITS OWN.
What we would like to know is, what part
of State Street that ten minutes was supposed
to represent.
A to C: Do you like the Champagne of
France? C to A : Yes, but I prefer the Oldwein
of Iowa.
THINGS THAT WOfiRY PRIVATE BLINKS,
How am 1 going- to take all my souvenirs
back home with me?
I wonder if my name will be in the next
issue of the Echo?
Will I ever get a chance to visit Nice?
What will it b« tonight, hash or hambur-
ger?
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
39
Co. A
Corp. McKee — Editor.
It is rumored that Paul B. Mullin and R. B.
Blacksley are going to break up house-keeping.
We. wonder if that missing tooth of Mullin's
has anything to do with it.
We wonder why H. R. Resile and others of
Company A are complaining because Fred A.
Saar makes frequent visits to the first town
east of the Windy City. F. M. Rosenhaum
and Fred Writesman say there is a mademoi-
selle in the case. •*!
If Bailos continues to wear- that camouflage
on his face he will make a good Regimental
Whitewash Brush. Next time you see « Slim »
Murray ask him if he ever sees his one-eyed
friend any more.
Some of the boys measured Bill Hoover's
mustache last night and it measured 14 inches
from tip to tip. One thing about <• Bill » he
never puts out « stove pipe », but he did say
his .mustache in 1911 was long enough to tie
around, his neck.
We all know straight air will go through a
crooked pipe, but one thing we don't compris
is how to get steam to blow by the regula-
ting v.alve by turning engine end for end. It
can be done though. If you don't believe it
ask Master Engineer McKee.
J.J. Morris visited the Windy City January
31st. We understand he was looking for men to
gather next year's rice crop for this regiment.
The boys are getting so they don't eat anything
bat rice for breakfast.
Company A men who 'frequently refer to
our antiquated style of firearms may be encou-
raged to know that an issue of the latest model
is in the offing, also an opportunity to use
same. We have a hunch that there will be
numerous requests for transfers.
Friends of P R Reed will be glad to know
that he is now snugly esconced at Company
A. headquarters as Secretary to the Captain.
G A Pellar relieved Reed at
Corporal H J Park is once more on the Job
after having distributed joy along the line in
the form of pay envelopes, a trifle late. He
incidentally visited some very interesting ruins
en route.
Corporal McKee appreciates greatly the loan
of Sergeant Halverson's fine overroat while oh
furlough to Paris. He went completely dis-
guised as a U S soldier which is going some
in camouflage.
Company A through its own cclumns would
like to once more express its appreciation of
the kindness of the Illinois Central men who
contributed to the Company A Christmas fund.
It was a fine selection of good things and
you sure are there, boys! I !
Our First Sergeant, Le Petit Halverson, is
practicing great economy preparatory to giving
Paris the double-0.
Captain Walsh has cabled Al G Field,
Minstrel King of America as follows : Thanks,
Al-for your ofler to come over with your troupe,
but Chaplain Cutler has organized a Minstrel
Company for the Thirteenth.
We are running across married men every
day now-- Family Allowances.
Speaking of transfers, no doubt a great
many of the boys would make a great record
in the Tank Service Corps.
@@
MORE TOBACCO
We have just received an assortment of
tobacco from the Railway Regiments Tobacco
Fund. This organization was established very
shortly after the recruiting of the Railway
Regiments, and is made up of the numerous
concerns selling steam railruad supplies" in the
Slates. The response to the request for con-
tributions was quick and generous, and we
hereby lender the hearty thanks of the men of
this Regiment. The soldiers do not like the
tobacco sold in France and such gifts are so
much the more appreciated.
Co. B
Sgt. H. R. Tinsman — Editor.
Section Foreman Corporal Court Trotter is
'training.an army of Anamites in the Manual of
Pick and Shovel.
Tarle ton Riley spent a week in the hospital
as a result of eating his own cooking.
P.O. Ferguson believes in Sammy Backers.
Why shouldn't he?
Pussyfoot Carl Tiedeman has shaved off his
mustache as he was mistaken for a sea lion.
« Regular Army » Smuck says the Germans
prize their landmarks too highly to blow up
Windy City. It is suggested "that the City
Council place a ban on electric signs after a
certain hour. Such a scheme worked well in
New York.
Co. B. wishes that it be announced that
« Dusty Rhodes » will be held responsible for
all stove pipe coming from that station.
Tnrl Riley made a visit on hisold friends at
but spent most of his time in the village.
What's the altraction?
« Old Gobbler » Bennett has moved to .
Dan Fauser seems to be very much down-
hearted because he has forgotten to make an
allotment to his Sammy Backer.
Information from a well informed authority
states that « Race Horse » Dan Walen is going
lo start saving his money. Judging from his
other reforms, he will probably be able to go
to Paris in about a year.
Moll's Hotel will serve a new dish next week
— Creamed Carrots. C. P. Johnston take notice.
Lord Lovelte, the Silent Bugler, was a viii-
or at our camp yesterday.
As there is no live stock in this vicinity,
lorseshoer Amley is acting as operator.
Chef de Cuisine Auston Riley, would like to
enow who is next out to get the milk in the
morning.
Mess Sgt. Molt is organizing a Cement
Mixers Union.
Slim Bootjer is now Chef de Koep at
BUY WAR SAVINGS STAMPS
40
ILLINOIS CENTRAL MAGAZINE
Supply Sergeant Simon has applied for ap-
pointment as permanenl Sergeant of the Guard.
A sad accident occured at --• at 13 : 13
o'clock on Feb. 14th when Louis Pinard Rob-
ken's mouse hound, Trigger, had both hind
legs amputated by train H- 23. Trigger had
been playfully engaged in biting chunks
from a car wheel (lange when 23 moved a-
head with the above result. Doc E F. Quinn
was hastily summoned from his domicile in
the village and, after a careful diagnosis, chlo-
roformed Trigger with a French carbine. Doley
Yunkers and Hank Fritz officiated at the in-
ternment. We accept your sympathy.
•One of the most important social events of
local residents took place February lith when
our Anamites of the track department cele-
brated New Years as it appears on the Chinese
calender. Prominent among the American
guests were Chef Dequipe, Current Kelly and
his efficient assistant, Vermouth H. Lange
Ye scribe is unable to secure many rational
details of the celebration, but it would appear
that our comrades were entertained royally,
not to say " fully". The menu consisted of
drinking champagne from five positions.
L E Silcott is visiting some old friends in
Senator E M Bradley has also gone
for a little recreation in the same lecality.
Corporal W H Hulen, Chefde Cuisine C. M.
Platzer and others from investigated the
new allotment regulations in —
William S Gilbert has struck up a corres-
pondence with " Black Jack ".
Fred Hardy is getting his share of the
French mail.
Slim Nichols is now guarding the coal pile.
Being blind in one eye, he fills the job well.
A LETTER FROM HOME
My dear Son :
We gol your letter tonight and you dont
know how glad we are lhat you are slill safe
from Ihose awful Germans. When you write
aboul being under shell fire all Ihe lime, I
jusl cry like a child.
We did not know that the snow in France
ever got to be ten and twelve feet deep or
lhal the thermomeler went down lo Ihirly
below zero, bul 1. suppose thai in war lime,
everything is different.
We read in the paper about the fine work
of the American engineers in thai baltle, and
you dont know how happy I was thai you
came oul all righl. Your dad said lhat it
probably wasnl the 13th but I knew better.
Any regiment lhat my boy was in would be
sure to get into trouble.
I am glad lhal you donl drink any of lhat
awful French wine. Wrile soon.
Your loving
MOTHER.
P. S. Your letter lo Jack was published in
the paper. What did you mean when you said
you often got bokoo zigzag ?
Co. C
Jsl Sgt. Harrison —-Editor.
All the boys are in tip-top shape and are
getting ready for sleepless nights — that's got
it on meatless days. Mr Hoover please note.
We still gel rice in the morning — will the
supply ever run out? •
We have an « Uncle Jerry pancake flour »
advertisement lacked ,up on the wall to bring
back fond recollections ol happy days.
The regimental gardner visited us last-week
and asked Lieutenant Deyo what he wanted
planted in our'garden. Lieutenant Deyo replied
« dead Germans. »
Although we always see our conscientious
Sergeant, Newell Irwin, running around with
a hammer in his hand, as yet we haven't heard
him do any knocking.
There are a number of Jack Haley's friends
who want to know why he developed such an
appetite before going to Paris — ' especially
when eggs are so high.
Lloyd Woods is keeping up Company C's
reputation for style. He is now wearing wooden
shoes without socks.
E.C.Krume is one of the many boys who
wants to go home. He says « Peaches » is very
lonesome.
We have noted in the last three days that
brother Lawn is again « digging ditches. »
It causes us much grief to see that Bill Bosch
is losing weight. Between his duties of « bunk
fatigue » and cutting bread in the kitchen we
fear he is being overworked.
Lost, strayed, or stolen — reward offered —
one barrel of rum. Please return to Peter Carr.
(Advertisement)
L.L.Burchfield is very happy over his recent
promotion from Engineer to « bricquette
heaver. »
The many friends of Fred Anderson are very
worried over his conduct of late. He has been
seen on several occasions crossing the tracks
with a copper bucket.
We hadn't been notified 'that the water
faucet was1 moved (?)
Our handsome barber, W.J; Baldridge, is
deeply concerned over a newly -developed
freckle. It is also reporledtliat he has taken la
drinking milk heavily of late, which has
caused much worry to- his many friends.
(Gracious, Wilbur, we hope you won't take to
carrying matches)
Sergeant Clay Koonlz seems to be having
considerable correspondence with the S.M.P.
office at Oelwein of late. Can any stenographer
explain this?
Private T.L.Walsh, the Agent from Clarion,
is sighing for his last month's pay, while
Pte. G. E. Blanchard is studying. out the
mechanism of silent motors. « Sweet Coo-
kies ». We are glad to know that be is doing
something.
Four of the boys from - look supper
with us one cloudy evening last week. N«.
leaving the woods for them birds on moonlighl
nights.
The warm weather has brought from cover
a few baseballs and gloves. Permissionnalres
can witness the National Game from the car'
windows.
Little ditty sung nightly by Pte. A. G. Van
Sickle : '.' 1 love nol the moon-lighl, some-
where in France " Chorus by entire detach-
ment :
" SQUADS WEST "
Pte. H. M. Anderson wants a Sammy
Backer who will furnish one blue serge suit,
one pair of Walk-Over shoes ond one Stetson
hat — apres la guerre.
Does Runt Hiker- still swear all the lime?
No. Only when he talks.
Sgl. Caicley is in training 1or the " gimme "
gang. /
Heinie Hailpern is wearing a broad smile
since the British captured Jerusalem.
Cap Davis is nursing his pel curl to the
last frizz in anticipalion of a Irip" lp " Gay
Paree ".
We are proud to have in our company one
of the champion wrestlers of France, and hope
he will be able to retain the title iafler Ihe
draft boys get over. Camp Dodger (Iowa)
please copy.
Freddy Jonas, the Oelwein Nightingale, is
doing good work as Acting Supply Sergeant
for C Company. ,He takes care of the fuel end
too. The other nighl he was" seen smuggling
wild a large log which he caplured in the
North woods on one of bislrips.
Handsome Jack Haley regrets being unable
to continue his French lessons at
on account of the recent ban.
S3
BEATRICE PINARD'S COLUMN
Dear Miss Pinard :
A Sergeanl from the 13th Engineers
used to call regularly al our brewery and leave
bokoo francs every lime he blew in. My
mother and 1 had begun to figure that he
would be a pretty good thing lo have in Ihe
family. A while ago he stopped coming around,
and the other day I mel him down in Ihe
business section without his chevrons on.
Please explain.
RUBY FOAM.
Dear Miss Foam : — '
Send u's this guy's name and Com-
pany and we will mail you a copy of his court
martial papers.
BEATRICE.
Dear Miss Pinard : — "
I am desperately in love with a soldier in
the 13th who says he does not drink, smoke,
chew or swear. Can you vouch for this?
(Name withheld).
B.V.D.
DearBV:'—
You've got Ihe wrong number. There aint
no such animal in the 13lh.
BEATRICE.
Co. D
Corp. D.- E. McMillen — Editor
Our genial Interpreter, Mr Fourcroy has just
returned from a ten day furlough spent with
home folks near Bourdeaux. He reports a very
pleasant and profitable time.
Private Willis has left the .« Old Soldierr
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
41
Home » al Crossing. Tarn is now helping
to entertain the boys at the « Y ».
Corporal Bloom from ---- is now working
a trick as operator, vice Private J. W. Reeves,
transferee! to the Q. M. Dept.
The « Soot Chapter » of the Stovepipe Com-
mittee has just issued a bulletin to the effect
that, headquarters are to be moved here soon,
and that by and by - will be a base of
operations for the American Army. (This is
the latest but not the last).
Private Lefever is now night watchman vice
Private Sullivan of the Medical Corps trans-
ferred.
Private Thomas from worked a few
nights as yard clerk, Corp Carmichael being
on the sick list?
Several of the boys went to the Windy
City February 15th to enjoy the music at.the
« Y » which was furnished by the Orduna
Quartett, Orchestra and Soloists.
Of all the silent men, C.H. Hunter, lias the
prize — but you can never tell (about a man
who likes beer in France.
Afler persistant efforts and the help of C.F.Pe-
ters and others, O.W. McBride has succeeded
m voting the villageof « dry » — at
least for a trial of three "months.
Bernie Schuhder, better known as Pea Eye of
Go D;, thinks he can sing because his sisters
do. He sang a solo accompanied by Wm
:Keenan 'on the harp. His cheers were
« gag » h>m, « gag » him.
« It pays to advertise » so says George Bar-
noske. He has just asked for a three day
furlough during which time he expected to
•confine himself to the task of answering
letters from England. His estimates are
thai lie can read and answer at least fifteen
letters per day.
CAN YOU IMAGINE?
Glenn King thinking of anything serious.
Roy Visger several times out on the extra
firemans list.
Percy Salzgebec trying to get a French girl to
teach him the lingo.
'Marik or Chas McMahon not wishing to return
to Paris.
Balsbaugh or Luek getting ready to return to
the States.
1st Sgt Reading remaining in --_ if there
• wasany Chance of returning to
Sam Yates, Horne, Isberner and Mycke in a
male quartette under the instruction of
J. Jacobson.
Sylvester 'trying to compete with^Guenther in
bringing in returns from the stove pipe com-
miUee.
Ask Chet maybe he knows
Why Corporal Hiltel, wears coat, hat and army
uniform, and cleaned bouse, here a short
time ago."
What Hard ate that made him well, and
frisky.
Why Harmon tried to_ spill the beans for
Sladky (canteen)
Where Brennan got his Hay makers.
The reason Castignino gets up early and takes
' physical exercice.
The reason Sladky is studying French- (Ways).
Why McMahon keeps shaved up, and makes
frequent trips to the village.
What makes Irvin so noisy, and always jump-
ing around.
LETTERS TO THE EDITOR
Sir:
I would like to inquire as to how I can
transfer from my present mess hall to that of
Company F. Every day 1 see the F men with
their tinware loaded to the guards with fancy
extras. I understand Lieut Kennedy is going
to make a trip soon, for some more high class
stuff, and I trust you will advise me toot
sweet.
FULLER Rica.
.'Dear Mr Rice :
At present we can make DO suggestion that
will be of assistance to you, except that you
had better be working for the Santa Fe when
the next war breaks out.
ED.
Co. E
Pvt. J. R. White — Editor.
Terp says, he caught cold while visiting a
nearby city. (No personal questions will be
answered). •.
- John Duffle has a Tres Bon! Comrade in a
little Algerian Telephonist.
The Chicago and Northwestern Ry. Co. has
not forgotten her 176 « E » Company Boys.
All received real Christmas boxes and Lt. Shau-
ghnessy brings the news that a Mess Fund has
been forwarded, which has been donated by
the C.d-N.W. to the Company. Three Big
Cheers, for the C.Cv N.W. Officers and Em-
ployes!
• Captain Holmes, although away from the
Company on detached service, still take's great
pride in the Company.
Grover Pike's favorite pastimes :_ Climbing
Trees, asd Buying Coal.
Private, Schafer is. contracting for a naW
production. It's to come out in Milwaukee after
the war? We hear he got the idea in Paree.
Mrs. Shaqghnessy should have seen the
* E » boys, when her Christmas boxes reached
camp.
« Tiny '» Mathews and « Tony » Kiel, Pro-
prietors of the Windy City White Dairy Lunch,
« War Bread and Rice » on^every Menu. -V
Casey .says there's a new drink in Harvard :
— TOM AND JERRY. King has the bar on
light wines and beer.
The earliest riser at .--, is Jack
White, and he can do it with the least sleep
of anyone at the Detachment. Colonel Wpods
says that a goin some. ,
BiH Ring and Tom Hayes are the Twin Bed
Boys in .
Costigan is still putting put the Stove-pipe
on all return runs from the Windr City.
• Ben Butler received these words from his
sweet cooky last mail day, « Tell us what big
battles, you have been in ». Just tell her Ben
that under Genl.' Haig you've made some
drive*.
Even John Duffy is wearing wooden shoes,
BO wonder the letters from Rogers Park all go
to-Conlon. *
Sgt. Robinson claims the Pippin has got lh«
world bett — IfS pounds of lovliness. No
wonder he is always visiting Paris.
Sgt. Robinson spent a seven day furlough
with his son, who is a member of one of the
A. E. F., Aviation Corps.' Sgt. Robinson says
there a Tine bunch of fellows, and he'd take a
chance in the air with any of them.
Fred Derocher holds the stakes at and
Rasmussen is off his credit list.
Plumber Birch, the Union Man, Local-13 is
the Dynamiter for master Engr Haigh, Pres. of
the Carpenters Local. Duke Kennedy has turn-
ed in' his card and is now doing his bit in the
Windy City Yards.
Sgt. Terpning claims he will have the best
truck garden on the line, Mackenzie and In-
goldsby put it up to Marsh and Ploen to raise
McCartys murphies.
Co, F
Prt. E. A. Creech — Editor.
.Sgt McCandless claims the war will soon
be over. I wonder.\who told him?
Privale Mike Sweeny (a slender little Tel-
low, who wields such a wicked' (r'ombpne
10 the Jaz Band) is leading a very quiet
and hermit, like existence, since he went
over the top last New Years Eve. Cheer up,
Mike.
Private Swentzell is still « cleaning house >>
around his barrack. It's the old army game,
boys.
Private Willard Wright claims, that his job
is in a class by itself, wonder what it is?
Private « Bobby » Mason wears a, grin and
claims that he sure has got so'me job.
We are awfully glad that some one "here,
likes his job.
Some one told me, that Pvt. Wish was
the most quiet man in the Regiment. Does
everybody agree to that?
Privale Ned Kennedy continues to receive
daily visits from the uPetit Frogs » who seem
to enjoy his culinary accomplishment's. - Ned
is an expert when it comes to cooking a real
nice « gob » of rice.
Its a very difficult matter to start a quarrel
among Co. « F » men since Mess Sergeant
sommers returned from his «, Forage Expe-
dition ». Answer ; We are enjoying some
« real eats » at present.
Pvt. Jeanette must be a very popular man,
back in his home town, judging from the num-
ber of letters he receives when the mail arri-
vea. Who is she, Red?.
The members ol Co. « F » are unanimous
in extending their thanks and appreciation to
the Officials and Employees or me. Saubt Fe.-
We are certainly enjoying many nutritious
dishes on the strength of the mess fund that
they so kindly sent us, and it has a tendency to
make us a li.ttle « snappier "» when \ve know
lhat we havent been forgotten by our former
employers and comrades.
Sgl Isgrig is still tinkering away on his
guitar, and every evening will find him amus-
ing by playing for them his several selections
and you can rest assured they all join ia the
chorus.
. has a new dog. They christened the
poor little unsuspecting canine Pinard.
I'm still living in hope of uncovering some
vocal talent in Co K.
How about starting a crusade against the
rodents of Windy City : anyone second that
motion.
The next show that I put on al the Y,'I
hope to have Co F represented on the pro-
gramme.
CONTRIBUTE TO THE RED CROSS
42
ILLINOIS CENTRAL MAGAZINE
Co, HQ
Corp. J. P Casey — Editor
Baldy Wilson has earned the thanks of all
the men in the Wagoners barracks He was
kind enough to lend them his viclrola and
records, and the barracks resembled a tango
parlor in full blast. K Company men are also
grateful for music with their meals several days.
Kentucky Jim Hays claims the distinction of
having known a man who admitted having
been a buck private in the Confederate Army
In the recent reorganization, some of Ihe
Wagoners were transferred to Companies, but
they are still in our midst. We are all glad
thai they were not taken away from the
Windy City as they are very congenial com-
panions.
Have you Seen Lient Tope's new trick hat?
White Horse Charley departed amid cheers
from Company F kitchen.
Richard C Boyer has been transferred from
the Windy City and' the boys in, 35 are lament-
ing his loss. After receiving several large
.packages Mm the States, his name changed
to Dick.
Jlerman Steinrueck must have been getting
a lot of inside dope since he was assigned to
the Colonel's new limousine He never speaks
above a whisper any more.
.1 F Philbin has a small town postmaster
backed off the boards when it comes to dealing
first class matter right off Ihe arm.
Herpicide Bissell has recovered from the
wound to his salary finger -and is now back on
Ihe job
Ye Ed is after a full tone photo of himself,
so here goes Archbold has been busily en
gaged in his laboratory, aud has taken a pic-
ture of each officer The camera stood this
lest pretty well, which is an excellent testimo-
nial in itself
Cheese Martin has had his truck camouflaged.
Consult llaitrem or Warren for detailed ins-
truction as to how to round up pigs..
Donl fail to patronize Lieut Smith the only
bona fide paymleat dentist in the Windy City
One chair - No waiting Galleway, the den
list's orderly wistos it understood that he- is
the DENTIST'S ASSISTANT, and not an orderly.
We trust lhal this is ricir !o all
Hats- are off to Sergeant Sommers, Ned
Kennedy and the men in F kitchen for their
-.vork in-preparing the' roast pig dinner that
we all enjoyed so much Cheese Martin,
Tom McMannamon and Herman Steinrueck
performed for the boys m Iheir own inimitable
manner.
Harry llaigh refuses to buy the Kcho because
it boars no union label, lie is going to write
Ilindenburg never Saw the day when ho
was as popular as E Pluribus Dudley last week
when he received two boxes of Aunt Jemima's
pancake flour, and a can of Log Cabin, the
first to reach here from the Slates. Very
shortly after their arrival, many callers came
to interview Dudley on grave questions of the
day. Willing hands helped open the boxes,
and many had suggestions for flopping the
cakes without spoiling their contour. Don Q
llette even sank so low as to remind the pro-
prietor that they came from the same town
back home. After many cakes had entered
Ihe manly bosoms o( the crowd^ they retreated
leaving the frying pan unwashed-
Thai night officers censoring outbound mail
checked up 388 letters home conlaining
requests for pancake flour.
We have met the Anamites and they are Arn's.
WINDY CITY
Somewhere in France
Convenient to Hill 13
THE HOME OF THE HAIRTRIGGER 13TH ENGINEERS
^ (The Lucky 13th)
Population, including rats, rabbits, and 3 dogs, 7000
Well Paved Street
Water (Plain, Fancy, River and Rain)
Police Dept and Sanitary Jail
Convenient Cemetery and Commodious Morgue
Sewer Without System
Free Transportation to the Front — None to Paris
Attractive Forest of 6 Beautiful Trees and one Bush, Covered
With Leaves bf Absence, With and
Without Permission
Unparalelled Mud Baths
Magnificent. View of R. R. Yards and Water Tank
AMUSEMENTS - ALL FREE
Rat Hunting Contests
Dugout Races
Trench Swimming
Aeroplane Raids
Music (trench) at all Hours
DESIRABLE BUILDING SITES FOR SALE ON ALLOTMENT PLAN
INDIVIDUAL LOTS, 6' X 2' X 6', FOR PERMANENT ABODE, FURNISHED FREE
Choice Bungalows for Rent, with all the Modern Conveniences Except
Water, Light, Heat, Floors and Bathroom. Large
-Knotholes provided for Rain Drops.
Ventilation Unexcelled.
Hospital on Grounds — a Pill for every 111
" If. you wish to live where things are Pretty,
" Just make your. IJome in. the Windy City. "
TOR PARTICULARS, APPLY TO-
13TH ENGINEERS AMEXFORCE.
Impnmerie speciale du W. C. 6.
CONTRIBUTE TO THE RED CROSS
ENGINEERING-
DEPARTMENT
'The Engineer'
Sung to the Tune of "Son of a Gambolier," at a Meeting of the
Engineering Society of Buffalo
Who is the man designs our pumps with judgment, skill and care?
Who is the man that builds 'em and who keeps them in repair?
Who has to shut them down because the valve seats disappear?
The bearing-wearing-gearing-tearing mechanical engineer.
Who buys his juice for half a cent and wants to charge a dime?
Who when we've signed the contract can't deliver half the time ?
Who thinks a loss of twentysix per cent is nothing queer?
The volt-inducing, load-reducing electrical engineer.
Who is it takes a transit out to find a sewer to tap?
Who then with care extreme locates the junction on the map?
Who is it goes to dig it up and finds it nowhere near ?
The mud-bespattered, torn and tattered civil engineer.
Who thinks without his products we would all be in the lurch?
Who has a heathen idol which he designates Research?
Who tints the creeks, perfumes the air, and makes the landscapes drear?
The stink-evolving, grass-dissolving chemical engineer.
Who is the man who'll draw a plan for everything you desire ?
From a trans- Atlantic liner to a hairpin made of wire?
With, "ifs" and "ands", "howe-ers" and "buts" who makes his meaning clear?
The work-disdaining, fee-retaining consulting engineer.
Who builds a road for fifty years that disappears in two?
Then changes his identity, so no one's left to sue?
Who covers all the traveled roads with filthy oily smear ?
The bump-providing, rough-on-riding highway engineer.
Who takes the pleasure out of life and makes existence hell ?
Who'll fire a real good-looking one because she cannot spell ?
Who substitutes a dictaphone for coral tinted ear?
The penny-chasing, dollar-wasting, efficiency engineer.
— Railway Review.
CONTRIBUTE TO THE RED CROSS
43
Handling Refrigerator Cars for Banana Loading
New Orleans
By J. E. Ernst. Assistant General Car Foreman, Hira'iai, La.
T DO not believe very much is known
concerning the handling of refriger-
ator cars for our extensive banana busi-
ness outside of the New Orleans Ter-
minal, and for the benefit of our readers
I am giving herein a general outline as
to the manner in which this business is
handled and equipment prepared for the
shipment of this commodity.
•Refrigerator cars throughout the coun-
try are diverted to New Orleans to pro-
tect this business, they arriving in prac-
tically every train reaching Harahan
Yards, the cars in lots of instances ar-
riving empty, and in numerous cases
reaching here loaded with perishables,
etc., consigned to the various industries
throughout the terminal. The loaded
cars are promptly switched to destin-
ation for unloading and forwarding
back to Harahan Yards for preparation.
These cars after reaching inbound train
yard are continually being switched into
shop tracks are set aside and as-
signed especially to the handling of
refrigerator equipment for banana load-
ing, the switching of these cars being
done by a crew whose time is almost
entirely devoted to the switching in
of "bums" (which term is used on
cars that are waiting for repairs
and preparation) and pulling the cars
out of the shop tracks after they
have been inspected, prepared and re-
paired, the cars being placed in outbound
train yards from which yards they' are
promptly forwarded to the banana
wharves for loading. „
After these cars reach prepare tracks
they go through a process of inspection
that I feel safe in saying is one of the
most rigid given any class of equipment
in the country, which is absolutely neces-
sary, due to the demands of the fruit
companies that nothing but equipment
in first class condition in all its details
be furnished for this loading.
After these cars reach prepare tracks
they are first given a thorough clean-
ing out, the nature of the cleaning be-
ing based upon the interior condition
of the cars, which condition is governed
by the commodity last carried by car,
for instance, if car contained a ship-
ment that left no peculiar odor or did
not require salting, etc., the only clean-
ing necessary in most cases would be a
thorough sweeping out or probably a
good washing out, which is done by a
bucket brigade using hot water and
brooms; however, if the car was last
loaded with such commodities as creo-
sote ties, fish, packing house products,
poultry, etc., it would be necessary to
steam out and disinfect car before same
could be prepared and offered for the
banana trade, as this fruit is loaded loose
on bunches and is very sensitive to for-
eign odors, which would spoil a consider-
able portion of the fruit.
There is also a number of these cars
that arrive back to Harahan Yards empty
containing a considerable amount of
good serviceable rice straw, this straw
is thrown out of cars by cleaning gangs,
and is then gathered and reclaimed by
BUY WAR SAVINGS STAMPS
44
ILLINOIS CENTRAL MAGAZINE
45
the Fruit Despatch Company, who have
employes on our prepare tracks especial-
ly assigned to this duty, and at such
time as a carload of this straw is accum-
ulated it is loaded by these men in one of
our cars that has been made "O. K. for
ripes" (this term being applied to cars
that are in condition to load ripe fruit
only for distribution in the terminal and
for local shipment) and is forwarded to
the banana wharves to be utilized in
packing the fruit when loading.
The cleaning of these cars as outlined
above only applies to the interior of car
or that part of the car that receives the
lading, however, in addition to the above
there is quite a number of cars that ar-
rive on prepared tracks with a consider-
able amount of ice in the ice bunkers,
these cars being iced at points of origin
as a preventative against the various
commodities carried being damaged ac-
count weather conditions, etc. This ice,
after being removed from the bunkers
is reclaimed by this company, and is
utilized in various parts of the terminal,
there being as much as three or four
carloads reclaimed and utilized in one
week at times.
After the cars are thoroughly cleaned
out and dry a set of false floors are
placed in them which completes the prep-
aration of the interior — I might add a
set of false floors consists of six sec-
tions and is manufactured from 1x6
strips and 2x4 braces, and covers the
entire floor of car. This section of
floors provide the cars with a temporary
flooring and allows about six inches be-
tween the car floor proper and false
bottom for ventilation. Also, at times
we are called upon by the shippers to
furnish equipment with a double sec-
tion false floors, such cars being loaded
to extreme northern points in the United
States and Canada, and naturally require
more ventilation and care than shipments
that are not destined to such distant
points.
During the course of this interior
preparation our inspection and repair
forces are giving attention to the ex-
terior of the cars, however, the prep-
aration of these cars vary according to
the seasons, and I will therefore dwell
upon the method in vogue during the
winter months before explaining meth-
ods in effect during the summer sea-
son, which methods are practically op-
posite to those used in the winter sea-
son.
The cars first undergo a rigid joint
inspection by a representative of the
Fruit Despatch Company and Illinois
Central inspectors, and_ as explained
above this inspection is very rigid and
in detail. At this time of the year the
ends of the cars at ice bunkers are cov-
ered with a thick layer of paper by the
Fruit Despatch Company, which pre-
vents the entrance of cold air from the
ice bunkers, the drain pipes are also
thoroughly cleaned out and plugged with
a wooden plug, making them air tight,
the side doors and hatch plugs are then
canvassed as a preventative of air pene-
trating through the doors and hatch
holes ; in other words, a refrigerator car
during the winter months to be accept-
able for banana loading must be ab-
solutely air tight and equipped in such
a way that will insure an even tem-
perature, and if the physical condition
of car is not in this condition, same
will not be accepted for loading. Also,
after the fruit is loaded and the weather
is extremely cold or damp, it frequent-
ly becomes necessary to apply oil heat-
ers in the ice bunkers to prevent the
fruit from freezing or becoming frost
bitten, this is also done in order to main-
tain a temperature of between 55 and
60 degrees in cars after fruit is loaded.
During the summer season the cars
are given the same careful inspection,
however, at this time of the year the
methods of preparation is entirely dif-
ferent, for during the warm weather in-
stead of keeping the cars heated and
air tight it is necessary to prepare the
cars in such manner as will insure more
or less ventilation as they require, due
to the condition of the weather along
the line while in transit, the cars also
require refrigeration during summer. At
this season the hatch covers are all
vented and the ice bunkers and ice racks
are kept in first class condition to re-
ceive ice, also when icing these cars in
summer it requires about five tons per-
CONTRIBUTE TO THE RED CROSS
46
ILLINOIS CENTRAL MAGAZINE
car, which is distributed at both ends of
car in the bunkers.
The icing of this equipment is done
at Stuyvesant docks after the cars are
returned under load from the wharves,
and this feature is a very interesting
part ofythe program. The ice is sup-
plied by a mammoth ice plant whose en-
tire output is utilized for this business
and has facilities for icing about forty
cars simultaneously. The icing of this
number of cars at one time is made 'pos-
sible by means of a long gangway or
chute which is constructed between two
icing tracks, the cars being spotted on
either side of this chute. The ice is then
forwarded from the factory over the
gangway on an electrically operated
cable, and as fast as the blocks reach
a position opposite the car bunkers, it
is pushed off the cable and into the bunk-
ers by icing crew.
The drain plugs are also relieved of
their plugs and kept open and cleaned
out at all times, so as to receive the
meltage from the ice bunkers. Also the
door hooks and door staples require first
class attention, for it sometimes becomes -
necessary to open and hook the doors
to sides of car while shipment is en
route, which becomes necessary to al-
low the fruit additional ventilation at
such times as the weather is ripening the
fruit too quickly, this being caused by
the condition of the fruit at time of load--
ing and is also due to extreme warm
climates which are experienced in some
parts of the shipment's travel enroute to
its destination.
In addition, I might also add that this
equipment is given extra good attention
as to lubrication. We have a force of
men on these prepare tracks whose en-
tire time is devoted to pulling, packing,
oiling and capping the journals in order
to avoid any delays due to hot boxes
as these bananas leave New Orleans in
solid trainloads and are considered a
high class train, they being given very
fast schedules over the railroad.
It was necessary for me to leave the
cars on prepare tracks in order to ex-
plain method of icing, etc., however, get-
ting back to the prepare tracks I will
conclude my remarks on the preparation
of the cars by adding that after the
cars are prepared and repaired as ex-
plained in above paragraphs they are
subjected to a joint re-inspection, and
if found in proper shape are carded as
being fit for loading. They are then
switched out of prepare tracks into out-
ward train yards where they are made
up in trains and forwarded to Stuyvesant
docks, which point is situated on the
river front at New Orleans. When the
cars reach this point they are placed on
the scales and light weighed, the weigh-
ing being done by this company and
•witnessed by a certified weigher. After
the cars leave the scales they are as-
signed to the various shippers and dis-
tributed to the wharves to be loaded.
After the cars' reach the wharves the
fruit is transferred from ship to car,
the method of transferring from the
ship's hold to wharf being by means of
an electrically operated conveyor, this
conveyor being equipped with a number
of canvass pockets, in which a bunch of
bananas snugly fits, and the pockets are
operated on the plan of an endless chain,
the pockets are continually on the go,
and as they reach the ship's hold they
are fed bunches of bananas by a feed-
ing gang and as they reach the wharf
the pockets automatically deposit their
load on a runway which is also part of
the conveyor and is continually in mo-
tion, as the fruit passes from the pock-
et to the runway and reaches the end
of the gangway the fruit is immediate-
ly taken hold of by banana carriers and
carried to the cars, the cars being spotted
on switch tracks under wharves and al-
most directly in line with the conveyor.
After the fruit reaches the cars it is
received by loading gang and carefully
packed in the cars, rice straw being used
in the winter season for packing around
fruit and in doorways as a preventative
against freezing and to cut off any air
that might possibly penetrate through the
doors, etc.
Another interesting feature is the
checking of the bananas as they leave
the conveyor and when they reach the
cars. This work is taken care of by regu-
larly assigned banana checkers, and as
the bunches pass along the gangway
BUY WAR SAVINGS STAMPS
1— CONVEYORS UNLOADING BANANAS AT WHARF, 2— BANANA CHECKER
AT CAR TALLYING BUNCHES AS THEY ARE LOADED, 3— LOADING BANANAS
IN CAR AT FRUIT WHARF, 4— BANANA CARRIERS LOADING, 5— VIEW OF
ICING CHUTE, STUYVESANT DOCKS, 6— VIEW OF CHUTE LEAVING ICFJ
FACTORY, 7— ICE 'UNLOADED FROM BUNKERS IN PREPARE TRACKS,
i— RICE STRAW UNLOADED FROM CARS IN PREPARE TRACKS.
48
ILLINOIS CENTRAL MAGAZINE
leading to the cars the bunches are
checked by means of a register, .the
checker pulling a lever as each bunch
passes, this lever ringing a bell and auto-
matically registering each bunch of ban-
anas unloaded. When the bunches reach
the cars and loaded they are tallied by
a checker at that time, and the tally
check and the register check must agree
at all times. This system insures the
proper distribution of each bunch of
bananas unloaded and leaves no possible
chance for any of them to be pilfered
by the carriers or other parties.
"After the cars are loaded they are
sealed and again forwarded to Stuyve-
sant docks, from which point they are
made up in trains and made ready for
departure. The largest portion of these
cars are billed out of New Orleans direct
to Mounds, 111., from which point they
are re-consigned to the various con-
signees throughout all parts of the coun-
try and sometimes the cars going as far
as the Dominion.
The banana industry is about the larg-
est and by far the largest commodity
handled by this company in the New Or-
leans terminal. We furnish for this busi-
ness an average of between thirty and
thirty-five thousand cars annually, and
owing to the extreme shortage of refrig-
erator cars at times, also owing to the
schedules maintained by banana boats, it
is frequently necessary to keep our pre-
pare forces working on Sundays, holi-
days and nights continually preparing
cars to accept bananas.
In conclusion, I desire to state I can
say without fear of erring, that the serv-
ive on banana consignments out of New
Orleans is well nigh perfect, we only
receiving a very small percentage of com-
. plaints against the volume of this busi-
ness handled, and this high degree of ef-
ficiency is only attained due to the har-
monious co-operation of all departments
concerned in the handling of this busi-
ness, also due to the efficient system in
the handling of this equipment when pre-
paring the cars for banana loading.
The Following Correspondence Is Self Explanatory
— Such Co-operation From Shippers Is Greatly
Appreciated by the Management
Dubuque, April 17th, 1918.
Mr. Louis Haft, Wall Lake, la.
Dear Sir:
My attention has been directed to the service rendered by you and Mr. Roy Van
Voast of Luverne, Iowa, on April 7th to our train crew, in connection with several
head of cattle who were down in a car on train handling shipments in your care. I
want you to know that the action taken by you is appreciated and that we desire to
thank you heartily for assistance rendered train crew.
L. E. McCABE,
Superintendent.
Dubuque, April 17th, 1918
Mr. Roy Van Voast, Luverne, la.
Dear Sir:
My attention has been directed to the service rendered by you and Mr. Louis Haft of
Wall Lake, Iowa, on April 7th to our train crew, in connection wih several head of
cattle who were down in a car on train handling shipments in your care. I want you
to know that the action taken by you is appreciated and that we desire to thank you
heartily for assistance rendered train crew.
L. E. McCABE,
Superintendent.
BUY WAR SAVINGS STAMPS
GLEANINGS
from me
QMMS DEPARTMENT
Jnterosting - JVews • of- 'Doings - of
Claimants- Jn • and- Out - <:/- Court
RAISE MORE WHEAT AND LESS
HELL
A LL of the officers and most of the
" employees of the Illinois Central
system will recall how the service ren-
dered by the Company was interfered
with a couple of years ago on account
of traveling representatives of damage
suit lawyers in Minnesota soliciting per-
sonal injury cases all over the system and
filing suits upon the cases secured in the
courts of Minnesota. On one occasion,
most of the division officers of the Wis-
consin Division and twenty-seven em-
ployees were detained at St. Paul for
more than a week as witnesses in one
personal injury damage suit. So far as
the real interests of the plaintiff were
concerned, the suit could just as well have
been brought at Freeport, where the ac-
cident occurred and where all the -wit-
nesses resided, but the damage suit law-
yer resided at St. Paul and it was more
convenient for him to have the suit tried
there. At one time there were eighty-
three personal injury suits pending in the
courts of the State of Minnesota which
had been imported from Iowa, where all
of the accidents occurred and where all
of the plaintiffs resided. The same
character of abuse and hardship upon the
railroads has been felt to a more or less
extent in all parts of the country. Thou-
sands of expert railroad men were con-
stantly away from their duties attending
court as witnesses in foreign jurisdic-
tions, and all to no avail, so far as the
interests of the injured persons them-
selves were concerned. It is true this
system of suing did benefit a handful of
lawyers engaged in the solicitation of
personal injury cases, but it was very
detrimental to the great majority of the
members of the legal profession, because
some of the cases which were taken away
from the localities where the accidents
occurred doubtless would have drifted
into the hands of local lawyers. Director
General of Railroads McAdoo, by one
swoop of the pen, has put an end to this
great injustice, which was one of the
things that was gnawing at the vitals of
CONTRIBUTE TO THE RED CROSS
49
50
ILLINOIS CENTRAL MAGAZINE
the railroads prior to government con-
trol. General Order No. 18 issued by the
Director General on the 9th ult., and re-
issued, as amended, the 18th ult., reads
as follows :
General Order No. 18
Whereas, the Act of Congress ap-
proved March 21, 1918, entitled An Act
to Provide for the Operation of Trans-
portation Systems While Under Federal
Control, provides (Section 10) "That
carriers while under Federal control shall
be subject to all laws and liabilities as
common carriers, whether arising under
State or Federal laws or at common law,
except in so far as may be inconsistent
with the provisions of this Act or with
any order of the President. * * * But
no process, mesne or final, shall be levied
against any property under such Federal
control ;" and,
Whereas, it appears that suits against
the carriers for personal injuries, freight
and damage claims, are being brought in
states and jurisdictions far remote from
the place where plaintiffs reside or where
the cause of action arose ; the effect there-
of being that men operating the trains
engaged in hauling war materials, troops,
munitions, or supplies, are required to
leave their trains and attend court as wit-
nesses, and travel sometimes for hun-
dreds of miles from their work, neces-
sitating absence from their trains for
days and sometimes for a week or more ;
which practice is highly prejudicial to
the just interests of the Government and
seriously interferes with the physical
operation of the railroads ; and the prac-
tice of suing in remote jurisdiction is not
necessary for the protection of the rights
or the just interests of plaintiffs.
It is therefore ordered that all suits
against carriers while under Federal con-
trol must be brought in the county or dis-
trict where the plaintiff resided at the
time of the accrual of the cause of action
or in the county or district where the
cause of action arose.
W. G. McAdoo,
Director General of Railroads.
One of our Claim Agents residing in
Illinois, having had much experience in
the courts of Minnesota, was asked what,
in his opinion, was the meaning of Gen-
eral Order No. 18, and replied: "The
Director General of Railroads evidently
intends that we shall raise more wheat
and less hell."
IMPORTANT ANNOUNCEMENT
FROM WASHINGTON
The most important announcement
that has come out of Washington since
the government took over the control of
the railroads, so far as claims and litiga-
tion against the railroads are concerned,
came as one of the results of the General
Claim Agent's staff meeting held at Chi-
cago, March 20th. One of the objects
of the staff meeting was to discuss gov-
ernment control as it affects claims
and litigation against the railroad. Gen-
eral Attorney R. V. Fletcher, upon the
request of the General Claim Agent, gave
his views of the law under which the rail-
roads were taken over by the government,
and IT'S remarks were published in this
department of the April number of the
Illinois Central Magazine. A copy of
the magazine was sent by General
Attorney Fletcher to Judge John Barton
Payne, General Counsel to the Director
General of Railroads, and under date
of the 17th ult., Judge Payne addressed
a letter to General Attorney Fletcher
containing very important information.
The letter follows :
UNITED STATES RAILROAD AD-
MINISTRATION
W. G. McAdoo, Director General
DIVISION OF LAW
John Barton Payne, General Counsel
Interstate Commerce Building
Washington, April 17, 1918.
Dear Judge Fletcher :
Thank you very much for your kind
letter of the thirteenth calling my at-
tention to your remarks in the Illinois
Central Magazine.
Among other things, you state:
"I rather suspect the railroad com-
panies will continue to pay judgments in
the usual way without requiring the hold-
ers of such judgments to apply to the
Director General, etc."
This must not be stated too broadly.
We have the impression that plaintiffs
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
51
by suing in remote jurisdictions, and
sometimes even because of local condi-
tions, obtain judgments for very extrava-
gant sums. We reserve the right to deal
with such cases. Our disposition is to
suggest to plaintiffs in such cases that
we will pay a reasonable judgment, but
that if they are not willing to accept a
sum which is reasonable and 'just, we
will decline to pay and remit the parties
to their right of action against the United
States in the Court of Claims or an ap-
peal to Congress.
L think this had better be understood
in order that we will be able to deal with
the subject when it arises.
Yours very truly,
(Signed) John Barton Payne.
THIS CORPSE 20 GALLONS OF
REAL LIVELY STUFF
•
A conductor on a Northwestern train
from the east discovered that a casket
bound for Huron had fluid contents and'
notified the sheriff of Beadle county.
The officer took charge of the suspected
remains upon arrival and confiscated
twenty gallons of whisky, securely
packed. To complete the camouflage the
bootlegger had ordered a grave dug in
the Huron cemetery.
STATE COUNCIL OF DEFENSE
IN LOUISIANA TAKES ACTION
TO CONSERVE LIVE STOCK
The State Council of Defense for the
State of Louisiana is the first to consider
the great loss to> the country on account
of the live stock killed annually by loco-
motives on the waylands of the railroads,
and to take action having for its purpose
the conservation of this most valuable
asset to the country in time of war. On
the 3rd ult, Mr. John Marshall, the Sec-
retary of the State Council of Defense
for the State of Louisiana, called a meet-
ing of representatives of all railroads in
the State at Baton Rouge. The repre-
sentatives of the railroads furnished Mr.
Marshall with the number of head of
live stock killed on their respective lines
within the State of Louisiana during the
year 1917. As a result of the meeting,
Mr. Marshall drafted a letter which the
State Council of Defense will mail to
all live stock owners living along the
1'nes of railways in the State. He also
drafted a pledge card which will be
mailed to these live stock owners, who
are expected to sign them and agree to
keep their stock away from the waylands
of railways within the State during the
period of the war. In addition, Mr.
Marshall drafted a letter to the County
Chairman of the Council of Defense lo-
cated in each County in the State, calling
upon them to appoint one additional
member of the Council whose exclusive
duty it will be to conserve the live stock.
The documents referred to, as prepared
and sent out by Secretary Marshall, and
which are intended to save about eight
thousand head of live stock annually,
are as follows :
Council of Defense, State of Louisiana,
Baton Rouge. April 3, 1918.
Letter to Louisiana Stock Owners :
Mr..
., La.
My Dear Sir :
Our country is facing the gravest crisis
in its history and there is placed upon
all of us the solemn obligation of doing
everything in our power to aid the Gov-
ernment in bringing the war to a success-
ful termination. It is essential that our
army be properly clothed and fed and
this must be done, although it may re-
sult in sacrifice on our part. The Food
Administrator has already declared that
certain days shall be meatless and wheat-
less, which indicates the great importance
of conservation on the part of those not
in the fighting forces.
Do you realize that in the State of
Louisiana a great quantity of meat and
leather is being destroyed each year and
through a source that can, by your hearty
co-operation, be tremendously reduced?
Do you realize that in the State of
Louisiana in the year 1917 there were
killed on railroad tracks in the operation
of engines and cars —
4,767 head of cattle
983 head of horses and mules
2,1 12 head of hogs
CONTRIBUTE TO THE RED CROSS
52
ILLINOIS CENTRAL MAGAZINE
421 head of sheep and goats
PLEDGE CARD
TotaL..8,283
Do you realize that the meat animals
included in the above were sufficient
to feed an army of approximately 400,000
men for a period of one week?
Do you realize that a very great per-
cent, estimated at more than 75 per cent,
of these animals were killed within town
and switch limits?
Do you realize that since the Govern-
ment has taken over the operation of the
railroads all stock killed on the right of
way must be paid for by the Government,
thus entailing a financial loss to the Gov-
ernment in addition to the economic loss
to the nation ?
The responsibility for greatly reduc-
ing this awful waste of meat and leather
has been placed on the Council of De-
fense for the State of Louisiana and we
are appealing to you to co-operate with
us in our effort in that direction and help
feed and clothe the great army of the
United States now in France, as well as
the more than a million men who are yet
to go.
You are the owner of live stock and
these are feeding on the public range;
will you not take upon yourself the re-
sponsibility of keeping them off and
away from the railroad right of way,
and in this way do your part toward
feeding a soldier somewhere in France?
Will you not co-operate with your city
officials to bring about the passage of
necessary laws and ordinances to pre-
vent stock from running at large within
the corporation of your town, at least
during the period of the war?
It is the wish of the Council of the
State of Louisiana, the first to take ac-
tion in this matter, that you render the
Government an invaluable service.
Attached to this ' letter is a "Pledge
Card" which you will please sign and re-
turn, indicating that you will co-operate
with us in every way to help win the
war by conserving the food supply.
Yours truly,
John Marshall,
Secretary, Louisjana State Council of
Defense.
La.
State Council of Defense,
Baton Rouge, La.
Gentlemen :
I have your letter requesting the con-
servation of live stock and hereby agree
to keep my stock from the railroad right
of way. I also agree to do all I can to
induce my neighbors to do likewise.
Name
Town
Parish
The following is a copy of the letter
which was mailed by the State Council
of Defense to each County Chairman :
Council of Defense,
State of Louisiana,
Baton Rouge.
April 3. 1918.
Mr ,
Chairman Council of Defense,
Parish, La.
My Dear Sir :
The State Council of Defense wishes
you to appoint one additional member
of your council whose duty it shall be
to conserve the live stock, meat and
leather supply of your parish, particular-
ly those animals which are struck and
killed on the railroad tracks.
It is thought best that the person so
appointed name a representative citizen
at each railroad point in your parish
whose sole duty it will be to press this
conservation feature. He should make
an effort to secure a man of wide ac-
quaintance and influence who can make
a patriotic appeal to the owners of live
stock.
Statistics have been secured from all
of the railroads in the State of Louis-
iana and they show that during the last
year there was a loss of 8,283 head
of animals, of which number there were
sufficient meat animals to feed an army
of approximately 400,000 men for a
period of one week. You can, of course,
appreciate what such economic waste
means to the Government at this par-
ticular tinie in the loss of meat, leather
and draft animals.
Since the railroads have been taken
over by the Government, payment of this
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
53
damage must be made by the Govern-
ment which, of course, falls upon the
citizens. You can, therefore, understand
why the State Council of Defense is un-
dertaking this tremendous task of elim-
inating, at least during the period of the
war, this unnecessary destruction ot
property.
We will in the next few days mail to
all stock owners in your locality an ap-
peal to keep their stock away from the
railroad track and avoid loss. Will you
not make a strenuous campaign with
everyone in your parish, in both your
official and personal capacity, with a
view to bringing about the necessary
laws to prohibit stock from running at
large during the period of the war?
If you have no ordinances on this sub-
ject, the Council of Defense most earn-
estly urges that proper ordinances be
passed and enforced at the earliest pos-
sible moment. Take this important
subject up with your local newspapers
and enlist their support.
If at any time you need assistance or
desire further information on this sub-
ject, do not hesitate to call on the State
Council and we will send someone to aid
you. Report of the person appointed
to this position should be made to this
office at least once a month, showing
progress and giving the names of per-
sons who are not complying with this
important economic saving.
Acknowledge receipt of this letter and
ndvise the name of the. one appointed,
together with names of the persons he
has appointed to assist him in the var-
ious railroad towns.
Yours very truly.
John Marshall,
Secretary Louisiana State Council of
Defense.
A SAD AND WOEFUL TRAGEDY
ALL FORCES SHOULD CO-
OPERATE TO KEEP BOYS
FROM JUMPING TRAINS
The tragic death of young Henry
Echenfelder ought to serve as a warning
to all the rest of the boys in Belleville;
but will it? If it did, the name of this
good boy would go down as that of a
hero on account of his sacrificing his own
life to furnish an example that the lives
of many others might be saved.
Will the boys never realize the danger
of jumping either moving or standing
trains in the railroad yards of the city?
What about the parents? Are they not
partly to blame? What are the people
of this city doing to remedy this evil?
We do not print this statement to tear
the awful wound in the lacerated heart
of the unfortunate mother of this dead
boy open further and still wider, for
God knows it is bad enough and hard
enough for her to bear the agony and
the burden, but with a view of trying to
impress the lesson of this sad tragedy
and to burn it deep into the minds of
the parents of other young boys addicted
to the identical habit which cost Henry
Echenfelder his young and precious life.
We are advised that this boy was a
habitual train jumper and that older
men, who marveled at his boldness in
the chances which he took and the agil-
ity which he exhibited in swinging on
moving cars, pitied his judgment and
freely predicted his finish.
Eschenfelder was not a bad boy. On
the other hand, he was an exceptionally
fine good boy. He helped to support his
widowed and poor mother. He was a
splendid chap. After he had met with
the fatal accident which cost him his
life, lying prostrate and helpless and yet
conscious on the side of the railroad
track, maimed and bleeding, he called a
boy companion and, showing him his
mortal wound, gave directions to order
an ambulance and summon a priest.
Both of the wishes of the dying boy
were promptly complied with as a matter
of course.
He realized that the end was near,
and his thoughts were occupied with the
prospects of the other world.
Eschenfelder was one of hundreds of
boys in Belleville addicted to the same
pernicious practice and repudiating and
disregaring all "safety first" admonitions.
He was bold and brave and daring,
the creature of his environment feared
on the very fringe of the Illinois Central
railroad yards.
CONTRIBUTE TO THE RED CROSS
54
ILLINOIS CENTRAL MAGAZINE
The case of his mother is one of the
most pathetic in the "annals of the poor"
of this or any other city.
She lost her husband a few years ago,
a steady and sober and industrious and
strong man, after thirteen children, all
living, had come to bless the hearth of
the family, and occupied chairs around
the family table.
Widow Echenfelder lives at 401 West
Fifth street with her big flock, pitifully
poor, and now grief-stricken in addition.
The police should help to stop the evil
practice of train-jumping by thoughtless
boys.
The good and charitably disposed peo-
ple of Belleville should assist this poor
widow in the dark hour of her deep be-
reavement and her intense distress.
It is going on in all of the railroad
yards of the city. But particularly
should parents endeavor to keep track
of where their boys and girls are and
what they are doing.
Accidents like the Eschenfelder trag-
edy are clearly preventable, and there is
no excuse for their constant recurrence.
— Editorial from The Nezvs- Democrat,
Belleville, III., April 19th.
Chicago, April 27, 1918.
Mr. Fred J. Kern,
Editor, The News-Democrat,
Belleville. 111.
Dear Sir :
Please permit me to say that I have
read the able editorial which appeared in
your issue of the 19th inst. under the
heading- of "A Sad and Woeful Tragedy
— All Forces "Should Co-Ooerate to TCeeo
Boys From Jumping Trains — Accidents
of This Sort are Preventable and Should
be Prevented." In writing and nubl'sh-
ing this splendid editorial, you have ad-
mirably done "your bit" for Safetv First
and for the sake of the lives and limbs
^f the bovs who are in the habit of iumo-
ing trains. If this editorial could be
read to the parents of all boys living
near railroad yards, or all those in the
habit of lumping trains, and if the par-
wits of these boys could read it to the
hoys themselves, the editorial would
prove to be a benediction. I am going
to run the editorial in the May number
of our magazine, properly credited to
your paper. That it will do good, I have
no doubt. That it will save the arms or
legs or lives of some boys, I firmly be-
lieve. The pity is that it will not save
them all. I wish to thank you for your
interest in this matter and for the good
you have done the cause of the boys.
Yours truly,
A. E. Gift,
General Manager.
Chicago, April 27, 1918.
Dr. Heber Robarts,
Chairman, Safety First Association,
Belleville, Illinois.
Dear Sir :
The tragic death of young Henry
Eschenfelder very forcibly directs atten-
tion to the importance of an organized
effort to keep boys from jumping on and
off trains at Belleville. If all of the
boys who have lost their arms or legs or
lives at Belleville in the past on account
of jumping trains could be photographed
and that photograph held up before the
boys of the present, those who are for-
tunate enough to have their arms and
legs and 1'ves intact, it would no doubt
impress them and restrain many a boy
from taking the awful chance which so
many of them are dailv and nightlv tak-
ing at Belleville. I trust that your worthy
organization will see that the Henry
Eschenfelder tragedy is impressed upon
the boys at Belleville that they may profit
by this terrible example.
Yours truly.
A.'F. Clift.
General Manager.
A LIVE CROSSING FLAGMAN
Sunerintendent Hevron, of the Snrin<r-
field Division, received a letter from Roy
W. Johnson, crossing flagman, As=umn-
tion. 111., dated March 30th, wlr'ch is
worthy of reproduction in these columns.
The letter, shows that Mr. Johnson has
a keen appreciation of the efforts being
made by the management to prevent ac-
cidents and that 'he has fully understood
what the management has tried to teach
in this respect, and that he himself has
BUY WAR SAVINGS STAMPS
. ILLINOIS CENTRAL MAGAZINE
55
a hundred per cent record. The letter
follows :
"It was with much interest that I read
your statement in the Dccatur Herald
March 28th, saying there was not a
single automobile accident on the Spring-
field Division during the year of 1917.
"I am more than pleased, as I was very
much intrested in the Safety First move-
ment for 1917, not only the automobile
but every other Way that Safety First
could be practiced. I started the cam-
paiern early in the spring of 1917 by
making a canvass of each automobile
owner of this city and presented them
with one of the Stop, Look and Listen
circulars sent out from Mr. Foley's of-
fice. To some whom I could not see on
account of living in the country, I sent
a copy through the U. S. mail at my
own expense.
Should I stay on the crossing here,
I expect to do my part for the year of
1918 and I am sure if all employes will
cio their bit, you will be able to make
the same statement at the end of the
present year. Here is hoping that you
can do so."
MUST SUE THE GOVERNMENT
Something out of the ordinary in
court rooms ocurred recently at Jeffer-
son ville, Ind., when the judge of the
state circuit court non-suited a damage
ntit case brought against the Baltimore
& Ohio railroad, giving as a reason
therefor that inasmuch as the road is
under the control and direction of the
Government suit must be brought against
the United States and not against the
road as a corporation of stockholders,
which no longer directs its operation,
consenuently not liable for damages to
individuals caused by Government op-
eration.
Whether this view will be sustained
when the issue is joined in Federal courts
remains to be determined, but there can
be no doubt of the effect the state court's
decision will have in diminishing the
number of such suits, brought at the
instance of attorneys who feature this
branch of practice as a specialty. Un-
like state courts, Federal courts are not
swayed by prejudice which too frequent-
ly dominates and dictates the decision
of state courts, especially when an in-
dividual is su:ng a railroad, the presump-
tion being that the railroad is guilty on
general principles. In this state, it has
been the custom to regard railroads as
having no rights the courts should re-
spect. It is quite different in Federal
courts, with the result that justice is
meted out more even-handedly.
Federal control will have accomplished
one good end when it puts the damage
suit industry out of commission, or so
reduces the number of suits as to cause
pause in their filing unless based upon
meritorious considerations.
We have always thought that damages
caused individuals should be based upon
a scale similar to that fixed by accident
insurance companies and settled accord-
ingly regardless of the prominence or
obscurity of the injured. — The Crystal
Springs (Miss.} Meteor, April 19, 1918.
A NICE COMPLIMENT
Div. No. 225.
G. I. A. No. 540.
B. P. O. E.
Mr. J. M. Egan, Supt., Fulton, Ky.
Mr. Joe Walker, M. M., Paducah, Ky.
Night Round-House Foreman,
Paducah, Ky.
We, the officers and members of- Div.
No. 93, B. of L. E., Jackson, Tenn., do
unanimously offer a vote of sincere
thanks for the kindness and courtesy
rendered our deceased Bro. F. C. Iver-
son while in your midst, during his suf-
fering and death. The many favors you
rendered to his grief-stricken wife, and
many of his friends, will ever be fresh in
our minds and memories.
J. B. Tucker,
T. W. Mooney,
H. H. Winter,
Committee.
CONTRIBUTE TO THE RED CROSS
Development Bureau
Southern Agricultural and Livestock Development
By Mark Fenton, Assistant General Development Agent
/^i REATER progress along agricultural lines and the livestock industry was
^^ made in the south during 1917 than any previous year. In 1914, less than
10,000 hogs were shipped from the state of Mississippi, these consisting of acorn
and mast fed "razorbacks." It was a rare case to find a corn fed hog, and this
gave the state a low status with respect to pork production. Many of these
animals, which gathered all of their own feed in the woods, were three years of
age before being "caught" and marketed. The heaviest weighed around 150 Ibs.,
and a very large number were marketed at 40 and 50 Ibs.
In January, 1916, the government demonstration forces started co-operative
shipping of 'hogs. The boys' pig clubs became active about this time, the Illinois
Central Railroad extending their co-operation. Purebred hogs were introduced
with result that hogs from Mississippi now show a preponderance of pure blood.
The demonstration forces introduced the "Self feeders" and the state now has an
enviable reputation for shipping finished hogs, the finishing mediums being corn
and cotton seed meal. In 1917, 88,000 hogs were shipped from this state to the
National Stock Yards alone, compared to 7,000 to the same market in 1914, an in-
crease of 1,200 per cent. This, however, does not represent the money gain, as
the improved quality of hogs now commands four times the price obtaining for
the inferior pork of 1914.
Of the 81 counties in the state, 76 now have County Agents, paid in part by
the Federal government and in part by the counties in which located. Mr. W. R.
Rich, the efficient County Agent of Yazoo County, has the honor of starting the
farmers' co-operative shipping movement in Mississippi, and today, the 76 coun-
ties having County Agents are now so shipping. From Yazoo County, where
Mr. Rich is leading the farmers, $30,000 worth of hogs were shipped in this man-
ner in 1916 ; in 1917, $127,000, and during the first four months of 1918, hogs
to the value of $101,000 have been so marketed. Not only are hogs thus marketed,
but also various commodities, including corn, molasses, hay and potatoes. In
turn, the women and girls of the Home Economics Department of the government
are doing excellent work in the formation of poultry and canning clubs. Their
work consists largely of the introduction of purebred poultry, teaching the women
and girls how to can fruits and vegetables of all kinds according to government
standards, and finding profitable markets for their products. They are also doing
a wonderful work in teaching how to save meat and wheat flour through the sub-
stitution of other nutritious foods.
At the close of the year, there were in round numbers, 1,500,000 cattle in
Mississippi. The cattle tick was eradicated in 1917, the state being declared free
December 1st. This throws the doors wide open for the state's unsurpassed
opportunity for the cattle industry. The dairy and creamery industries are also
making rapid progress, as is evidenced by the following figures showing produc-
tion of butter from the year in which the first creamery was established :
Year Pounds of Butter Year Pounds of Butter
1912 17,112 1915 580,074
1913 184,027 1916 1,560,000
1914 . 335,851 1917 3,000,000 (estimated)
ILLINOIS CENTRAL MAGAZINE 5
There are now twenty creameries in operation in the state and it will be noted
that the butter oupttt for 1917 was over five times that of 1915 and double that
of 1916. As an indication of the quality of Mississippi butter, it will be of in-
terest to mention the prizes awarded butter from this state in scoring contests held
this year at various Southern state fairs:
Southeastern Fair, Atlanta, Ga lst-2nd-3rd prizes
Miss.-Alabama State Fair, Meridian, Miss lst-2nd-3rd prizes
Louisiana State Fair, Shreveport, La lst-2nd-3rd prizes
Miss. State Fair, Jackson, Miss... lst-2nd-3rd prizes
Nat. Farm and Livestock Show, New Orleans, La lst-2nd-3rd prizes
Jobbers, packers and retailers are looking upon southern-made butter with
greater favor than formerly and are becoming more willing to handle the south-
ern made product than heretofore. The result is that the creameries are receiv-
ing higher prices and are able to market their butter in southern markets in
larger quantities.
The Mississippi 1917 corn crop exceeded 84,000,000 bushels, over 14,000,000
bushels more than ever produced before in the history of the state. The state's
farm products for market in 1917 more than doubled the value of any previous
year. Below are figures showing value of five leading staples placed into com-
mercial channels. In the case of corn, an estimate is shown only of the amount
changing hands, and of livestock, the amount handled by packing houses, stock
yards and larger butchers :
1916 1917
(In round numbers only)
Cotton and seed $ 90,000,000 $165,000,000
Corn 3,000,000 33,000,000
Cattle 6,500,000 7,500,000
Hogs 2,000,000 4,000,000
Twenty creameries 700,000 1,600,000
Whole Milk Shipments 100,000 300,000
TOTAL ..,-. .,, $102,300,000 $211,400,000
Poultry and egg shipments show 25 per cent increase; sorghum, ten times
greater amount; Irish potatoes, 350 cars in 1917, as against 100 cars in 1916,
-average value, double; peanuts, over 100 per cent increase in production and
75 per cent increase in price.
The boys' club did excellent work and are constantly increasing their efficiency
and numbers. At the close of the year there were 11,410 boys enrolled in club
work in Mississippi. The records of the ten leading Corn Club boys show yield
per acre, 145.57 bushels; value of corn at $1.50 per bu., $2,183.50; net profit,
$2,020.14; average net profit per boy, $202.01.
The records of the ten leading Pig Club boys show the following data : Total
average gain per pig, 249.3 Ibs. ; average daily gain, 1.58 Ibs. ; average cost per
pound of gain, $0.0636 ; average net profit per pig, $38.41 (breeding stock).
The records of the ten leading Baby Beef Club members show this data:
Total average gain per calf, 385.8 Ibs. ; average daily gain, 2.17 Ibs. ; average
cost per pound of gain, $0.056; average net profit, eight calves, $32.65. In
addition to above profit, which is figured on a beef basis, two of the calves were
sold at the Hereford sale in New Orleans as breeding stock at $260.00 and
$180.00 respectively.
The Extension Division of the Agricultural and Mechanical College, with the
co-operation of the Illinois Central Railroad, conducted a series of farm ma-
chinery demonstrations along the I. C. and Y. & M. V. Railroads last fall.
CONTRIBUTE TO THE RED CROSS
58
ILLINOIS CENTRAL MAGAZINE
Demonstrations were held at twenty-eight points and practical information im-
parted as to the advantages and necessity of various farming implements.
Louisiana is taking effective interest looking to the increase in number and
improvement in quality of her livestock, this through eradication of the cattle
tick, which is expected to be accomplished in 1918. Western stock men are
being interested in the utilization of the vast undeveloped areas of prairie and
cutover lands so well adapted to successful stock raising. Dairying is receiving
increased attention. A party of 35 pominent stock men, headed by Professor
W. R. Dodson, Dean of the State Agricultural College, accompanied by repre-
sentatives of the Illinois Central Railroad, visited the International Livestock
Show at Chicago, making a side trip into the dairy district of Wisconsin, inspect-
ing and purchasing pure bred and^ high grade dairy stock, learning modern
dairying methods, etc., after which a visit was made to the National Stock
Yards at St. Louis. Much interest was manifested and there is every reason
to believe that this industry will continue to grow in Louisiana to a marked
degree.
During the year of 1917 the Illinois Central Railroad operated 29 demon-
stration farms, located in Mississippi, Louisiana, Tennessee, Kentucky and
Alabama. 1,268.75 acres were farmed under the supervision of the Railroad's
Development Bureau. These operations were confined strictly to practical
farming, the idea being to afford a practical demonstration of what any average
farmer can accomplish. Staple crops were grown, results being as follows:
Total value of crops produced on the* 29 farms, $76,609.82. Total cost of produc-
tion, $18,304.06. It cost $14.42 per acre to produce these crops; the gross value
per acre was $60.38 ; the net value, or profit, was $45.96 per acre.
There will be a large increase in acreage of food and feed crops in the cur-
rent year, as well as a marked increase in pork and beef production. All indi-
cations are that the southern farmer will reap a greater harvest in 1918 than any
year in history.
ROLL OP HONOR
Name
Walter J. Simmons
Oliver Springer
James Coady
William G. Weldon
Frank R. Jamison
Joseph W. Wenger
James Dwyer
Occupation
Engineman
Engineman
Engine Dispatcher
Traveling Engineer
Traveling Freight Agent
Traveling Freight Agent
Switchtender
Where
Employed
Chicago
Freeport, 111.
Rantoul, 111.
Centralia, 111.
Springfield, 111.
Cairo, 111.
Chicago
Ser- Date of
vice Retirement
24 yrs, 11-30-17
1-31-18
2-28-18
3-31-18
3-31-18
4-30-18
24 yrs. 4-30-18
yrs.
yrs.
yrs.
yrs.
yrs.
BUY WAR SAVINGS STAMPS
TRANSPORTATION
DEPARTMENT
Efficiency and Economy of Operation
By J. D. White, Train Master, St. Louis Division
HE two greatest items in the cost
of transportation are labor and
fuel. Labor ranks first with fuel fol-
lowing it up. It would appear if any
great economies in operation of the
railroads are to be applied these two
items of cost must be taken into consid-
eration. No doubt many instances of
loss may be recorded in both divisions
of outlay. If so, then methods for rais-
ing the efficiency of the means at com-
mand, thereby giving more for the
same expenditure of effort and money
will result in economy of operation.
It has been reported in a railway
organ that one-third of the fuel con-
sumed gives no actual return in motive
power. That is to say, only two-thirds
is used to generate steam. If this is so
then part of the labor used to burn up
this one-third must be unnecessary for
actual operation. We know most writ-
ers in trade papers or special article
writers love to magnify numbers, and
to highly color the items and the events
connected with their productions. Yet,
there does seem some basis for this
assertion of waste. We know that
much coal is lost by keeping fires in
grates of locomotives which do not
move, or move very little for some
hours. Fires cannot be kindled and
steam gotten up in a hurry it is true,
but some means might be devised to
stop this waste of labor and energy.
Also the more hours of fire in the pot
the more repairs for burnouts and so
on, are necessary. So it must be patent
that economy could be introduced in
this matter, which would add to the
efficiency of operation.
This illustration may be applied by
showing that electric locomotives use
power only when engaged in operation.
When idle no power is consumed. It
would seem shift locomotives might be
consolidated and ways arrange to
time the use of the engines so that coal
using during periods of rest would be
reduced to a minimum. Much un-
doubtedly could be saved in way of re-
pairs and in fuel bills. It would be
economy which would promote effi-
ciency.
While efficiency is intended to con-
vey the idea more is being done with
less expenditure of time and energy, it
does not always work out this way. In
the matter indicated it will. It leaves
less engines to keep track of. Less
movements on the trackage and must
be conducive to a minimum of material
to care for when not giving a maximum
of return.
What is wanted is a greater continu-
ity of operation. Less fuel in tenders,
and an ounce of energy from every
ounce of fuel. Powdered or pulverized
fuel has been suggested for the pur-
pose. Though its use would entail
some expense in changing grates, etc.,
it might pay for itself in short order.
A great deal of waste in operation
comes from rough handling of ma-
terial, poor packing on the part of the
shipper, and in some cases both com-
bined. This results in claims on rail-
roads which in the course of a year
amounts to a very large sum. Poorly
put up packages are harder to handle,
take more time in stowing away and
hinder schedules. If the railroads
CONTRIBUTE TO THE RED CROSS
59
60
ILLINOIS CENTRAL MAGAZINE
were more strict in accepting packages
which are not properly fastened to-
gether they would very soon teach the
shippers to be less careless in sending
out freight. We know how often cases
fall apart in transit. They are hur-
riedly sent away, the shippers care
naught except to get a clean receipt,
for their shipments. The nails are
poorly driven in, are too short, or the
covers or sides are split. When one
of these package come apart it means
time lost in getting it into shape again
even if possible. This takes railroad
employes away from work which they
should do, to do something which is
not a part of railroading. It will be
noted if no claim for damage ensues,
the package is either held up, or the
railroad man's time is used for un-
necessary work and labor not con-
nected directly with operation, to
which it is charged.
All the faults of operation do not
lie at the railroad man's door. The
public is a large contributor to extra
expense connected with operation.
Some people imagine it requires no
special training to handle freight.
They think all that is necessary is to
catch it on a truck and move it from
place to place. I might say most of
our troubles comes from the inexperi-
ence of freight handlers. They smash
up things, and if a package is lightly
fastened together, they are sure to have
it develop the defects which lead to
destruction. They get in one another's
way. So, it follows, the best results can
only be had from using men trained to
the service. Wages is not a factor in
determining; it is the amount accom-
plished under similar conditions. If
one man moves five hundred pounds
of freight to another's three hundred,
he is the man who is aiding toward
economy, because he is more efficient
than the other.
I believe the less units which are to
be directed and handled the most ser-
vice will result. If an official can see to
it that four men do as much work as
eight, he ought not to be sneered at
because he is only managing four in-
stead of eight. It is common practice
to imagine the more men a man has
under him the better boss he must be.
This is right in theory, but not always
in practice.
Another item which is a charge of
no small amount in the operation of
roads is sending cars over the rails and
then shifting them back. Very often
freight cars travel over two hundred
miles of track, when they should travel
only one hundred. They are attached
to certain trains because of conven-
ience instead of figuring out the short-
est way for them to travel, though
they be heLi in the yard a day or two
longer. Perhaps some yards are free
from this sort of thing, but it is done.
Even one mile over the actual distance
which is the least a certain car may
travel, is a waste. In one instance it
may be small, but when figured in the
aggregate the amount of wear and tear
and wastage is very large. In fact, the
highest efficiency and economy in oper-
ation can only be attained when every
ounce of energy gives equal returns.
Also, when railroad men do not need
to bother with breakage, and with
poorly put up packages, which come
apart, have jagged ends or leak. Every
train movement ought to be figured so
that forward and return cars and en-
gines will be giving returns in money
earned for the labor and fuel used.
To use a word which has seen some
service recently, movements of trains
and engines ought to be co-ordinated.
No loose ends should be allowed. In
spite of the many reforms inaugurated
to bring about this ideal condition,
there is much which may yet be done
to promote "efficiency and economy of
operation."
BUY WAR SAVINGS STAMPS
It is not trie Science 01 curing Disease so much, as the prevention 01 it
tnat produces tne greatest good to Humanity. One of me most important
duties of a Health Department should be the educational service
A A A A teaching people now to live A A A A
House Insects and How to Destroy Them
'"PHE people of the United States are
bothered less with insects than
probably any other nation. This is due
to a number of causes but chiefly to
the fact that hygiene, sanitation and
improved housing conditions are
given more consideration in this, coun-
try than in any of the other thickly
populated countries. It is the usual
experience of travelers, particularly in
Southern Europe, to wonder what is
the cause of their increasing discom-
fort and frequent eruptions on the
body, but later discover that some in-
sects, usually in the dwellings, are the
cause of same. However, in the
United States,' more particularly in
some sections, there are insects which
are common to the home which annoy
the housekeeper and people dwelling
in those localities. Chief among these
are the following:
Fleas
Fleas are of importance to us in two
ways: First as disease carriers and
second, as a pest and an annoyer to
man and animals. Bubonic plague is
transmitted entirely by the flea. A
species of tape worm which infests
dogs and occasionally people has been
found to pass at least one stage in the
dog flea and upon being swallowed by
the dog, it becomes capable of infect-
ing that animal who also may transmit
the infection. In many instances, fleas
have been known to render houses un-
inhabitable for a time and a certain
species of fleas caused material loss
among poultry as well as being a seri-
ous annoyance to other animals. It
should be borne in mind that there are
a great many different kinds of fleas,
such as the dog flea, which feeds upon
dogs and cats and the human flea which
normally attacks man but may be
found on other animals, rat fleas which
occasionally infest rats, their usual
host, but will also bite a human and it
is in this way that Bubonic plague is
transmitted. It is the infected flea
carried by the rat that gets on a person
and transmits itself by biting that in-
dividual.
There is a marked variation in the
habits of fleas with special reference to
the intimacy with which they are asso-
ciated with their hosts. Some kinds of
fleas remain upon their hosts and most
frequently all of the time. In fact, the
chigger flea normally buries itself in the
skin of the host and there develops its
eggs and dies. The chicken flea, which
is known as the "Sticktightflea" has
the habit of intimate association with
the host but it does not bury itself in
the flesh of the fowl. Dog fleas ordi-
narily remain upon domestic animals
almost continuously throughout their
existence but feed only at certain in-
tervals. The human flea remains upon
man but a small portion of the time,
being free for the most part and re-
turning to the host usually to feed.
Destruction of Fleas
One of the most successful methods
of killing fleas on cats and dogs is to
CONTRIBUTE TO THE RED CROSS
61
62
ILLINOIS CENTRAL MAGAZINE
wash the animal in a tub containing
the proper proportion of a saponified
coal tar creosote preparation. There
are many such on the market known as
"stock dips." The animal should be
throughly scrubbed, making sure that
the fleas on the head are well soaked
just as the remainder of the body.
After the animal has been in the bath
10 minutes, it may be taken out of the
bath and solution allowed to dry on it.
Another method of destroying fleas is
to carefully rub into the hair of the
animal powdered Naphthaline or moth
balls, — 'this is very effective. Pyre-
thrum or Persian insect powder is also
used in the same way. These remedies
stupefy the insects and cause them to
fall off the animal. This treatment
should be given with the animal on a
paper and the insects burned after the
dusting is completed.
Fleas on hogs may be destroyed by
dipping the animals in a vat containing
some of the creosote dips such as pre-
viously mentioned or by sprinkling
crude oil on the hogs while they are
eating.
In order to avoid infesting the house,
animals should be kept away from
buildings. If fleas are troublesome
about the dwellings, it is desirable to
shut out the dogs or cats providing
these animals have suitable sleeping
quarters out-of-doors. Stray dogs or
cats should not be permitted around
the premises. Following the ridding
of infested animals of adult fleas, it is
important to destroy the immature
ones which are constantly becoming
full grown and infesting man and ani-
mals. Frequently, the house itself is
infested, the breeding fleas being most
frequently around the floors and edges
of carpets. These should be well swept
and all of the dust removed and
burned. The floor should be scrubbed
with soap suds and the whole floor
sprinkled with Naphthaline crystals or
Pryethrum powder. Rugs and oiled
bare floors are better than carpets and
mattings and are easier to clean.
Another method of destroying fleas
in the house is to scatter five pounds
of flake Naphthaline over the floor of
the infested room and close tightly the
doors and windows for 24 hours. After
one room has been treated, the Naph-
thaline may be swept into another room
which in turn should be closed and so
on, thus making the treatment inex-
pensive. Free use of alum, both in the
powdered form sprinkled over carpets
and rugs and by dipping papers in the
alum solution and placing same under
the rugs is another method. The house
may be fumigated with sulphur, four
pounds to the 1,000 cubic feet of air
space. Be careful to clean up premises
and not leave dirt or loose material
piled around in which the fleas may
breed^ and hide.
The House Centipede
This creature is not dangerous such
as the centipede of the Tropics and is
really not a true insect, belonging more
to the beetle family. It is sometimes
called a "skein" because of its num-
erous long legs like a mass of filaments
or threads. Another name is "thous-
and legs." It is a creature of the damp
quarters and is particulary abundant
in bath rooms, moist closets, cellars
and conservatories. It is especially
found near heating pipes and where
flower pots, etc., are stored. This-centi
pede feeds on other house insects such
as roaches, bed bugs, ants and croton
bugs. It also devours small moths.
The bite of this house centipede is not
serious but may cause some pain and
swelling. Water ammonia will relieve
the disagreeable symptoms. If you are
troubled with roaches, bed bugs or
moths, leave the house centipede alone
for several days and he will soon rid
your house of these insects. The free
use of Pyrethrum powder will soon de-
stroy the house centipede.
(To Be Continued)
BUY WAR SAVINGS STAMPS
Offer of Brotherhood of Locomotive Engineers to
Assist in Winning the War is Appreciated
and Acknowledged by the
General Manager
Mr. C. H. Markham,
Regional Director Southern Railroads,
Atlanta, Georgia.
Mr. A. E. Clift, General Manager,
Chicago, Illinois.
Mr. T. E. Hill, Superintendent,
Louisville, Kentucky.
Mr. J. F. Walker, Master Mechanic,
Paducah, Kentucky.
Gentlemen :
At a regular meeting of Division 485, Brotherhood of Locomotive En-
gineers, the following resolutions were unanimously adopted :
WHEREAS, the great war is calling on all true Americans to do their best,
and
WHEREAS, the Railroads are called on to put forth every effort to move
troops and supplies with promptness,
WHEREAS, the call to the colors has taken so many of our men; therefore
be it
RESOLVED, that the engineers of the Louisville District, Kentucky Divi-
sion of the Illinois Central Railroad do offer their- services on lay-over days
or between trips when same will not interfere with their rest or other labor,
to be used where they are best fitted. Further, that on our honor, we pledge
ourselves to use the money so earned for the purchase of War Savings Stamps.
L. D. Smith, Chief Engineer, 196 Penn Ave.-, Louisville, Ky.
J. D. Miles, Chairman Local Board Committee.
May 3, 1918..
Mr. L. D. Smith, Chief Engineer,
Louisville, Kentucky.
196 Penn Ave.,
Dear Sir:
I want to highly commend you and the members of your lodge for the action
taken at meeting, wherein resolution was adopted, offering services on lay-over
days or between trips, proceeds later to go toward the purchase of War Savings
Stamps.
This is certainly a commendable spirit and anticipating that you will offer
no objections, I am sending a copy of your joint letter to the editor of our maga-
zine,.with request that he publish it in the M'ay issue for the benefit of other parts
of the road.
I thank you for having sent me a copy of the letter.
Yours truly,
A. E. CLIFT,
General Manager.
CONTRIBUTE TO THE RED CROSS
63
Why He Never Married
T T WAS not my usual habit to go to
the office on Sunday, and as far as
I ever knew neither was it the Ramb-
ler's, except possibly when during his
traveling days the latter made his desk
en route to or from a train. I was a
little surprised, therefore, when a few
Sundays ago I had an unusual matter
of business that called me for an hour
or so to my desk, to find on passing the
open door of that individual's office to
see him in there. It could not be ex-
actly said of him that he was working,
for he was in an unsettled attitude of
half sitting on the top of his desk and
of half standing against it, although he
had in his hand a little pamphlet as i
came unexpectedly upon him. "Well,
well!" I exclaimed on entering his room.
"How comes it that you are down here
this morning?"
Instead of his usual good-natured,
hearty greeting I was surprised at re-
ceiving rather a far-away salutation, as
though he was only half aware of my
presence. Nevertheless, he slipped the
pamphlet he was reading into his side
pocket as he aroused himself and re-
peated his salutation of recognition in
a more cordial, but still more or less
constrained manner. "What's the mat-
ter, old man?" I said to him in a rally-
ing tone; "anything gone wrong? If
so it must be something serious, for it
generally takes a great deal to modify,
at least on the surface, your uniform
cheerfulness and general optimism."
"No, -nothing special," he replied, arous-
ing himself a little as he sat down in the
chair in front of his desk, and, reach-
ing out, took from the latter the current
annual report of the company and began
running over its pages in a sort of
dreamy, perfunctory manner. I looked
at him keenly to see if I could fathom
his mood, which was an entirely new one
to me. I could make nothing of it, how-
ever, and so ventured to rally him a
little by saying, "Where's your grip? I
don't see it around here anywhere. I
suppose you are going out on the road,
' as you don't seem to be doing anything
in particular in the way of work, but
have a sort of waiting air." "No," he
BUY WAR SAVINGS STAMPS
64
ILLINOIS CENTRAL MAGAZINE
65
said rather slowly, as though making an
effort to be his natural self, "I am not
going anywhere. I wish I was." "Then
what," I persisted, "in the mischief are
you here for on such a beautiful morn-
ing as this when, unless of necessity, you
should be anywhere else? I never saw
you in such a mood. You look and act
as pessimistic as the old lady who ob-
jected to dying 'less the halo that she
expected to obtain would be a misfit."
He smiled at my poor attempt at a joke,
and as if to please me he evidently tried
to change his trend of mind, and said,
"I will tell you why I am here. It is
for a punishment. A punishment of my-
self. I came down on purpose to bring
back my office umbrella. You see," he
explained as the conceit seemed to amuse
him, 'I aim to have an umbrella at the
office and one at home. When a rain
comes up at either end, therefore, I am
always provided with protection, for at
least one trip. The theory is, of course,
that when I use an umbrella in one di-
rection because it is really needed, I am
to carry it back the next trip, even if it
doesn't rain, so as to always have one
at each end. Sometimes conditions
break lucky with me and I get rain going
and coming, with a let-up after the com-
ing, so that my umbrellas are thus prop-
erly placed automatically when the rain
ceases. It generally happens, however,"
and as he continued he knit his brow and
uttered his following sentences with an
a'r of pretended deep thought, as if he
were struggling to work out a most im-
portant matter, "that after I carry one
to the other end the rain ceases and I am
in sore trouble to remember to carry it
back in pleasant weather so as to have
it in its proper place when next needed.
Now it so happened that about two
weeks ago a sudden shower came up just
before quitting time and I had occasion
to use the umbrella kept here in the of-
fice. And, do you know," and here he
dropped his serious air and broke into a
most engaging smile, as if confiding to
me a very great piece of news, "it hasn't
rained since. So of course I have been
forgetting to bring back that umbrella
every morning on leaving the house, but
always remembering it when I get to
the office. I knew that one of these days
I would get caught with nothing to pre-
vent my getting wet on leaving the office
some evening, so this morning, having
nothing better to do, and remembering
the umbrella, I determined to punish my-
self for my forgetfulness by making a
special trip down here to place it in its
proper corner. And," he concluded, a
real smile finally playing over his fea-
tures as though he were beginning to
come to himself, "I really feel much bet-
ter now that little matter is off my
mind."
I laughed at what I told him was his
camouflage, for I knew that he was
either joking or evading. He himself, i
think, saw its absurdity and probably
realized that he was not being the usually
alert and good-natured Rambler, for he
seemed to give himself a final arousing
as he apologized for his general manner,
admitting that he guessed he was a little
out of line that morning. "The fact is,"
he added, "I expect I am a bit restless.
Being used to being on the go so much, I
am finding it rather hard work to adapt
myself to new conditions of relative phy-
sical inactivity. It must have got on my
nerves this morning, for, to be honest, 1
didn't know what to do with myself. In
the old days of being away from home
so much I would have hailed with pleas-
ure a day of peaceful quiet in my apart-
ment reading and resting. But you
know the perversity of human nature,
now that I can have such a day I am
possessed to be on the move. There was
at least a half truth in that umbrella
story. I did bring the office one back
to its place in the corner of the closet
there, and but for it I doubt if 1
would have drifted to the office." "Then
it was a pure case of not knowing whar
to do with yourself ; didn't it occur to
you that you might have gone to church,
this being Sunday," I said in jocose
strain, hoping thereby to keep him in his
better mood. "Go to church?" he re-
peated with a lurking smile in the cor-
ners of his mouth, which broadened per-
ceptibly as he said, "I never thought of
that. I wonder why I didn't?" "O,"
CONTRIBUTE TO THE RED CROSS
66
ILLINOIS CENTRAL MAGAZINE
was my laughing rejoinder, "you have
been so busy and so uncertain as to be-
ing at home for years past that I doubt
not that passenger traffic has become
more of a creed with you than the one
you undoubtedly learned many years
ago. Why even now I see you are think-
ing of the railroad again, with our an-
nual report in your hand, through the
pages of which you are running with an
air as much as to say that when I cease
bothering you you know what you are
going to read about." "Well," wras the re-
tort, "have you read it yourself? If not
it might do you some good, for it con-
tains much information that should be
a professional inspiration. It does not
do a railroad man any harm to be in-
terested in general matters outside of his
own routine, especially when he himself
may have been a factor, however small,
in bringing about such favorable condi-
tions as are shown in this report."
For the moment he was himself again
as he glanced through the pages of the
pamphlet, remarking on what he found
as he did so : "A mighty good showing
for the year 1917 ; in round numbers the
balance on hand on December 31 is
shown to have been twenty-two million
dollars, with 4,766 miles of road oper-
ated. The operating revenue is shown
to have amounted to eighty-seven mil-
lion and over, an increase of nearly thir-
teen and a half million over the previous
year, or 18.18 per cent. It is interesting
to know that these figures are the largest
in the history of the company. It would
naturally follow that under general pre-
vailing conditions operating expenses
would show an increase, which increase,
however, was but $9,496,684.94, or 17.97
per cent over the previous year ; the op-
erating expense amounting, in round
numbers, to a little over sixty-two mil-
lion and a quarter dollars."
He read more of the report in silence
for a moment or two and then remarked,
"Taxes are things nowadays that inter-
est us all, more or less, and as I under-
stand you have not read this report, you
may like to know that the company paid
$6,186,364.94 in taxes for the year, an
increase of $2,070,299.68, or 50.30 per
cent over those of last year. The largest
increase, it is stated, was in federal
taxes, which increased by $1,697,853.90,
owing largely to the so-called war taxes.
Other taxes, including the charter taxes
due the state of Illinois, amounted to
$4,257,229.05, an increase of $372,-
445.78."
"I suppose you know what a non-oper-
ating income is? Slim," he said to the
latter as he noticed that individual had
entered the room as he was talking to
me, and that he was standing by the
Rambler's desk with match box in hand
about to light a cigarette. "No? Well,
broadly speaking, it is returns on the
company's investments in stock, bonds
and notes and advances to affiliated
companies. Except to those whose busi-
ness it is to the contrary, this little item
of non-operating income is not apt to
generally enter the mind in connection
with a railroad's yearly financial success
or shortcoming. You will find interest-
ing tables in here on that and kindred
subjects, however, which may or mav
not be of interest to you, Slim, should
you care to look into the matter. I warn
you, however, that if you really go at
their perusal seriously and have any
success in wading through them intelli-
gently it may be the cause of the finan-
cial end of the game acquiring a poor
subject and of our losing one who in
time may become a good traffic man."
This last he said with a sly wink at me,
as if to call attention to the fact that he
was having a bit of fun with Slim ; which
I was glad to note, as it indicated a re-
turn to at least a normal cheerfulness
and good spirits on the part of the Ramb-
ler. "It might be noted in passing," the
latter continued, "that notwithstanding
our non-operating income of $8,009-
365.40 was in round numbers five mil-
lion dollars less than that of the previous
year, the explanation following seems to
argue for ultimate greater returns.
While touching on the financial side of
the report it is of interest to me to note
that the number of stockholders at the
close of the year was 10,578. The num-
ber of pensioners was 559."
"I believe," remarked Slim with a
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
67
half earnestness that indicated a sort of
worship of the Rambler, "that you would
get something of interest, at least to
yourself, out of a piece of lake driftwood
if it bore any suggestion of traffic, and
if not you would make a traffc sugges-
tion for it. I saw that report yesterday
and glanced through it, but must admit
that its tables of figures and terse para-
graphs failed to appeal to me." "Tut,
tut!" the Rambler exclaimed, "that will
never do." Maybe figures are not in
your line, but the fact that, as shown
here, $15,642,690.87 was expended for
improvement to roadway and structures
and for new equipment ought to inter-
est you as a general proposition; espe-
cially as it means this," and he read from
the report, " 'In continuation of the pol-
icy of recent years to add to and better
the facilities commensurate with the in-
crease of business.' Now note that this
next sentence widens the interest, 'the
wisdom of this plan has been demon-
strated by the results obtained under
the unusual business conditions existing
during the year, when the traffic of the
country as a whole was so large as to
overtax the facilities of the carrier, with
the result that in many cases the opera-
tions were hampered by congestions of
traffic which abnormally increased ex-
penses. By reason of the improvements
during recent years your company was
enabled to handle the large increase of
business offered with reasonable dispatch
and satisfaction.' "
"I will admit," said Slim, "that such
class of matter is more intelligible to me
than the tables of statistics, but I wonder
what those improvements were?"
"Well," was the ready response, "it
tells you here what they were. For in-
stance, there were new industrial and
new company's sidings built or extended,
with a net addition to the latter of 64.3
miles. It tells where these improvements
are located, and you can look it up for
yourself if you have a mind. Then there
was the elevation of tracks, that of In-
dianapolis, Ind., having been completed,
while certain grade elimination work in
Chicago was continued. Here is an item
that will eventually change our map, it
telling of the construction of a 17-mile
cut-off from Providence, Ky., to Daw-
son Springs, Ky., which is in progress ;
then there is mention of rearrangement
and additions of tracks at various points
as well as where great reductions of
grade are being made. The replacement
of bridges is shown to have been quite
an item, as was also the commencement
and completion of subways. Among the
large items were the completion of the
new passenger station and office building
at 63d street, Chicago, and the new pas-
senger station at Mattoon, 111. ; several
suburban stations also having been com-
pleted or extended, some of them being
combined freight and passenger stations,
and on some work is still in progress.
Water tanks and coaling stations are
mentioned as having been completed or
as being under construction at various
points ; block signal work is shown as
being another activity, there having been
installed and placed in operation 381
track miles of automatic block signals,
which, the report says, with the track-
age previously equipped makes a total
of 2,081 miles of protected track at the
close of the year. In reference to this
particular matter the report further
states that the block signal work on the
Mississippi and Louisiana Divisions
mentioned in a previous report has been
completed, with several minor excep-
tions, which are specified, and adds that
'with the completion of the latter the
line between Chicago, 111., and New Or-
leans, La,, will be completely block sig-
nalled.' " He ceased reading aloud for
a moment to scan a page of the report
with apparently unusual interest, and on
my suggesting that if he had found it
anything of a nature that would be of
profit to us to know, and it was within
the scope of our technical comprehen-
sion,that he read it to us ; whereupon
he gave us the following :
"Fourteen six-wheel type switch loco-
motives were added, and four locomo-
tives retired, resulting in an increase of
ten for the year, with an increase of
360,380 pounds in tractive power.
Eighteen locomotives of various types
were converted into superheated loco-
CONTRIBUTE TO THE RED CROSS
68
ILLINOIS CENTRAL MAGAZINE
motives. Forty-two new passenger
train cars were added, fifteen refriger-
ator cars were equipped with passenger
trucks and transferred from freight to
passenger equipment classification, and
two cars were transferred from work to
passenger cars, making a total of fifty-
nine cars added during the year. Five
cars unfit for further service were re-
tired, and three cars were converted into
work cars, making a net increase of
fifty-one cars for the year. Three thou-
sand and sixty new freight train cars
were added, and one thousand two hun-
dred and sixty-one were sold, destroyed,
or transferred to another service, mak-
ing the net increase one thousand seven
hundred and ninety-nine cars for the
year. Five thousand six hundred and
seventeen cars were rebuilt during the
year. The average capacity of cars
owned at the close of the year was 42.15
tons, as compared with 41.76 tons last
year. The total capacity of cars was
2,659,500 tons this year, as compared
with 2,559,290 tons last year! There is
more in reference to additions and bet-
terments," he continued, as he glanced
through the pages, "such as new ties,
track relaid, cross ties renewed, repairs
of equipment, etc., but I reckon that is
enough," he said, as he tossed the report
onto his desk and changed the subject
by asking Slim how ticket sales were
going. The latter replied, as was ex-
pected, in general terms, and concluded
with the remark that speaking of ticket
sales reminded him that it was time for
him to be on his way, to which the
Rambler, on looking at his watch, nod-
ded an assent.
As Slim departed I thought I saw
signs of the Rambler's dropping into his
old abstraction from which the annual
report had for a few moments appar-
ently diverted him. Hence, to keep him
more nearly normal I said to him, "Why
don't you get out of doors today? Stir
around somewhere; now you have your
umbrella safely stored (the Rambler
grinned a little at this) keep moving and
don't mope around here. It is a pity
Snap-Shot Bill did not blow in and take
you out in the country somewhere." "I
wish he would," was the hearty response,
"and now that you suggest the country
I believe I will go out to Tyro's house ;
that is, if it is his day at home, and I
think it is." A telephone to the news-
paper office developed the fact that he
was correct as to Tyro's holiday, and 1
was delighted to see him start off in ap-
parently a happy frame of mind for his
trip into the suburb where Tyro lived.
The subsequent events of that day came
to me later through Tyro, he in turn get-
ting the most of the story from his wife.
The very thought of having a definite
aim began immediately to have its effect
on the Rambler, so that by the time he
reached Tyro's house he was back in his
normal good spirits. Being a frequent
visitor, he was on friendly terms with
all members of that household, so that
on the maid's admitting him she made no
comment when, on her telling him that
Tyro was in his study, he said, "Never
mind about announcing me. I will go
up and find him myself." On his break-
ing in on Tyro with a breezy salutation
he found that individual enveloped in a
cloud of smoke from his brierwood pipe,
sans collar and sans coat, pounding fu-
riously on a typewriter. He neverthe-
less answered the Rambler's greeting
with the same spirit in which he had
been approached; but in doing so, as he
laid his pipe on the corner of his desk
his visitor thought he discovered in his
actions and looks a slight shade of dis-
appointment at being interrupted. So
the Rambler hastened to say, "You're
busy, I see, don't let me interrupt you."
"Well," was the response, "you know
I am always glad to see you, but to tell
the truth I was rather anxious to finish
a chapter in my book this afternoon; 1
have so little time to work on it of late."
The Rambler knew that at odd times for
some months past Tyro had been writing
a book, it being his ambition to try his
skill in the domain of literature apart
from his newspaper writing. This as
a possible professional advancement as
a writer and as a possible financial gain.
Hence the quick response was, "Don't
let me disturb you for a moment ; I will
go play with the kiddies. I need their
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
69
buoyant influence much more than I do
your matter of fact conversation and ac-
tions." "Alas for my entertaining
power," was the laughing reply; "how-
ever, I will grant you that the kids would
probably be more interesting^ and more
worth while than myself this afternoon.
Unfortunately, however, they are all at
a neighborhood children's gathering, and
I do not feel exactly like suggesting
your btrtting in there. But," he added,
brightening up at the thought, "you go
find Helen, she is off by herself for a
stroll in the woods somewhere. It will
give you something to do to find her;
and I warn you that you need not neces-
sarily expect to see her too soon. Dis-
tances are nothing to that woman when
she gets started on a hike. In fact," he
added reflectively, "I think I have sug-
gested enough to keep you busy until
evening lunch time, at and after which
I will be quite at your service. It will
be worth your while, that hunt for Helen,
I will warrant you," he called out to the
Rambler as the latter was smilingly dis-
appearing down the' stairway, "for if
you find her at all you will probably see
a few spring flowers in her hand and
she will be full of some marvelous tale
of a bird or birds she has seen; for this
is the migrating season, you know, as
well as the season when it is time to be-
gin to look for the first wild blossoms."
The Rambler started off in high spir-
its, for he knew he had a real quest
before him and that if successful he
would be well repaid for his trouble,
Mrs. Tyro being one of those cheerful
and happy dispositioned individuals, es-
pecially with her friends, and the Ram-
bler was one of them, whose company
was always worth while. He had but
a short distance to go along the highway
before the latter entered a delightful,
heavily wooded country in which pic-
turesque ravines and trickling streams
were a pleasing feature in the landscape.
So, as he came to a diverging cart path
leading into the woods he left the main
road and followed the alluring trail on
the theory that if Mrs. Tyro had gone
for a nature-study ramble she would
naturally wander off the highway at the
first convenient opportunity, as he him-
self was doing. So he pushed on into
the forest for quite a while, leaving in
turn the cart path for a little foot trail
that opened up. Every once in a while
he shouted, "O, Mrs. Tyro!" it never
occurring to him that in what seemed
to him the solitude of those woods there
was any possibility of anyone but him-
self and possibly Mrs. Tyro to hear his
voice. But he was pleasantly surprised
on plunging down a steep bank to find
at its foot a couple of children playing
on the stepping stones of a beautiful
running brook that divided the ravine
into which he had gone. Inquiry of
them failed to develop the whereabouts
of Mrs. Tyro, as they had not seen "a
lady wandering about" such as the
Rambler described to them. Pushing
somewhat aimlessly on, however, some-
times following a path and sometimes
making detours through the pathless
underbrush, he finally found himself on
the highway again at a point about half
way up a long, steep hill. "I will go to
the top," he said to himself, "and see
what it looks like beyond." Still in viva-
cious mood, he walked briskly upward
and on in pleasant anticipation of what
vista might break on his reaching the
crest ; but only to find a continuation of
the long ribbon-like line of road disap-
pearing over another rise in the dis-
tance. But his spirit seemed to rise with
the thought that, while Mrs. Tyro was
clearly not on the roadway she might
come out of some of the by-paths onto
it at any moment, or that he might see
her by looking on each side into the
woods as he passed ; also by a whimsical
wondering what was at the end of the
road, and what was beyond the little
bend that he saw near the next distant
hill-top. In due time he came to the
bend, which proved to be a forking of
another road with the one he was on,
somewhat in a glow owing to his rapid
walking, and laughed softly to himself
as he found that both the forking and
the top of the crest only repeated the
wonder as to "what is beyond ?" "Guess
I've gone far enough in this direction,"
he thought to himself. "I have been
CONTRIBUTE TO THE RED CROSS
70
ILLINOIS CENTRAL MAGAZINE
going at a pretty good pace and must
be a greater distance from the house
than she would be apt to wander; al-
though," he remembered, "Tyro inti-
mated, now that I think of it, that she
is a great hiker. Nevertheless, he started
back at a more leisurely pace, still ad-
hering to the highway, but peering more
carefully into the woods on either side
and scrutinizing with a little more atten-
tion than he had previously done, the
little trails and paths that led out of the
woods on either side. He even made
short excursions into the latter as they
seemed promising in the matter of lead-
ing him somewhere.
On one such occasion he turned in at
a dilapidated old field gate which stood
open, but which, as he had passed it be-
fore, suggested not even a cart path be-
yond. This time, however, his mind
being more keenly bent on his search,
he stopped and looked long and earnestly
all about him after plunging through
more or less of a tangle of underbrush
for a short distance, and finally received
a new impetus in his quest by discov-
ering through the trees what seemed to
be a sheet of water in the distance. Push-
ing on, he soon found faint traces of a
cart path which on following led him
out of a wooded belt onto a broad
meadow. In the center of the meadow
he discovered a considerable pond
fringed here and there by clumps of
trees ; on the edge of the pond, stand-
ing back to him, he saw Mrs. Tyro sil-
houetted against the sky, with elbows
in air, as though shading her eyes with
her hands. Hastily crossing the inter-
vening open space he went quietly up
to her to discover, as he had supposed,
that she was earnestly looking through
an opera glass at something on a little
clump of bushes surrounding the base
of a tree on the edge of the pond. So
absorbed was she that his presence was
not noticed for quite a while, so that
he, following the direction of her gaze,
had time to note that she was evidently
watching a bird flitting back and forth
from the water to the limbs of the tree,
occasionally resting long enough on the
latter to break into a most melodious
short song. She finally became aware
of his presence however, and with a
friendly nod passed him her opera
glasses, saying, "Just look at that red-
winged blackbird, he is taking a bath."
He, too, watched the bird in its various
motions with interest, remarking from
time to time with almost her own enthu-
siasm, "There! there! It preened him-
self then, and I saw that beautiful red
stripe in its wing. Ah, ah," he laughed,
as the bird flew to an overhanging
branch in the tree from the unsubmerged
portion of a rotten limb lying in the
water, "just see how the little beggar
shakes himself out. Say! but that's
cute — see him balance on one leg and
scratch the back of his head with the
claws of the other."
In short, the Rambler's somewhat
strenuous walk, the bracing influence of
the pure country air and the diversion
of mind caused by the definite object of
finding Mrs. Tyro and of being finally
successful in his search, had keyed him
up to his usual healthy pitch and he was
in mood to blend into Mrs. Tyrors
habitual happy cheeriness. So they con-
tinued to watch the bird together until
it elected to finally fly away, and then
they began to be social on ordinary lines.
Picking up a very small bunch of wild
flowers from off the ground at her feet,
where she had thrown them on using
both her hands for the opera glasses,
Mrs. Tyro suggested that as she had
wandered farther away from home than
she had intended perhaps they had bet-
ter start back. But the Rambler was
in no hurry, and neither did she seem
to be, for they sauntered to the main
road quite leisurely, chatting merrily to-
gether as they did so. "Yes," she said,
in answer to his inquiry, "I have seen
other first birds of the season this after-
noon. I started up a flock of j uncos as
I went into that meadow, although they
are not really what you might call 'firsts/'
being with us more or less, you know,
all winter." The Rambler didn't know,
but he chose to let the remark pass with-
out comment as she continued enthu-
siastically, "but I did see a first blue-
bird, and O, how he sang for me. I
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
71
chased him 'round for quite a while —
in fact until he disappeared over toward
that farm house. But the flowers are
backward. This one little spray of
spring beauties in bud only is all that I
found of them. The hepaticas, how-
ever, were slightly more in evidence, al-
though I really saw but very few of
them, and picked less," she laughingly
added as she held up her modest little
bunch for his inspection. "I could not
resist the temptation to carry a few of
them home you know, for the little vase
on Howard's desk." She began then to
talk to him about other matters, and he,
feeling the influence of her bright say-
ings and observations and beginning to
understand her interest in little things
as she observed and pointed them out
to him in passing, reached a high pitch
of conversational enjoyment "with her.
She finally began to tease him, for Mrs.
Tyro, in a subtle, ladylike way, was a
born tease, and when she felt as happy
as she did on this occasion loved to "stir
the Rambler up a bit," as she often ex-
pressed it privately to her husband. "I
just love to hear him come back at me,"
she would laughingly declare to him.
"While not a tease himself he takes it
all good-naturedly, and his repartees are
great at times." So as they sauntered
homeward on this Sunday afternoon she
had finally reached that mood with the
Rambler, and he was at his best with his
parrying.
They had left the highway and were
going through a woods path which
Mrs. Tyro said was a shorter cut home,
when she protested that he was making
her walk too fast, whereupon he pointed
to a felled tree a little distance off the
path and suggested that they "sit down
and rest." She laughingly acquiesced
and seated herself on the stump of the
tree, which had been cleanly sawed
off, while he took his place on its pros-
trate trunk near by. As they thus rested,
facing each other, he could see the merry
twinkle in her eye as she pretended to
scold him for letting her walk so fast
that she was completely tired out. "You
tired out?" he laughed, "what do you
think of me? I haven't hiked as I did
this afternoon for years. I am posi-
tively foot-sore." "Well, that was no
reason," she protested, "why you should
set such a fast pace for me; you have
nearly taken my breath away." "Wanted
to get you back to Tyro," was the laugh-
ing come-back, "he must need you by
this time. O say!" he added, with a
bold grin at her, "but he's a lucky dog
to have someone like you to look after
him." "Think so?" was the laughing
response, "but I don't know. He com-
plains at times that he has his troubles
with me." "Don't you believe him !" he
flashed back. "He's just a man-bear
when he says that. He don't mean it.
It's true, however," he added, "that it is
possible you go off and leave him too
much with this mousing 'round in the
woods you do all by yourself." This last
he said hastily as though to head off
some reply to his implied flattery that
he thought she was about to make that
would prove a boomerang to himself.
He knew her subtle wit, and could read
her face very quickly at times in antici-
pation of what she was going to say ;
but he was wrong if he thought he could
divert her intent, for with a half serious
and half poking tone, so that her ques-
tion could be taken by the Rambler
either lightly or seriously, as he saw fit,,
she said to him with a quizzical look, but
in her sweetest tone of voice, "and if
you think Tyro is such a lucky man I
wonder how it happens that you your-
self never married?"
The Rambler saw that either in earnest
or in fun he was fairly caught; but he
arose to the occasion with that character-
istic promptness of his, and determined
to give her as good as she sent. He
therefore assumed a most serious air,
and as he spoke put on a far away look
as though bringing to mind memories of
an eventful period in his life. "Well,
you see it was this way," he began. "I
suppose in my callow youth I was as
cheerful, careless and thoughtless about
your sex as the most of my kind, but
all of a sudden a dark cloud came over
my horizon as .far as the gentle sex is
concerned — a cloud that never became
dispersed and that has ever since caused
CONTRIBUTE TO THE RED CROSS
72
ILLINOIS CENTRAL MAGAZINE
me to be the bachelor-wreck that you now
behold" he added in mock heroic as he
gave a glance up into her face to see how
she was taking his beginning. But her
face was non-committal, so he was
obliged to continue by saying, "the cloud
came the second day that I, then a very
young man,, first began to sell tickets for
a railroad. At noon, shortly before a
train was due, I was at the ticket window
being broken in to my new business by
the regular agent who stood at my elbow,
and, as people asked for fares or tickets
coached me as to the amount to be
charged, kind of ticket to be issued and
where to find it. I was getting along, I
thought, very well when I saw a girl en-
ter the doorway with whom I had a slight
acquaintance, but whom I wished mighti-
ly to know better. That is, I had met
her several times with others, and al-
though I had not been given an oppor-
tunity to feel myself very much acquaint-
ed, I had nevertheless taken a deep
fancy to her. In fact," he added reflect-
ively as he glanced at Mrs. Tyro, "It
had been a case of love at first sight on
my part."
"Good, good !" interrupted Mrs. Tyro,
clapping her hands and throwing her
head back as she burst into a hearty
laugh; at which her companion assum-
ing to be upset by her levity at what
for the moment he pretended was a most
serious matters, shook his head as he
remarked, "I don't know as I will tell
you if you are going to make fun of it."
"O don't stop !" she said, immediately as-
suming the gravest air possible through
a remaining lurking smile, "I will not in-
terrupt again."
"Well, such was the situation with me
when that girl appeared in the door-
way of the station, evidently bound for
my ticket window. Knowing that she
lived in a town just north of us and was
in the habit of making frequent visits
between my town and her own, I im-
mediately thought to show off a bit for
her benefit. So I asked the agent what
the fare was to her town and he told
me it was ninety cents, whereupon I im-
mediately stamped her a ticket and as
she made her errand known surprised
her by promptly passing it out and
smilingly advising her that it would be
ninety cents. I guess, come to think of
it," the Rambler said as a sort of an
aside, "that she never was particularly
impressed with me anyway, although she
gave me a slight nod of recognition as
she took the ticket and passed over a
two dollar bill in payment. But alas!
I had got by that time all fussed up, and
in my over anxiety to make an impres-
sion ignored the denomination of the bill
and thinking it to have been a dollar,
gave her back only ten cents in change. It
is too painful to go into details as to
what followed," he lugubriously added,
while Mrs. Tyro, who remembered her
promise not tg interrupt turned her head
to suppress her rising mirth; "sufficient
to say that in a chilly and forceful man-
ner she intimated to the agent that I
was several things, among others a short
change artist. Of coures it worried me,
for I had lost out with the only girl
that thus far I had ever loved. It got on
my nerves so that when the next Sunday
came 'round, and I was free, I deter-
mined to make a trip to her town to see
if perchance I could come across her and
square myself. I hadn't the slightest
idea how I was going at it, for I had not
a sufficient acquaintance to warrant my
calling, but had some hazy notion that
something might turn up by which I
would meet her and be able to make some
explanation ; for of course to intention-
ally cheat her in her change had been far
from my thoughts."
"Now in the town where she lived
there was a large brewery, and as the
surrounding country was dry it was a
very popular place to go to on Sundays.
Hence the train that I went up on was
filled with people bound for that town
carrying baskets, grips and dress suit
cases of vario'us descriptions. So many
people were there in fact, that when all
were unloaded at the station the little
bus that was run from it to the center
of the town, the latter being two miles
away, was so quickly overloaded that
many of us, including myself, had to take
the foot trail to our destination. We
were stringing along, were a goodly num-
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
73
her of us, over the hot and dusty road
when I was overtaken by a fellow having
two dress suit cases in his hands who be-
gan to chat with me. In the course of
his talk, being somewhat worn with the
heat and inconvenience of his luggage,
he testily remarked that he wondered
why they had not built the depot in the
town instead of way down there by the
river. 'I suppose/ I cheerfully an-
swered, 'they thought it desirable to
build the depot by the railroad.' At
this he got peeved," the Rambler re-
marked with a chuckle, "and came back
at me with, 'well, you are some smart
guy, you are;' after which he did not
seem to care for my company further,
as he forge ahead and left me. Plod-
ding my weary way to somewhere or
anywhere, I did not know which myself,
in due time I got into the town and
imagine my surprise and' momentary ela-
tion when on turning the corner of a
street I saw, but a short distance away,
the girl of my dreams. She was lean-
ing on the front gate of what was evi-
dently her home, and was talking with
the man with the two grips who had left
me in dudgeon because, as he had coarse-
ly put it, he had thought me 'some smart
guy.' But the girl ! O, the girl !"
smiled the Rambler with another mis-
chievous glance at Mrs. Tyro, who in
turn was nearly bubbling over with sup-
pressed laughter. "The gateway where
she was standing was at the end of a
walk beautifully bordered with flowers,
and was under the shade of a huge near-
by horse chestnut tree through whose
leaves sunbeams were shedding their
golden light on her uncovered head ;
making of her, I thought, as in looking
at the 'man .her face was in exquisite pro-
file, a picture as beautiful as that of a
Madonna."
"Fine! fine!" softly murmured Mrs.
Tyro as though to herself, "I did not
know he could be such a beautiful ro-
mancer; but what," she burst forth di-
rectly at him with sudden energy, "did
you do then? Practically not knowing
the girl at all, she talking in friendly
intercourse with another man, and yet
your being near her with the express
purpose of instilling yourself into her
good graces — I must tell Howard that
situation. He may be able to use it in
the novel he is writing."
. "I don't know just what I should
have done," was the answer, "but what
I did was to get fussed again and cross
over onto the other side of the street.
And now madam," he went on with an
apparent air of great seriousness, "you
can imagine how I was thrown into the
depths when on passing on the other
side 1 heard the girl say to him of the
suit cases, 'there goes that piker that
tried to short change me.' That's all,"
he added, as his companion seemed to
be waiting for more, "that settled it."
She burst into a merry peal of laugh-
ter and, jumping, up from her seat took
from its case the kodak that she had
been carrying slung to her side, saying
merrily, "sit still, sit still ! Right where
you are, and don't you dare move or
change that woebegone expression. How-
ard will give me a 'new hat if I get a
good picture; the pose is just right, and
the look, if the kodak will only catch it,
will enable him to label it 'the death of
a love dream' when he frames it and
hangs it up in his den. There!" she
said as the kodak clicked. "I brought
this with me this afternoon in case I
should get a good chance at a bird. I
had forgotten about it until now, but
I have got something much better if it
turns out well timed." "O you will have
a picture. of a 'bird,' all right," laughed
the Rambler throwing off his mockery,
"if you will excuse the slang." She
laughingly put the kodak back in its case
and reseating herself on the stump mo-
tioned for him to be seated again, he
having arisen as if to go. "Now that
was a beautiful fairy tale Rambler,"
she chirped whimsically at him, "but
you don't mean to tell me that in your
young days you were so timid as to let
a little episode like what you have told
me keep you unmarried all these years ?"
"I don't know," he answered as if ready
to keep up the joke, "there was another
woman soon after that that sort of put
a crimp in my faith I reckon." "Ah,
another one! We are getting on. What
CONTRIBUTE TO THE RED CROSS
74
ILLINOIS CENTRAL MAGAZINE
about her?" "Well, at least, I never
was enamored in her case. But listen
to the kind of woman she was," and he
quietly smiled to himself as if in antici-
pation of springing something on Mrs.
Tyro. "It was only a few months after
my unfortunate slip in the matter of
making change that one day when I
was in the ticket office alone, soon after
a train had departed a lady appeared
at the window holding a handkerchief to
her eye. She asked me in rather a brok-
en manner, as if in pain, if there were
any oculists in the town. Now you
must know that the town was a small
country place, a sort of trade center
for a large outlying territory, and so it
was not surprising that a stranger from,
as I judged her to be, just off the train
should make such an inquiry. Particu-
larly as she said on asking the question
that she had a cinder in her eye that
was causing her exquisite torture and
she thought that an oculist's would be
the proper place to go to get relief. I
told her there were two places in town
where there were oculists, either one
of which would probably serve her pur-
pose. I began to direct her to them,
but she paid slight heed at what I was
saying, pretending she was in such pain
that she doubted if she could wait to
get to the proper place. She finally
asked if I could not remove it for her,
and suggested, as she feigned a particu-
lar dart of pain, that she come into the
office whil^ I took out the cinder. I
told her that it was against orders to
allow anyone in the ticket office, but said
if she could wait a minute until I put
away a few of my things that were lying
about loose I would come out and see if
I could help her. As I was about to do
so, I noticed in the background our Di-
vision Superintendent who apparently
had been watching me closely and try-
ing to get my attention. As he caught
my eye he shook his head, which meant
to me, of course, that I should not come
out, and I was beginning to become a
little embarrassed as to how I should get
away from my offer when the lady her-
self put the handkerchief down and hur-
riedly left the room, neither of us ever
seeing more of her. The superintendent
then told me that the conductor had been
watching her very carefully on the train
and had reported her to him as un-
doubtedly a crook. You see," the Ram-
bler concluded, "she was not interested
in me the minute she found she could
not enter that office and possibly get
something in the way of tickets or money
by the light fingered process while I
was trying to remove her pretended cind-
er. So now," he concluded as his com-
panion on the stump again seemed to be
waiting for more, "a little thing like that
at my tender age would be apt, would
it not, to jar one's confidence?"
As they started again on their walk
they both broke into a laugh at the ab-
surdity of the whole conversation while
they had been resting. So each now
being in merry and lightsome mood, at
her solicitation he entertained her on
the way with other short stories of his
experiences and observations behind the
ticket counter, for as she had surmised,
the basis of his tales while on the log
had been drawn from his personal ex-
perience. As a final thrust, just as they
were about to enter the house she turned
to him with a sly look and mischievous
twinkle in her eyes and said, "by the
way, what do you hear from the Trunk
Lady in France?" "Miss Ouri, who is
in town you know, said that in her last
letter to her she told of working very
hard, but that she was grateful to find
that she was able to be of service," was
the evasive reply; to which Mrs. Tyro
laughed as they entered the doorway
and greeted the children who came run-
ning to them, the latter having returned
from their afternoon party.
The light evening meal was a merry
one, everybody being in the best of hu-
mor, Mrs. Tyro relating to her hus-
band the doings of the afternoon in
which she laid with great gusto particu-
lar stress on the Rambler's alleged con-
fession as to why he never married.
The meal over Mrs. Tyro disappeared,
as was her custom, to devote the hour
before bedtime to the children, while
Tyro and the Rambler went to the study,
and with their pipes chatted together be-
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
75
fore a wood fire on the open hearth;
the evenings being still cool enough to
make a friendly blaze enjoyable. In
the course of the conversation Tyro,
through his interest as a newspaper
writer, made some inquiries of the Ram-
bler as to the workings of government
control of the railroads. The latter was
somewhat thoughtful and guarded in
his replies, as though he himself was
trying to answer in his own mind that
which was on the mind of Tyro. Of a
sudden, however, the Rambler as though
remembering something, hastily put his
hand in his side pocket and drew forth
the little pamphlet that he had subcon-
sciously placed there in the morning
when reading at his desk. "I have here,"
he said "a little advertising booklet writ-
ten and put out to the public by our Ad-
vertising Department twenty-six years
ago. I came across it the other day and
thought I would carry it home. It de-
scribes some new Pullman sleeping cars
that were put in a run on our road at
about that time, and for which the cars
were especially designed. These cars
in that day and generation were supposed
to be the wonder of the age, particu-
larly in their alleged artistic structural
design and decoration. So beautiful in
fact were they in the mind of the writer
of the booklet that in his attempt to make
the public see their beauties with his
eyes he compared them in splendor to
the wonderful bejewelled peacock
throne of one of the great Moguls of
India. He justified the parallel in the
following lines," and the Rambler then
read from the book :
"In the fashion of the present prac-
tical, utilitarian age, we probably enjoy
elegance and luxury as much now as it
was enjoyed then. Nowhere is this
more apparent than in the facility with
which we adapt ourselves to the rapid-
ly increasing developments along this
line as found in places of public resort.
The luxuries of modern travel, for in-
stance, we take as a matter of course,
but we are not satisfied that we be sim-
ply comfortable and have all possible
conveniences en route. On the contrary,
setting at defiance the opinion of no
less an authority on matters pertaining
to structural beauty than John Ruskin,
who in the infancy of railroads wrote:
'There never was more flagrant nor im-
pertinent folly than the smallest portion
of ornament in anything concerned with
railroads or near them,' — setting at de-
fiance such an opinion, we are running
to the other extreme, and, in our re-
quirements in the way of elegance when
traveling, are fast getting in touch with
the spirit that prompted the building of
such a wonder as the Peacock Throne.
This spirit of elegance, in railway mat-
ters, although rapidly developing in the
direction of handsome stations and an
attractive right of way, has attained its
highest state in the matter of equip-
ment."
"The text is illustrated," he continued
on finishing the reading, "with elaborate
cuts showing every detail of the orna-
mental and structural features of the
cars, from the very titles of which you
can get an idea of their interior char-
acteristics. Just listen: 'Richly pan-
elled partition of quarter oak,' 'The soft
brilliancy of its silken draperies,'
'Through a heavily draped but other-
wise open doorway;' 'Impromptu high
tea enroute,' 'A good-sized square wick-
er chair' (that was the time when wick-
er chairs were replacing the heavily up-
holstered plush chairs), 'A sliding door
between the two rooms,' 'With plush
upholstering and embossed decorated
plush panels', 'An open decorative feat-
ure of bronze grills and wood spindle
work,' 'With graceful curve of a wide
sweep' (that referred to a partition in
arch effect), 'A most unique and charm-
ing bit of structural decoration', 'Car-
ried to an elaborate degree, culminating
in a most beautiful center piece.' The
pictures themselves," he continued, "tell
much more, and from them one can see
the elaborate details but hinted at in
those titles. But my, O my!" he ex-
claimed as he slipped the book back in-
to his pocket, "what beautiful dust catch-
ers were those silk window curtains,
elaborate partition draperies, and par-
ticularly the embossed plush panels."
Tyro laughed as he said "all that does
CONTRIBUTE TO THE RED CROSS
ILLINOIS CENTRAL MAGAZINE
not sound much like some of your recent
advertising literature, in which I think
the expression is used, referring to your
fine equipment, that 'in structural finish
and design it is in harmony with the
quiet, refined taste of the day.' "
"That is just what I was coming at/'
said the Rambler. "It has been found
that Mr. Ruskin was nearer right than
we were in those days; but the applica-
tion of it all that I have in mind was a
partial answer to your question. After
Government control is over I imagine
we will have learned many things tend-
ing towards a 'quiet refinement' in dis-
tinction to the elaboration of a jewelled
peacock throne." Tyro smiled and nod-
ded his head in quiet approbation.
Notes of Interest to the Service
Among numerous changes of time an-
nouncements by our connecting lines may
be mentioned the following:
The Michigan Central announces changes;
in time to take effect May 12th, among
which are the following: The parlor car and
through coach operated on train No. 4
from Chicago to Grand Rapids via Kala-
mazoo and G. R. & I. will be discontinued—
G. R. & I. train No. 9 to be discontinued.
The through coach from Chicago to New
York in train No. 8 will be discontinued,
coaches to be operated Chicago to Buffalo
and Buffalo to New York. The through
coach Chicago to New York east from Buf-
falo on train No. 162, will be operated only
to Albany. Train No. 14, "The Eastern Ex-
press," for New York and Boston, leaving
Chicago at 3 P. M. daily, will have sleeping
car Chicago to Albany carried from Buffalo
in New York Central train No. 58, in place
of the sleeping car now operated from Chi-
cago to New York on M. C. train No. 14,
and N. Y. C. trains Nos. 40-20. Chicago-Hp-
boken sleeper now operated in No. 18 train
will be transferred to train No. 14, con-
necting at Buffalo as at present with D. L.
& W. train No. 6. Train 18 will be changed
to No. 40 and leave Chicago at 8:00 P. M.
(see train No. 40). Train 20 leaving Chi-
cago as at present at 5:05 P. M. daily will
have parlor car Chicago to Detroit, trans-
ferred from present train No. 18. Chicago
Grand Rapids coach and parlor car trans-
ferred to train No. 44. The Chicago to New
York sleeping car on train No. 38 will be
discontinued beyond Buffalo; its Chicago-
Boston sleeping car will be operated east
of Buffalo in N. Y. C. train No. 36 to Al-
bany, B. & A. No. 36 to Boston instead
of N. Y. C. train No. 12 and B. & A. train
No. 32. Train No. 4 Michigan Central Lim-
ited (present train No. 18) will leave Chi-
cago at 8:00 P. M. daily instead of at 5:40
P. M., carrying sleeping car passengers only
from Chicago and points where train is
scheduled to stop, to Niagara Falls, Buffalo
and beyond. It will carry sleeping cars
Chicago to Buffalo, Chicago to New York
and Chicago to Boston. Train No. 44 daily
will be restored, Chicago to Kalamazoo and
in connection with G. R. & I. to Grand
Rapids, and will leave Chicago at 5:50
P. M. It will carry coach, dining car and
parlor car, Chicago to Grand Rapids.
The New York Central also announces
changes effective May 12th, in which the
following at the Chicago Gateway are ot
interest: No. 6, leaving Chicago 10:25 A. M.,
will become an all Pullman train, coach
service on it being discontinued. Chicago,
New York & Boston special train No. 10
will be restored to service, leaving Chicago
daily at 10:00 A. M., No. 12 and also local
express No. 10 being discontinued. i\o. 1-t
"Eastern Express" will leave Chicago at
2:05 P. M., the Chicago, New York sleeping
car will be discontinued. No. 20 "iNew
York Central Limited" will be discontinued.
No. 22, the Lake Shore Limited, will carry
Chicago-Buffalo sleeping cars at present
handled in No. 64 from Chicago. No. 28, the
New York Express, will leave Chicago at
11:30 P. M. instead of at 11:45 P. M., its
equipment being the same as at present,
except that Chicago-New York sleeping car
will be discontinued, and that it will carry
a sleeping car Chicago to Cleveland. No.
46, "The New Englander," formerly No. <*,
will leave Chicago at 8:25 A. M., but will
not carry sleeping car Chicago to New
York. No. 64, "Chicago and Buffalo Spe-
cial," will leave Chicago at 5:00 P. M. ihe
Chicago-Buffalo sleeping cars will operate
in No. 22 from Chicago.
The Grand Trunk has changed the leaving
time from Chicago of the International
Limited, No. 14, from 5:45 P. M. to 4:40
P. M. Its train No. 6, Night Express for
Detroit, Canada and Niagara Falls, now
leaves Chicago at 10:45 P. M. instead of
11:45 P. M. The arriving time at Chicago
of its trains westbound will be an hour
earlier.
The lake and river steamship lines, the
mountain and seashore resorts, the Na-
tional Parks, the roadside inns — all are
justified in anticipating the usual, perhaps
an unusual, demand upon their facilities for
rest and diversion to an over-stimulated
people.
The interest of the transportation world
is naturally centered upon the development
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
77
of the railroads under Government control.
Not alone are some hundreds of thousands
of employes with their families directly af-
fected by changes in the old regime, but the
traveling public as a whole are alive to
any modifications in passenger-carrying
service. It may be recorded that the pub-
lic has evinced not only a lively but a sym-
pathetic and helpful interest in the Govern-
ment's work; a sense of public approval
of the changed situation so far as it is ef-
fective is apparent. The policies thus far
indicated may be summarized:
1. To conserve motive power, trackage
and terminal facilities for the movement of
freight.
2. To eliminate unnecessary passenger
trains and unessential passenger equipment.
3. To reduce passenger-train require-
ments by discouraging unnecessary travel.
4. To reduce the expense of ticketing
facilities by establishing union ticket offices
to take the place of -the several city ticket
offices of separate roads.
5. To economize by eliminating competi-
tive solicitation of passenger business, in-
cluding newspaper and other advertising.
6. To institute changes with the least
possible disturbance of existing conditions
and with the least possible hardship to the
employes affected.
7. To accomplish the desired results
through the railway executives already in
charge of the operation of the roads.
The Government has moved with skill
and rare good judgment, carrying with it
the confidence and the loyal support of the
railway officials and employes, and of the
traveling public. — American Express Personal
Bulletin.
The Glacier National Park, says a De-
partment of the Interior National Park
Bulletin, is of the same geological era as
the Grand Canyon, in which connection it
describes the color scheme in the rock for-
mations at Glacier as follows:
Glacier National Park is one of the show-
iest exposures of Algonkian rock in the
world, though that of the Grand Canyon so
far is more celebrated. The Algonkian
rocks are the oldest surface rocks in the
world, except where the granites and other
igneous rocks of the Archean Era emerge
upon the surface principally in mountain
ranges. These Algonkian rocks are prin-
cipally shales and limestones; the shales
show the reds and greens familiar at the
Grand Canyon in Arizona; the limestones
turn yellow on exposure to the air. Glacier
National Park is marvelously colored.
* * *
To complete the picture imagine this a
country of many colors. The Algonkian
strata here emerging consist of pale blue
limestone below, which weathers bright
buff: of dull green shales next above, which
weathers every shade merging into deepest
brown; of bright red shales next above,
which weather into the richest purple; of
massive gray limestone, thousands of feet
of it, next above, streaked horizontally with
a broad band of granitelike diorite which is
sometimes lead blue, sometimes dark gray,
sometimes dull dense black.
Imagine these1 colors tossed together,
oftenest in regular strata, frequently upset,
sometimes inextricably mixed. Imagine
the strata from east to west sagging deeply
in the middle, so that a horizontal line
across the park would cut its colors diago-
nally. Imagine whole mountains of yellow
limestone on its sides, for instance, a Con-
tinental Divide of massive gray limestone in
its middle and mountains of slanting reds
ard greens and grays between.
Imagine milk-blue glacial lakes edged
with pink argillite. Imagine rounded wind-
ing valleys of spruce green. Imagine the
greater mountain masses splashed with sul-
phur yellow lichen, bearing snow and ice
upon their shoulders. This is Glacier.
A National Park Bulletin, dealing with
the development of the Hot Springs, Ark.,
reservation as a National spa, says among
other things the following:
The first national park was the Hot
Springs of Arkansas. The reservation was
created by Congress in 1832, forty years
before even the Yellowstone, which was the
first scenic national park. Naturally Hot
Sorings, whose waters are as healing as
those of the most celebrated of the Euro-
pean spas, deserves an important place in
the plans by which the National Park Serv-
ice purposes to bring into their own the
inimitable national parks of America. In
accordance with these purposes, Congress
appropriated $10,000 at the last session to
prepare an architectural and landscape
scheme for making Hot Springs the na-
tional spa of America.
The drawings embodying these sugges-
tions are now on exhibition in the Senate
Office Building at Washington. They trans-
form the present unorganized national res-
ervation, the hit or miss growth of many
years, into an area of rare beauty and dig-
nity, a spa in which Americans will find
pleasure and recuperation amid surround-
ings of natural beauty and artistic charm.
The problem was difficult because the
ground west of Hot Springs Mountain,
which naturally should be a broad plaza,
has become the business center of the city,
and because upon a hill on the southeast,
stands an Army and Navy Hospital whose
unsightly outer premises offset the archi-
tectural beauty of the main thoroughfare.
The plans meet the one difficulty by a not-
able treatment of the hills rising behind
the bath houses, and camouflage the other
bv a tasteful arrangement of parking and
planting. The unsightly public bath house
on the hill will merge into a dignified
administrative building on the street level.
CONTRIBUTE TO THE RED CROSS
78
ILLINOIS CENTRAL MAGAZINE
We are more or less familiar with the
extermination of the bands of Buffalo, which
roamed the plains of the West as late as
the early 80's. We are also familiar with
the passing of the antelope and the restric-
tion of native elk to the mountains of the
Yellowstone and other National Parks, but
perhaps it will amaze most Americans now
to learn that there are now roaming in the
wilds of America more than ten million
caribou.
This and many other interesting facts of
a practical wartime interest were brought
to the attention of visitors, delegates and
attendants of the Fourth Annual Confer-
ence of the American Game Protective As-
sociation in New York City, March 4th
and 5th, 1918.
This association included famous sports-
men, state game commissioners, govern-
ment officials, magazine writers and other
persons interested in the preservation of
wild animal and bird life in America.
One of the most interesting addresses
was delivered by C. Gordon Hewitt, Can-
ada, who explained to the conference that
Canada had found time in the press of war
activities to maintain it«s policy of con-
<-»rving wild game life. There is no dispo-
sition to forbid normal shooting and hunt-
ing, but to give ample safeguard against
extermination.
Mr. Hewitt added interest to his ad-
dress by referring to the enormous herds
of caribou, which roam the plains of the
Northwest territory to the Arctic Circle.
He estimated these bands to aggregate not
less than ten million head, and, perhaps as
many as thirty million head. Preparations
are being made to market thousands of
these animals in Canada as a war relief
measure. The principal difficulty encoun-
tered is transportation. — North Western
Monthly Bulletin.
An instance of a dog's return to the sav-
age state of his wolf ancestry, says a recent
National Park Bulletin of the Department
of the Interior, came to light in February
in the Yellowstone National Park when
Scout Anderson's report of a trip into the
Buffalo Fork country contained, under the
heading of predatory animals killed, a men-
tion of one mountain lion, one bobcat,
four coyotes, and an Airedale dog.
This dosr, which probably wandered into
the park from some farm or settlement a
few miles over the border, has been living
in the Yellowstone in a wild state for sev-
eral years. Whether or not he fraternized
with his cousins the wolves and the coy-
otes can not be known certainly. No
doubt he lived as they live at the expense
of young and weaker deer and elk, and
smaller prey. Probably he lived alone,
against all animal kind as they were against
him. There are well authenticated in-
stances of dogs thus returning to savage
nature. It speaks well for his tenacity and
strength that, alone of his kind in a coun-
try where all kinds of wild animals live
still their natural lives, he survived. He
may have been a dog of good pedigree.
Anyway, the dog had been seen at in-
tervals for several years and was officially
classed among the animals which, alone
of all Yellowstone's animals, are sought
and killed because destructive of the harm-
less animals which make of this national
park the best populated wild animal pre-
serve in the world.
All night long the great through express
train had been rushing along in the dark-
ness, while men, women and children slept
safely and were carried where they wished
to go.
In one of the sleeping cars was a little
girl, and when the conductor went through
for the first early morning round, this
little girl was up and dressed. Her mother
and grandmother, with whom she was
traveling, were still in their berths.
"Good morning, conductor," said the lit-
tle erirl, looking up with a bright smile.
"Good-morning." replied the conductor.
"I think we must have had a good con-
ductor and a good engineer to have taken
such good care of us all night," said the
little girl.
The conductor forgot all about his long,
hard night and how tired he was. All dav
lor-g he kept thinking about that little girl.
I wonder how many people have been
doing kind things for you and me to-day,
heloinor us to be safe and happy and com-
fortable? And I wonder how many of
them know that we thank them? — Youth's
Counsellor.
For almost twenty vears, up to 1875,
wood burning locomotives were used on
the Grand Trunk Railway. This necessi-
tated great stacks of wood at the stations.
More than half of the station yard space
was so taken up. A sfeam saw and gang
came around oeriodically to cut the four-
foot cordwood sticks in two, ready for the
locomotive tender. Fnormous quantities of
tr"5 finest hardwoods, maple, beech and
other, were thus consumed. The first coal
burning engine changed from wood burn-
ing, in the shops at Stratford, was put into
service in 1873. The change from wood to
coal burning took several years. For 1875
the Stratford record shows 4,197 tons of
coal issued and 16.436 cords of wood, this
being the maximum wood consumption
record for that station. After 1875 the use
of wood dropped rapidly. The price of
wood began at about $2.00; was $2.50 and
finally $3.00 and over per cord. At Kitch-
ener station about 6.000 to 7,000 cords per
?nnum appear to have been purchased.
During the 19 or more years of wood burn-
ing probably over 120,000 cords were de-
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
79
livered at the Kitchener station. The price
rose to $3.50 per cord about 1874. — Canadian
Forestry Journal.
In an article on "The Ticket Agent," in
the Right Way Magazine, written by J. M.
Milner, rate clerk, Passenger Traffic De-
partment, Central of Georgia, the writer
makes the following half humorous and half
serious round up in regard to what a ticket
agent should be:
"In writing on this subject I realize that
I have taken a large order. The ticket
agent is the buffer between the public and
the company. He occupies a peculiar posi-
tion and is one of the most important mem-
bers of the community in which he resides.
Everyone who comes or goes passes before
him, and he sees more of the people of his
locality than other person in it. What sort
of a person, then should the ticket agent
be? I should say that he should be affable,
big:hearted, courteous, discreet, efficient,
fair-minded, gentlemanly, humane, indus-
trious, judicious, kind, loyal, merry, neat,
obliging, prompt, quick, reliable, suave,
thrifty, uniform, vigilant, willing, xenial,
youthful and zealous. There, I have used
every letter in the alphabet and still have
not said all that I think a ticket agent
should be."
A circular of the Hawaiian Promotion
Committee announces that the United
States Shipping Board has accepted their
suggestion as to the granting of permits to
foreign ships to carry passengers between
Honolulu and the Mainland, thus releasing
for war purposes American steamships. The
specific statement in the matter is as fol-
lows:
Under date of February 12th, we were ad-
vised by the Shipping Board at Washington
that permanent permits had been granted to
the steamers of the Toyo Kisen, Kaisha and
Pacific Mail Steamship Company to carry
passengers in both directions between Hon-
olulu and the mainland and on March 20th
we received advices from Japan that the
Japanese government had approved the per-
mission granted to the Toyo Kisen Kaisha
by the United States government for this
service, so that Hawaii is now served by the
following steamers : Manoa, Lurline, Admiral
Wainwright, Venezuela, Ecuador, Colombia,
Ventura, Sierra, Sonoma, (China Nanking,
Korea Maru, Siberia Maru, Shinyo Maru,
Tenyo Maru, Persia Maru, Nippon Maru,
Niagara and Makura.
A lady advertised for a man to work in
her garden, and two men applied for the
job.
While she was interviewing them on the
lawn she noticed that her mother on the
piazza, was making signs to her to choose
the shorter of the two men, which she finally
did. When the ladies were alone the daugh-
ter said :
"Why did you signal me to choose the
shorter man, mother? The other one had
a much better face."
"Face !" returned the old lady. "When
you are picking out a man to work in your
garden you want to go by his overalls. If
they're patched on the knees, you want him;
but if they're patched on the seat, you don't."
All restrictions as to interchange of pas-
senger traffic between lines operating in the
South and Southeastern states have been re-
moved by order of the United States govern-
ment.. Heretofore, certain important lines
such as the Louisville & Nashville and the
Southern Ry., as a measure of protection
to their respective "long hauls," refused to
interchange traffic at certain intermediate
junctions, but the United States government,
in control of all railways in the United
States, under its policy of utilizing railway
facilities to their full value in these times of
stress, has ordered entire eliminaton of the
individual protective, and, perhaps, oppres-
sive restrictions. — Grand Trunk Bulletin.
The Baltimore & Ohio has announced the
following: By the order of the Director
General of Railroads, effective Sunday,
April 28, 1918, all through passenger trains
of the Baltimore & Ohio Railroad, between
New York, Philadelphia, Baltimore and
Washington, in both directions, will depart
from and arrive at the Pennsylvania Rail-
road Station, Seventh Avenue and 32d
Street, New York City, as outlined below.
* * *
The former route of these trains, via
Bound Brook and Central Railroad of New
Jersey to the Jersey City Station of the
New Jersey Central, will be discontinued.
It is announced that Canadian Pacific
steamships on Alaska route leave Victoria
11 P. M. every Friday, June 7th to Sept.
20th, inclusive, Seattle and Vancouver fol-
lowing Saturdays leaving the latter port 9
P. M. and are due to reach Skagway the
4th day after departure from Vancouver.
They will leave Skagway 7 P. M. the day
following arrival and are due at Vancouver
the 4th day after departure, making the
round trip from Vancouver to Skagway and
back in about nine days.
The following Pacific S. S. Co. — Alaska
service — sailings from Seattle are an-
nounced:
For Southeastern Alaska — May 6, 10, 17,
22, 29; June 2, 10, 14, 22, 26; July 3, 8, 15,
20, 27; August 1, 8, 13, 20, 25; Sept. 1, 6,
13. 18, 25, 30.
For Southwestern Alaska — May 3, 12,
19, 27; June 4, 12, 20, 28; July 6, 13, 22, 30;
August 5, 15, 23, 29; Sept. 8, 22, 26.
CONTRIBUTE TO THE RED CROSS
80
ILLINOIS CENTRAL MAGAZINE
The following Peninsular & Occidental
S. S. service change in schedule are an-
nounced by that line:
Leave Port Tampa Sundays and Thurs-
days 9 P. M., arrive Key West following
day 2 P. M. and leave 9:30 P. M., arriv-
ing Havana Tuesdays and Saturdays 5:30
A. M. Leave Havana Tuesdays and Sat-
urdays 9:30 A. M., arrive Key West same
day 5:30 P. M. and leave 9 P. M., arriving
Port Tampa following day 2 P. M.
Miss Phoebe Snow
Henceforth must go
Unheralded to Buffalo ;
The pomes that True-
Sdale wrote for you
Have been kiboshed
By McAdoo.
— Chicago Examiner.
"Do yew know the summer feelin'?
If yew don't, then steal away
Where the silence of the woodlan'
Echoes back the taut line's swish ;
Let yewr heart beat tur the music,
Let yewr loosened fancies play,
An' loaf an' loiter by the crick,
An' fish an' fish an' fish."
— 'Joe Cone
A man must toil along and walk or climb.
True industry the pennant always grabs.
You can't make footprints in the sands of
time
By riding 'round the town in taxicabs.
— Washington Star.
An old negro, riding on the train, fell
asleep with his mouth wide open. A mis-
chievous drummer came along and, having
a convenient capsule of quinine in his pocket,
uncorked it and sifted the bitter dose well
into the old negro's mouth at the root of his
tongue. Soon the darky awoke and became
much disturbed. He called for the con-
ductor and asked :
"Boss, is dere a doctor on dis here train?"
"I don't know," said the conductor. "Are
you sick?"
"Yes, suh, I sho' is sick."
"What is the matter with you?"
"I dunno, suh, but it tastes like I busted
my gall." — Exchange.
Jake Jackson, a native of Georgia, was
summoned to court on an assault charge. The
state brought into court the weapons used —
a huge pole, a dagger, a pair of shears, a
saw and a gun. Jackson's counsel produced
as the complainant's weapons an ax, a shovel,
a scythe, a hoe and a pair of tongs. The
jury was out but a short while and returned
with this verdict: "Resolved, That we, the
jury, would have given five dollars to see
the fight."— Erie Circular.
In a newly mustered Irish regiment a con-
scientious lieutenant was haranging his men
before starting for the front.
"It all depends on yez byes," he exhorted.
"Will yez fight or will yez run?"
"We will!"
"Will what?"
"Will not!" responded the men with one
accord.
"I knew yez would," said the satisfied
officer proudly. — Right Way Magazine.
In an outlying district of the Sudan was
stationed a telegraph clerk who found the
desolation getting the better of his nerves
and telegraphed to headquarters: "Can't stay
here; am in danger of life; surrounded by
lions, elephants and wolves."
The hard-hearted clerk at headqnuarters
wired back : "There are no wolves in the
Sudan."
The next day the desolate one replied :
"Referring to my wire of the 16th, cancel
wolves." — Exchange.
It was after a "flivver" had been bumped at
an unguarded grade crossing that a some-
what battered individual presented himself at
the company's office, looking for damages.
"But, my dear sir," argued the official who
heard his story, "you haven't a scratch on
you."
"Sure," answered the claimant, "but think
of the mental anguish I suffered when I found
there wasn't a scratch on me !" — Nickel Plate
Service News.
Two negroes were bemoaning their haru
luck, when one said : "Why, nigger, I am so
onlucky dat if it was raining soup my plate
would be turned upside down."
The other replied : "Dat's nothing compared
wid my luck. Why, if it was raining money
I'd be in jail. — Right Way Magazine.
The following item from Boys' Life may
be a matter of professional interest to some
agents when in doubt as to classification of
baggage to be checked:
What is the difference between an ele-
phant and a microbe?
One carries a trunk, and the other the
grip.
Pullman Porter (to aged man as train
pulls into yards near depot) : "Brush you off
sir?"
Aged man : "No — I'll get off the usual way."
— Clipped.
The railroad man who indulges in either
grouch or graft is a goner before he has
begun.
—Elbert Hubbard.
BUY WAR SAVINGS STAMPS
Springfield Division
Safety Meeting— April 6, 1916
PRESENT:
Mr. J. W. Hevron, Superintendent.
M,r. M. L. Needham, Master Mechanic.
Mr. C. L. Zanies, Traveling Engineer.
Mr. S. C. Draper, Bridge and Building Supervisor.
Mr. W. A. Skinner, Division Storekeeper.
Mr. N. O. Fisher, Claim Agent.
Mr. W. A. Golze, Trainmaster, Visitor.
Mr. F. Walker, Trainmaster, Visitor.
Mr. P. J. Mallen, Chief Dispatcher, Visitor.
Mir. G. Baughman, Conductor, Visitor.
Mr. C. M. Shumaker, Conductor, Visitor.
MEETING CONVENED 9:30 A. M.
CLAIM DEPARTMENT STAFF MEETINGS
The minutes "of the Claim Department staff meeting held in Chicago,
Wednesday, March 20, 1918, were read and the various suggestions of the
claim agents and others discussed at some length. It was the consensus of
opinion that this was one of the most instructive reports we had ever had the
pleasure of reviewing; concluding with Judge Fletcher's very timely remarks.
SPECIALIZING ON CERTAIN SUBJECTS
The Division Safety Committee, with the assistance of the sub-commit-
tees, decided to start a sixty day campaign on keeping standing cars clear
of street crossings intersections, as this appears to be one of the principal
contributing causes of the numerous crossing accidents. A committee will
visit each town and, with the agent, will determine the proper clearance space
at each crossing, and the station agent will be charged with the duty of
keeping such space open of standing cars at all times.
Attention was called to the admirable results obtained by our concerted
efforts in preventing automobile accidents during the year 1917 and it is
thought as good results can be obtained by such an effort on this subject.
WEEKLY MEETINGS
It is customary on this Division to hold a meeting at 9 o'clock each
Monday morning in the Superintendent's office with the Division staff, at
which time all reports of accidents, personal injuries, engine failures and
stock killed during the past week, are reviewed. The Claim Agent being a
. CONTRIBUTE TO THE RED CROSS
81
84 ILLINOIS CENTRAL MAGAZINE
work for the roads, or for associations of carriers, unless those associations are
approved by the Director General, or for political purposes ; also that no free
transportation, unless expressly authorized by the Act to Regulate Commerce,
is to be issued, and this order applies to all carriers under federal control
whether interstate or intrastate; also that mileage books and passes in consid-
eration of advertising is not to be permitted beyond the calendar year 1918.
By Order No. 7, of January 28, 1918, demurrage rules, regulations and
charges, effective February 10, 1918, are revised, the new national car demur-
rage rules as so revised being set forth. Forty-eight hours free time is allowed
for loading and unloading, and twenty- four for cars held for any other pur-
pose permitted by the tariff. The average agreement is continued, but only as
to cars held for unloading. Four instead of five days on which debits accrued
under the average agreement are allowed. The demurrage rate is fixed at $3
for each of the first four days after free time, $6 for each of the next three
days, and $10 for each of the succeeding days. The bunching rule is reinstated
with some changes. Exceptions are provided for in favor of cars loaded with
live stock, empty cars placed for loading coal at mines, for export freight await-
ing shipment at ports and for coal for transshipment at tidewater or lake ports.
By Order No. 8, of February 21, 1918, it is provided concerning employment
and conditions of labor in railway service, that the acts of Congress to promote
safety of employees and travelers must be observed; that while no fines are to
be imposed on the roads, the persons responsible may be punished for willful
and inexcusable violations ; that when necessary, employees will be required to
work reasonable amount of overtime; that pending action and report of the
Railway Wage Commission, all requests involving revision of schedules of
wages will be held in abeyance; that employees are to continue in their present
duties ; and that no discrimination is to be made between membership and non-
membership in labor organizations.
By Order No. 9, of February 23, 1918, dealing with salaries of officers
chargeable to operating expenses, it is provided that except when necessary, no
additional office is to be created ; that no vacancy in office if above the grade of
General Manager is to be filled without approval of the Director General ; that
with reference to general officers and division officers receiving between $3,000
and $10,000, inclusive, monthly report shall be made to the Director General
showing increases to fill vacancy and creation of new position; that when such
officers receive more than $10,000 a monthly report shall be made in duplicate,
and one duplicate should be sent to the Regional Director and the other to the
Director General. By Order No. 10, of March 14, 1918, it is required that an
inventory -of every carrier subject to federal control shall be commenced taking
prior to May 1, 1918. By Order No-. 11, of March 16, 1918, universal interline
waybilling and standard forms are adopted for use between all points in the
United States. By Order No. 12, of March 21, 1918, rules governing the
matter of charges to capital account are provided. It is stated to be important
from a financial standpoint to avoid necessity for rising new capital not abso-
lutely necessary; that the construction of new lines or extensions are not to be
entered upon without the Director General's approval; that no new locomotives
or cars are to be ordered without his approval; that unfinished work is to be
discontinued if it can be done without substantial loss, and certain limitations
are fixed with respect to other charges to capital account.
By Order No. 13, of March 22, 1918, the memorandum of understanding
between the Regional Directors and the Brotherhoods concerning the settlement
of controversies by arbitration through a commission of eight, known as Rail-
way Board of Adjustment No. 1, four to be selected by the Regional Directors
and one each by the chief executive officer of the four organizations of em-
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 85
ployees, is approved by the Director General. By Order No. 14, of March 25,
1918, the daylight saving report submitted to the Director General by the Com-
mittee on Transportation of the American Railway Association is approved
and all clocks and watches in the train dispatchers' office and all other offices
must be advanced one hour at 2:00 A. M., Sunday, March 31, 1918; and by
Order No. 15, of March 26, 1918, certain requirements are to be observed
with respect to construction, maintenance, and operation of new industry tracks
and in respect of the operation and maintenance of existing industry tracks.
Order No. 16, of March 28, 1918, deals with the executive authority as be-
tween the President and Chairmen of the Boards of Directors. It is ordered
that: "The President of each Company shall be treated by the United States
Railroad Administration as the Company's principal executive authority (sub-
ject to the Director General), in all matters of operation under federal con-
trol, and that the Chairmen of the Boards of Directors or of the committees
thereof shall not exercise functions connected with the operation of the rail-
roads under federal control." By Order No. 17, of April 3, 1918, new and
separate books of accounts are to be opened for the purpose of recording transac-
tions which arise and are incident to federal control on and after January 1,
1918, to be designated as "federal books" and the manner of keeping those
books is provided for. Order No. 18 of April 9, 1918, deals with the venue
of suits. See Claim Department Gleanings. By Order No. 19 the Director
General has taken possesion and control of certain steamship lines therein
mentioned, and directed that until further order all officers and employees
may continue in their present regular duties, reporting to the same officers as
heretofore, and on the same terms of employment.
II.
COMMERCE DECISIONS.
1. JOINT RATES AND THROUGH ROUTES WITH WATER LINES.
-It was held in Baltimore & Carolina S. S. Co. v. A. C. L. R. Co., 49 ICC 176,
opinion by Chairman Hall, that the Commission has jurisdiction to establish
through routes and maximum joint rates between steamship companies from
and to Baltimore and points in North Carolina; that the limitation in Section 15
of the act that "in establishing such through routes the Commission shall not
require any company without its consent to embrace in such routes substan-
tially less than the entire length of its railroad" does not apply to through routes
with water carriers, that the manifest intent of Congress was to encourage
transportation by water, and that "under any other construction a port could be
closed to through transportation by water and rail because it was not the ter-
minus of the rail carrier."
2. AS ROADS ARE OPERATED UNDER UNIFIED NATIONAL CON-
TROL, COMPETITIVE CONDITIONS MAY NOT BE URGED FOR AP-
PLYING LESS THAN FULL MAXIMA SCALES PRESCRIBED BY
COMMISSION.
In his letter of April 24, 1918, to all parties to Western Cement Rates, ICC
Docket 8182, Chairman Daniels of the Interstate Commerce Commission states
that orders in this case authorized the application of a system of maximum rates
based upon approved scales within the territories involved ; that doubts have
been expressed by various parties as to whether some of the carriers, for com-
petitive reasons, may not establish and apply rates on cement less than the au-
thorized maximum rates provided in the approved scales, and the Commissioner
answers that the object of the investigation was to unify the existing cement
rate structure, to effect a non-discriminatory adjustment, and at the same time
not to increase or to lessen the aggregate net revenue of the carriers derived
CONTRIBUTE TO THE RED CROSS
86 ILLINOIS CENTRAL MAGAZINE
from this traffic; that the scales prescribed as maxima were designed to effect
these purposes, but that if particular carriers on important movements of cement
from particular mills fail to establish the rates prescribed as maxima, the pur-
pose of the investigation will be but imperfectly realized to the extent that an
individual carrier voluntarily cutting under the authorized maxima scale rates
fails to avail itself of the maxima prescribed; that it is the opinion of the Com-
mission the carriers should in all cases perserve the scale rates prescribed as max-
ima, and the communication proceeds : "In the fixation of rates at the present time
cognizance should be taken of the fact that for the present the transportation
systems of the country are being operated under a unified and consolidated
national control, and that considerations affecting a single carrier should be
subordinated thereto. Competitive conditions which formerly might have been
urged by a carrier as justification for establishing rates less than the maxima
prescribed in this investigation do not today exist.
"Moreover, the extent to which the failure of a carrier to publish and collect
the authorized maxima upon cement may be urged upon the Commission as
ground for denying proposed increases upon cement, or upon other commod-
ities for which the same carrier, along with others, may apply cannot be fore-
cast, but the fact would naturally have to be taken into consideration should
such a situation arise."
3. EMBARGOES IN INTEREST OF GENERAL PUBLIC In Union
Hay Co. v. C. & N. W. R. Co., 48 ICC 691, complaint was made against de-
murrage charges which accrued subsequent to dates shipments had been ordered
reconsigned, notwithstanding the existence of embargoes, the Commission held :
"Federal embargoes are declared in the interest of the general public and must
be observed. By observing them the carrier incurs no liability to the shipper
whose goods are embargoed. We find that the charges collected were lawful."
4. OLD RAILS AND NEW RAILS— SAME RATE. "Old rails are of
considerably less value than new rails, and their value varies with their con-
dition. We have repeatedly declined to sanction the principle that old or sec-
ond hand articles are necessarily entitled to lower rates than the same articles
when new, or that value is the controlling element in rate making. Minneapolis
Traffic Asso. v. C. & N. W. Ry. Co., 23 ICC 432 ; Industrial Traffic Asso. v.
N. Y. C. & H. R. R. Co., 37 ICC 607. On the other hand, no sufficient reason
has been suggested which would justify the maintenance of a higher rate on old
rails than on new rails from Pittsburgh to Huntington. Certainly the manner
in which such a rate situation was established can have no bearing on the pro-
priety of the adjustment." (West Virginia Rail Co. v. P. C. C. & St. L. R. Co.,
48 ICC 675).
5. SAME RATE ON DIFFERENT KINDS OF LUMBER. In Honaker
Lumber Co. v. N. & W. R. Co., 48 ICC 716, opinion by Commissioner Daniels,
rates from points in Virginia to West Virginia, Pennsylvania and other states
were found unreasonable and unjustly discriminatory to the extent the rates on
lumber other than oak, spruce, and hemlock exceeded the rates on these three
kinds.
6. PEDDLER CAR SERVICE. In Swift & Co. vs. P. C. C. & St. L. Ry.
Co., 48 ICC 523, the carriers' failure to provide peddler car service on fresh meats,
packing house products and other articles shipped by packing houses in less than
carloads from Chicago and East St. Louis to certain destinations in C. F. A.
territory was found to be unreasonable, the Commission stating that the use of
peddler cars in the distribution of such freight has become a well settled prac-
tice in various sections of the United States; that the service is accorded on
substantially all lines in Central Freight Association territory, and the con-
clusion reached was that the carriers should provide such transportation in
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE 87
peddler cars "refrigerated by the shipper or at his expense, from and to- the
points concerned, at charges not in excess of those accruing at the actual weight
of each consignment at the established less than carload rate applicable to the
particular commodity from point of origin to the destination of the consign-
ment, subject to a minimum revenue for each car equivalent to the charges on
20,000 pounds at the carload rate on dressed beef, from the point of origin
to the destination taking the highest rate." (Commissioners Harlan and Daniels
dissenting.)
7. WHEN CARRIER'S LIABILITY IS THAT OF WAREHOUSE-
MAN ONLY, GOVERNED BY FEDERAL AND NOT STATE LAW. A
large quantity of reconsigned copper it was alleged was lost through the neg-
ligence of the Wabash Railroad while the car containing the same was in its
custody in St. Louis, Mo. The railroad denied that copper was lost, if lost at
all, because of any fault upon its part; that it notified the consignee of the re-
receipt of the shipment and thereafter held the car as a warehouseman only, and
not as a common carrier. The Master in Chancery in the Wabash foreclosure
proceedings found that under the bill of lading and tariff filed with the Inter-
state Commerce Commission the tender of the car effected a delivery to the
consignee and relieved the railroad of any further liability as a common car-
rier for the copper. Exceptions to the findings and report were overruled and
the petition dismissed by the District Court. Upon appeal the Circuit Court
of Appeals (United Metals Selling Co. vs. Pryor, 243 Fed. 91), directed atten-
tion to the provisions in the bill of lading that property not removed within 48
hours after notice of arrival may be kept in the car, etc., subject to a reason-
able charge for storage and to carrier's responsibility as warehouseman only,
etc., and that by the tariff it was provided when delivery of cars consigned
for order of private industrial spur tracks cannot be made on account of the
inability of the consignee to receive them, delivery will be considered to have
been made when the cars are tendered, etc. ; that consignee paid demurrage charges
for four days detention succeeding the 48 hours after notice; that under Sec-
tion 1 of the act to regulate commerce "transportation" embraces storage; that
by Section 6 it is provided the charges therefor must be published, etc., that
the bill of lading provides in accordance with the provisions of the act that
every service to be performed hereunder shall be subject to all conditions con-
tained in the bill of lading, among which is the express condition that the lia-
bility of the Wabash shall be that of a warehouseman only if the property is
not removed from its tracks within the 48-hour period for unloading after
notice of arrival; that under Southern Ry. v. Prescott, 240 U. S. 632, it must
be held that the liability of the Wabash under the agreed facts was that of a
warehouseman only ; that the railroad under the circumstances stated was liable
"only in case of negligence"; that the "plaintiff asserting negligence had the
burden of establishing it" ; that there was no evidence that the car or the seals
were insufficient or defective in any respect : and the inference that the seal
was broken and the copper stolen was not sufficient to warrant a finding that
the copper was lost because of any negligence or want of ordinary care upon
the part of the railroad as warehouseman ; and it was further held that the liability
of a railroad subject to the Interstate Commerce Act, on a contract with an
interestate shipper, is not governed by State law, but is a Federal question gov-
erned bv uniform rule.
CONTRIBUTE TO THE RED CROSS
The Claims Committee Work
. H. B. HULL, Chairman of the
Claims Committee, gave his views
in regard to the use which should be
made of the reports of the Claims Com-
mittee in a letter addressed to General
Superintendent A. H. Egan, which was
read at the Freight Service Meeting held
at Memphis, the 9th ult. Mr. Hull's
letter follows:
"In my opinion, freight should be
handled in the same painstaking and
careful manner that Company cash is
handled, because it represents cash. An
Agent of the Company would not think
of accepting a pile of money from a
patron without very carefully counting
it, nor would he pay out a pile of money
without carefully counting it. It is
equally important to carefully check the
freight when received and to carefully
check it again when delivered, because
it represents the equivalent of cash. Of
course, this is elementary in a way, but
it is the foundation upon which freight
must be handled if claims are to be
eliminated.
"The Company is in business for the
purpose of carrying freight and passen-
gers, and principally freight. If some
employes are so careless and so negli-
gent as to damage the freight entrusted
to the Company, and are imbued with
the idea that it is very much more im-
portant to get a train over the railroad
on time than it is to transport the freight
in safety, they have an incorrect idea
of the most essential thing which fur-
nishes them with their jobs. The care-
lessness of a train crew in handling
freight may cost the Company more than
the net returns from running the train.
In that situation, the train is run at a
loss and the employes responsible for
the rousrh handling are a real detriment
to the Company.
"I think the majority of our employes
are painstaking and careful in the han-
dling of freight and that the great amount
of loss and damage to freight can be
traced to comparatively few of them,
and these are the ones who require the
strictest supervision. There is lost motion
in constantly drilling the majority who
are careful and painstaking. They should
receive compliments instead of criticism.
The weak spots should be found and
the careless employes should be located,
and uoon these the guns of supervision
should be trained until the weak spots
are eliminated and the careless employes
become transformed into careful em-
ployes. It serves no purpose to deal
in generalities about this matter of loss
and damage to freight. Effective work
can be done only by locating the places
and the persons responsible for loss and
damage and applying the corrective
measures to them. You will perhaps
find that a half dozen places on the Y.
& M. V. are responsible for a large ma-
jority of the station difficulties, and you
may find that only one train crew out
of ten is responsible for rough handling
in transit. Time and effort should be
spent freely in the location of these
places and these men. After they have
become known, the remedy ought to be
applied without much difficulty.
"The Claims Committee is sending out
weekly reports of concrete cases. These
reports should enable you to locate some
of the weak spots and some of the care-
less employes, but the efforts of the Com-
mittee will prove entirely futile unless
the division officers and the employes
use the reports constantly and effectively.
It is generally understood that improve-
ment can come only from the activities
of division officers and the loyalty and
competency of the men."
BUY WAR SAVINGS STAMPS
88
Meritorious Service
T^AVORABLE mention is made of the
JT following conductors and gatekeepers
for their special efforts in lifting and pre-
venting the use of irregular transportation
in connection with which reports (Form
972) were rendered to the auditor of pas-
senger receipts, who, in cases of this kind,
advises the other departments concerned,
so that proper action may be taken, all pass
irregularities being brought to the attention
of the vice-president.
Chicago Terminal
During March the following gatekeepers
lifted commutation tickets, account being
in improper hands:
Freda Gross, Bertha Johnson, Eleanor
Jacobs, Hester Sullivan, J. F. Powers.
Conductor R. W. Gums, on train No. 243,
March 3 lifted employe's suburban pass,
account not being good for passage in ter-
ritory presented.
Illinois Division
Conductor F. A. Hitz, on train No. 18
March 5 and train No. 17 March 19, lifted
annual passes, account having expired and
collected cash fares.
Conductor D. S. Wiegel, on train No. 23
March 22, declined to honor local ticket,
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
St. Louis Division
Conductor W. C. Walkup, on train No.
208 March 5 and March 24, lifted annual
passes, account having expired and collect-
ed cash fares.
Conductor C. T. Harris, on train No. 305
March 18, declined to honor card ticket,
account having expired and collected cash
fare.
Conductor A. N. Wakefield, on train No.
22 March 20, declined to honor card ticket,
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Kentucky Division
Conductor M. Holehan on train No. 103
March 16 declined to honor mileage book
account having expired and collected cash
fare.
Conductor M. J. Kierce on train No. 302
March 20, lifted employe's trip pass, ac-
count having expired and collected cash
fare.
Mississippi Division
Conductor F. J. Hines, on train No. 24
March 2. declined to honor mileage book,
account having expired and collected cash
fare.
Louisiana Division
Conductor M. Kennedy, on train No. 314
March 1, lifted mileage book, account be-
ing in improper hands and collected cash
fare.
On train No. 314 March 29 he declined to
honor mileage book, account having ex-
pired and collected cash fare.
Conductor E. S. Sharp, on train No. 33
March 2, declined to honor card ticket, ac-
count having expired and collected cash
fare.
On train No. 331 March 14 he deplined to
lionor mileage book, account having expired
and collected cash fare.
Conductor R. E. Mclnturff, on train No.
23 March 10, declined to honor card ticket,
account having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
On train No. 23 March 12 he lifted iden-
tification slip Form 1572, account passenger
not being provided with pass and collected
cash fare.
On train No. 24 March 22 he lifted mile-
age book, account being in improper hands
and collected cash fare.
Conductor L. E. Barnes on train No. 34
March 18 lifted mileage book, account be-
ing in improper hands and collected cash
fare.
On train No. 1 March 23 he declined to
honor mileage book, account having ex-
pired and collected cash fare.
Conductor J. A. Fulmer, on train No. 2
March 27, declined to honor mileage book,
account having expired and collected cash
fare.
Memphis Division
J. S. Lee, on train No. 404 March 15,
lifted time pass, account passengers not be-
ing provided with proper identification slip
and collected cash fares.
Conductor J. R. Hoke, on train No. 113
March 28, lifted mileage book, account be-
ing in improper hands and collected cash
fare.
Vicksburg Division
Conductor W. A. Ingram, on train No.
114 March 10, lifted mileage book, account
being in improper hands and collected cash
fare.
New Orleans Division
Conductor S. K. White, on train No. 12
March 18, declined to honor mileage book,
account having expired and collected cash
fare.
On train No. 15 March 20 he lifted banana
messenger's ticket, account having expired
and collected cash fare.
Illinois Division
Conductor J. P. Leuck has been commend-
CONTRIBUTE TO THE RED CROSS
89
90
ILLINOIS CENTRAL MAGAZINE
ed for discovering and reporting 100235 with-
out initials stenciled on same. Arrangements
were made to correct same.
Brakeman J. F. Page has been commended
for discovering and reporting broken rail in
south end of track No. 3, Champaign Yard,
April 7. Arrangements were made to have
repairs made, thereby preventing possible ac-
cident.
Conductor J. McAnich, train 25, April 19,
has been commended for discovering and re-
porting to the agent at Oilman horse with
foot .through car door. The agent arranged
to have the horse released, thereby prevent-
ing possible injury.
Brakeman Pnowski has been commended
for discovering 'two packages of express at
Oilman, 111., March 16, and reporting same to
the agent, who had the express brought to the
expre« company.
Conductor Kykendall has been commended
for discovering and reporting car improperly
stencilled. Arrangements were made to cor-
rect same.
Conductor Charles Squires has been com-
mended for discovering and reporting South-
ern 122402 improperly stencilled. Arrange-
ments were made to correct same.
Brakeman F. M. McQuiston has been com-
mended for discovering and reporting brake
beam down on A. T. & S. F. 34276 at Monee,
Extra 1632, February 16. Brake beam was
removed, thereby preventing possible acci-
dent.
Mr. W. A. Shaver has been commended
for taking train No. 520 out of Blue Island,
March 24, account of fireman failing^ to re-
port, and firing engine at Station stops and
bringing train as far as Burnside, thereby
preventing delay.
Switchman Martin has been commended for
discovering and reporting brake beam down
on A. T. & S. F. 23028. Arrangements were
made to have brake beam removed, thereby
preventing possible accident.
Car Repairers Joseph Baughn and John
Fracher have been commended for discov-
ering and reporting 10 inches of rail broken
out of south bound track at Oilman. Ar-
rangements were made to repair same,
thereby preventing possible accident.
Brakeman E. Metzger has been commended
for discovering and reporting N. Y. N. H. &
H. 86476 with roof blown off.
Brakeman J. E. Wooton has been com-
mended for firing engine on train No. 64,
Gilman to Kankakee, February 2.2, thereby
preventing delay to train.
Engineer B. McPhee, Burnside, 111., has
been commended for discovering and report-
ing broken rail at Burnside, while in charge
of engine 1728, south bound, March 3. This
action undoubtedly prevented accident.
Conductor A. E. Burke and Flagman W.
B. Brown have been commended fpr discov-
ering and reporting broken rail north of
Edgewood, extra 1690 south, March 18, and
flagging extra 1677 south. Dispatcher oper-
ated No. 21 over the northbound track from
Mason. This action undoubtedly prevented
possible_accident.
Indiana Division
Conductor E. W. Bromley, train No. 201,
April 25, has been commended for refusing
to honor expired card ticket, collected cash
fare, and referred passenger to the General
Passenger Agent for refund.
Springfield Division
Signal Maintainer A. H. Roberts, Litch-
field, 111., has been commended for discover-
ing fire in a clover field about one mile south
of Divernon and obtaining section men at
Divernon to put fire out, thereby saving about
eight acres of clover.
Guy Baughman, I. A. Westlake and J. W.
Slaughter, crew in charge of extra 1671, Feb-
ruary 7, have been commended for discover-
ing and reporting arch bar broken on C. J.
624, while inspecting train at Mt. Pulaski.
Arrangements were made to repair car, there-
by preventing possible accident.
Section Foreman John Pyatt, Vera, 111., has
been commended for discovering arch bar
broken on S. R. L. 7008, in charge of Con-
ductor Gano, April 20, passing through Vera,
and arranging to have train stopped and car
with the broken arch bar set out, thereby
preventing possible accident.
Switchman J. R. Williams, Decatur, 111.,
has been commended for discovering broken
arch bar on C. G. W. 62297, train 184, in
charge of Conductor Baughman, passing
through Decatur March 29, and stopping train
in order that arch bar might be removed,
thereby preventing possible accident.
Agent F. P. Simcox and Section Foreman
Lewis G. Beck, Ramsey, 111., have been com-
mended for discovering car in extra 1538,
south, March 23, set out at Ramsey, car with
broken brass and putting in new brass in
order that car could go forward to destina-
tion. This action prevented delay.
Passenger Flagman A. B. Thierry, Free-
port, 111., train 124, engine 1012, February 5,
has been commended for discovering and re-
porting equalizer broken on coach 2004, two
miles north of Assumption. Car was set out at
Radford, thereby preventing possible accident.
Brakeman K. G. Morris, Rantoul, 111., has
been commended for discovering defective
axle on Erie 11772, March 1, at Rantoul.
Necessary action was taken to have repairs
made, thereby preventing possible accident.
Crossing Flagman Roy W. Johnson, As-
sumption, 111., has been commended for in-
terest displayed in trying to prevent accidents
to automobiles at crossings by canvassing
each automobile owner in Assumption.
Minnesota' Division
Mr. M. Stoeffel has been commended for
BUY WAR SAVINGS STAMPS
ILLINOIS CENTRAL MAGAZINE
91
discovering and reporting defective switch
at East Cabin April 2, and flagging No. 12.
This action undoubtedly prevented an acci-
dent.
Section Foreman Harry Kirkpatrick has
been commended for discovering and report-
ing brake beam dragging on train 553 at
Glenville, February 28. Train was stopped
and obstruction removed, thereby preventing
possible accident.
Mr. L. Henning, Galena, 111., has been com-
mended for discovering and reporting four
inches of rail broken out of joint near Green
Street Crossing. Section Foreman was noti-
fied and neqessary repairs made, thereby pre-
venting possible accident.
Station Helper F. S. Chaffee, Nora, has
been commended for discovering and report-
ing broken arch bar on C. & E. I. 1547, train
60, March 25, passing Nora. Train was
stopped and obstruction removed, thereby
preventing possible accident.
DIVISION NEWS.
The members of Waterloo Division of
O. R. C., wish to extend their appreciation
and thanks to the officials of the Minnesota
and Iowa Divisions for the kindness they ex-
tended to us in furnishing a special train for
the funeral of our late brother, E. O. Haven.
Also wish to thank the men who volunteered
their services at this time and the friends
and neighbors who so kindly assisted with
Hotel Hayes
and Ann ex
PHone Hyde Park 4400
64- St. and University A\>.
Chicago
Popular Price
Family Hotel
American Plan
Rates:
Single $ 8 S> to $14 ^pev weeL
Double 16 5? to 1^ ^per weeL
Four blocks from new 63- Street
depot and office building
DISCARD YOUR OLD
OVERALLS
Pat.
June 8.
1915
For
there is
some-
thing
LOtS
etter
Don't
confuse
Patented but-
ton-down skirt
showing neat
jacket effect.
The Patented
"Sensible"
with the common
one-piece overall
Suit! Good dealers
have them or can
get them for you.
Popular Prices
Write for descrip-
tive circular.
Skirt up show-
ingr suspenders
which are at-
tached to back
of jacket.
. Showing the
convenientdrop
seat arrange-
ment.
JOHNSTON & LARIMER
MFG. COMPANY,
Dept.lC Wichita. Kans.
OLD KENTUCKY, HOME GROWN, NATURAL LEAF TOBACCO
— In Hands
Cool, Sweet, Juicy. Mellow and Mild— THE IDEAL TOBACCO—
The Kind All Real Tobacco Users Like
Orlie Nlmmo, Camp Lee, Medical Department, Petersburg, Va.,
says: "Please ship me five pounds of Old Home Spun. I had
rather have your Tobacco than all the manufactured tobacco in
the world."
If you will try my OLD KENTUCKY HOME SPUN you will
be pleased and will write a testimonial equal to the above. Ken-
tucky has the best Specially selected from my own crop. One
pound, 60 cents; five or more pounds, 50 cents per pound. Small
sample, 25 cents.
RUBLE McNEILL, Boaz, Kentucky
their automobiles at Waterloo and Charles
City.
William Riedell, C. C.
L. L. Cooling, Secretary.
General Office
Dr. Henry Kruse, of the Illinois Central
Hospital, who has been commissioned 1st
lieutenant in the M. O. T. C. Department,
left for Ft. Riley, Kansas.
Miss Alice Haines, formerly nurse at the
Illinois Central Hospital, is doing 'Red
Cross work at Fort Riley, Kansas.
Misses Grace and Ljla Stigletts, nurses
at the Illinois Central Hospital, are spend-
ing their vacation in and around Milwaukee.
Minnesota Division
Indications are that Minnesota Division
employes are subscribing liberally to the
Third Liberty Loan.
Traveling Auditor A. F. Cox, of Chicago,
is in Dubuque this week, checking division
accounts.
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
TYPEWRITERS
All MaKes— $10 to $50
We Save You Money
These machines are factory rebuilt by the
famous "Young Process." This means
that every machine is as good as new — so
good that we GUARANTEE them. Sold
for low cash, installment or rented. Send
NOW for free Catalog and details.
Young Typewriter Co., Dept. 581, Chicago
"Bill" McFarlane, file clerk in superin-
tendent's office, recently took a trip to Chi-
cago. Incidentally, he heard one of "Billy"
Sunday's famous lectures.
Miss Hilda Schwartz, assistant tonnage
clerk, visited friends in Des Moines, April
21st.
"Bud" Le Van, of the freight house force
at Dubuque, is wearing a pleased expres-
sion and announces the arrival of a boy.
Sergeant W. J. Heckman, of the Officers'
Training Camp at Camp Dodge, is in Du-
buque on a ten day furlough.
Word is received that P. J. Ryan, for-
merly of the division offices at Dubuque, is
now on his way to France.
Miss Esther McLaughlin, train master's
clerk, visited friends at Camp Grant re-
cently. '
"Mike" Oster is again back at his desk,
after temporarily filling position of assis*-
ant chief clerk to general superintendent at
Waterloo.
F. J. Permantier, private secretary to gen-
eral superintendent at Waterloo, has been
called to his home in Dubuque, account
serious illness of his father.
Division Accountant J. C. Neft was called
to Fort Dodge, April 5th, to assist in get-
ting out the accounts of the Iowa Division
due to the illness of Accountant Williams
and his first assistant, Mr. Porter.
Mr. N. A. Howell, who was called to his
home at Belzoni, Miss., for military serv-
ice, is succeeded as instrumentman by Mr.
H. E. Shelton, of the Adjutant School,
Columbus, Ohio. Mr. Shelton is on the in-
active officers' reserve corps of the Sig-
nal Department.
Several of the office force at Dubuque are
in receipt of letters and cards from E. J.
Riley, who is now located at Ft. Slocum,
New York. "Ed" writes that he is now as
competent in handling a gun as he was ,a
typewriter in the "old days."
Private T. J. Ahern, of the 36th Railway
Engineers, Camp Grant, Rockford, 111., vis-
ited in Dubuque for several days during the
early part of this month.
Miss Gertrude McCaffrey, telephone oper-
ator, was compelled to be off duty last week
on account of illness. We are glad to see
her back at her work again.
Colonial Hotel
£325 Kenwood ^Av.
Thane Vlacksione 4400
Chicag o
E
u rope an
$4.™ to $7.^° <PerCWeeL
One block, from new 63r~Si.
office building and depot..
Hayes^ros.
M.L. Tyson, Mgr.
Indiana Division
The various committees appointed in the
Third Liberty Loan Campaign are sending
in favorable reports each day.
Quite a few members of our office force
were compelled to be off duty several days
this month, being ill with la grippe.
F. E. Martin, of the Accounting Depart-
ment, has accepted a position in Valuation
Engineer D. J. Brumley's office, Chicago.
Joe Edington, who has been clerk to
Supervisor J. L. Pifer at Bloomington, Ind.,
for some time, has been made clerk to
Supervisor B. & B., J. J. Sekinger, at Mat-
toon, taking the place made vacant by
Elmer Kissinger.
The new 'dispatchers' telephone circuit
on Indianapolis district has been com-
pleted and put in service.
Conductor C. A. Richmond has returned
to work after several days' sickness.
Conductor E. W. Bromley is contem-
plating a trip to St. Petersburg, Fla.
Brakeman L. Alsop is in the Illinois
Central Hospital at Chicago to undergo an
operation.
Brakeman E. L. Kirkpatrick left a few
days ago to go in training at Ft. Dupont,
Delaware.
Extra Operator H. W. Hillis ha*s been
transferred temporarily to Illinois Division
at Champaign.
C. R. Woods, assistant accountant in
Master Mechanic's Office, left for Camp
Taylor on Feb. 23d for service in United
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
93
States Army. His position has been filled
by M. R. Crane.
Clare Tower has accepted position as
clerk in Master Mechanic's Office.
Clarence Rice, time keeper in Car De-
partment, Mattoon, left for a few days' visit
in Indianapolis.
J. N. Hardwick, accountant in office of
Division Storekeeper, spent two days vis-
iting in Chicago.
J. Wallace was transferred from day oil
house man to general stock keeper at Mat-
toon; I. K. Walton transferred from Car
Department stock keeper to day oil house
man; H. Lidster transferred from general
stock keeper to pipe fitter; D. Dawson
transferred from day oil house man to stock
keeper, Indianapolis.
A. J. Shedelbower, stock keeper at In-
dianapolis, has gone to Great Lakes Naval
Training Station for service.
Ross Mading, chief clerk to general fore-
man at Indianapolis, has gone to Great
Lakes Training Station for service; M.
Shatz has been transferred to Indianapolis
from Palestine as chief clerk to fill position
made vacant by Mr. Mading.
S. G. Slater has accepted position at Pal-
estine as stock keeper.
A. F. Buckton, chief clerk to master me-
chanic, attended meeting in General Super-
intendent Motive Power's Office April 18
and 19, all chief clerks to master mechanic
being present, and reports a very beneficial
meeting.
The members of the Illinois Central So-
cial Fund Club, of the Indianapolis local
freight office, entertained with a Liberty
Day celebration, on the eve of April 6th,
with the following program:
Song, "America" — Everybody.
Song, "Somewhere A Voice Is Calling" —
Mrs. C. R. Pleasants.
Sketch, "The Spirit of '76"— Mrs. Robert
Morse and Mrs. Edward Files.
Dancing, Virginia Reel — Everybody.
Waltz.
Reading, "The Kaiser Will Get You if You
Don't Watch Out" — Miss Margaret Com-
mora.
Songs, "Keep the Home Fires Burning,"
"Spring's Awakening" — Mrs. J. B. Reese.
Violin Solo — Mr. Herbert Elsnor.
Song, "On the Rpad to Home, Sweet
Home" — Miss Susan Glidden and Miss
Geneva Robbins.
Musical Monologue — Mrs. Robert Morse.
The following verses, composed by Mr.
B. W. Fredenburg, commercial agent, con-
tain the names of the employes of the In-
dianapolis local office, and was read by the
composer:
The A B C of the I. C.
The Government has got us
And while we still work for the I. C.
Uncle Sam takes the money
To send our boys across the sea.
While some of us may BUCK the game
And hang up the receiver,
The majority will go to it
And work like MISS BEAVER.
COMSTOCK is not yet old
And inclined to hang on,
But Miss CLIFFORD seems to think
The draft may get JOE CANNON.
FOLEY is a good name
For either clerk or vice president,
And GOBLE keeps a tab on both,
Especially the resident.
As the war is in France
HOFFNER won't have to go,
But HOLLAND is neutral
So the sauerkraut will still grow.
WALTER says "All HAEHL to the King"
May be never grow less,
But adds, "Drop it gently"
So it won't break the GLASS.
In the rush of the battle,
Mike GUYON says "The allies are win-
ning,"
But he thinks some of the boys
Appear too anxious about Miss IRRGANG.
O'CONNELL is quoting rates,
Day after day,
And Thompson is so busy
He can't have much to say.
There's others who also work
PULLMAN is one of the flock
Who cannot be stopped
Anymore than Miss POLLOCK.
Rinehart says ROUSE
Is German for Skidoo,
While Robbins says if Spring doesn't come
She will think so too.
The French are crying,
"Give ze German some MORRE,
While Miss Woodall sits back
And says "Do not worry."
Now that this list is near over
And the S S S's are reached,
The Schmolls grow bigger
And the SPARKS give the heat.
There is one Miss STONE,
She is needed they .say,
To see that the WALL of the Freight
House
Doesn't ever give way.
Now just one more verse
It's the last one to say.
PLEASANT wish for ROTH, O'DELL
and WARD
CONTRIBUTE TO THE RED CROSS
94
ILLINOIS CENTRAL MAGAZINE
On this, our LIBERTY DAY.
The out of town guests were Superin-
tendent Roth, wife and son Harry, Mr.
P. E. O'Dell, trainmaster and wife, Agent
Pleasants and wife, of Bloomington, Ind.,
Miss Eugenia Pleasants and Miss Margaret
Lanham, of the Bloomington local office.
Short talks on the Indiana Division were
given by Mr. Roth, Mr. O'Dell, Mr. Pleas-
ants and Mr. Ward.
Springfield Division
Clinton Shops absence from the columns
of the magazine has been due to the fact
of its being in the hands of the building
contractors for the past six months. We
are now beginning to see daylight (6:00
A. M.). '
The contractors have just completed the
last section of a twenty-one stall round-
house. Same has been practically out of
service during the hardest part of this past
(SOME) winter. The pits in the new sec-
tion are modern in every respect, the heat-
ing arrangement is first class, as is the
drainage. There is plenty of length and
room, which fact is appreciated by all em-
ployes.
The contractors are now working on the
building of a new power plant, which will
contain five new boilers, a new air com-
pressor, new ash conveyor, 250-foot con-
crete smokestack (which is rather high for
Clinton).
The master mechanic and division store-
keeper are now in new office building.
Other new buildings have been erected for
the offices of the general foreman, car fore-
man and roundhouse foremen. Have new
paint shop, expect to operate a new coal
chute within the next 60 days; this will
mean the removal of an old landmark from
Clinton, that is, the old wooden structure
which has been in use at this point for
years. It is the intention to reconstruct
the erecting, boiler and machine shops,
and when same is completed it will make
Clinton shops very modern in every respect.
Just an echo of January 13th, 14th, 15th
and 16th, 1918. (Forty-two engines out-
side in the bitter cold, fired up and not one
LOST.) A record we all feel proud of.
We have been favored with a large num-
ber of former employes, who are now in
the service of our UNCLE SAM, at the
various camps over the country, all former
residents of Clinton, and all expecting to
leave for "Over There" in the very near
future. "Here's to you, boys; may you
whip the Kaiser, and soon return to the
U. .S. A."
If the writer is not removed from serv-
ice for giving all of the above information
concerning Clinton he may give you an-
other edition for the next issue.
A View in Ideal Park, Endicott, N. Y.
ENDIGOTT, JOHNSON & COMPANY
Makers of Leather
ENDIGOTT and Leather Shoes NEW YORK
We make "Better Shoes for Less Money" — ask your dealer
Please mention tfhls magazine when writing to advertisers.
Illinois Q^ntral
Relief for Sensitive Feet
Mayer Honorbilt Cushion Shoes relieve tender, sensitive,
tired feet. They give solid comfort and complete satis-
faction. Warm in winter, cool in summer.
Honorbilt
Cushion
SHOES
Not* substantial construction. Cushion sole Is tufted to
leather Insole, making one Inseparable unit — cannot work
up in ridges, crease or slip out of place. Patent applied for
Most practical and comfortable cushion shoe made and
right up-to-date In style.
CAUTION — Be sure to get the
genuine Mayer Honorbllt
Cushion Shoe — look for the
name Mayer and trademark
stamped in the sole.
We make Honorbilt Shoes for
oien, women and children; Mar-
tha Washington Comfort Shoes
and Dry-Sox wet weather shoes. If your
dealer does not carry them, write us and we
will see that you are supplied.
F. Mayer Boot & Shoe Co. ,
Milwaukee. Wi». /V
Extra Strong
Steel Shank Solid Oak
Tanned Heel
^_ Solid Oak
Solid Oaklanned Insole Tanned Outer Sole
'in'sidf Cork Fillini^Stitched Through Inner Sole and Fastened ^Underneath.
KERITE
Insulated Wires and Cable
Be guided by facts, not theo-
ries— by performance records,
not claims — by experience,
not prophecy. Every consid-
eration points straight to
KERITE for permanently
satisfactory and economical
service.
185O
1918
KERITE STTIU COMPANY
WIRE & CABLE
NEW YORK
CHICAGO
NATHAN
BULL'S EYE
LUBRICATOR
A new type that may be
safely relied upon under
all conditions of mod-
em locomotive service.
The new form of "DISC" glass is unbreakable M
far as human agency can provide. Danger to
engmemen and delays to bains, resulting from break-
age, has been practically eliminated.
Every lubricator conforms to our high standard
of material and workmanship and is subjected to
tests of extreme severity before shipment
Descriptive Catalogue on Request.
Nathan Manufacturing Co.
Injector* and Attachment*
Lubricator* and Oiler*
Engine and Boiler Fitting*
85-93 Liberty St., NEW YORK
Western Office: 1612 Old Colony Bldg., Chicago
Please mention this magazine when writing to advertisers.
w.
CONTENTS
Major W. G. Arn — Frontispiece.
The Celebrated James Case Reversed by the Mississippi Su-
preme Court 11
The Resignation of Mr. Markham and the Appointment of
Mr. Kittle 14
Henderson, Ky .•-— •- - 17
Wages of Railroad Employees 24
Mr. Markham on the Job — 38
Military Department —
A Letter from Major Bent 39
A Letter from Lieut. J. W. Kern, Formerly of the Engi-
neering Department, Illinois Central Railroad Company....40
Windy City Echo 43
Accounting Department —
Circular No. 94 49
Engineering Department —
Government Requirements of Determining "Capital Ex-
penditures" and "Operating Expenses" ,..54
Hospital Department —
House Insects and How to Destroy Them 57
Mechanical Department —
Portable Key-Way Milling Device for Piston Rods,
Crossheads, Etc 60
Fuel Economy Meeting ..u..... 61
Claims Department 62
Law Department _ 70
Appointments and Promotions 78
Illinois Central Employes Assist in Rebuilding Towns
Wrecked by Cyclone 79
Roll of Honor *..j. . 82
Passenger Traffic Department —
Trouble and Friends 83
Notes of Interest to the Service 88
Meritorious Service 92
Division News . ....93
Published monthly by the Illinois Central R-. 12. Co.. in the
interest of the Company and its $4QS) Employes
Advertising Rates on Application
Office 1201 Michigan Av. Telephone Wab"ask2200
Chicago ' Local 33
15 $ per copy, $13° per year
I
MAJOR W. G. ARN
A/f AJOR W. G. Arn was born February 7, 1877. Graduated at Rose Poly-
J-V1 technic Institute. Entered service of Illinois Central Railroad Company
March 17, 1907, as Assistant Engineer of Construction, Birmingham Terminal.
He had previously been in service of the Louisville & Nashville Railroad.
Since entering the service of this company he has been employed as fol-
lows:
April 1, 1908, Assistant Engineer, Birmingham Division.
August 1, 1909, Assistant Engineer, Construction Poydras Street Terminals,
New Orleans, La.
August 15, 1909, Assistant Engineer, Louisville, Ky., depot.
June 1, 1910, Assistant Engineer, Chicago office.
June 1, 1911, Division Engineer, B. & B. Department.
February, 1912, Assistant Engineer Construction, Iowa Valuation.
August, 1912, Resident Engineer, Memphis.
July 17, 1916, Assistant Engineer Maintenance of Way.
May 1, 1917, he was appointed Captain, 13th Regiment Engineers (Railway),
and since reaching France has been promoted to major.
ILLINOIS CENTRAL
Vol. 7
Magazine
JUNE, 1918
No. 12
The Celebrated James Case Reversed by the Mis-
sissippi Supreme Court
'"pHE readers of the Illinois Central
Magazine will recall the cele-
brated case of T. G. James against the
Y. & M. V., which was tried in Talla-
hatchie County, Miss., in January,
1917, resulting in a verdict against the
Company for the sum of $100,000.00.
It was the honest belief of the officers,
engineers and attorneys of the Com-
pany that there was no real merit in
this lawsuit. When he heard of the
verdict, President Markham was so
shocked that he wrote an open letter,
reciting the real facts in the case and
what took place at the trial. This
letter was published in the newspa-
pers of Tallahatchie County. M'r.
James' son-in-law, Mr. H. L. Gary,
replied to Mr. Markham on behalf of
Mr. James, and injected the question
of freight rates and other side issues
into the controversy. A series of open
letters by M|r. Markham and Mr. Gary
immediately followed, and these let-
ters were widely published in the
Mississippi press. Thus the James
case became noted.
The Railroad Company appealed
from the judgment of the lower court
to the supreme court of Mississippi,
and there the case slumbered until
May 13, 1918, when the supreme court
handed down a written opinion com-
pletely reversing the judgment of the
lower court and practically upholding
the theories advanced by the Railroad
Company in defense of the case. The
text of the opinion of the supreme court
follows :
"This is an appeal from a judgment
of the lower court for the sum of
$100,000.00 in favor of appellee and
against appellant, for damages to his
land and crops grown thereon, because
of the obstruction by appellant of
natural drains and surface water, re-
sulting in an annual spring overflow
by water of appellee's land.
"The declaration alleges, in sub-
stance, that appellee is the owner of a
large and valuable plantation on the
Tallahatchie River, about a mile and a
half from appellant's roadbed, which
roadbed obstructs the bayous, sloughs,
etc., by which appellee's land is drained,
and also obstructs the flow of
surface water to such an extent
that during the spring of each of the
six years next preceding the filing of
the declaration a large part of appel-
lee's land was overflowed by water;
that appellant can construct culverts
and sluices under and through its
roadbed at a reasonable expense, and
with safety thereto, through which the
water will flow in its accustomed di-
rection and away from appellee's land,
and damage thereto by the impounding
of water thereon will be prevented.
Appellant denies that its roadbed ob-
structs appellee's drainage, and the
evidence relative thereto is conflicting.
"Appellee's evidence discloses no
permanent damage to the land, but
that its value, that is, the amount for
which it will sell, has been reduced
fifty per cent because of the obstruc-
tion of the drainage thereof by appel-
lant's roadbed, appellee himself testi-
fying in this connection that : 'If they
11
12
ILLINOIS CENTRAL MAGAZINE
would take this water off of me I will
make more money out of it in six
years than I am asking for.'
"His claim for damages to the crops
is not predicated upon destruction
thereof or injury thereto by being
flooded after they came into existence,
but upon an alleged decrease in the
yield thereof each season following an
overflow of the land, caused by the
fact that the crops could not be
planted as early as they should have
been, and the land was left in such
condition that it could not be properly
cultivated for that season.
"The evidence does not disclose the
number of acres planted in either cot-
ton or corn during any of the years in
question, nor the extent of the dam-
age to the latter, and the evidence of
the extent of the damage to the cot-
ton is a statement by appellee that 'I
estimated that on the land that was
overflowed I lost about one-fifth of a
bale of cotton to the acre.'
"These crops were produced by both
tenants and share-croppers, the latter
being persons receiving for their labor
one-half of the crops produced by
them. The rent paid by these tenants
was in some instances money, in
others a fixed amount of cotton, and in
others one-third of the crops produced.
Appellee made no effort, but, on the
contrary, admitted his inability to
show what portion of the land was
worked by tenants and what por-
tion by share-croppers, and it
does not appear whether he col-
lected the rent due him or not, his
claim for damages being predicated
upon the mistaken theory that he is
entitled to recover the damages sus-
tained, not only by himself, but also
by his tenants and share-croppers.
"The case was submitted to the jury
on the theory that appellee is entitled
to recover both the alleged decrease
in the value of his land and the dam-
age alleged to have been sustained by
him because of the decrease in the
yield of his crops, and by several rul-
ings of the court below we are called
upon to decide whether he can re-
cover on both of these claims for dam-
ages, and if not, whether he can re-
cover on either and if so, on which
one.
"Should the obstruction to appel-
lee's drainage be removed so that the
water will no longer be impounded
upon his land, the value thereof prior
to the time the drainage was ob-
structed will be restored, so that a
recovery by him for the decrease in
the value of his land caused by the
obstruction of his drainage can be pre-
dicated only upon the theory that the
obstruction is of a permanent charac-
ter, from which it must follow that
should he recover therefor appellant
would have the right to permanently
obstruct the drainage, in which event
it would, of course, not be liable to ap-
pellee for any damage thereby in-
flicted upon his crops. A recovery by
appellee from appellant for the de-
crease in the value of his land caused
by the obstruction to his drainage
would place the parties in the same
situation they would have been had
appellant purchased from appellee the
right to obstruct his drainage, their
relative rights in this respect being
analogous to the rights of a plaintiff
and defendant in action in trover for
the conversion by the defendant of
property belonging to the plaintiff, the
title to which property will vest in the
defendant on the payment by him to
the appellant of the amount of the
judgment rendered against him for the
conversion. Since the payment by ap-
pellant to appellee of the decrease in
the value of his land caused by the ob-
struction to his drainage would be the
equivalent of the purchase by appel-
lant from appellee at the time the
drainage was obstructed of the right so
to do, it necessarily follows that ap-
pellant will not, in that event be liable
to appellee for any damage inflicted
upon his crops by the obstruction to
his drainage, so that appellee can re-
cover, if at all, on one only of his
claims for damages; that is, either for
the decrease in the value of his land
or for the decrease in the quantity of
ILLINOIS CENTRAL MAGAZINE
13
crops raised thereon. Railroad Co. vs.
Miller, 69 Miss., 760; Cantrell vs.
Lusk, 113 Kiss., 137 ; 4 Sutherland on
Damages, Sec. 1047 (4th Ed.).
"In determining on which of these
claims for damage appellee can re-
cover, it must be borne in mind that
the claim for damage to the land is not
predicated upon any injury to the soil,
but is simply that it will sell for less
with than it would without the ob-
struction to its drainage. .This de-
crease in the value of the land may,
and, we must assume, will not be per-
manent, for the reason that appellee
alleges and his evidence, if true, proves
that the obstruction to his drainage
can be easily removed by appellant at
a moderate expense and with safety
to its roadbed, and, as hereinbefore
pointed out, if the obstruction to his
drainage is removed the original value
of the land will be restored, and the
rule, supported by both reason and au-
thority, is that under such circum-
stances damages cannot be assessed on
the theory that the cause thereof will
permanently continue, but that suc-
cessive actions must be brought, in so
far as a recovery of damages is con-
cerned, as such damages accrue. Mis-
sissippi Mills vs. Smith, 69 Miss., 308;
Nashville vs. Comer, 88 Tenn., 826, 7
L. R. A., 465; Bare vs. Hoffman, 79 Pa.
St. 71. Appellee's recovery, therefore,
must be limited to the damage, if any,
sustained by him to his crops, that be-
ing the only damage claimed other
than the alleged decrease in the value
of his land.
"Since it follows from the forego-
ing views that the judgment of the
court below must be reversed, it will not
be necessary for us to pass upon appel-
lant's objection to the sufficiency of
the evidence to enable the jury to as-
certain whether or not the impounding
of water upon appellee's land resulted
in a decrease in the quantity of the
crops raised thereon in each, or in any,
of the years here in question, and if so,
the extent of appellee's interest
therein."
C. H. MAKKHAM, RETIRING PRESIDENT.
The Resignation of Mr. Markham and the Appoint-
ment of Mr. Kittle
C^ARLY in January last Mr. Charles H. Markham was made Regional Director of the
•*-•' railroads under government control in the southern territory. He assumed his
new duties promptly, carrying to their discharge the clear sighted policies that char-
acterized his work as President of the Illinois Central Railroad Company. A new or-
ganization, adapted to the situation, was formed, which soon, in marked degree, enabled
the southern lines to meet the stress of war conditions. The success of the work there
done is conspicuous; the credit must in large measure be given to Mr. Markham — to
his energies, power of organization and ability to accomplish his task.
But he was needed in other fields. The railroads operating through Philadelphia
and Pittsburgh, it is reported, were still falling behind. The Director General, in
consequence, created a new regional district, and called to its head the man who had so
well succeeded with the southern lines. The compliment to Mr. Markham in being so
chosen was great; but no greater than the merit of his work.
The employees of the Illinois Central Railroad Company, in all departments, re-
joice in his success and its recognition. They know the man, and are not surprised.
They remember the difficulties he shouldered when in 1911 he became this Company's
President, and the wonderful growth in traffic: betterment of property conditions;
general advancement, and in the closer ard more cordial relation of all in its employ,
which soon followed. They recognize that to him chiefly was the credit for a condition
on this road that caused it to be singled out by Interstate Commerce Commissioner
McChord, on the day of President Wilson's seizure of the railroads, as the only one
operating in the middle west under normal conditions.
After these few years of successful operation and increasing friendly relations, every
one interested in the welfare of this Company, whether as stockholder, officer, or em-
ployee, will regret that in meeting the government's call he found it necessary to resign
the company's presidency. Few men have been so generally successful in the manage-
ment of railroads under modern conditions — none have done better. He endeared him-
self to the members of his official family and all others under him by his uniform
courtesy and fairness. He created a new esprit de corps which revealed itself in the
greater loyalty to the company's interests in every department of the service. He was
a capable and efficient executive — proven so by the record of work well done.
14
C. M KITTLE, FEDERAL MANAGER.
'T* HE following appointment as Federal Manager, for railroads named in the
•*• Southern Region, is hereby announced, effective June 8, 1918:
MR. C. M. KITTLE,
Illinois Central Railroad
Yazoo & Mississippi Valley Railroad
Gulf & Ship Island Railroad
Office, Chicago, Illinois.
The Federal Manager will have jurisdiction over all departments on the railroads
named, reporting to the Regional Director.
B. L. WINCH ELL,
Regional Director.
Approved:
W. G. McADOO,
Director General of Railroads.
In accordance with the above announcement Mr. C. M. Kittle, who, since Mr
Markham's appointment as Regional Director of Southern Railroads last January, has
been Senior Vice-President, assumed charge as Federal Manager of the property on
the 8th instant. Mr. Kittle's progress in the railroad world has been rapid and, as next
in command to Mr. Markham, his appointment as Federal Manager, which is a popular
one, was looked for and fulfills the expectation of those in position to know th<
character of his work.
15
Henderson Chamber of Commerce.
OENDERSON is the capital of Hen-
derson County, Kentucky, and it is
a beautiful city of fifteen thousand
(15,000) population, located on the south
bank of the grand old Ohio River, in
the Northwestern part of the state. The
City of Henderson, topographically, is
located near the center of the territory
bounded by Chicago, St. Louis, Nash-
ville and Louisville. Its location is high
enough above the Ohio River so as to
insure its being free from possibility of
floods during high stage of the river. In
fact, Henderson never suffers from flood
conditions, and this can hardly be said
of any other city along this famous
stream.
Commercial Opportunities.
Henderson by reason of a great rail-
road bridge across the Ohio River is a
gateway for millions of tons of freight
destined to all parts of the country. Its
transportation facilities include the
Ohio River and three great railway sys-
tems, namely, Illinois Central, Louisville
& Nashville, and Louisville, Henderson
& St. Louis, known the world over as
the "Henderson Route." The freight
rates to and from Henderson make it
an exceptional location for manufactur-
ing plants, of which there are many, and
of which further information is given
below. A belt line around the City pro-
vides many splendid sites for manufac-
turing plants, thus reducing to a mini-
mum switching charges for such indus-
tries.
Coal Mining.
There are three large producing coal
mines located practically within the cor-
porate limits of the City of Henderson,
namely. The Audubon Mining Com-
pany, The Mid- West Fuel Company and
Nicholson Mining & Manufacturing
Company, two of which are located upon
railroad tracks, therefore coal in large
quantities can be easily obtained for
manufacturing plants, as well as domes-
tic uses, and the coal from these mines
shows a high test as steam producing
coal. Few cities in the country are lo-
cated in such a favorable way as this.
M anuf actur ing.
Henderson's manufacturing plants
consist of the H. J. Heinz Food Pack-
ing plant, which is one of their largest
branch plants, and it is growing steadily,
and it gives fair promise of being one of
the largest plants of this character in
the United States, manufacturing a
number of their famous "57" Varieties.
Delker Brothers Buggy Company, The
Geo. Delker Co., and the John J. Delker
Co., all manufacturing a high grade line
of buggies and other vehicles. These
companies manufacture more than fif-
teen (15%) per cent of the total bug-
gies manufactured in the United States,
giving employment to many men and
women.
The Henderson Cotton Mills is a
large institution employing nearly seven
hundred (700) men, women and girls,
and manufacturing a high grade line of
cotton goods, and shipping to the various
markets.
The Anderson Box and Basket Com-
pany has a rapidly growing business,
manufacturing a splendid line of laun-
dry and bread baskets, as well as a high
grade line of boxes for other uses.
The Marstall Furniture Co. manufac-
tures a fine line of furniture, which in-
cludes chiffoniers and chifforobes, and
in normal times do an international busi-
ness.
The Eckert Meat Packing Company
is quite an institution. Their produc-
17
18
ILLINOIS CENTRAL MAGAZINE
u'on requiring the annual slaughter of
many thousands of hogs and cattle. This
concern not only supplies the local mar-
kets, but ships its products considerable
distance in territory surrounding Hen-
derson.
The American Nicotine Company lo-
cated in Henderson uses a big supply of
the tobacco stems and other tobacco by-
products, from which they manufacture
nicotine, which is used in various ways,
including the spraying of fruit trees,
and live stock as a remedy for insects,
etc.
Kleymeyer & Klutey Brick and Tile
erate a branch buying office in Hender-
son. Another large mill is now in pro-
cess of construction.
In addition to the. above mentioned
industries, Henderson has six big tobac-
co factories where the loose leaf to-
bacco is rehandled and made ready for
shipment to foreign countries as well as
the different markets in the United
States. The Henderson Loose Leaf To-
bacco markets, of which there are four,
handle an annual amount of tobacco ex-
ceeding fifteen million (15,000,000)
pounds, most of which is rehandled
through the different local tobacco fac-
Works have a big capacity and do a big
shipping business.
The Henderson Brewing Co., is one
of the largest institutions of this kind
in the Southern states and they manu-
facture a high grade line of beers.
As a grain market Henderson occu-
pies a place in the sun by reason of the
fact that it is the biggest corn market
south of the Ohio River. This market
is represented by A. Waller & Co.,
Henderson Elevator Co., and the City
Mills, and also the Liberty Mills of
Nashville, Tennessee, the largest soft
wheat millers in the United States, op-
tories, and they, in addition to this, ship
in great quantities of tobacco from oth-
er markets.
For a lack of space we cannot men-
tion the numerous smaller industries
that are located in this city.
Agriculture.
Henderson County is preeminently an
agricultural county. Its soils vary
from a rich loam in the bottoms to a
clay or clay loam in the hills. It con-
tains more of the rich Ohio and Green
River bottom lands than any other
county in the state, and on these bot-
20
ILLINOIS CENTRAL MAGAZINE
toms immense crops o-f corn are har-
vested year after year.
While the county is a corn and to-
bacco producing county, any of the
main farm crops can be grown with
marked success, and on every hand can
now be seen waving wheat fields, fine
alfalfa, red clover and timothy mead-
ows.
Henderson County has always fat-
tened a large number of hogs for market
and its herds of dairy cattle and beef
cattle are * constantly increasing, while
its hill lands furnish pasture for increas-
ing flocks of sheep.
The hill lands of the county are un-
usually well adapted to fruit growing,
and the largest apple and peach orchards
dred fifty thousand ($150,000) dol-
lars, and the Water Works and filtra-
tion plant, which has a valuation of at
least five hundred thousand ($500,-
000) dollars. The filtration plant uses
the Ultra- Violet Ray system of purify-
ing the water, this being the largest
plant of this kind in the United States.
It produces a water free from bacteria
and as pure as water can be made. The
domestic rates for service from these
various public utilities are correspond-
ingly low in accordance with the rates
established in other cities for the same
service.
Banking.
From the standpoint of banking fa-
cilities Henderson is especially well sup-
DELKER BROS. BUGGY CO.
in the state are located here. In fact,
Henderson County has produced more
marketable fruit in the last few years
than all the rest of the counties in the
state taken together.
Labor Conditions.
There has always tjeen obtainable in
Henderson splendid labor of all classes
and while a great deal of it is unionized,
no serious strikes or labor troubles have
existed in this community and labor can
always be had at a fair and reasonable
rate.
Public Utilities.
Henderson believes in municipal own-
ership. At this time the city owns the
electric light plant, which is valued at
more than three hundred thousand
(300,000.00) dollars; the Gas Works
which is valued at more than one hun-
plied, having four (4) State Banks,
one (1) National Bank, two (2) Trust
Companies, and two (2) Building and
Loan Associations. Combined resources
are more than five and one-half mil-
lion dollars and deposits of nearly four
milion dollars.
Parks and Play Grounds.
Henderson is well equipped with
parks and play grounds. The. Central
park, covering one block square near the
center of the City, is a delightful place ;
the Sunset park, located along the river
front, within easy walking distance of
the business section, is very cool and
restful to those who enjoy going there
during the hot summer days ; the Atkin-
son park is the largest of the parks,
comprising more than one hundred
fifty (150) acres of beautiful natural
22
ILLINOIS CENTRAL MAGAZINE
wood-lands with its hills and ravines
making a splendid place for picnics and
large gatherings. The Henderson Coun-
try Club has a very large membership
and a beautiful club house and grounds.
The golf links are known to many vis-
itors as being one of the finest courses
in the south. The Country Club is eas-
ily reached by street car or -auto.
Schools and Churches.
In the City of Henderson there are
five (5) Graded Schools for white
children and two for colored children,
one High School for white children, one
for colored children, one Manual Train-
ing School for white children in con-
nection with the high school, and one
Parochial graded school. There are
thirteen (13) churches for white peo-
ple and four for the colored population.
Most of the churches are of the most
modern type of buildings. Henderson
also has one of the best Public Libra-
ries in the state.
History.
The territory which now composes
the City of Henderson was an original
land grant from the state of Virginia to
the Richard Henderson Company, which
grant carried with it many thousands of
acres. This was about 1780, at which
time this community was known as Red
Banks, Kentucky, being incorporated
into the town of Henderson in 1792.
John J. Audubon, famous for his
knowledge of birds, made a number of
his investigations and did a great deal
of his studying while a resident of Hen-
derson, and while operating his grist
mill at what is now the foot of Second
Street on the banks of the Ohio River.
Mr. Thomas P. Boone, the author of
this write-up, ^yas, up to 1907, employed
by the Illinois Central Railroad Com-
pany as call boy, leverman, brakeman
and conductor.
United States Railroad Administration
W. G. McAdoo, Director General
Wages of Railroad Employees
Washington, May 25, 1918.
General Order No. 27.
Preamble.
IN promulgating this order I wish to acknowledge the patriotic service so unselfishly
rendered by the 'Railroad Wage Commission, consisting of Messrs. Franklin K.
Lane, Charles C. McChord, J. Harry Covington, and William R. Willcox, in connection
with the important question of wages and hours of service of railroad employes which
I referred to them by my general order No. 5, dated January 18, 1918.
This Commission took hold of the task with great energy and devotion and has
dealt with the entire subject in a thoroughly sympathetic spirit.
Manifestly in a matter of such magnitude and complexity it is impossible to find any
general basis or formula which would correct every inequality and give satisfaction to
every interest involved. But the Commission has made an earnest effort to do justice
to all concerned. I have felt obliged, however, to depart from its recommendations in
some particulars.
With respect to hours of service the Commission says:
"Manifestly, therefore, at this time, when men must be constantly taken from the
railroads, as from all other industries, to fill the growing needs of the Nation's Army,
hours of labor can not be shortened and thereby a greater number of men be required
for railroad work. The Nation can not, in good faith, call upon the farmers and the
miners to work as never before and press themselves to unusual tasks, and at the same
time so shorten the hours of railroad men as to call from farm and mine additional and
unskilled men to run the railroads. While the Commission is strongly disposed to a
standard day, in so far as the nature of the service will permit it, its firm judgment
consequently is that the existing hours of service in effect on the railroads should be
maintained for the period of the war.
"But with this we earnestly urge that a most exhaustive study be made of this
matter of hours of service, not with a view to the adoption of some arbitrary and
universal policy which shall have no regard to the kind of work done, or to the effect
upon the railroad service, but with these very considerations in mind. And we have
gone into this matter far enough to justify to ourselves the belief that by the steady
application of such sympathetic consideration, the railroad service may be improved,
and at the same time fuller opportunity be given for lifting a burden that falls dispro-
portionately upon some of the less favored of the railroad workers."
The Commission also reached the conclusion that as to overtime "the existing rules
and conditions of payment should not be disturbed during the period of the war." The
Commission has pointed out that this is not the time for any experiments which
might lessen the tons of freight hauled and the number of passengers carried when
•the urgent and serious necessities of the war compel sacrifices from all, and that the
adoption of any plan which would prevent the Government from working its men as
long as they have been in the habit of working under private employers would be to
take advantage of the grave necessities of the Government and to embarrass it in
carrying forward essential operations of the war at a time when the need of service
was never greater and the ability to call in outside men is seriously impaired.
There has never been a time when the public interest demanded more urgently the
devotion and unselfish service of all classes of railroad employes. I agree with the
Commission that it is not practicable at this time, when the war is calling upon every
class of loyal citizens for service and sacrifices, to reduce the actual hours of labor to
eight in every line of railroad work.
Nevertheless I am convinced that no further inquiry is needed to demonstrate that
the principle of the basic eight-hour day is reasonable and just and that all further con-
tentions about it should be set at rest by a recognition of that principle as a part of
this decison.
Recognition of the principle of the basic eight-hour day in railroad service is, there-
fore, hereby made.
The question arises as to what further steps can and ought justly to be taken to
strengthen the application of that principle, and when. This question must be solved
in the light of the varied conditions of railroad employment and will have to be studied
24
ILLINOIS CENTRAL MAGAZINE
25
in detail by the Board oT Railroad Wages and Working Conditions herein and hereby
created and in the light of what is reasonably practicable under war conditions.
No problem so vast and intricate as that of doing practical justice to the 2,000,000
railroad employes of the country can be regarded as completely settled and disposed
of by any one decision or order; therefor the Board of Railroad Wages and Working
Conditions is hereby established and will take up as presented any phases of the gen-
eral problem relating to any class of employes or any part of a class of employes which
may justly call for further consideration.
It is my earnest hope that railroad officials and railroad employes will realize that
their relations under Federal control are not based upon the old conditions of private
management. Dissensions and disappointments should be forgotten and all should now
remember that they are not only serving their country in the operation of the railroads,
but that upon the character, quality and loyalty of that service depends in large meas-
ure our success in this war.
It is an inspiring task — this task of putting upon a more just and equitable basis the
wages and working conditions of loyal workers in railroad service — and I confidently
expect the patriotic support and assistance of every railroad official and every railroad
employee in performing that task with credit to each other and with honor to {heir
country.
ORDER
Respecting the wages, hours and other conditions of employment of the employes
of the railroads hereinafter mentioned, it is hereby ordered:
ARTICLE I.— RAILROADS AFFECTED
This order shall apply to the employes of the Illinois Central R. R. Co., The
Y.azoo & Mississippi Valley R. R. Co., and one hundred and sixty-three others.
Also such other railroads as may be retained in Federal control on July 1, 1918, will
be added to the foregoing list by order of the Director General.
The Pullman Company, whose status is now being considered, will also be added
by order to the foregoing list, if decision shall be reached to retain it in Federal
control.
ARTICLE II.— RATES OF WAGES AND METHODS OF COMPUTATION
Increases in wages, effective as hereinafter provided, January 1, 1918, are hereby es-
tablished as follows:
Section A. — Rates of Wages of Railroad Empolyes Paid Upon a Monthly Basis
1 234
To the monthly rate of pay of men receiving in De-
cember, 1915, the amounts named in this column.
Making new rate
Add the Equivalent to per month as
per cent named amount named shown in
in this column in this column this column
Under $46 (except as provided in par. 13).... .... $20.00
$46.01 to $47 _ 43 20.21 $67.21
$47.01 to $48 43 20.64 68.64
$48.01 to $49 43 21.07 70.07
$49.01 to $50 43 21.50 71.50
$50.01 to $51 42.35 21.60 72.60
$51.01 to $52 41.73 21.70 73.70
$52.01 to $53 41 21.73 74.73
$53.01 to $54 41 22.14 76.14
$54.01 to $55 • 41 22.55 77.55
$55.01 to $56 41 22.96 78.96
$56.01 to $57 ; 41 23.27 80.37
$57.01 to $58 , 41 23.78 81.78
$58.01 to $59 41 24.19 83.19
$59.01 to $60 41 24.60 84.60
$60.01 to $61 41 25.01 86.01
$61.01 to $62 41 25.42 87.42
$62.01 to $63 41 25.83 88.83
$63.01 to $64 41 26.24 90.24
$64.01 to $65 41 26.65 91.65
$65.01 to $66 41 27.06 93.06
$66.01 to $67 41 27.47 94.47
$67.01 to $68 41 27.88 95.88
$68.01 to $69 41 28.29 97.29
$69.01 to $70 41 28.70 98.70
$70.01 to $71 41 29.11 100.11
Columns 2 and 3 in the above table are explanatory of the method of arriving at
the "new rates" included in column 4. The roads will substitute for the "old rates"
of December, 1915, scheduled in column 1, the "new rates" listed in column 4.
26
ILLINOIS CENTRAL MAGAZINE
Section A. — Rates of Wages of Railroad Employes Paid Upon a Monthly
Basis — Continued
To the monthly rate of pay of men receiving in De-
cember, 1915, the amounts named in this column.
234
Making new rate
Add the Equivalent to per month as
per cent named amount named shown in
in this column in this column this column
$71.01 to $72 41 29.52 101.52
$72.01 to $73 41 29.93 102.93
$73.01 to $74 41 30.34 104.34
$74.01 to $75 41 $30.75 $105.75
$75.01 to $76 41 31.16 107.16
$76.01 to $77 41 31.57 108.57
$77.01 to $78 41 31.98 109.98
$78.01 to $79 41 32.39 111.39
$79.01 to $80 40.87 32.70 112.70
$80.01 to $81 40.44 32.75 113.75
$81.01 to $82 _.._ 40 32.80 114.80
$82.01 to $83 40 33.20 116.20
$83.01" to $84 _ 40 33.60 117.60
$84.01 to $85 40 34.00 119.00
$85.01 to $86.. 39.36 33.85 119.85
$86.01 to $87 38.74 33.70 120.70
$87.01 to $88..._ 38.13 33.55 121.55
$88.01 to $89 , 37.53 33.40 122.40
$89.01 to $90 36.95 33.25 123.25
$90.01 to $91 36.38 33.10 124.10
$91.01 to $92 35.82 32.95 124.95
$92.01 to $93 35.27 32.80 125.80
$93.01 to $94 34.74 32.65 126.65
$94.01 to $95 34.22 32.50 127.50
$95.01 to $96 33.70 32.35 128.35
$96.01 to $97 — 33.20 32.20 129.20
$97.01 to $98 32.71 32.05 130.05
$98.01 to $99. 32.23 31.90 130.90
$99.01 to $100 — .. 31.75 31.75 131.75
$100.01 to $101 _ 31.29 31.60 132.60
$101.01 to $102 :. 30.84 31.45 133.45
$102.01 to $103 30.39 31.30 134.30
$103.01 to $104 29.96 31.15 135.15
$104.01 to $105 29.53 31.00 136.00
$105.01" to $106 29.11 30.85 136.85
$106.01 to $107 28.70 30.70 137.70
$107.01 to $108 28.29 30.55 138.55
$108.01 to $109 27.89 30.40 139.40
$109.01 to $110 27.50 30.25 140.25
$110.01 to $111 27.12 30.10 141.10
$111.01 to $112 26.74 29.95 141.95
$112.01 to $113 26.38 29.80 142.80
$113.01 to $114 ^ 26.01 29.65 143.65
$114.01 to $115 25.66 29.50 144.50
$115.01 to $116 25.31 29.35 145.35
$116.01 to $117 24.96 29.20 146.20
$117.01 to $118 24.62 29.05 147.05
$118.01 to $119 24.29 28.90 147.90
$119.01 to $120 23.96 28.75 148.75
$120.01 to $121 23.64 28.60 149.60
$121.01 to $122 23.32 28.45 150.45
$122.01 to $123 23.01 28.30 151.30
$123.01 to $124 22.70 28.15 152.15
$124.01 to $125 22.40 28.00 153.00
$125.01 to $126 22.11 27.85 153.85
$126.01 to $127 21.81 27.70 154.70
$127.01 to $128 21.53 27.55 155.55
$128.01 to $129 21.24 $27.40 $156.40
$129.01 to $130 20.96 27.25 157.25
Columns 2 and 3 in the above table are explanatory of the method of arriving at
the "new rates" included in column 4. The roads will substitute for the "old rates" of
December, 1915, scheduled in column 1, the "new rates" listed in column 4.
ILLINOIS CENTRAL MAGAZINE
27
Section A. — Rates of Wages of Railroad Employes Paid Upon a Monthly
Basis — Continued.
To the monthly rate of pay of men receiving in De-
cember, 1915, the amounts named in this column.
Add the
per cent named
in this column
3 4
Making new rate
Equivalent to per month as
amount named shown in
in this column this column
$130.01 to $131 20.69 27.10 158.10
$131.01 to $132 20.42 26.95 158.95
$132.01 to $133 „ 20.15 26.80 159.80
$133.01 to $134 19.89 26.65 160.65
$134.01 to $135 19.63 26.50 161.50
$135.01 to $136 19.38 26.35 162.35
$136.01 to $137 _. 19.13 26.20 163.20
$137.01 to $138 18.88 26.05 164.05
$138.01 to $139 18.64 25.90 164.90
$139.01 to $140 18.39 25.75 165.75
$140.01 to $141 18.16 25.60 166.60
$141.01 to $142 17.92 25.45 167.45
$142.01 to $143 ! 17.69 25.30 168.30
$143.01 to $144 17.47 25.15 169.15
$144.01 to $145 _ 17.24 25.00 170.00
$145.01 to $146 17.02 24.85 170.85
$146.01 to $147 16.80 24.70 171.70
$147.01 to $148 16.59 24.55 172.55
$148.01 to $149 16.38 24.40 173.40
$149.01 to $150 _ 16.17 24.25 174.25
$150.01 to $151 15.96 24.10 175.10
$151.01 to $152 ,.. 15.76 23.95 175.95
$152.01 to $153 15.56 23.80 176.80
$153.01 to $154 15.36 23.65 177.65
$154.01 to $155 15.16 23.50 178.50
$155.01 to $156 14.97 23.35 179.35
$156.01 to $157 14.78 23.20 180.20
$157.01 to $158 14.59 23.05 181.05
$158.01 to $159 14.40 22.90 181.90
$159.01 to $160 14.22 22.75 182.75
$160.01 to $161 14.04 22.60 183.60
$161.01 to $162 13.86 22.45 184.45
$162.01 to $163 '. 13.68 22.30 185.30
$163.01 to $164 1 13.51 ' 22.15 186.15
$164.01 to $165 _. 13.33 22.00 187.00
$165.01 to $166 13.16 21.85 187.85
$166.01 to $167 13.00 21.70 188.70
$167.01 to $168 12.83 21.55 189.55
$168.01 to $169 _ 12.66 21.40 190.40
$169.01 to $170 12.50 21.25 191.25
$170.01 to $171 12.34 21.10 192.10
$171.01 to $172 12.18 20.95 192.95
$172.01 to $173 _ 12.02 20.80 193.80
$173.01 to $174 11.87 20.65 194.65
$174.01 to $175 11.71 20.50 195.50
$175.01 to $176 11.56 20.35 196.35
$176.01 to $177 11.41 20.20 197.20
$177.01 to $178 11.26 20.05 198.05
$178.01 to $179 11.12 19.90 198.90
$179.01 to $180 10.97 19.75 199.75
$180.01 to $181 10.83 19.60 200.60
$181.01 to $182 -10.69 19.45 201.45
$182.01 to $183 10.55 $19.30 $202.30
$183.01 to $184 10.41 19.15 203.15
$184.01 to $185 10.27 19.00 204.00
$185.01 to $186 10.14 18.85 204.85
$186.01 to $187 10.00 18.70 205.70
$187.01 to $188 9.87 18.55 206.55
$188.01 to $189 _ 9.74 18.40 207.40
Columns 2 and 3 in the above table are Explanatory of the method of arriving at
the "new rates" included in column 4. The roads will substitute for the "old rates" of
December, 1915, scheduled in column 1, the "new rates" listed in column 4.
28 ILLINOIS CENTRAL MAGAZINE
Section A. — Rates of Wages of Railroad Employes Paid Upon a Monthly
B asis — Continued.
Making new rate
Add the
Equivalent to
per month as
To the monthly rate of pay of men receiving In De-
per cent named
amount named
shown in
cember, 1915, the amounts named In this column.
in this column
in this column
this column
$189.01 to $190
9.61
18.25
208.25
$190.01 to $191
9.48
18.10
209.10
$191.01 to $192
9.35
17.95
209.95
$192.01 to $193
9.22
17.80
210.80
$193.01 to $194
9.10
17.65
211.65
$194.01 to $195
8.97
17.50
212.50
$195.01 to $196
8.85
17.35
213.35
$196.01 to $197
8.73
17.20
214.20
$197.01 to $198
8.61
17.05
215.05
$198.01 to $199
8.49
16.90
215.90
$199.01 to $200
8.375
16.75
216.75
$200.01 to $201 _
8.26
16.60
217.60
$201.01 to $202
8.14
16.45
218.45
$202.01 to $203
8.03
16.30
219.30
$203.01 to $204
7.92
16.15
220.15
$204.01 to $205 _
7.80
16.00
221.00
$205.01 to $206
7.69
15.85
221.85
$206.01 to $207
7.58
15.70
222.70
$207.01 to $208
7.48
15.55
223.55
$208.01 to $209
7.37
15.40
224.40
$209.01 to $210
7.26
15.25
225.25
$210.01 to $211 '
7.16
15.10
226.10
$211.01 to $212
7.05
14.95
226.95
$212.01 to $213
6.95
14.80
227.80
$213.01 to $214
6.85
14.65
228.65
$214.01 to $215
6.74
14.50
229.50
$215.01 to $216
6.64
14.35
230.35
$216.01 to $217
6.54
14.20
231.20
$217.01 to $218
6.445
14.05
232.05
$218.01 to $219
6.35
13.90
232.90
$219.01 to $220
6.25
13.75
233.75
$220.01 to $221 _
6.15
13.60
234.60
$2(21.01 to $222
.6.06
13.45
235.45
$222.01 to $223
5.96
13.30
236.30
$223.01 to $224
5.87
13.15
237.15
$224.01 to $225
5.78
13.00
238.00
$225.01 to $226
5.69
12.85
238.85
$226.01 to $227
5.595
12.70
239.70
$227.01 to $228
5.50
12.55
240.55
$228.01 to $229
5.415
12.40
241.40
$229.01 to $230
5.33
12,25
242.25
$230.01 to $231
5.24
12.10
243.10
$231.01 to $232
5.15
11.95
243.95
$232.01 to $233
5.065
11.80
244.80
$233.01 to $234
4.98
11.65
245.65
$234.01 to $235
4.89
11.50
246.50
$235.01 to $236
4.81
11.35
247.35
$236.01 to $237
4.73
11.20
248.20
$237.01 to $238
4.64
$11.05
$249.05
$238.01 to $239 ,
4.56
10.90
249.90
$239.01 to $240
10.00
250.00
$240.01 to $241
9.00
250.00
$241.01 to $242
8.00
250.00
$242.01 to $243
7.00
250.00
$243.01 to $244
6.00
250.00
$244.01 to 8245
•
5.00
250.00
$245.01 to $246
4.00
250.00
$246.01 to $247
3.00
250.00
Columns 2 and 3 in the above table are explanatory of the method of arriving at
the "new rates" included in column 4. The roads will substitute for the "old rates" of
December, 1915, scheduled in column 1, the "new rates" listed in column 4.
ILLINOIS CENTRAL MAGAZINE
29
Section A. — Rates of Wages of Railroad Employes Paid Upon a Monthly
Basis — Continued
To the monthly rate of pay of men receiving in De-
cember, 1915, the amounts named in this column.
$247.01 to $248
$248.01 to $249
$249.01 to $250....
234
Making new rate
Add the Equivalent to per month as
per cent named amount named shown In
in this column in this column this column
2.00
1.00
.00
250.00
250.00
250.00
Columns 2 and 3 in the above table are explanatory of the method of arriving at
the "new rates" included in column 4. The roads will substitute for the "old rates" of
December, 1915, scheduled in column 1, the "new rates" listed in column 4.
METHOD OF APPLYING INCREASES TO MONTHLY RATES
(1) The employe who holds the same position today that he did the last day of
December, 1915, and then received $75 a month and has received no increase since, will
receive an additional wage of $30.75 per month. If he has received an increase in these
two years of $10 per month, the recommended increase of his wage will be cut down
by that much making his net advance $20.75.
(2) Employe "A" occupied the same position in 1915 and in 1918: Salary, 1915,
<$150 per month; 1918, $175 per month.
Basis of increase on salaries of $150 per month is 16.17 per cent, or $24.25 per month.
New salary, $174.25; present salary, $175. Present salary undisturbed.
(3) Employe "B" in 1915 received $100, and on the same desk in 1918 received
$112.50 per month. Basis of increase on $100, 31.75 per cent, or $31.75. New salary,
VB131.75. Present salary, $112.50. Employee "B" is entitled to receive back pay from
January 1, at the rate of $19.25 (the difference between $131.75 and $112.50), and to re-
ceive monthly, hereafter, $131.75 instead of $112.50. Back pay due January 1 to May
31, $96.25.
(4) Employe in December, 1915, received $100 per month, entitles him, with this
increase, to $131.75. His salary had been raised for same position on January 1, 1918,
to $135. He is not, therefore, entitled to any advance or back pay. Present salary
undisturbed.
Section B. — Rates of Wages of Railroad Employes Paid Upon Daily Basis.
Old rate
per day
$0.75
.80
.85
.90
.95
1.00
1.05
1.10
1.15
1.20
1.25
1.30
1.35
1.40
1.45
1.50
1.55
1.60
1.65
1.70
1.75
1.80
1.85
1.90
1.95
2.00
2.05
2.10
2.15
2.20
2.25
New rate Old rate New rate Old rate New rate Old rate New rate
per day per day per day per day per day per day per day
$1.52
1.57
1.62
1.67
1.72
1.77
1.82
1.87
1.92
1.97
2.02
2.07
2.12
2.17
2.22
2.27
2.32
2.37
2.42
2.47
2.52
2.57
2.65
2.72
2.77
2.83
2.89
2.96
3.03
3.10
3.17
$2.50
2.55
2.60
2.65
2.70
2.75
2.80
2.85
2.90
2.95
3.00
3.05
3.10
3.15
3.20
3.25
3.30
3.35
3.40
3.45
3.50
3.55
3.60
3.65
3.70
3.75
3.80
3.85
3.90
3.95
4.00
$3.53
3.60
3.67
3.74
3.81
3.88
3.95
4.02
4.09
4.16
4.23
4.30
4.36
4.41
4.48
4.55
4.60
4.65
4.70
4.72
4.77
4.81
4.85
4.90
4.94
4.98
5.03
5.07
5.11
5.15.
5.20
$4.25
4.30
4.35
4.40
4.45
4.50
4.55
4.60
4.65
4.70
4.75
4.80
4.85
4.90
4.95
5.00
5.05
5.10
5.15
5.20
5.25
5.30
5.35
5.40
5.45
5.50
5.55
5.60
5.65
5.70
5.75
$5.40
5.45
5.49
5.53
5.58
5.62
5.66
5.71
5.75
5.79
5.83
5.88
5.92
5.96
6.00
6.05
6.09
6.13
6.17
6.21
6.26
6.30
6.34
6.38
6.43
6.47
6.51
6.55
6.60
6.64
6.68
$5.95
6.00
6.05
6.10
6.15
6.20
6.25
6.30
6.35
6.40
6.45
6.50
6.55
6.60
6.65
6.70
6.75
6.80
6.85
6.90
6.95
7.00
7.05
7.10
7.15
7.20
7.25
7.30
7.35
7.40
7.45
$6.85
6.90
6.94
6.98
7.02
7.06
7.11
7.15
7.19
7.23
7.2&
7.32
7.36
7.41
7.45
7.49
7.53
7.58
7.62
7.66
7.70
7.75
7.79
7.83
7.88
7.91
7.96
8.00
8.04
8.08
8.13
30
ILLINOIS CENTRAL MAGAZINE
2.30
2.35
2.40
2.45
3.24
3.31
3.38
3.45
4.05
4.10
4.15
4.20
5.24
5.28
5.32
5.36
5.80
5.85
5.90
6.73
6.77
6.81
7.50
7.55
7.60
8.17
8.21
8.25
Old rates are those of December, 1915.
For common labor paid by the day, the scale of new rates per day shown shall apply,
with the provision, however, that as a minimum 20 cents per 8-hour day, 22J/2 cents per
9-hour day, 25 cents per 10-hour day, 211/* cents per 11-hour day, and 30 cents per 12-
hour day will be added to the rates paid per day as of December 31, 1917.
METHOD OF APPLYING INCREASES TO DAILY RATES.
(1) Employe, December, 1915, $3.00:
Increased to new rate of $4.23 per day $109.98
Jan. 1, 1918, his p^y was raised for same work to $3.50 per day, equal per month to 91.00
Difference in pay:
1 month
18.98
5 months _ 94.90
An 8-hour 26-day month both years. -
Worked 62 hours overtime, at new 1918 rate 52.9c $32.80
Was paid 62 hours overtime at 37. 5c 23.25 9.55
Total back pay due Jan. 1 to May 31, 1918 104.45
(2) Employe "C" was employed in 1918, but not in 1915. Rate of pay on the dis-
trict where he is employed in 1918, in 1915 was $1.10 per day. The 1918 rate of pay is,
on the same district, $1.50 per day. The new rate is $1.87 per day. He will, therefore.
be entitled to receive from January 1, 1918, to May 31, 1918, 37 cents per day additional
for 'each day he worked in that period.
Section C. — Rates of Wages of Railroad Employes Paid Upon Hourly Basis
[Rates of pay in cents per hour.]
Old rate
New rate
Old rate
New rate
Old rate
New rate
Old rate
New rate
per hour1
per hour
per hour1
per hour
per hour1
per hour
per hour1
per hour
10
19.75
38
53.75
66
78.50
94
102.50
10.5
20.25
38.5
54.25
66.5
79.00
94.5
102.75
11
20.75
39
54.75
67
79.50
95
103.25
11.5
21.25
39.5
55.50
67.5
79.75
95.5
103.75
12
21.75
40
56.00
68
80.25
96
104.25
12.5
22.25
40.5
56.75
68.5
80.75
96.5
104.50
13
22.75
41
57.25
69
81.25
97 •
105.00
13.5
23.25
41.5
57.75
69.5
81.50
97.5
105.50
14
23.75
42
58.25
70
82.00
98
106.00
14.5
24.25
42.5
58.50
70.5
82.50
98.5
106.25
15
24.75
43
59.00
71
83.00
99
106.75
15.5
25.25
43.5
59.50
71.5
83.25
99.5
107.25
16
25.75
44
60.00
72
83.75
100
107.50
16.5
26.25
44.5
60.25
72.5
84.25
100.5
108.00
17
26.75
45
60.75
73
84.50
101
108.25
17.5
27.25
45.5
61.25
73.5
85.00
101.5
108.75
18
27.75
46
61.50
74
85.50
102
109.25
18.5
28.25
46.5
62.00
74.5
86.00
102.5
109.75
19
28.75
47
62.50
75
86.25
103
110.00
19.5
29.25
47.5
63.00
75.5
86.75
103.5
110.50
20
29.75
48
63.25
76
87.00
104
111.00
20.5
30.25
48.5
63.75
76.5
87.50
104.5
111.25
21
30.75
49
64.25
77
88.00
105
111.75
21.5
31.25
49.5
64.75
77.5
88.25
105.5
112.25
22
31.75
50
65.00
78
88.75
106
112.75
22.5
32.25
50.5
65.25
78.5 .
89.25
106.5
113.00
23
33.00
51
65.75
79
89.75
107
113.50
23.5
33.75
51.5
66.25
79.5
90.00
107.5
114.00
24
34.50
52
66.50
80
90.50
108
114.25
24.5
35.00
52.5
67.00
80.5
91.00
108.5
114.75
25
35.50
53
67.50
81
91.50
109.
115.25
25.5
36.00
53.5
68.00
81.5
91.75
109.5
115.75
26
36.75
54
68.25
82
92.25
110
116.00
26.5
37.50
54.5
68.75
82.5
92.75
110.5
116.50
27
38.25
55
69.25
83
93.00
111
117.00
ILLINOIS CENTRAL MAGAZINE
27.5
28
28.5
29
29.5
30
30.5
31
31.5
32
32.5
33
33.5
34
34.5
35
35. 5
36
36.5
37
37.5
39.00
39.50
40.25
41.00
41.75
42.50
43.00
43.75
44.50
45.25
46.00
46.75
47.25
48.00
48.75
49.50
50.25
51.00
51.50
52.25
53.00
55.5
56
56.5
57
57.5
58
58.5
59
59.5
60
60.5
61
61.5
62
62.5
63
63.5
64
64.5
65
65.5
69.75
70.00
70.50
71.00
71.50
71.75
72.25
72.75
73.00
73.50
74.00
74.50
74.75
75.25
75.75
76.00
76.50
76.75
77.25
77.75
78.25
83.5
84
84.5
85
85.5
86
86.5
87
87.5
88
88.5
89
89.5
90
90.5
91
91.5
92
92.5
93
93.5
93.50.
94.00
94.50
94.75
95.25
95.75
96.00
96.50
97.00
97.25
97.75
98.25
98.50
99.00
99.50
99.75
100.25
100.75
101.25
101.50
102.00
111.5
112
112.5
113
113.5
114
114.5
115
115.5
116
116.5
117
117.5
118
118.5
119
119.5
120
117.25
117.75
118.25
118.50
119.00
119.50
119.75
120.00
120.00
120.00
120.00
120.00
120.00
120.00
120.00
120.00
120.00
120.00
1 "Old rates" are those of December, 1915.
While it is expected that the Board of Railroad Wages and Working Conditions
hereinafter created shall give consideration to all questions of inequality as between
individuals and classes of employes throughout sufficient information is available to
justify certain conclusions with respect to mechanical crafts, and in the case of ma-
chinists, boilermakers, blacksmiths and other shop mechanics who have been receiving
the same hourly rates, the increases named in this order shall apply, with a minimum
wage of 55 cents per hour.
It is recognized that this may still leave among shop employes certain inequalities
as to individual employes, to which the Board of Railroad Wages and Working Con-
ditions will give prompt consideration.
For^common labor paid by the hour, the scale named herein shall apply, with the
provision, however that as a minimum, 2J^ cents per hour will be added to the rates
paid per hour, as of December 31, 1917.
METHOD OF APPLYING INCREASES TO HOURLY RATES.
(1) Machinist worked in January, 1918, 8 hours per day, 27 days, total 216 hours
straight time.
The rate of pay for this position in December, 1915, was 34 cents per hour; new
rate under this order 48 cents per hour, but with minimum rate of 55 cents per
hour, as herein ordered, will receive _ .". $118.80
In January, 1918, his rate of pay was 37^ cents per hour, for 216 hours, equals 81.00
Difference one month ~ 37.80
On basis of working same amount straight time each month for five months
(January 1 to May 31) 189.00
Also worked in same period 90 hours overtime at time and one-half
new 55 cents minimum rate, or 82}^ cents, equals .$74.25
Was paid 56^4 cents (time and one-half) ~ » 50.63
23.62
Balance due January 1 to May 31, 1918 212.62
(2) Machinist worked in January, 1918, 10 hours per day, 26 days, total 260 hours
straight time.
The rate of pay for this position in 1915 was 34 cents per hour; new rate under
this Border, 48 cents per hour, but with minimum rate of 55 cents per hour as
• herein ordered will receive : $143.00
In January, 1918, his rate of pay was 37J^ cents per hour; 260 hours equals 97.50
Difference one month _ 45.50
On basis of working same amount of straight time each month for five months
(January 1 to May 31) 227.50
Also worked in same period 90 hours overtime at pro rata rate, new 55-cent
minimum rate, equals $49.50
Was paid at 37^-cent rate pro rata overtime or 33.75
15.75
Balance due January 1 to May 31, 1918 243.25
32 ILLINOIS CENTRAL MAGAZINE
(3) Machinist "D" was employed in the same shop in December, 1915, and in 1918 on
the same class of work. His hourly rate in December, 1915, was 35 cents for 9 hours,
26 days a month. He was paid for overtime and Sunday work at time and one-half.
On January 1, 1918, his hours were reduced to 8 and his rate increased to 40 cents.
The new hourly rate applicable to his 1915 late, viz.: 49J4 cents being less than the min-
imum of 55 cents, his new rate will be 55 cents per hour. In 1918, from January 1 to
May 31, he worked 234 hours per month or an average of one hour overtime daily on
the 1918 schedule. This for five months gives him 130 hours overtime. He has been
paid as follows:
1,040 hours straight time, at 40 cents $416.00
130 hours overtime, at 60 cents 78.00
Total 494.00
His back pay will be computed as follows:
1,040 hours straight time, at 55 cents $572.00
130 hours overtime, at 82^ cents 107.25
Total 679.25
Deduct payment at 1918 rates 494.00
Back pay due - 185.25
and his future rate per hour will be 55 cents.
(4) In the case of employe "E," who was employed in a shop where the rate for
his position was 35 cents per hour for 8 hours' work in 1915, with time and one-half for
overtime, but in the same position and same shop with the same hours in 1918 his rate
is 45 cents per hour; his earnings in 1915 in the standard 208-hour month would be
$72.80 per month, and he would be entitled to the new hourly rate of 49*/^ cents per
hour. His straight time and overtime earnings and back pay would be computed in ex-
actly the same manner as machinist "D." The principles illustrated will apply to all
men paid by the hour, whatever their occupation may be.
Section D. — Rates of Wages of Railroad Employes Paid Upon Piecework Basis
METHOD OF APPLYING INCREASES TO PIECE RATES.
(1) The pieceworker shall receive for each hour worked, the same increase per hour
as is awarded to the hourly worker engaged in similar employment in the same shop.
(2) If the hourly rate has been increased since 1915 to an amount greater than the
increase herein fixed, then the higher rate shall prevail.
(3) Where there was no piece rate for an item or operation in the piece rate sched-
ule of 1915, adjust the current price by such an amount as a similar item or operation
has been increased or decreased since December 31, 1915, or as near such a plan a*
practicable.
(4) It is understood that the application of this order shall not, in any case, operate
to reduce current earnings.
(5) When a pieceworker works overtime or undertime, he shall receive that pro-
portion of the increase provided in the schedule which the time actually worked bears
to the normal time in the position.
(6) Overtime is not to be considered solely as the number of hours employed in ex.
cess of the normal hours per month in the position, but rather the time employed in
excess of the pormal hours per day.
(7) Employe "F" was employed under a piecework schedule in a shop where the
basic hourly rate was 35 cents for eight hours, with time and one-half for overtime.
This rate under the plan illustrated above will be increased to 49^£ cents per hour. Dif-
ference, 14^ cents.
Regardless of the schedule of piece rates under which he is paid, under this order
"F" will be entitled to receive 14^ cents per hour in addition to his piecework earn-
ings for every hour worked in 1918 unless the hourly rate shall in the interim have been
raised and a proportionate increase made in the piecework schedule.
For example: Assume that "F" made $90 in December, 1915, at his piecework. At
the hourly rate he would have earned only $72.80, and his hourly rate must therefore be
increased to 49J4 cents.
If in January, 1918, he has attained sufficient skill to earn $100 on the same piece-
work schedule, he will be entitled to receive, nevertheless, 14J4 cents per hour for each
hour of straight time worked, and for each hour of overtime, 21^4 cents additional (if
time and one-half for overtime is in effect).
\ jAssume that in the five months, January 1 to May 31, "F" has worked 1,040 hours
straight time, and 130 hours overtime, and has, at his piecework schedule, earned $500.
He will be entitled, nevertheless, to receive as back pay the following amount:
ILLINOIS CENTRAL MAGAZINE
33
1,040 hours at 14^<:ents per hour $150.80
130 hours at 21^ cents per hour 28.28
$179.08
But if in January, 1918, the basic hourly rate had been increased to 50 cents, and this
increase had been correspondingly expressed in his piece work schedule, he would be
entitled to no back pay. If, on the other hand, the hourly rate had been increased
frcm 35 cents in 1915 to 45 on January 1, 1918, and this increase had been expressed in
a corresponding increase in the piece-work schedule, then "F" would be entitled to re-
ceive back pay at 4^ cents per hour for straight time and 6^4 cents per hour overtime.
If the practice in the shop, however, had been to pay pro rata for overtime, then the
rate for such overtime since January 1, 1918, would be pro rata at 4J4 cents, or 14^
'cents per hour, according to whether piece rates had been or had not been increased.
(8) Employ's December, 1915, rate was 38^ cents; which rate in this order for 8
thours per day entitles him to 54J4 cents per hour. His basic rate had, by January 1,
1918, been raised to 42^ cents per hour. Piece work rates had not been raised in the
interval. This man earned in 208 hours $100. He is entitled to a raise of 11J4 cents
per hour.
1.1 f£ centsXSOS:
1 month •. , $ 24.44
5 months 122.20
Section E. — Rates of Wages of Railroad Employes Paid Upon Mileage Basis
will apply "per day" or its established equivalent in "miles":
The following rates
Passenger
Engineers
Passenger
Engineers
Passenger
Engineers
Passenger
Engineers
Old
$4.10
4.15
4.20
4.25
4.30
4.35
4.40
4.45
4.50
New
$4.56
4.62
4.67
4.73
4.78
4.84
4.90
4.95
5.01
Old
$4.53
4.55
4.60
4.65
4.70
4.75
4.78
4.80
4.90
New
$5.04
5.06
5.12
5.17
5.23
5.28
5.32
5.34
5.45
Old
$4.95
5.00
5.05
5.13
5.15
5.28
5.35
5.40
5.53
New
$5.51
5.56
5.62
5.71
5.73
5.87
5.95
6.01
6.15
Old
$5.55
'5.65
5.90
6.00
6.05
6.25
6.30
6.50
7.00
New
$6.17
6.29
6.56
6.68
6.73
6.95
7.01
7.23
7.79
Passenger
Firemen
Old
New
$1.91
$2.46
2.25
2.90
2.33
3.00
2.34
3.01
2.40
3.09
2.42
3.12
2.45
3.15
2.50
3.22
2.51
3.23
2.55
3.28
Passenger
Firemen
Old
New
$2.60
$3.35
2.62
3.37
2.65
?..41
2.69
3.46
2.70
3.48
2.75
3.54
2.76
3.55
2.78
3.58
2.80
3.61
Passenger
Firemen
Old
New
$2.84
$3.66
2.85
3.67
2.90
3.73
2.95
3.80
3.00
3.86
3.05
3.93
3.10
3.99
3.15
4.06
3.20
4.12
Passenger
Firemen
Old
New
$3.30
$4.25
3.35
4.31
3.40
4.38
3.45
4.44
3.60
4.64
3.75
4.83
4.00
5.15
4.15
5.34
4.25
5.47
_ Passenger
Conductors
Old New
$2.50 $2.89
2.60 3.00
Passenger
Baggagemen
Old New
$1.40 $1.94
1.45 2.00
Passenger
Trainmen
Old New
$1.35 $1.88
r.43 1.99
1.46 2.04
Passenger
Conductors
Old New
$2.68 $3.10
2.75 3.18
Passenger
Baggagemen
Old New
$1.49 $2.06
1.54 2.13
Passenger
Trainmen
Old New
$1.47 $2.05
1.49 2.08
Passenger
Conductors
Old New
$2.90 $3.35
Passenger
Baggagemen
Old New
$1.61 $2.23
1.65 2.28
Passenger
Trainmen
Old New
$1.50 $2.09
1.55 2.16
Passenger
Conductors
Old New
$3.47 $4.01
Passenger
Baggagemen
Old New
$1.70 $2.35
2.00 2.77
Passenger
Trainmen
Old New
$1.60 $2.23
1.87 2.61
34
ILLINOIS CENTRAL MAGAZINE
Freight
Freight
Freight
> Freight
Engineers
Engineers
Engineers
Engineers
Old New
Old New
Old New
Old New
$4.25 $4.91
$5.05 $5.83
$5.40 $6.24
$5.90 $6.81
4.50 5.20
5.06 5.84
5.43 6.27
5.95. 6.87
4.70 5.43
5.10 5.89
5.45 6.29
5.995 6.925
4.75 5.49
5.13 5.93
5.50 6.35
6.00 6.93
4.80 5.54
5.145 5.95
5.55 6.41
6.10 7.05
4.85 5.60
5.15 5.95
5.555 6.415
6.25 7.22
4.86 5.61
5.17 5.97
5.60 6.47
6.50 7.51
4.87 5.62
5.20 6.01
5.61 6.48
6.75 7.80
4.88 5.64
5.25 6.06
5.65 6.53
6.80 7.85
4.89 5.65
5.28 6.10
5.665 6.545
6.85 7.91
4.90 5.66
5.30 6.12
5.70 6.58
6.90 7.97
4.95 5.72
5.33 6.16
5.75 6.64
6.95 8.03
4.97 5.74
5.35 6.18
5.83 6.73
7.00 8.09
5.00 5.78
5.39 6.23
5.85 6.76
7.25 8.37
Freight
Freight
Freight
Freight
Firemen
Firemen
Firemen
Firemen
Old New
Old New
Old New
Old New
$2.25 $3.02
$2.33 $3.93
$3.23 $4.34
$3.75 $5.03
2.36 3.17
2.95 3.96
3.245 4.355
3.80 5.10
2.45 3.20
3.00 4.03
3.25 4.36
3.90 5.24
2.47 3.32
3.01 4.04
3.30 4.43
3.905 5.245
2.50 3.36
3.03 4.07
3.35 4.50
3.95 5.30
2.56 3.44
3.04 4.08
3.40 4.56
4.00 5.37
2.59 3.4S
3.05 4.09
3.45 4.63
4.05 5.44
2.60 3.49
3.07 4.12
3.465 4.65
4.10 5.50
2.70 3.62
3.10 4.16
3.50 4.70
4.125 5.535
2.75 3.69
3.13 4.20
3.55 4.77
4.18 5.61
2.78 3.73
3.15 4.23
3.57 4.79
4.25 5.71
2.81 3.77
3.16 4.24
3.60 4.83
4.30 5.77
2.85 3.83
3.19 4.28
3.63 4.87
4.50 6.04
2.87 . 3.85
3.20 4.30
3.65 4.90
4.55 6.11
2.90 .'5.89
3.22 4.32
3.70 4.97
Freight
Freight
Freight
Freight
Conductors
Conductors
Conductors
Conductors
Old New
Old New
Old New
Old New
$2.31 $2.78
$4.24 $5.11
$4.54 $5.47
$4.88 $5.88
2.90 3.49
4.25 5.12
4.55 5.48
4.96 5.98
3.46 4.17
4.27 5.15
4.63 5.58
5.04 6.07
3.63 4.37
4.38 5.28
4.64 5.59
5.08 6.12
3 85 4.64
4.40 5.30
4.66 5.62
5.10 6.15
3.90 4.70
4.42 5.33
4.74 5.71
5.14 6.19
3.975 4.79
4.43 5.34
4.77 5.75
5.21 6.28
4.00 4.82
4.48 5.40
4.80 5.78
5.67 6.83
4.10 4.94
4.50 5.42
4.83 5.82
5.69 6.86
4.13 4.98
4.51 5.43
4.84 5.83
6.12 7.37
4.J65 5.02
4.52 5.45
4.86 5.86
6.45 7.77
4.18 5.04
4.53 5.46
4.87 4.87
7.09 8.54
Freight
Freight
Freight
Freight
Brakemen
Brakemen
Brakemen
Brakemen
and Flagmen
and Flagmen
and Flagmen
and Flagmen
Old New
Old New
Old New
Old New
$1'.60 $2.23
$2.70 $3.77
$3.02 $4.21
$3.48 $4.85
1.89 2.64
2.72 3.79
3.10 4.32
3.60 5.02
1.93 2.69
2.75 3.84
3.13 4.37
3.62 5.05
2.14 2.99
2.78 3.88
3.14 4.38
3.66 5.11
2.25 3.14
2.80 3.91
3.15 4.39
3.707 5.17
2.33 3.25
2.82 3.93
3.20 4.46
3.71 5.18
2.40 3.35
2.83 3.95
3.21 4.48
3.93 5.48
2.42 3.38
2.85 3.98
3.25 4.53
4.24 5.91
2.48 3.46
2.88 4.02
3.29 4.59
4.26 5.94
2.60 3.63
2.95 4.12
3.33 4.65
4.62 6.44
2.62 3.65
2.98 4.16
3.41 4^6
4.96 6.92
2.65 3.70
2.99 4.17
3.46 4.83
5.37 7.49
2.67 3.72
3.00 4.19
f
"Old" rates are
those of December,
1915.
ILLINOIS CENTRAL MAGAZINE 35
If there were mileage rates in effect in December, 1915, which are not included in
the above tables, they shall be increased in accordance with the following per centages:
Per Cent
Road passenger engineers and motormen 11 J4
Road passenger firemen and helpers 28%.
Road passenger conductors 15 1/2
Road passenger baggagemen
Road passenger brakemen and flagmen
Road freight engineers and motormen
Road freight firemen and helpers 34^2
Road freight conductors 20J4
Road freight brakemen and flagmen 39^
METHOD OF APPLYING INCREASES TO MILEAGE BASIS.
(1) Rates for overtime as now in effect, whether providing for pro rata basis or in
excess thereof, shall be increased by same percentage a.s straight time rates.
(2) Miles run, in excess of tne established equivalent of a day (or of a month where
such basis prevails) shall be paid for pro rata.
(3) If any increase has been made in the mileage rates of employees paid on that
basis in December, 1915, it will be understood that the per cent of increase allowed by
this order is inclusive of such interim increases and that the new rate is computed from
the base rates of December, 1915.
(4) Example (1) : Engineer "G," passenger service, received $4.25 per day of one
hundred miles in 10 hours in December, 1915. According to this plan, although in 1918
this rate was $4.25 per hundred miles in 8 hours, the rate will be increased 11J4 Per
cent to $4.73 per 100 miles ($4.7281 equalized as $4.73). He will be entitled to back pay
for every 100 miles run at the rate of 48 cents per 100 miles.
Example (2):
Conductor through freight:
2,950 miles at 4 cents, at new rate, would entitle him to 4.82 cents or $142.19
He was paid 118.00
Leaving to be paid 24.19
He jiiade 26 hours and 10 minutes overtime, equivalent, on basis of 12T/2 miles
per hour, to 327 miles, which, at the increased rate of 4.82 cents per mile,
entitles him to , 15.76
Was paid, at 4 cents per mile 13.08
A difference of 2.68
One month 26.87
Five months 134.35
This principle will apply to all employees of the train and engine service who are paid
on the milage basis. There are some railroads in the United States upon which men
in the train and engine service are paid on a monthly wage. Such employees will be
entitled to the increased rates named in Article 2, section A.
(5) Since the application of the increases hereby granted will tend in individual
cases to give increases greater than is appropriate or necessary to those train and
engine men who make abnormal amounts of milage and who. make already abnormally
high monthly earnings, the officials of each railroad shall take up with the respective
committees of train and engine men of the limitation of mileage made per month by
employes paid upon a mileage basis, so as to prevent employes now making such
abnormal mileage profiting by the wage increases herein fixed greatly in excess of
employes habitually making a normal amount of mileage. It shall be understood
that any such limitation of milage so arrived at shall not preclude the officials of
a railroad from requiring a train or engine man to make mileage in excess of this
limitation when the necessities of the service require it. The officials of each railroad
will report to the Regional Director such arrangements agreed upon and any cases
of failure to reach such agreements.
Section F. — General Rules for Application of Wage Increases.
(1) In the application of the scale the wage runs with the place. If in the past two
years an employe has been promoted, his new wage is based upon the rate of increase
applicable to the new schedule governing the position to which he has been promoted.
(2) In applying these percentages to the hourly, daily, monthly, or mileage rates for
December, 1915, in order to determine the rates to be applied, beginning January 1,
1918, each decimal fraction over 1 per cent shall be equalized as follows:
Less than one^fourth of 1 per cent, as one fourth of 1 per cent.
36 ILLINOIS CENTRAL MAGAZINE
"Old" rates are those of December, 1915.
Over one-fourth of 1 per cent, but less than one-half of 1 per cent, as one-half of 1
per cent.
Over one-half of 1 per cent, but less than three-fourths of 1 per cent, as three-fourths
of 1 per cent.
Over three-fourths of 1 per cent, as 1 per cent.
(3) These increases are to be applied to the rates of wages in effect on December
31, 1915. They do not represent a net increase at this time.
(4) As to the employe who may have been promoted since December 31, 1915, his
increase will be based upon the rate of his present position as of December 31, 1915.
(5) As to the employe who has been reduced in position, his increase will be based
upon the rate of his present position as of December 31, 1915.
(6) The new rates named herein, where they are higher than the rates in effect on
January 1, 1918, will be applied to the occupants of positions that carried the rates in
December, 1915.
(7) In those cases where increases have been made by the railroads since December
31, 1915, in excess of the amounts herein ordered, present wages shall apply, for in no
instance shall the application hereof operate to reduce present rates of pay.
(8) Reductions in hours between December 33, 1915, and January 1, 1918, are not to
be regarded as increases in pay.
(9) The wage increases provided for herein shall be effective as of January 1, 1918,
and are to be paid according to the time served to all who were then in the railroad
service or who have come into such service since and remained therein. The proper
ratable amount shall also be paid to those who have been for any reason since January
1, 1918, dismissed from the service, but shall not be paid to those who have left it vol-
untarily. Men who have left the railroads to enter the Army or Navy shall be entitled
to the pro rata increases accruing on their wages up to the time they left, and the same
rule shall apply to those who have passed from one branch of the railroad service or
from one road to another.
(10) This order applies to foremen, chief clerks, and others employed in a super-
visory capacity, as well as to their subordinates.
(11) This order shall be construed to apply to employes of railroads operating ferries,
tugboats, lighters, barges, and any other floating equipment operated as terminal or
transfer facilities, but shall not be construed as applying to railroad employes on cargo
and passenger carrying equipment on lakes, rivers, or in coastwise or ocean traffic.
(12) The provisions of this order will not apply in cases where amounts less than
$30 per month are paid to individuals for special service which takes only a portion
of their time from outside employment or business.
(13) Office boys, messengers, chore boys, and similar positions filled by employes
who are under 18 years of age will receive the following increase, per month:
$20 increase per month where December, 1915, rate was from $30 to $45 per month.
$15 increase per month where December, 1915, rate was from $20 to $30 per month.
$10 increase per month where December, 1915, rate was less than $20 per month.
ARTICLE III.— RULES GOVERNING CONDITIONS OF EMPLOYMENT
Section A. — The Basic Eight-hour Day
The principle of the basic eight-hour day is hereby recognized. Where employes are
paid upon a daily or monthly basis, the new compensation herein established will apply
to the number of hours which have heretofore constituted the actual day's work. For
example, where an actual day's work has been 10 hours, the new compensation will
cover the 8 basic hours and 2 hours overtime. Additional overtime will be paid pro rata.
METHOD OF APPLYING BASIC EIGHT-HOUR-DAY RULES
(1) Position which in December, 1915, paid $2 per 9-hour day:
Old rate, $2 per day.
New rate, $2.51 for 8-hour basic day.
Overtime, 31.4 cents per hour.
New rate, $2.83 for 9-hour service; 83 cents increase.
(2) Position which in December, 1915, paid $2.40 per 10-hour day:
Old rate, $2.40 per day.
New rate, $2.70 for 8-hour basic day.
Overtime, $0.68 — 2 hours, at 34 cents per hour.
New rate, $3.38 for 10-hour service; 98 cents increase
(3) Position which in December, 1915, paid $75 per month, working 10 hours per day
for 26 working days:
Old rate, $75 per month
New rate, $84.60 per month basic 8-hour day.
Overtime, $21.15 — 52 hours, at 40.67 cents per hour.
New rate, $105.75 for same service; increase, $30.75.
ILLINOIS CENTRAL MAGAZINE 37
(4) Position which in December, 1915, paid $100 per month, working 11 hours per day
for 31 working days:
Qld rate, $100 per month.
New rate, $95.82 per month basic 8-hour day.
Overtime, $35.93 — 93 hours, at 38.64 cents per hour.
New rate, $131.75 for same service; increase, $31.75.
Section B. — Rates of Pay for Overtime
This order shall not affect any existing agreements or practices for the payment of
higher rates of pay for time worked in excess of any standard day. Time worked in
excess of the basic eight-hour day hereby established will, when there is no existing
'agreement or practice more favorable to the employe, be paid on a pro rata basis, as
indicated in section A of this article.
Section C — No Reduction in Total Increase
Pending consideration by the Board of Railroad Wages and Working Conditions
hereinafter provided for, no reduction in the actual hours constituting a day's work
's]hall operate to deprive any employe, paid by the day or month, of the total increase
in pay granted him by this order.
ARTICLE IV.— PAYMENTS FOR BACK TIME
Each railroad will, in payments made to employes on and after June 1, 1918, include
these increases therein.
As promptly as possible the amount due in back pay from January 1, 1918, in accord-
ance with the provision of this order, will be computed and payment made to employes
separately from the regular monthly payments, so that employes will know the exact
amount of these back payments.
'Recognizing the clerical work necessary to make these computations for back pay
<and the probable delay before the entire period can be covered, each month, begin-
ning with January, shall be computed as soon as practicable and, as soon as computed,
payment shall be made.
ARTICLE V.— EMPLOYMENT OF WOMEN
When women are employed their working conditions must be healthful and fitted
to their needs. The laws enacted for the government of their employment must be
observed and their pay, when they do the same class of work as men, shall be the
same as that of men.
ARTICLE VI.— COLORED FIREMEN, TRAINMEN AND SWITCHMEN
Effective June 1, 1819, colored men employed as firemen, trainmen and switchmen
shall be paid the same rates of wages as are paid white men in the same capacities.
.•Back pay for period January 1, 1918, to May 31, 1918, will be based only upon the
increases provided in Article II of this order for such positions. Back payments will
not apply to the further increased rate made effective by this Article.
ARTICLE VIL— BOARD OF RAILROAD WAGES AND WORKING
CONDITIONS
There is hereby created a Board of Railroad Wages and Working Conditions which
shall consist of the following members: J. J. Dermody, F. F. Gaines, C. E. Lindsey,
W. E. Morse, G. H. Sines, A. O. Wharton.
This Board shall at once establish an office at Washington, D. C., and meet for
organization and elect a Chairman and Vice-Chairman, one of whom shall preside at
meetings of the Board.
It shall be the duty of the Board to hear and investigate matters presented by rail-
road employes or their representatives affecting,
(1) Inequalities as to wages and working conditions, whether as to individual em-'
ployes or classes of employes.
(2) Conditions arising from competition with employes in other industries.
(3) Rules and working conditions for the several classes of employes, either for the
country as a whole or for different parts of the country.
_ The Board shall also hear and investigate other matters affecting wages and condi-
tions of employment referred to it by the Director General.
This Board shall be solely an advisory body and shall submit its recommendations
to the Director General for his determination.
ARTICLE VIII.— INTERPRETATIONS OF THIS ORDER
Railway Board of Adjustment No. 1 is authorized by Article 9 of General Order
No. 13 to perform the following duty:
Wages and hours, when fixed by the Director General, shall be incorporated into
38
ILLINOIS CENTRAL MAGAZINE
existing agreements on the several railroads, and should differences arise between the
vmanagement and the employes of any of the railroads as to such incorporation, such
questions of difference shall be decided by the Railway Board of Adjustment No. 1,
when properly presented, subject always to review by the Director General.
In addition to the foregoing, other questions arising as to the intent or application
of this order in respect to the classes of employes within the scope of Railway Board
of Adjustment No. 1 shall be submitted to such Board, which Board shall investigate
and report its recommendations to the Director General
Similar authority may be conferred on any additional Railway Board of Adjustment
hereafter created.
Decisions shall not be rendered by such Boards until after approval by the Director
General.
Prior to the creation of additional Railway Boards of Adjustment to deal with
/questions as to the intent or application of this order as it affects any other class of
employes, such questions, with respect to such employes, shall be presented to the
Director of the Division of Labor, United States Railroad Administration, Wash-
ington, D. C.
W. G. McADOO,
Director General of Railroads.
Mr. Markham is on the Job
Charles H. Markham, the new di-
rector of railroads for the Allegheny
district, talks like a man of judgment
and discretion. The interviews which
he has given to representatives of this
newspaper are sane and sensible. He
announces that he intends to work with
the men who can help him in facilitat-
ing the movement of freight and that
he is not going to hold any inquests,
but is looking ahead. His job is to
move cars and he intends to move them,
and he intends also to co-operate with
the shipping board in the handling of
freight.
Of course, he was expected to be a
man of executive ability. It is grati-
fying to find that he is more than that.
He understands human nature. The
admirable temper of his statements jus-
tifies the hope that he will inspire the
men who are to work with him with
confidence in him and with a determina-
tion to exert themselves to the utmost.
— Evening Ledger, May 31, 1918, Phil-
adelphia, Pa.
MILITARY
DEPARTMENT
A Letter from Major Bent
April 20, 1918.
Dear Mr. Anderson:
A train load of young boys, artillerymen, going to the front for the first time
passed through today. They were cheering and singing and as happy as though
they were going to a picnic. This was not a matter of ignorance of conditions
into which they were going, for in the past three years and more, many, if not
all, have had the horrors of war brought forcibly to their attention by the loss
or injury to some dear member of their families, but they were full of that
grand spirit of patriotic pride which fills every Frenchman's heart and makes
him happy to go forth to fight and maybe die for his native land.
When they saw my American uniform the cheers redoubled for the Americans
are becoming very dear to the hearts of the French, more so than the Englisli
for the nature of an Englishman inclines him to be cold towards those whom
he does not intimately know, whereas the American has that happy, go lucky
way of taking everybody up as a good fellow until he proves otherwise. Further
all the reports of officers and the statements of Poilus are that the Americans
are a daredevil lot and shrink from nothing, that they will go over the top just
as readily in the daytime as at night. A French Colonel, commanding all the
artillery of an Army Corps, (for the French do not have the custom of making
as many General Officers as we do) said that the fire and work of our artillery-
men was excellent, better than he had seen of any other organization. This
remark he made at our table while taking dinner with ,us a few days ago.
There is no question but that we will win the war in time, but that time will
depend on the speed with which Uncle Sam gets men over here into the fight-
ing line. Everything done at home for the war helps, but fighting men and
nothing else will win this war so that there will not be a repetition when Germany
gets ready again. No peace will be lasting until Germany is driven off of ever)-
foot of foreign territory and forced on her knees to beg for peace. If we accept
peace offered by her while she is on French soil, simply because she finds that
at this time she cannot carry out her plans of conquest, we do not kill the spirit
which prompted all this warfare and we can never be sure of a lasting peace.
All the remarks made by fanatical critics of the. army's morale are rot, plain
rot. The life of the men here is in every way better than that of the same men
when they were home. Men who are constantly living with death for a travel-
ing companion are not inclined to lead the same careless life that they did at
home. Further the temptations are not as prevalent. Strong liquors are not
to be had except in isolated cases where some cafe has had them in stock for a
long time and not sold out. Champaign, of course, is sold but not to soldiers
of the American Army. Further, as you have seen from the pictures of the
territory in which the great majority of the men are operating, the greater part
of the cities and villages are a mass of ruins and the stores and cafes are a
39
40 ILLINOIS CENTRAL MAGAZINE
thing of the past. Most of the men are dependent upon what is furnished and
sold by the Government, even if they have the money and desire to purchase
other things, for nothing else in any quantity can be obtained elsewhere in the
neighborhood. The mothers, wives, sweethearts and others of the boys who
came over here can well be proud of them and can rest assured that they are
not doing things which will bring pain to their hearts.
Your friend,
C. L. Bent,
Major, 13th Engineers, Ry., U. S. A.
A Letter from Lieut. J. W. Kern, Formerly of the
Engineering Department, Illinois Central
Railroad Company
France, Feb. 14, 1918.
My Dear Mr. Baldwin:
It was a great pleasure to receive your letter several days ago, and it is
much appreciated because I know how fully your time is occupied and how
little you have for letters of such nature. Letters from home and from our
friends are a great boon to us, as you can easily imagine, and the arrival of
mail, even tho in many instances much delayed, puts everybody in good spirits.
To the Illinois Central men, anything regarding the happenings on the sys-
tem, is naturally, of great interest, for though we are far removed, and our
efforts directed in a different channel, none of us have or will cease to feel
that the opportunities we collectively and individually now have for proving
ourselves in the great common cause, were furnished by the Road and so its
interest is ours, in almost the same sense as when we were helping solve the
problems of its operation before we came away.
Our unit, as perhaps you know, is attached to the French Army, a distinc-
tion, I believe enjoved by no other American unit. We have been told also
that we were the first to get into active service, but I am not sure that this is
a fact. At the outset we. labored under considerable difficulty, owing of course
to the new methods, to which none of us were accustomed, and to our none
too fluent command of French. This latter obstacle was and is still combated
by a copious supply of interpreters who in many instances have assumed the
role of instructors to both officers and men. In taking over the line assigned
to us, and operating strictly under French rules, the first thing that struck us
was the simplicity of their operation. Great care had to be exercised to over-
come a tendency toward what might be termed "contempt" for methods which
seemed so far behind our own. As time passed, however, and officers and men
had occasion to apply these methods, their merits became abundantly apparent.
Coming from a live American railroad where trains are run by such different
methods from those we found here most of us found that one virtue we had
to acquire, if it was not already possessed, was patience — and this is applicable
not only to train operation, but to everything we have to do.
The French are capable of respect for the most minute details. Their con-
struction and maintenance standards are, in many features, woefully behind'
our own, but are quite adequate for the requirements. They invariably, in
construction, pay the most careful attention to drainage and their cut-slopes are
conformed to section in a manner that would be particularly pleasing to your
eye. I have been astonished to see borrow pits neatly excavated, the slope cut
ILLINOIS CENTRAL MAGAZINE 41
to true line, and the material removed to a uniform depth without a semblance
of raggedness or unsightliness — this care is evident in everything they do.
On the roads I have seen, the rail used is about the same type as American
rail. They employ the chair rail to some extent, but it is becoming rare. The
new rail delivered, is of 36 K. and 46 K. section, corresponding very nearly to
our 7506 and 9020 patterns in weight, although the section resembles somewhat
the "Fricti9nless" section employed to some extent on the Illinois Central, in
that the head is narrow and high. Screw spikes are used, the cut spikes being
unknown. Ties, practically all of soft wood and treated, are adzed and bored
for different sections of rail before they are delivered for use. The adzing,
effected by machinery, and a method which appears to be a most excellent
feature of majntenance, inclines the head of the rail toward the center of the
track. Six screw spikes are used per tie, with two inside the rail and one out
on alternate ties, and vice versa. Flange wear on curves is practically negligible
here as compared to what we have in America. Wide gauge, though not un-
common, is not what might be expected in the absence of tie plates which are
very rare. The lightness of equipment is responsible for this, line and surface
being quite easily maintained. The switches are much the same as our com-
mon split type and are very carefully built. Owing to the adzing and boring
of the ties, each switch tie must be spaced with precision, and consequently
switches are usually built complete before being lined to their place in the
track.
For the past two months T have been in the Transportation Department and
am now performing the duties of a Trainmaster. We ard using American
locomotives and French cars. Coming from a land of big cars and heavy loads
these little wagons, as they are called, varying in capacity from ten to twenty
tons each, looked odd to us indeed. But there are a great many of them and
the small car and light load one finds here, are seemingly a strong incentive to
the reduction of road and equipment maintenance expence, and are a very good
argument in their favor. There are, of course, no figures available, but from
observation I would judge the expense of repairs to road and equipment to
be almost negligible as compared to similar expense in the United States. This
is attributed to the universal use of the small car.
There is, as you know, very little if anything of a specific nature that we can
write, owing to the censorship. We are having our ups and downs, but every-
body is thriving on the life we lead, which is simple and methodical, but by no
means devoid of excitement and interest. Not a great while ago Capt. Walsh,
Capt. Arn and myself had a trip together which was indeed a rare experience.
I spent the night at Capt. Walsh's quarters the night before, and we had to
arise at four a. m. for the trip. Capt. Arn joined us enroute and while the
long day tired us greatly, our interest kept us from lagging until we had re-
turned. During the day we were conducted to where we could see plainly the
Hun's trenches, and were also accorded the privilege of exploring some of his
collossal subterranean exploits beneath territory he formerly held, but now held
by the French. Our hosts were very courteous and hospitable and most ex-
cellent dinner was served us several feet beneath the surface of the ground.
I have read much of the work of the French artillery, but not until this trip
was T enabled to see how wonderfully effective and complete it is.
Every man in Company "A", in fact every man in the regiment from the
Illinois Central, was pleased immeasurably at the way they were remembered
at Christmas, both by Mr. Markham's cordial letter and the abundance of use-
ful things that were sent us. It was certainly very thoughtful and needless to
say, deeply appreciated.
42
ILLINOIS CENTRAL MAGAZINE
Please remember me cordially to all my friends and especially to Mr. Thomp-
son, Mr. Brumley and Mr. Blaess. We all hope very much indeed that you
are through with the hardships of the winter we have been hearing of, and I
hope fervently that you wont soon have to be watching anxiously, the gauge
readings of Cairo, and thence to Vicksburg. With best wishes,
Sincerely, J. W. Kern,
13th Engrs. (Ry). U. S. Army.
13™ ENGINEERS, <RY> U. S. AMEXFORCE IN FRANCE
•Vol. 1. No 3.
APRIL 13, 1918
PRICE 2^ Washers
THE HISTORY OF THE THIRTEENTH
By D. I. ILETTE
Shortly after the United States entered the
War, a French commission came to America
for the purpose of outlining the ways in
which- our Government could render the
greatest amount-of assistance in the quickest
possible manner.
The, French .(rtated that one of their greatest
needs was the strengthening of their transpor;
talion -machine. A group of the foremost
railroad men of the country immediately
set about in conjunction wjth the Army Corps
.of Engineers, the assembling of regiments of
railroad men who were willing t<r throw up
their jobs and start at once for France/
The work called for not only the maintenance
and construction of roadway and track, and
•the upkeep of motive power.and rolling stock,
but also the actual operation of military rail"-
roads.
Therefore, plans were made for the imme-
diate formation of nine regime.nls, each regi-
ment to consist-of railwaymen , of different
branches of service. In other words, certain
regiments- were to be composed of conetrulion
men, others, of mechanical or shop men, and.
still' others skilled in the operation of rail-
ways. Our regiment was recruited from men
in the latter class, and it .was altogether fitting
that Chicago, -the greatest railroad center m
life world ' was chosen for our Headquarters.
• Before passing on to the .history of, our
organization, lefit be said here, that so far as
is known, the Railway Engineer. regiments- as
a whole, was .the only branch of military
service in which men were required to furnisl
testimonials as to character and ability before
being allowed to enlist. .
Wednesday/May 9th, Ial7. " Captain -R.
D Black, Corps- o! Engineers, U. 8. Army,
reported at Headquarters, Chicago, 111., for
"<*And thats the way our troubles began "
Captain Black, now Colonel of some pioneer
Engineer regiment, the man who had more to
do with the organization of our regiment than
anv other, do" sooner arrived in Chicago than
he" began to lay the foundations ' for our orga-
nization, the then Third Reserve Engineers.
Conferences vere held with Colonel W. C,.
Laogf'itt, (now- Major General Langfitt incharge
of the Service of Utilities) President Fellon of
tJie"Great Western and Major C. L. Bent of the
Ilinois Central at which plans were made for
le'adquarters offices, recruiting offices, list of
Reserve Officers discussed and recommenda-
'ions for commissions approved and forwarded
to Washington. Room 8*7 of the Peoples Gas
3.uildjng was immediately taken over for
Headquarters offices and recruits were to be-
enlisted at 601 West Madison Street. Quite a
numbe? of clerks from the general offices of
the various railroads immediately went into
service, and by the way, cheerfully and willing-
ly worked ten to fifteen hours a day assisting
in the organization. Robert B. Clark of the 1. C.
had the. distinction 'of being the first to enlist,
May 15th, 1917, and was at once assigned to
duty as Regimental Sergeant Major. From that
date on recruits began to come in from the
following roads :
IHinois Central
Chicago, Rock Island 6; Pacific
Chicago Great Western
Chicago, Milwaukee and St. Paul
Chicago & Northwestern.
Atchison, Topeka & Santa Fe.
These men were ., enlisted as rapidly as pos-
sible and .then .sent back to their; respective
occupations to await.the call to active service.
In the meantime authority had been received
from the Mayor of Chicago to use the south
wing of the new Municipal Pier in which to
quarter and feed the" reginrent, and if it can be
said that our regiment has-a home, everyone
will agree that few regiments can claim a bet-
ter one. Who will forget tho se happy days on
the Pier even 'though the time was mostly
taken up with squads left and right and other
maneuvers of. less or'grealer importance, or
those nights down at the. big dance and concert
hall, where 'after trotting the 'fox with" .your
Chicago girl, you could~*just step put on. the
promenades and let the cool Jake breezes, soft
lighis and shady nooks stir up all your .senti-
ment, and, incidenlly cause you to forget' all
about taps and the guard.
On May 12th, Headquarters were moved to
a suite of rooms on the 1 1 th floor of the Monad-
nock Building and in addition to the offices of
Colonel LangfiU
(Continue Page 5, Col. 1)
YMCA
By J. M. JENSEN
At the beginning of February' R R Jenkins
took charge of the Y M C A at the Windy City.
Mr Jenkins is a railroader from pie start having
worked several years for the Erie and Denver
& Rio Grande Railroads, before becoming con-
nected with the Y M C A. In this work he was
located on the Baltimore d- Ohio at Lorain and
.later at Chicago Junction, and was identified
with the movement which' resulted in changing
the name of Chicago Junction to Willard, after
the president of the B & 0.
On March 18th Mr Louis R. Smith arrived to
work with Mr Jenkins. Mr Smith hails from
Omaha and has done YMCA w.ork with the
National Guard at Fleming, New Mexico, and
in France with troops on the Lines of Commu-
nication.
On the first two Sundays in Marchrwe bad
two very interesting speakers ' with us.
Dr G H Crawford, President of Allegheny Col-
lege, Meadville, Pa, and Bishop McConnell of
Denver. Dr Crawford's subject was " How to
Win " and Bishop McConnell told of his visits
among many American camps both, in France
and back home.
• The long expected shipment of athletic goods
arrived early in March and includes indoor and
outdoor, balls, masks, gloves, bats, basebags,
footballs, medicine balls and a punching bag.
What was probably the best entertainment
put on by the Y so far was given March 18th
by the- Dushker Concert Company, comprised
of Mile Moria Gondel, soloist, Samuel Dushker,
violin, Jean Virce, piano, and Julies Ligrus,
magician. All the numbers made a big hit, but
the greatest hand went to Mile Gondel, whose
French ballads,' and American popular songs
brought down the house.
HERO SPEAKS HERE
Sergt Bernard S Wolff, late of the 13th
Engineering corps, wounded at... and among
those rescued when the steamship Finland was
sunk by a submarine, will speak to-morrow
night at the patriotic mass meeting in the
Woodlawn Masonic Temple, East tj*th street,
and University avenue.
(Chicago Daily News)
(February 18th 1918).
Where do you go from here?
43
44
ILLINOIS CENTRAL MAGAZINE
•WINDY CITY ECHO
The unofficial organ oflhe Oh Engineers R 5',
U. S. Army. Published monthly on the 13th.
Price 25 centimes per copy. On sale at YMCA,
Company offices, and all detachments. Remit-
tances are to be made to the Treasurer, and
request Tor additional copies addressed to the
Circulation Manager.
S. L. Beckwilh, Editor-in-Chief
D. I. Ilette, Associate Editor.
J. E. Rogers, Sporting Editor,
W. G. Burns, Business Manager.
C. C. Woods, Circulation Manager.
W. N. Bissell, "Treasurer.
EDITORIAL
• Up to the time of going to press this month,
no one has come across with the material for
an obituary notice, although a good many of
our readers have within the past month come
as near to putting on their golden slippers as
they could wish.
' Last month's issue with the extra sheet for
the Windy City ad and the cartoon solo1 well
but we will have to go-backtb lour pages unless
some Ring W. Shakespeares take their gas
masks off.
We get plenty of Company personal news
but considering the small number of people that
such items have any interest ,fbr, the space thaf
it takes is not warranted. When a man sends in
some news of this kind that he lias taken limp
and trouble to prepare, and sees theissue come
out with none of it printed. It is a good bet that
we are out one correspondent.
For the present we will .try having each
detachment send in its own news, and print as
many of them as space will permit.
Fof the past few weeks a number of men have
been getting together in the Officers' Mess room
Thrusday evenings at 7.30 and taking sides in
debate on live questions of the dayr All the
men of the regiment are welcome to take part,
and it is such a highly profitable and enjoyable
way of spending an evening that all the meetings
should be well attended.
The Stars and Stripes, the A. E. F. newspaper
is now going strong and comes out every Friday
with eight pages of general news about army
and navy mailers here and at home, as well as
considerable dope from the world of sports and
contributions from men in the service. More
than five hundred men in the ,13th have sub-
scribed to it for the first four-mouth period.
Lest you forget, the/fpllowing men from this
regiment are sick at the base hospitals, and a
few words in the form of a letter from you
fellows will go » long way towards whiling
away the hours while they aee convalescing ;
Master Engineer C. S. Even
Private K. H. Vogel ,
Private 0. L. Nicholson
PriTate S. H. Wattermtn
Bass Hosp. No. 15
) Base Hosp. No. 36
The following. is pulled in the Follies Bow
running in Chicago :' From the time of his
arrival at a certain training camp in the States,
a rookie attracted a great deal of attention
because he continually was snooping around
after something he never could find, and
saying, "Thais not it, thats not it ".
Finally he was- examined and found insane,
and was promptly released frqm service. As
he stepped on the train for home, he took a
long look at. his discharge and murmured.
" Thats it".
The Dani.el D's are running a contest to see
if any of their number can make a list of the
duties of a Wagoner in less than two thousand
words. The prize is a handsome brown
derby.
The Y will give yon a song book about
" Keep the Home Fires Buraing " buU no
directions are furnished lor camouflaging a
bricquet so that it will get by the Censor.
THE OFFICERS' PROMOTION
.It is with great pleasure we have the oppor-
tunity to announce thaLmost of the officers on
duty with the pegiment have advanced a step
upward, the placeslhfey are now fiHing were
held by officers now- transferred to another
branch of the service.
As the Colonel remarked to the men the
other evening, prior to his introducing Bishop
Me Connell who was here to speak on the way,
these promotions should inspire every man in
the regiment, to do his utmost, as it has the
tendency to show that oiher vacancies would,
in all probability be likewise filled from our
own men.
THE BAND
• Hats off to Band Master Benedict. He has
accomplished wonders with the band in the past
few weeks.' True, they hav& the chances for
daily practice, but the improvement they have
shown has been .remarkable. Their playing is
a credit to any organizatien and you can look
forward to some bully concerts this summer.
The following members constitute the band:
I.C.Benedict — Band Master
J. Domejer — Cornet
H. Hopkins — Cornel
E. A. Creech — Cornet
,0. Wester — Clarinet
F. Smith — Clarinet
M. Barton — Clarinet
F. Gahan — E-aritone
P. Carr — Baritone
0. Moerke -^ Alto
W. Wilbur — Alto
J. Adams — Bass Horn
L. Towner^ — Bass Horn
M. Sweeney
L. F. Drexler
T V. McMannamon
R. Jennings
R. Waters
R. Gooch
Trombone
Trombone
Snare drum
Bass drum
Cymbals.
H I WAIT TO BE DRAFTED ?
Why didn't I wait to be drafted,
And be; led to the train by a band.
And put in a claim for.exemption,
-Oh! why.did I hold up my hand?
Why didn't I(wait for the banquet,
Why didn't 1 wait Ufbe cheened,
For the drafted mea get all the credit,
While I only VOLUNTEERED.
And Nobody gave me a banquet,
And nobody gave me a kind word,
The grind of the wheels of the engine
Was the only goodbye that I heard.
Thea off to the Camp I was hustled
To be trained for the next half year,
,And then in the shuffle forgotten,
I was ooly a VOLUNTEER.
And maybe some day fn the future
When my little boy sits on my knee
And asks what. I did in the Conflict
And his little eyes look up to me
1 will have to look back as I am blushing
To the eyes that so trustingly peer
And tell him I missed being drafted,
1 was only a VOLUNTEER.
The ANSWER
Why didn't you wait to be drafted?
The^nswer is simple enough,
You needed no brass band ta lead you
You're made of the right kind of stuff.
Your banquet will come when ilsi over —
That's when you will want to be cheered,
And when, you know you deserved it,
Because you volunteered.
Don't get discouraged so quickly,
From what I have seen. I've a hunch
That out of his millions of soldiers, -'
Uncle Sam likes you best of the bunch.
You dbn't complain of your duties,
Of hardships you have not to fear;
You lick up your meals with a relish.
Because you're a volunteer.
You weren't dragged in by a number
>As though you were nothing at all,
And you didn't go round with a frown on,
Afraid that youc country would call.
You didn't buy every paper
And scan the draft columns with fear;
You marched right along with your head up
Because you had volunteered.
What if the little .draft Willies.
Do get a fittle more praise ;
Praise will not get the kaiser,
It's real work that we want these days.
Just keep your eyes on Berlin, boys;
Never mind about brass bands and cheers.
The glory will go to the h'eroes,
And they'll be. the volunteers.
G. H. BEYER.
Co. A.
ILLINOIS CENTRAL MAGAZINE
45
SPORTS
Private J. E. Rogers is our new Sporting
Editor. He will write all articles hereafter per-
taining to sports and is going to help the Chap-
lain organize a baseball league toute de suite.
We know he has .the pep and is well liked by
the men. "All detachments large enough to form
'a team write in and the smaller detachments
bunch together so all can get a chance to play.
Through the efforts of Lt. Cutler we have
received some ^athletic equipment from the
Y. M. C. A.
JOJO Illette is a second Happy Felsch when
it comes to pulling down the line drives in the
outfield.
Headquarters Company team issues a chal-
lenge to any indoor team in the regiment.
The Proprietor of Moll's Cafe is a world
healer on one hand stabs. That ought to get a
fellow seconds. Eh'.
Boone Rogers is our first holdout He wants
more dough before signing his contract as um-
pirej
The baseball team composed of members of
the Band won their first game on Sunday
March U.
Things that seldom happen . Rags O'Gallagher
stopping at third base on a two bagger.
Bill Gorman sure slops everything that is hit
on thi! right side of the infield.
Did you see the old limers working oul?Chas
Gorman. Claude Cox and Ferguson of Com-
pany B. sure look like big leaguers.
-We have received a few tennis aets and
rackets from the Y. M. C. A Those interested
in thai sport will have a diance to work out
SOHETHING OF INTEREST TO IASONS
At an open meeting of Ihe Heather Hill Ma-
sonic Club, held in the evening of the 27th
of March, there was a large attendance of both
members of the Club and Masons who had not
had Ihe opportunity of joining, up to date.
After the ordinary business meeting had been
disposed of, President Case called on several
members of the Club and others to say a few
words, and each responded with interesting
talks on Masonry and the aims and efforts of
the Heather Hill Masonic Club.
There was then a discussion of certain bene-
volent propositions concerning the comfort and
welfare of all brother Masons "or others who
might come within reach of the organization
and Ihe necessary resolutions were offered arid
adopted, after which the meeting adjourned.
For tbe benefil of those who were unable lo
attend this meeting, and lo any others to whom
this matter will be of interest, the following
information is giveo.
The Heather Hill Masonic Club was formed
on a heather covered hill jusl back of our camp
in Kagland, the Charter members being Masons
of Companies A and B, who have had the hearty
co-operation of Masons in the rest of the regi-
ment.
Much interesf has been shown to date and
the attention of those interested in this move-
ment is called lo the articles which will appear
ia this publication in the future, from time to
lime.
FOOTBALL
15st French Infantry vs : (3lb Engineers.
On Saturday March 23rd these two teams
met at . . . and we were defeated 6 — \
In the fore part of the game we were able to
hold our own, until Brennan and Tom Garland
were injured. Mensdorl played a wonderful
game at Center Half, and Fraser and Gelzer
did very well at Center and Outside Right.
Simon was injured shortly after the beginning
of the second half, and considering the fast
team play of the French against our handicaps
of inj»ries and lack of practice, it is a credit to
our men that the score was so small.
Co. F
E. A. Creech — Editor.
A short time ago, a marine asked Pvt. (Red)
Murphy, if he was a soldier or a civilian; I
would tell you Red's answer if the censor
would permit it.
Corporal Johnson and Pvt. Geo. Gunter, have
been transferred to the --th, Engineers. We
were all sorry to lose them, as both were
well thought of by all Co. F, men, and our
best, wishes go with them both; we feel
assured, they will carry out their new duties
in a thorough and diligent manner.
Hold on to the " pie books ", boys-- no sec-
conds.
Did I hear some one say that, Pvt. (Red) Barns
learned to fly an aeroplane in two days? If
I quote incorectly, some body please write
me quick:
What's the matter with the poets from Sgt.
Harrison's detachment? Get busy and send
some in.
For rent : - First class barracks, at the East end
of the line.- (?)
Pvt. " Danny " Butler's eyes were popping
. out of his head as he described his expe-
riences to us, the other day; he said he
counted twenty of them, whistles and all.
THE DEFINITION OF AN ECHO
The definition of an Echo runs .something
like Ihis : repetition ofsound due to sound waves.
To comprehend its full meaning, give yourself
a practical demonstration. The echo we have
in mind is the recently born, perfectly sound,
up-and-coming regimental paper published by
the pride Windy City - the 13th Engineers, ft
is used to promote friendliness, encourage co-
operation and increase efficiency among '' us
soldiers " and their friends. Honest, Mister,
we are soldiers. The Echo, a shout, a scream
and a whoop, which on the rebound transforms
itself into a human help. Let us all help to
make il the best ^id most successful publication
in its class.
If Issue No 3 shows as much improvement
over the deuxieme did, over Ihe first weekly
effort (excuse our throwing brick-bats), then il
will truly reflect Ihe organization, whose<:ause
il engenders.
Now, lei us boost ! We'll slarl by " looting
our own bugle". • /
Company Fs personnel is "Westerners",
as they would say o.n ' Broadway. Perhaps
lhat is why we have such a lofty opinion of
ourselves. Nevertheless, we all can stand
unhitched.
But back to the Echo. Company F suggests
lhal all stop knocking and -go to digging.
Seller still-push. If you can't pull, please gel
out of the way
JAEGER.
Co. F.,
= 33—
AMUSEMENTS
Special Excursion Rates
to Nowhere In France
500 francises "Will See You
Thru, and That Is'nt All.
Teiny and Toney
in
Dishing The Dirt
Cafe De Petite
To Avoid The Rush
Reservations
Should Be Made Now,
For Boats to America
Coming Attractions :
Nightly Appearance of Fritz
In His Great Act
" I Dare You To Live "
Racing Season to Open Soon
Follow the Crowd
And Get A Good Place
GRAND OPERA
Night Performences only
" The Flying Dutchman "
By Boche de Bomb
Chorus of 40 tons of High Explosives
Rendered By The Hun-o-plane Band
Great Show At the Mess Halls
Entitled
" Too Many Cooks "
Playing to Capacity
3 Performences Daily
46
HEADQUARTERS
Corporl Jas. J. Casev — Edilor.
Beck look Butch Turner and his new suit
lo Nice were Ihey made Ihem all sil up and take
notice. They sat up so long llial lliey were a
day lale in returning.
Lieutenants Tope, Smilh and McConnell have
all returned from their sojourn in Ihe foulhern
parl-of France. They all say Nice is nice.
Major Am musl have his cold plunge, bu
Ihe balh room is vacanl wiiile he is taking
it. Most of the boys dislike water, hot orcold
Hags O'Gallagher is some boy. He' helc
down ihree jobs in one day. Stenographer
orderly and truck loader.
Headquarters Company received an addition
of about six feet three inches last month
McDowell is welcomed wilh open arms.
Shine Roberts, Crab Stark, Fitz Bushnell
Torrington Kid Dew and Drexle^ have jpinec
Ihe Baldheaded Club.
The Boys held a wake over Private Burns
the other night. He was in grand stale o:
preservation.
Much activity in camp the last few days
moving barracks, etc. Even the Mounled
Stenographers were on the job.
Sergeant Warren has designs on the life ol
his shote.
Dinty Walsh has lalely received Easier
Greelings and a large amount of cakes and
candy from the kindhearted lady who has
adopted the Daniel D's. Many lhanks Molher
Have you picked oul your spring dugout
yet? Latest slyles at .Hill's.
R. D. Coulter has been busier than the
proverbial one eyed dog in a sausage store.
We did not think lhal Ihere was as much
equipment in France until we volunteered lo
help move it.
II is worth Ihe chips lo watch Fritz Bushnell
cook some one elses pancakes. Every time
he finishs one withoul burning it does a buck
and wing danre.
Co. A
Corp. D. U. McKee — Editor
The following changes have been made in
the Officers of this Company :
1st Lt. G T Sheehan, transferred from .the
.Company for service with the Railroad Trans-
portation Corps: .
1st Lt. K P Nash promoted to Captain and
appointed Adjutant, 1st Battalion.
Ll. J W Kern promoted to 1st Lieutenant.
The members of Co. " A " are all pleased
with the promotion of Daniel D Coons to 1st
Lieutenant and Richard C Boyer to 2d Lieu-
tenant, and their assignment to this Company.
Now! All together boys. Three cheers for
the " Sammy Backers " ! !1
Mike Kinney is congratulating himself on his
possession of the sixth sense which enabled
him to be a short distance removed from an
unpleasant occurrence.
Granvel Bayles grew such a crop of camou-
flage that he attained the cognomen of" Gris",
but now it is all all removed and he looks
human again.
Congratulations' are now in order for Fred
A Saar, whose appointment as Master En-
gineer is announced.
For a particular reason Sgt. Scharber was
glad lo see a " Y M C A " worker from Den-
ver, who recently visited this Regiment.
! Rumors are -current of our one-time Sergean
DeardoHT having comprised the enlire band a
I a parade at the Officers' Training School. W
are of the opinion that Deardorff is lost to us b
reason ofhis attendance at theTrainiogSchoo
Letter recently received from Matthew Bale
win indicates he has recovered from the illnes
hroughl'on by the gastronomic feats he pei
i formed in disposing of cakes and syrup afte
his transfer to an organization which receive
the benefit of real American rations
We leave it lo Robert Springer lo say how
uncomfortable one of Ihe brakeraan's coops car
be under certain circumslances. We are
he is able lo tell us.
' An article entitled" To The Guy Who Land
ed Her " in a recent issue of the " Stars am
Stripes " appealed esperially to Corp. Boyd an
we surmise the said article will be disp%tche
to a certain locality in those United Slates.
Co. C
Sgt. C. C. Harrison - Editor
The Old Timer's Lament
I have been railroading since 1877
I have .pleased and displeased people ever
since, I have been cussed, discussed, boycol-
ted, talked .about, lied about, lied to, hung up
held up and helped up.
The only reason why I continue in the pro
fession is to see what tile hell is .going to happen
next.
Get put and get under, you east §nd birds
— Ten to one they don't get Don Greson.
Pvt. Fred Sunshine Locke, our Chef de
Cuisine, says six meal tickets wouldn't cover
some meals he serves. Look out, Coffin, he's
got your number. .
Corp. Bryan, our w.orthy judge and section
foreman, speaks four different languages, to
his Anamites, most profane. They all swear
by the judge, and after him too. However, he
has taught them to hit' the ball when Berryhill
hoves in sight.
Why doesn't Pvt. J. A. Lindstrom limp in
(he left leg? Ask Fred. Giles. John says that
Giles has reinforcements from Ireland.
0. P: Hondlik, our venerable switchman and
stove pipe propagandist, is back from his fur-
lough in Paris, and is wondering if he will
ever get squared up — Look at the fun you
had Opie, wasn't it worth it? '
Why does Ihe east bound cr<;w always ask
How many crews up there now? There's a
reason.
Doc Seagrove has just received money from
home. t)ld friends take note.
Hals off to our solicitors. The 75lh line
shows an increase over last month. We've
got the M. & St. L. faded at last.
Overhead in barracks: John, who won all
lie meal tickets. Bill : Don't know yet, watch
\-ho goes for seconds tonight^ '
When M. F. Clark has, finished with his
•amouflage at Post No. 2 he agrees to pul up
sign. This is it, but not in German. -
Young Shelter, the boy wonder at Post No.1,
las started a menagerie.
How many off the east end want to transfer
o the detachment in the woods? Don't all
peak at once.
Kcedum Rice Baker has been appointed Chef
le Kitchen, at our fair village.
Dick Shelter is sure getting hard boiled. He
ow smokes cigarettes.
Co. D
F J. OXeefe - Editor
Our former 1st SergeanlW E.Whisler.having
completed his course at the Officers' Training
i-amp, has returned lo our regiment to await
his commission and assignment to duty.
Twenty-four men from the Hth Engineers
were transferred to the 13th lo fill the vacancies
raused by the Iransfer of some of our men lo
(he 19th. Twenty-one of them were assigned to
Co. D. The men who were transferred lo the
19th were men who, by their past good -record,
had shown themselves capable of performing
higher duties. They were all engineers and
firemen and they will be assigned as traveling
engineers and firemen with Ihe 19lh.
Our Chief Gardner, Corporal Myers, is Ihe
busiesl man in France. He can call every seed
by its French name.
Jess Taylor returned from Nice. He slill has
Ihe floor.
Pink Simms is happy to-day. His pal Mc-
Nally from Mills City was Iransferred lo Ihe
13th. They are going hunting tomorrow.
Supply Sergeant George Hillel isworryinga
greal deal lalely. He is afraid the British have
raptured some of his cousins in their great
drive. He says he don't care though if they
only shoot them after they capture them.
Bill Coughlo isstill on the pusher. From Ihe
push he gives you, you would think he was
helping' the Kaiser.
Our 1st Sergeant i. C. Mullin is trying out
his new gun. Rube Olson could throw a brick
much slraighter than Mullin can shocH.
As we go lo press. Sergeant Munro is leaving
for Paris. And he received a long letter from
there this P. M.
We have not heard from our -old friend
Johnnie Miller since he left for the 19th Engi-
neers. ' But we have heard of him.
BillMcMahon is still running the old 14 spot,
iome mill.
Sylvester disagrees with Lincoln. He claims
lhal Mullin can fool all of Ihe people all Ihe
time and get away with it loo.
Jerry Dillon is still cooking for Co. D. Haven't
iad rice for a month. '
Private Burns entertained a few of his friends
n one of the adjoining villages one night last
week. None of them can remember when Ihe
party broke up, but they all claim that it was
some party.
Si. Palrick's day has come and gone — and
nol a single accident.
Just received some good news. Sign the
layroll.
Sergeant Barnard intends to remain France
ifler peace is declared. Just long enough to
itch a boat though.
Kelly Keenan is going hunting a great deal
ately. For a place lo hide.
Bernie*Schuoder thinks lhat the sweet pola-
oes turned out by Baldy Oslernick is Ihe best
e had since leaving home.
Bilhorn is the only man in the regiment
lat can look over into Germany withoul
Irelchiug their necks.
ILLINOIS CENTRAL MAGAZINE
47
5
(Continued from- Page 1' Col 2'j
and Captain Black, rooms were also opened up
for Lieutenant-Colonel Howard and Captains
Taylor, Walesch and Laramie.
On May 13th a meeting of all the officers
who had reported for duly was held, and ins-
tructions given to each to make t'ours of their
respective railroad lines. to get recruits. Each
railroad was to furnish a certain number of
engineers, liremen, conductors, brakemen,
machinists, clerks, boilermakers, M. of VV. and
B. d- B. men and these soon came rushing
into Chicago so fast that a special enlisting
office had to be opened up for them in the
Federal Building.
The first two weeks after lhe,recruits began
to come in they certainly had to go to a lot of
trouble to get in the regiment. First they had
to report to their own railroad offices, where
they were directed to report to Headquarters
1107 Monadnock Building. Here they had to
stand in line and wait until it came their turn
to answer some very personal questions and
later sent over to the Federal Building for
physical examination. Here they stood in line
again until ordered to strip and try to fool the
doctor. After this ordeal they were sent to
the enlisting office where they generally took a
nice long rest until their name was, called,
when they had to answer a lot more personal
questions while the clerk was typewriting the
answers on their enlistment papers. Then of
course, they took the oath for the duratipn,
and from the way things look now it would
seem that the boys who joined the Navy wej-e
lucky. They only enlisted for four years.
On May 21st the south wing of the Pier was
turned over to us and a dozen or more men
moved down there to work on the company
mess kitchens, and receive and guard properly
that had begun to reach us. On May"25lh
over one hundred men had reported for active
duty out of about i60 who had enlisted up to
that date, and these were all kept busy on the
Pier at one thing or another, but at night a
great many were still in condition, to become
• better acquainted with Clark street.
Towards the last of the month announcement
was suddenly made one day that our uniforms
had arrived and we were surely in one awful
hurry to get them on and throw away our
citizens' clothes. In fact some of us were so
excited and proud of our military appearance
that we thought we would give Chicago a treat
and wear our uniforms down town, which we
• did, some of us forgetting to remove, the tags
which brought us added attention.
Well, those were our " ropkie " days, and
while now after nearly a year's service and
seven month's in the War Zone, we have
become fully acquainted with the stern realities
of military life, some of us can look back to
those first experiences with smiles and happy
recollections.
(To be continued).
Co,E
John R. White — Editor.
A is for Ahern, who bosses the cooks,
B is for Burns, who fills up the books.
C is for Conlon, who Chefs Motor cars
D is for DeCoursin, who'd look fine with bars,
E is for Erwin, without any peer
F is for Face, who keeps the track clear
G is for Gilligan, that detachment cook
H is for Herrington who knows him like a
book.
I is for Ingoldshy, whose hot on the wire
.1 is for Jenczewsky, who pumps water like
fire.
K is for Kennedy, a Duke of some fame
L is for Lindroth, "who works on a train.
M is for McCraken, who makes lots of slum
N is for Nesler, who Tikes it-- -by gum
0 is for Outward, the smallest up here,
P is for Ploen, who never touched beer
Q is for Quakers, there's none in the bunch
R is for Ring, who's there with the punch.
S is for Schafer, who heaves lots of coal
T is for Toye, who'll soon reach his goal.
U is for Uncle Sam, whom we're fighting for
V is for Veterans, after the war
W is for White, a lover of dolls
X is for Xavier, for whom Franzen falls.
Y is for Yankee, a name we hold dear,
Z is for Zimmer, he's there with the cheer .
That vocal solo, " Sister Sussie's Sewing
Shirts for Soldiers ", rendered by John Rogers,
at'the Y.M.C A. Hut Monday Evening, March
25th, was great
IMAGINE TWENTY-YEARS FROM NOW
Rogers, -drilling his own squad for the next
war. .
Eck, r*e-enlisting in the Arifay.
Doornbosch, Dynamiting for Prohibition.
Costigan, telling bis kids about that last
struggle.
Rasmussen, an Ocean Liner Chef
Olson, without talking about Matilda.
Seymour, anything but^a soldier,
Spacek, with the leading Chicago Barber-
shop.
Wanted: -All Stove-pipe reported to Tom
King for censorship. " The Editor "
The latest book ''''The Patriotism of the
American Soldier, by Joe Vieau-Firsf chapter
published some-days ago in the Green Bay
Gazette.
We welcome our new recruits : Engineers
George A Berggren and James G. JoVdan.
from the CMSTP40 Ry and William D Voight,
who at one time also was employed on thas
road. We're all strong Northwestern boosters.
FOR SALE: The famous Windy City Cafe,
known as the WHITE DAIRY LUNCH, excel-
lent reputation among hundreds of unsatisfied
customers. Two Ranges, one sixteen stool
French mahogany counter, two ten chair family
tables, one- French Chef, with: talent as an
evening entertainer, popular among the pre
sent patrons. Reason for selling: Proprieters
have purchased holdings on' opposite side of
the tracks. Price : Nine Francs. — No Ques-
tions Asked.
Kiel A Mathews, Proprieters.
LIGHT OCCUPATIONS
Looking for forged signatures on the back of
the new mess tickets.
Trying to oe-suade a well known Chef de
Cuisine NOT to sing Poor Butterfly at any
gathering.
Attempting to put a polish on those Army
ri«id Shoes.
Waiting' for a fresh supply of beer at the
Blue Goose.
Keeping your slnve hot with that 'bitumi-
nous sand which can be prdcured back of the
guard howse.
Counting the number of German, airplanes
that fall during the day with a Burrough's
Adding Machine.
Listening to a certain Sweet Corporal trying
to fool music lovers by his nevertheless well-
meant efforts on the regimental piano.
Any Mess Sergeant trying to satisfy " OuY
lirnie " with one helping of any kind of chow.
And, last but not least, — WONDERING
WHEN THE WAR IS GOING TO END.
MED
Ted Sullivan — Editor
We saw a strange figure in the hospital the
other day and mistook it for " Boyle, slapping
him or, the back, he turned around, seeing our
mistake we murmured " Oh I Saint Peter (Get
it? Oh! it Saint Peter)"
There's an Italian Regiment in our neigh-
borhood and now " Jack " and " Tony " defy
you to start anything.
« o
Duties of a " Sergeant Medicine" are so
many that our late Editor has resigded and
now Bob is going to let us " Fry" matters up.
'0°0
The French offered Captain Clayton a red
cross dog the other day but he declined stating
with thanks that we had our own " Sheperd "
O O i
" With or without "? Paddy.
For Exchange : One pair of first' class
chevrqns for a set of .'Sergeants stripes'.
Sgt' Ackers releived Lt' Coleman while the
latter was on his " leave " and both look the
better for the rest
Medical Note :
Harris amputated on a. dog sometime ago.
The Department is going from bad to worse.
From a recent picture of himself thai he sent
home Bob Morris"~says,that his folks write that
j.hey feel they have" neglected him in the past
he's lookin' so Qne.
Gately, who was operated on here sometime
agd is now doing fine and from latest reports
is holding' his own. More power to you Roy,
If you want to know how long th« war is
going to last ask Mat Mullen. , Gee I hut he's
the pessimistic cuss.
We see that Arthur has brought the Lieu-
tendent back safe and sound, thanks Arthur,
we thank you.
Patenaude thinks that there is only one place
like Paris - that's Paris.
With .the dropping of thirteen shells near
Heines he says that he thinks the " Huns "
just did it to let us know that they know we're
" Over -Here " and Heines adds further that
he's glad that he's not in the Five Hundred and
Fifth Engineers.
48
ILLINOIS CENTRAL MAGAZINE
Co. B
Sfc-l. II. n. Tihsinan — Krfilor.
liarracks 41 S4 Tisne - 3 AM
Caller — I Icy ! gel up, you're called.'
linikeman — Wliat do von moan -called? I
just got in. l-ion'l you reckon a. feller ever
wants to sleep?
C — Come on,, get out of il.
If — .I'll f;oj but I'm a hundred miles aheail of
the month, guess I need IhejacK.
Wliicli way and. what are we called lor?
C — A Ira easl i
B — Say, flial'
t'l a slale line you've got.
What tmic is il? You got a cigarette? (Jim',
ine-a malc.li.
C — Where T!O yo'u think you are — on
Market' SI; whal else do you want
U — : Light my lantern down -there, and, say
kid, throw a slug in the' stove, sire's gellin
cold.
q — Shoot.
I] — What they pallia' out over at the Creasy
Spoon in
C -^ Stew.
H — (looil, \ ain't' had none since last nite.
C — Krilx is Ihrowin' n few into Kettle Gap
B — Let em throw ; if they got one for me,
my name'll be .on it.
C — Oim'me another drink of lhat hair tonic.
U — Uuess I'll pull the pin and hire out to
the narrow guage. It's a belter job. All
steam heat^nd rubber tired. Pays better,
10048 i.15a hundred. Tell 'em I'll make
Ibis trip, but I want my lime ready when 1
.8,a bn.-!.-
C _i Business' is good here but it's bed-, up
the creek.
B — Sure, jusl tell em up at La Gare, I'saw
a bunch of ducks go over yesterday and they
was tarryin' sigaals:
Highest prices paid for old clothes, rags, and
botlles. Jones and Zody — Adv.
.lessee says " Old Bruno "is drying up. Joi-
ning the 3rd Battalion didn't help, matters any
Submarine, -it's about time to powder your
underwear for another trip to Paris.
Jimmie Elliott has been looking downcast
lately on account of no mail. Look out, boy,
it's a cruel world.
Sergeant Molt (Chef de Cuisine) has it on
the world for producing much out of nothing
and slill -smiles •• Happy Days".
The Little Rock Sport, Frank Taylor, visited
Paris. As usual, he says she was an angel
and Heaven turned her loose for the lime being.
Parlais Anglaise, too.
McDowell still raves about-lhe dame in Chi
waiting until he gels a few'million miles away
and then spills " sweet nothings " to him.
Have patience, Mac.
These moonlightnighlscao.se" Baron Bean "
Dege to sleep with an avialor's helmet on his
dome. -Claims il will help him fly 'to the
Irene tres.
.-" Jazz " Domeier is sitting up into the wee
small hours -acknpwledging the receipt of-
V Boo-koo " music for our band.
Company B claims the champion checker
player of the regiment as the Arkansas Clock
Tinker.. Jonolhan- Williams challenges all-
comars.
" Doc " Pendleton still maintains that " the
kid " has it on any thing " over here " But
he has not been out of camp. Have a care.
The compulsory allotment act has produced
many "-has beens " in the matrimonial lin.e
that have been soldiering aimjle. From the
howl raised, "Company H has " Hoo-koo "
We will all be singing " I wonder who is
spending the francs now. ^
Tommy Walsh, lircman on the 2 spot pulling
Spi E5, Mar 21st was taken sick and had to
givo up the engine at 1 — . VV II French,
wlin lias ber-n swiicliing 'there for some time,
. tooK Tommy's shovel and saved big delay to
the train:
Irchneitler and Tirin rlaim that Iliey uvre
transferred to" I" U) sot n jrood example to a
fc« sergeants.
VVhen Schneider x\ns asUed how be liked
uorking for Simon, he replied, " There are
worse jobs than this but I never heard of
them.
II C Bonla \\as uverjuyed at the prospect
of again \\orkiax \\ith his good friend, Eddie
\Yarnor
KOHLER-THE TAILOR
MY MOTTO -"A Fit -For every Figure
A Figure For every Fit. "
Latest Short cuts in Young Men's clothing Mud Absorbing Material of the
very Pest Grade.
TRENCH TROUSERS
No cuffs. tp bother you. Self bagged at the Knees. Our Rice Expan-
sion waste Band. 3 Franc Pockets- " A pocket. For1 every Franc."
NON BREATHING BLOUSES
No room For Improvement ~or Anything Else. Patch pockets. French
' Guillotine Collars.
OLD AND DIRTY SHIRTS
With Military Collar Band and Two Untold Tales. Removable -buttons..
Buy our Spirals and be the latest talng in leggins-. A shoe For Every
Foot 2 to the pair Guaranteed Somewear in France.
OVERSIZE UNDERWEAR
Allowing Free Excess of the Body -Plenty of room to move abouj in
them.
HOOVERIZED HEAD GEARS
Light and Airy Nothing like them (Thank goodness).
BOMB BONNETS
Lined in Patent Leather with Chin Strap Wear one and save talking
too much.
Specially prepared and packed in neat tin cans. Enjoy your Pinard breath
as others dont.
NON-COM LEATHER LEGGINS
Greatly reduced.
HOLEPROOF HOSE
With the holes already in them-thus the proof.
CHEVRONS -ALL GRADES
A large shipment is Expected in with in the next few days. Not gua-
ranteed but returnable.
Look the part even it it hurts you. Your CREDIT IS GOOD (if accom-
panied by an order).
S. G. T. KOIILER the KJother Deafer in the Naked Truth.
1 3 th Avenue opp. Hoosegow.
Imprimerie speciale du W.- C. E.
Accounting Department
Illinois Central Railroad Company, The Yazoo &
Mississippi Valley Railroad Company, The
Chicago, Memphis & Gulf Rail-
road Company
Office of Auditor Freight Receipts
CIRCULAR 94
Chicago, April 26, 1918.
To Agents:
Universal Interline Waybilling and Standard Form of Waybill
In compliance with General Order No. 11 issued by the United States Rail-
road Administration, Mr. W. G. McAdoo, Director General, universal interline
way billing is effective May 1, 1918.
This, means that every shipment forwarded by rail or water to any station
in the United States on any railroad or boat line, must be waybilled through
to final destination regardless of whether through or combination rates are
applicable. ?
Extracts from General Order No. 11, in which all agents are interested and
which must be complied with, are as follows :
(1) Effective May 1, 1918, all freight forwarded from one point in the
United States to another point in the United States (including freight passing
through Canada or Mexico en route) and moving over two or more railroads
or boat lines under Federal control must be waybilled through from point of
origin to destination, regardless of -the absence of joint rates. When destina-
tion station is on a railroad not under Federal control, freight should be way-
billed to the junction point with such road; provided, however, that nothing in
this paragraph shall prohibit through waybilling arrangements between car-
riers now under Federal control- £nd others not so controlled.
(2) A separate waybill must be made for each less carldad consignment ana
for each carload ; provided, however, that a single waybill may be made to cover
a special train moving at a lump sum charge for the train or for shipments which
on account of their length require more than one car.
(3) Waybills for carload freight must move with the cars. Waybills for
less carload freight must be moved with the cars when practicable; otherwise
so as to reach the transfer point or destination station with or in advance of
the cars. In the event that waybills for solid cars of less carload freight are
mailed direct to destination or transfer stations, a separate waybill must be
made on standard form, showing destination of car, and bearing notation:
Merchandise car, waybills
mailed to
Junction agents must show stamps on this waybill in the same manner as pro-
vided in Paragraph (4).
(4) Complete routing must be specified on each waybill as and when made,
in the space provided therefor. Each forwarding junction agent, at points of
interchange, must stamp each waybill for freights interchanged in the space
at the bottom of the waybill and in the order there shown. Such stamps must
49
50 ILLINOIS CENTRAL MAGAZINE
show the station at which the interchange is made and the name of the railroad
forwarding the freight from such junction, for example:
Jamestown
North & South R. R.
(Stamp must be \y2 inch by ^ inch.)
(5) When freight moves on a joint through rate, each waybill must show
freight charges from point of origin to destination.
(6) Freight moving on a combination of rates:
(a) If the billing agent is in possession of all necessary tariffs, the rate and
freight charges to and beyond the rate breaking points must be shown suc-
cessively, one beneath the other, and the total of all freight charges indicated.
For example, the rate and freight charges on a shipment from New York, N. Y.,
to Denver, Colo., will appear as follows :
Weight Rate Freight
To Mississippi River 200 $1.055 $2.11
Mississippi River to Denver 1.62 3.24
Total $5.35
(b) If the billing agent is not in possession of the rates beyond the rate
breaking point, the waybill must be headed to destination, and the rate and
freight charges shown to the rate breaking point, with the movement beyond
indicated. For example:
Weight Rate Freight
To Mississippi River 200 $1.055 $2.11
Mississippi River to Denver
In this case the billing agent will stamp or endorse waybill as follows :
"Shipment not rated through,
Junction or destination agent
will insert charges omitted."
(Stamp, if used, must be 1^ inches by 3/£ inch.)
(c) The junction receiving agent must revise rates on inbound billing to
the rate breaking point, insert the divisions of revenue accruing to the roads
up to the rate breaking point, and certify to their correctness, by use of an
appropriate rubber stamp reading as follows :
Revised at
North & South R. R.
(Stamp must be 1^ inches by ^ inch.)
(d) Agents forwarding shipments from rate breaking points must insert
rates and freight charges applicable to destination or to> the next rate breaking
point. If in any case this plan is not practicable arrangements may be made to
have such rates and charges inserted by destination agents.
(7) When miscellaneous charges, of any character, accrue in transit, and
they are to be collected from consignee, they should be shown as separate items
in the freight charges column on waybill, with notation opposite each item in-
dicating the nature of the charge, the point at which it accrued, and the road to
which due. In final settlement, such charges will be allowed as an arbitrary
to carriers to which they are due.
(8) A standard form of waybill (sample attached) is hereby prescribed and
must be used on and after May 1, 1918.
(a) This waybill form must be printed on paper approximating in weight,
"80 pounds, No. 1 Manila, 24x36."
(b) Only the original and one copy of waybill shall be made. The orig-
inal must accompany the shipment as herein provided and the copy must be
retained by the company making the waybill.
(c) The waybill shall also be used for astray freight.
ILLINOIS CENTRAL MAGAZINE 51
(d) This waybill is designed to be folded vertically and left side contain-
ing all information for the physical movement of the car.
(e) For special classes of traffic, requiring a larger waybill, the form
may be 8^ by 22 inches.
(f) Supplies of waybill forms now on hand may be used for local business.
Explanatory
Item No. 1. Agents of these companies must issue through interline waybills,
Form 157, to points on all other rail or boat lines until such time as a list of
those not under Federal control is furnished. Waybills must be numbered in a
separate series beginning with No. 1 at the first of each month. A separate
waybill must be made for each consignment, carload or less than carload.
Until further advised it will be assumed that all railroads are under Govern-
ment control, but agents at river points should determine whether or not packet
lines are under Government control before delivering shipments to them on inter-
line waybills. If not under Government control shipments should be delivered
as heretofore.
Agents of lines handling cars in switch movement will not issue billing at
point of origin or account for waybills at destination. This will be done by
agents of carriers performing the road haul as at present.
Interline waybills need not be used in billing from a point on any one of these
railroads to a point on either of the others. Such traffic may be considered as
local and regular form of local billing used.
Item No. 2. When only one waybill is made for two or more cars, all car
numbers and initials must be shown.
Item No. 3. All waybills, both carload and less carload, must move with the
cars except when solid cars of merchandise are moved to break bulk points and
to facilitate physical handling, waybills are mailed overhead, a separate waybill
without charges must be made on standard form skowing destination of car
and bearing notation as instructed, which must be numbered in regular series
and reported by billing and destination agents. Junction agents must show
stamps on this waybill in the same manner as provided in Paragraph 4.
The use of card waybilling in moving cars of interline freight is prohibited and
must in no case be used, except that for the present there will be no change in
the manner of handling billing for carloads of bananas moving from New
Orleans.
Item No. 4. Complete routing must be shown on waybill, i. e., junction sta-
tions and name of roads over which the freight is to move and in addition
thereto junction agents must stamp each waybill in space provided on same be-
fore delivering to connecting line.
Item No. 5. When freight moves on a joint through rate waybill must show
the rate and freight charges from point of origin to destination.
Item No. 6. Paragraph "a" must be strictly complied with if agents are in
possession of the combination rates.
Paragraph "b." If billing agents are not in possession of rate beyond the
rate breaking point, they must be particular to endorse waybill as instructed.
Paragraph "c." Junction receiving agents must revise rates on inbound billing
to the rate breaking point, insert the divisions of revenue accruing to the roads
up to that point and certify as to their cerrectness by use of rubber stamp as
instructed.
For example, a waybill reading from an eastern city to a town in Nebraska
routed via Chicago and the Illinois Central, the agent of the carrier bringing
the shipment into Chicago would be expected to show divisions of revenue for
all lines east of Chicago and the agent of the Illinois Central for lines west
of Chicago.
Similarly on a shipment turned over to the Illinois Central at Louisville, agent
52 ILLINOIS CENTRAL MAGAZINE
of inbound carrier would indicate divisions of Eastern Lines and Illinois Central
agent divisions of Western Lines.
If, however, agents are not in possession of the percentage divisions applying
from the original point of shipment to the rate breaking point, they should so
note on the waybill, tender billing to connecting line and notify the Auditor of
Freight Receipts' office, who will furnish divisions to be used in similar cases
in future.
Paragraph "d." Agents of these companies forwarding shipments from rate
breaking points must insert rate and freight charges applicable to destination or
to the next rate breaking point. In some cases this plan is not practicable. For
example :
On business from the east to points west of the Mississippi River, when rates
break on the Mississippi River and the freight is handled by the Illinois Central
from Chicago or other junctions to destination without stop at the river, the
freight would be delayed if the completion of the waybills were required at the
river. To avoid this, the duty imposed by the order in such cases on the agent
at the rate breaking point will be assumed by the agent at the receiving junction.
For example:
On shipments from the east destined to points west of the Mississippi River
the agent at Chicago would complete the waybill and forward same with the
sHipment.
Miscellaneous Charges
Item No. 7. All miscellaneous charges accruing at billing point will be shown
on waybills as advances and handled in agents' accounts exactly as heretofore.
When miscellaneous charges of any character accrue in transit and are to be
collected from consignee, they must be shown as separate items in the Freight
Charge Column of waybills with notation opposite each item indicating the nature
of the charge, the point at which it accrued and the road to which it is due,
the Illinois Central, the Yazoo & Mississippi Valley, or the Chicago, Memphis &
Gulf.
When intermediate agents make payments for feeding, bedding and watering
livestock, they must file claim on the Auditor of Freight Receipts for relief, giv-
ing billing reference, car number, etc.
Demurrage Accruing in Transit
Agents will make a special report to the Auditor of 'Miscellaneous Receipts,
but such charges should not be carried to the monthly statement of account.
Icing Charges
Icing charges accruing in transit should be adcit*! to freight charges on waybill
and must be reported to the Manager of Perishable Freight Service on Form 104
in the same manner as at present.
Local "advances only" waybills should be made on the Auditor of Freight Re-
ceipts for the items entered in the freight charges column on interline waybills
as directed in the preceding paragraph. The "advances only" waybills must show
correct reference to the interline waybills on which the icing charges are added.
These waybills must be reported in the usual manner and mailed to the Auditor of
Freight Receipts.
Item No. 8. Only the original and one carbon copy of interline waybills shall
be made. The original must accompany the shipment as herein provided and the
copy must be retained by the agent making the waybill. No copies will be re-i
quired by Auditor of Freight Receipts of these lines or of intermediate or destina-
tion carriers.
Paragraph "c." Interline waybill, Form 157, shall also be used for astray
freight.
In addition to making free astray waybill on Form 157, agents will also make
a report of free astray freight on Form 285, the original to be forwarded to Mr.
ILLINOIS CENTRAL MAGAZINE 53
J. L. East, Superintendent Freight Service, Chicago, the duplicate to be mailed
to the loading station or point of origin of shipment. If unknown, mail same to
the Superintendent of the division on which shipment checks over, in accordance
with instructions noted thereon.
Paragraph "d." Agents must be particular to fold waybills as directed to facili-
tate handling by conductors, yard crews and others.
Paragraph "e." When a larger waybill than Form 157 is necessary on account
of the large number of consignments in one shipment, Form 157-A, which is 8*/£
inches by 22 inches, may be used.
Paragraph "f." An initial supply of waybills and carbon paper will be furn-
ished. Requisition for additional supplies must be made on the purchasing agent
in the regular manner.
Instruction to Milling in Transit Stations
(9) The new forms of interline waybills, 157 or 157-A, must be used at mill-
ing in transit stations when the milled product is forwarded to destinations on
foreign lines.
Reconsignments
(10) If a shipment covered by an interline waybill is reconsigned to a local
point on these lines, the heading of the interline waybill will be corrected and for-
warded to the new destination with the car.
(11) If a shipment covered by a local waybill or manibill is reconsigned or
diverted to a station on a foreign road, the local waybill or manibill must be taken
up at the reconsigning point and a new waybill made on Form 157, reading from
the original point of shipment, giving the same number and date, or in other words,
the waybill should be made at the reconsigning point complete as though it were
made at the original point of shipment. Correction notice should be issued show-
ing the change and forwarded to original billing point with copy of new waybill.
Original local waybill or manibill should be forwarded to the Auditor of Freight
Receipts together with copy of correction.
(12) Interline waybills, Form 157 or 157-A for cotton, must show all infor-
mation that is now shown on present form of cotton waybills, i. e., bill of lading
number, number of bales, marks, etc.
(13) Interline waybills, Form 157, for livestock, must show all notations as
to watering, feeding, resting, etc., in accordance with state and federal laws.
The waybills must also show number of head, kind of livestock, valuation, etc.,
in accordance with tariff provisions.
Passing Reports
(14) Passing Reports, Forms 714 and 715, must be made and rendered to the
Auditor of Freight Receipts the same as heretofore, except that junction passing
report of intermediate waybills, Form 715, which is now made by both forward-
ing and receiving junctions, need hereafter be made only by junction agent deliv-
ering the freight to connecting line.
(15) Receipts for shipments and waybills delivered to connecting line must
be taken the same as at present.
Stamps
(16) All stamps (other than those mentioned in the preceding paragraphs),
such as yard stamps, must be shown on the back of waybills.
(17) On interline waybills destined to stations on the Illinois Central, the
Yazoo & Mississippi Valley, or the Chicago, Memphis & Gulf Railroads, junction
agents need not show any division as revenue on such waybills will be divided
in the office of the Auditor of Freight Receipts.
Approved: F. B. SHERWOOD,
J. F. SHEPHERD. Auditor Freight Receipts.
General Auditor Receipts.
ENGINEERING-
DEP/qPTMENT
Government Requirements of Determining "Capital
Expenditures" and "Operating Expenses"
By C. C. Haire, Assistant Engineer
W
r:IEN the railroads entered into the
era commencing January 1st,
1918, after the United States govern-
ment took possession of the carriers for
the purpose of prosecuting the war,
there developed many perplexing ques-
tions in handling the expenditures of
the roads under government control.
jOne of the problems confronting
both the United States Railroad Ad-
ministration and the Corporations is
the separation of "Capital Expendi-
tures," known more commonly as Ad-
ditions and Betterments from "Oper-
ating Expenses," which is commonly
known as Maintenance. This separa-
tion is exceptionally vital now that the
operation is under federal jurisdiction
for the reason that the expenses of run-
ning the roads are government ex-
penses, whereas the expenditures for
improvements, or "Additions and Bet-
terments," are the stockholders' ex-
penses.
The determination of the difference
between expenses and improvements
has been undertaken for many years by
the railroads with varying degrees of
refinement, but it was not until recent
years that standard methods were in-
augurated by the Interstate Commerce
Commssion so as to attain uniformity.
After the Valuation Act in 1913 nu-
merous changes were found necessary
and the Classification of Investment in
Road and Equipment was issued, effec-
tive July 1st, 1914.
The valuation of the carriers necessi-
tated the installation of additional
methods in conjuncton with the ac-
counting practice outlined in the
Classification of Investment in Road
and Equipment and to attain this end
Valuation Order 3 and Valuation Or-
der 3 Revised were issued.
The two fundamental princples of
arriving at the difference between
"Capital Expenditures" and "Operat-
ing Expenses" are to put into "Cap-
ital Expenditures" the cost of improve-
ments and to assign to "Operating Ex-
penses" the original cost of the retired
property, or to charge to capital the
excess cost of an installation over the
current cost of the retired units. The
application of these principles, while
familiar to many, yet they bring about
many complex problems.
Valuation Order 3, Revised, requires
that all the facts relating to any work
involving "Capital Expenditures" be
set forth on a detailed report which,
among other things, gives all physical
facts, unit costs and many other fea-
tures. In this way all circumstances
are available that show how expendi-
tures to both "Addition and Better-
ments" and "Operating Expenses" are
arrived at.
Experience has indicated the diffi-
culty of determining the cost of work
in past years. The system outlined by
the regulations of the order will avoid
any future trouble in this respect, and
in years to come the cost of all projects
will be available as well as all the facts
pertaining to the work. It can be said
that in most cases the original cost of
54
ILLINOIS CENTRAL MAGAZINE
55
improvements is unknown, although
the cost may have been included in the
property account of the road, yet the
most exhaustive research will not show
complete costs.
The data shown on Valuation Order
3 Revised reports is a summary of all
facts that pertain to an improvement
or a piece of work and the detailed in-
formation from many sources is con-
siderable. In fact, data from many de-
partments of a railroad must be
brought together and all the items con-
solidated and combined. This can be
illustrated by a double tracking project
where land is purchased by Land and
Tax department. A construction or-
ganization starts the work, division
forces lay the track, bridge work is han-
dled by the bridge department, build-
ing work by the building department,
work by telegraph department forces,
by signal department forces, and all
others concerned. In larger works the
entire operating organization gets to-
gether and executes the work, after
which information as to physical facts
must be consolidated with the expendi-
tures and set up in a brief summary
as prescribed by the order.
There are many difficulties found in
getting all the elements of a report to-
gether, due to such reasons as those
doing the work not understanding what
is required, also to the zeal in prose-
cuting the work without regard to the
feature of including the time of labor
and material in their reports, to the
lack of system and to the non-rendition
of prescribed reports. The primary
elements of cost of any improvement
work are the labor and material costs.
Labor costs are recorded in time
books for two reasons, one for the pur-
pose of compensation and the other to
describe the kind of work or accounts
to which the time is chargeable. The
correctness and thoroughness with
which this time is distributed is the
main feature that permits of arriving
atf "Addition and Betterments" and
"Operating Expenses." If the time is
indifferently distributed, then the diffi-
culty of compiling Valuation Order
3 Revised report is enormously mag-
nified.
Materal costs are derived from va-
rious sources, such as material books
and bills or vouchers paid for materials.
Material books used to inform the
storekeeper or to "charge out" mate-
rials, should show all the material used
and all released. One of the main
things found necessary is the use of
correct description of materials, be-
cause if this is not done confusion will
always result; also in work where re-
pairs attend the performance of a work
there should be observed a careful dis-
tinction between the repair materials
and the items used in the improvement
work. This same principle should be
observed in vouchers and bills.
The requirements of this order of the
Interstate Commerce Commission also
have the need for unit quantities of
materials used in work, such as cubic
yards of grading, of masonry, of track
material units and many other units
that require careful ascertainment of
physical facts. There is also needed
the units taken out of service, or "re-
tired," in order to obtain the amount
chargeable to "operating expenses."
The preparation of plans, drawings,
contractors' bids and estimates are im-
portant factors. A plan of a completed
improvement, if it shows all the cir-
cumstances clearly with all the essen-
tial data as to property installed and
retired, giving facts such as necessary
dimensions and descriptions, is a large
factor in being able to compile a report.
A plan is a part of the report as it is
the accompanying exhibit and illustra-
tion.
Division and special accountants are
the hub of the wheel in the handling of
Valuation Order 3 Revised, as all the
information as to costs and a large part
of the physical facts must pass through
their hands. The correct procurement
and the passing of the data through
their accounts is one of the most im-
portant factors that contribute to the
successful handling of the order. If
accountants will keep in touch with all
work and see that correct labor distri-
56 ILLINOIS CENTRAL MAGAZINE
butions are being- rendered, and that ideas. If supervisors, accountants, fore-
material is reported in accordance with men, engineers and others would have
the use of same, then matters will be an occasional get-together meeting and
greatly simplified. discuss all misunderstandings, there
' It frequently happens that men per- would be less handling of incomplete re-
forming work are not aware of the re- ports, less correspondence and greater
quirements and do not know what is efficiency. The reporting of the re-
expected of them. All men in respon- quired information correctly the first
sible charge of the execution of a pro- time would lessen the work of everyone,
ject desire to handle affairs with the The separation between "Capital Ex-
least amount of lost motion, and to ob- penditures" and "Operating Expenses"
viate such conditions systematic meth- after January 1st, 1918, makes it even
ods should be used. The men origi- more important than heretofore to ar-
nating reports, and those receiving and rive at a correct distribution, and to at-
using them, should get together occa- tain the increased efficiency demanded
sionally and go over the situation so as of all due to the depletion of the rail-
to eliminate any existing doubts of the road forces in sending men forward to
needs, and to inform each other of their wm the war.
MRS. WALKER D. HINES IS ACTIVE IN HER EFFORTS TO AS-
SIST FRENCH WOMEN AND CHILDREN. ANY CONTRIBUTIONS
WILL BE GRATEFULLY ACCEPTED AND HIGHLY APPRECIATED.
May 8, 1918.
TO THE EDITOR:
Dear Sir:
The "Little Workshop of the Gros Caillou," 180 rue de Crenelle, Paris, was
organized at the outbreak of the war in 1914. Its first effort was to supply
work for French girls and women suddenly deprived of employment. Since
then, however, it has added a hand-knitted sock industry to help the old grand-
mothers of the Quarter, otherwise dependent and helpless, and so to supply
socks to soldiers at the front.
In addition to the work involved by these undertakings the devoted women
interested in the workshop, especially Mrs. Henry Conkling, an American
woman, formerly of Brooklyn, and Mademoiselle Marguerite Guilhon, 191 rue de
1'Universite Paris, have felt the necessity of helping in the care of refugees
pouring into Paris, particularly the children. But money is running short,
and since this last "drive" the need is imperative. A recent cablegram from
Paris, says:
"Plead, for $10,000. Send at once to feed children. Most important. Get it."
Alice Conkling.
Although I realize that this is a bad time to beg, with the hundreds of touching
appeals coming to all of us, and the necessity for helping in our own country,
still I feel it a duty I cannot shirk to appeal to the generosity of your readers
to help me get this money. And I feel I am justified in asking their aid be-
cause of the great debt we all owe France.
Any amount, large or small, sent to me will be gratefully received and ac-
knowledged. Every dollar, I can assure you, will be used in the wisest way
by Mrs. Conkling and Mile. Guilhon.
Yous very truly,
Mrs. Walker D. Hines,
122 E. 70th St., New York City.
It is not trie Science of curing Disease so much as trie prevention of it
tnat produces trie greatest ^ood to Humanity. One of me most important
duties of a Health Department should be tne educational service
f ~i f
* A A A teaching people how to live A A A A
House Insects and How to Destroy Them
[Continued from May Issue]
Roaches
Roaches are particulary most com-
mon pests of the house-keeper and will
soon infest any place where there is a
pantry and food. They are most com-
monly around kitchen sinks and it may
be remarked that their presence or
absence is the test of the first class
house-keeper. Roaches may be easily
destroyed by the free use of equal
parts of sodium fluoride and flour.
This is an inexpensive treatment and
very effective.
Silver Fish
The silver fish is often one of the
most troublesome enemies of books,
papers, cards, lables in museums and
starched clothing and stored food sub-
stances. One author describes this
pest as follows :
"It is a very small silvery shining
worm or moth which I found much
conversant among books and papers
and is supposed to be that which cor-
rodes and eats holes through the leaves
and covers. It appears to the naked
eye a small glittering pearl-colored
moth, which upon the removing of
books and papers in the summer, is of-
ten observed very nimbly to scud away
and pack to some lurking cranny where
it may better protect itself from any
appearing dangers. Its head appears
big and blunt and its body tapers from
it toward the tail, smaller and smaller,
being almost like a carrot."
Closely associated with this house
pest is another, named the "Fire Brat."
This insect has developed a novel habit
of frequenting ovens and fireplaces and
seemingly revels in an amount of heat
which would be fatal to most other in-
sects. It disports itself in numbers
about the openings of ranges and over
the hot bricks and metals manifesting
a most surprising immunity from the
effects of high temperature. This heat-
loving or bake-house species is very
abundant in Washington. The species
closely resembles the Silver Fish in size
and general appearance but may be
readily distinguished by the presence
of the upper surface dusky markings.
Advantange may be taken of the lik-
ing of these insects for fabrics and
other articles so that they .may be
poisoned with the use of a thin boiled
starch paste poisoned with 5 per cent
powered white arsenic. This paste
may be slipped into the crevices in and
around book shelves and backs of man-
tels, under wash boards and in the bot-
tom of drawers, same being prepared
on 'bits of card board and then allowed
to dry. These insects also succumb
to Pyrethrum and wherever this can
be applied, as on book shelves, it fur-
nishes one of the best means of con-
trol.
House Ants
It is interesting to note that of the
ants which in North 'America frequent
houses and construct their nests there-
in, practically all of them are of tropi-
58
ILLINOIS CENTRAL MAGAZINE
cal origin, and most of them are of the
Old World species. As a matter of
interest, with the exception of the Eu-
ropean meadow ant, practically all of
the ants w,hich have been introduced
into North America, either from Eu-
rope or South America are such tropi-
cal species and potential house pests.
All of these introduced species have
been brought into this country and dis-
tributed through the agency of Com-
merce.
However, none of these ants, with
the exception of the white ant or car-
penter ant, is so destructive to house-
hold effects or supplies as they are an-
noying from the mere fact of their
presence and their faculty of getting
into articles of food, particularly syr-
ups, cakes, candies, and other sweets
and cooked foods of animal origin.
Food supplies must be watched, be-
cause of a single ant having gained ac-
cess to articles of this sort, the dis-
covery is at once reported to the col-
ony and in an incredibly short time
the Premises may be swarming pro-
bably with these unwelcome visitors.
The, little red ant, or Pharaoh's ant,
is the best known house species. Two
European harvester ants have been
brought to this country by commerce
and are now fairly well established in
South America and are potential
house Pests. Six other species of Old
World tropical ants have been record-
ed as having been introduced into the
habitat of the people of North Ameri-
ca. These also have been brought in
through commerce and have gained a
foothold in the Southern states. They
are also occasionally found nesting in
hot-houses and other heated structures
in temperate regions.
One of these ants, a slender black
ant with unusually long legs and an-
tennae feelers, has earned the common
name of "crazy ant." This, from its
habit of running about with a quick,
jerky motion. This is a common spe-
cies in the green houses of temperate
Europe and has also acquired a foot-
ing in tropical Florida and has been
reported as even infesting large apart-
ment buildings and hotels in New
York City and Boston. It is also a
common house ant in the whole of the
District of Columbia. India is believed
to be the original home of this ant" and
a peculiar fact is that in the wanderings
of this species of ant in other parts of
the world, it has been accompanied by
three mess mates, two beetles and a
small cricket.
Another ant of great economic im-
portance is the New Orleans ant, .which
has obtained its name from the fact
that it has gained its first foothold in
this country in the port of New Or-
leans, having been presumably brought
from Brazil. This ant is also known
as the Argentina ant from its supposed
origin in that country. In Brazil as
well as in Argentina, it is considered a
serious pest. It is a much worse house
pest than even the red ant or any of
the other house ants and in addition,
it is a serious enemy of field and gar-
den crops as well as fruit trees. This
insect has rapidly spread from this
point of introduction from the Port of
New Orleans throughout the State of
Louisiana and has been carried by traf-
fic to California, where it has become
a serious pest to citrus orchards. It
infests principally the southern part of
California, but extends as a house p^st
as far North as San Francisco.
The carpenter ant should be consid-
ered in the list of house ants and other
exceptional circumstances, a house in-
festing species. This ant normally con-
structs its home by building galleries
in logs and dead trees not infrequently
in the case of wooden houses. It gains
access through porch beams or the un-
derpinning of such houses and then
mines and weakens the supporting tim-
bers and other woodwork. As a rule,
it affects only the decaying portions of
the wood, but at times it carries its
channels into the sound wood. Need-
less to say, the carpenter ant may
do a serious amount of damage and
his presence requires active attention.
Garden lawn ants are simple insects
ILLINOIS CENTRAL MAGAZINE
59
and do no damage. They are the most
common variety of any in this country
and require our attention only when
they become temporarily or occasion-
ally house pests in search of food sub-
stances.
Means of Controlling House and Lawn
Ants
The removal of all substances which
attract these insects is the most im-
portant first-step to be taken. Ants
are attracted by food, especially cake,
bread, sugar, meat, and similar sub-
stances which are usually kept in Pan-
tries and elsewhere. The first thing to
do is to promptly clean up all food so
that it cannot be reached by the ants.
Special care should be taken in homes
where there are children that articles
of food are not dropped on the floor
which would attract these pests. Metal
containers may be used to advantage
in safe-guarding food supplies.
If the ant nest can be located by fol-
lowing the workers back to their point
of disappearance, the inmates of a nest
may be destroyed by injecting kerosene
or gasoline in the opening by means of
an oil can or small syringe. If the
nest is in a position where it can be
easily reached, hot water can be used
instead of oil. If the nest is under the
flooring, it may be sometimes reached
by removing a section of the floor.
It is necessary to reach the colony of
ant nests and destroy them in order to
prevent their continuance for future
breeding. The most effective remedy
where it can safely 'be used in a syrup
composed of the following:
One pound of sugar dissolved in a
quart of water to which should be add-
ed 125 grains of arsenate of soda. The
mixture should be boiled and strained
and on cooling, some honey is added.
This is used on sponges and placed
where ants frequent. The idea being
that the ants will collect this poison
syrup and convey it to their nests, so
that not only the ants which collect the
syrup are ultimately killed, but the in-
mates of nests feeding on*it will also
succumb.
Employes Are Reaping the Benefit of the Hospital
Department and Are Very Appeciative
of Attention Received
Council Bluffs, Iowa, December 6th, 1916.
Dr. G. G. Dowdall, Chief Surgeon,
Illinois Central Railroad Co.,
Chicago, 111.
Dear Doctor:
I want to take this opportunity to tell you that on receipt of this letter it is just one
year since I was operated on at Mercy Hospital, Chicago, under the care of the
Hospital Department. I want to also say I have never had one day's inconvenience
since this operation and have enjoyed the best of health since that time.
I never pass a day that I do not think of the good patient treatment I received at
the hands of the Hospital Department Staff, and it is due to the skill of the Company
Surgeons that I feel as I do today.
I have one chronic ailment though and that is to boost our Hospital Department and
its faithful, kind, efficient force and its treatment of the boys who go to them. Give my
kindest regards to members of the Hospital Department Staff at Chicago.
With feelings of gratitude to yourself arid your force, I am,
Yours truly,
(Signed) J. R. NEWCOMB,
M. C. B. Clerk,
Council Bluffs, Iowa.
IQkpartmmt
Portable Key- Way Milling Device for Piston Rods,
Crossheads, Etc.
p H9TOGRAPHS .of useful shop de-
vices are shown herewith for the
purpose of stimulating the idea of im-
provement in portable shop tools:
Fig. 1 : — Shows the device constructed
in particular for adaptation and clamp-
ing to the crosshead end of piston rods
for the purpose of producing mechan-
ical means for milling the key- way. The
device in this instance consists of the
two V clamps A. A. of suitable dimen-
sions to grip the body of piston rod.
Adjustable screws B. B. are provided
in the bottom clamp in order to make
the device secure on the various diame-
ter of rods. Each of the V clamps have
a perforated lug at their apex in which
slides the guide stems C. C, said stems
being connected by a cross arm, D., thus
forming a yoke. In the center of the
stems are rectangular projections pro-
vided with bushing in which rotates a
spiral fluted milling cutter.
As preliminary to 'the operation, a
hole is drilled at the extreme end of the
key way, for the insertion and start-
ing point of milling cutter which is pro-
pelled by an air motor or by an electric
motor. The hand feed screw, E., with
saddle-collar, F, against piston rod,
creates the travel of milling cutter.
After all adjustments of the device
are made, the actual time necessary for
cutting a key-way in a 4" iron rod, will
not exceed six (6) minutes. Ordinarily,
an open hearth steel rod requires about
seventeen (17) minutes. The operation
eliminates all chipping and filing which
fact will be appreciated by machinists
accustomed to do this work by hand,
which ordinarily takes between four and
five hours of handwork.
Fig. 2 : — Illustrates the same principle
as shown in Fig. 1, with the clamping
means, however, designed for applica-
tion to the hub of crossheads.
It is estimated that savings in actual
time effected by the use of the devices
sum up to about $2.00 for each key way.
The machines have been in constant
use for about two years at the Vicks-
burg Shops, being the product of Ma-
chine Shop Foreman E. G. Detrick, who
is the patentee.
60
Fuel Economy Meeting
Extracts from minutes of meeting held in the office of the General Manager,
Friday April 26, 1918, to discuss fuel economy.
'"pHE meeting was called to order at 9:00 a. m. by General Manager Clift,
whose opening remarks were as follows:
"On July 26, 1916, at the call of former General Manager Foley, you were as-
sembled in a meeting to discuss ways and means of promoting fuel economy. It
is unnecessary, I am sure, for me to state that this meeting is called for the same
purpose. The terrific world conflict now raging emphasizes the fact that the sub-
ject is now of greater importance than ever before, and imperative necessity de-
mands, therefore, a correspondingly greater effort on our part to accomplish still
greater economies in the handling and use of fuel and the elimination of waste.
To you gentlemen there was delegated the duty of selecting, purchasing, inspect-
ing and distributing fuel ; and there is no question but that the progress we have
already made is the result of your able and conscientious effort and study, and the
observance of your instructions. You have reached the doctrine of maximum
efficiency with minimum use from east to west, from north to south you have
been assisted by those able champions of fuel conservation, Dodge and Lindrew,
whose earnest efforts have been rewarded, and must, and will, be further re-
warded by the entire elimination of waste. During the past year unforseen, and
unusual, events have occurred, which have depleted our ranks, and the places
of the boys who are now "over there" are filled by new recruits, not only on the
deck of the engine, but at the throttle. These new men will do their bit, and are
anxious to do it, but they must nevertheless go through the school of experience
and receive from you the direction and assistance they need, which you will cheer-
fully give.
A continuation of that second practice of purchasing the best power, housing
and maintaining it in a 100 per cent condition, operating it with regular men
whose ability and loyalty is unexcelled, justifies me in appealing to you for that
full measure of co-operation which will enable us to save at least 10 per cent each
year over the previous year. Our minimum goal is to effect a saving of at least
$30,000.00 per year on each division, and, say, $20,000.00 per year for each ter-
minal, in which event we would have a reduction of approximately $500,000.00
per annum. If we accomplished this, in the handling of the same or a greater
amount of business, no one may say our work has not been well done."
Mr. Clift presented statistics showing the cost per ton, the. coal consumed
per 1,000 gross ton miles, 100 passenger car miles, and per switch engine miles
for the years ending December 31, 1917, 1916, and 1915. Also statistics for the
years ending December 31, 1917 and 1916, showing tons of coal consumed, total
cost of mileage, stastistics by Divisions.
There were present at the meeting, in addition to the General Manager, the
Assistant to the General Manager, General Superintendent of Motive Power,
Superintendents of Motive Power, General Superintendent of Transportation,
Engineer of Maintenance of Way, General Superintendents. Assistant Purchas-
ing Agent, General Claim Agent, Transportation Inspectors, Superintendents,
Terminal Superintendents, Traveling Engineers, and Fuel Inspectors.
The entire matter of Fuel Economy was gone into in detail, and each of those
who attended the meeting was called upon for remarks, all of which relate to
the best methods, in their judgment for fuel conservation.
A sufficient number of copies of the minutes of the meeting were made to
furnish one to each of those who was in attendance, and the request is made
that requisition for such be forwarded at once and the information contained
therein be disseminated to the rank and file.
61
CLEANINGS
//*
vm me
CIAIMS DEPARTMENT
Jnterosting - jVews - of- "Doings • of
Claimants - Jn • and • Out • c/* Cowt
.RAILROAD ADMINISTRATION.
OUTLINES WHAT SHALL
BE DONE WITH PER-
SONAL INJURY
CLAIMiS.
The Regional Directors of the
United States Railroad Administration
have sent out a notice to every Rail-
road and Terminal Company under
government control, reading as fol-
lows :
"The Federal Control Act contem-
plates that suits for personal injuries
may be brought as heretofore, but pro-
vides that executions may not be
levied on the property of the carrier
while in the possession of the govern-
ment. ' This means that while a judg-
ment may be recovered, it devolves
upon the Director General to provide
for payment, and this places upon him
the responsibility of considering the
merits of the claims and the persons
to whom payment is made. It is the
desire of the Director General that
justice shall be done to all employees
who are injured in the discharge of
their duties. This does not mean that
verdicts based upon prejudice or pas-
sion shall be paid or that large sums
shall be paid by the Government to.
attorneys and solicitors who have no
claim upon the government. The
right is reserved to consider the mer-
its in determining what provision shall
be made.
"It will be the policy of the Govern-
ment to discourage litigation, and to
deal directly with injured persons, to
the end that the injured persons may
receive the benefit of any amount
which the Government pays, without
the expense of litigation and without
being compelled to turn over one-
third or one-half to an attorney. You
may, therefore, let it be known that
such claims will be considered on their
merits.
"As to fee contracts : You are au-
thorized to exercise a wise discretion,
and are not required to make payment
as provided therein, but only on such
62
ILLINOIS CENTRAL MAGAZINE
63
terms as will enable the person injured
to receive just treatment. If the con-
tract is unjust you may pay the attor-
ney such reasonable sum as will pay
him for the services actually rendered."
J. TUMINELLO LOSES $10,000
LAW SUIT AGAINST
Y. & M. V. R. R.
A good illustration of how rail-
roads in Mississippi were harassed by
frivolous litigation is afforded by the
suit of J. Tummello vs. the Yazoo &
Mississippi Valley Railroad Company
for $10,000, tried during the. last term
of court at Clarksdale, Miss., resulting
in a jury verdict for the railroad.
This case was such a flagrantly un-
just one that Mr. C. H. Markham,
president of the road, wrote an open
letter regarding it, which was pub-
lished April, 1917, and copied in the
columns of this magazine. Mr.
Markham recited the fact that on
June 11, 1911, the Gulf Compress at
Clarksdale and a lot of cotton were
burned, and suits were later filed
against the Y. & M. V. R. R. Company
in Chicago on behalf of the insurance
companies who sought to recoup their
losses ; that this case was tried in 1916
and won by the railroad; that it was
charged in that suit that a spark from
an engine handling a special train set
out the fire, due to the fact that this
special train was running by the com-
press, situated about a mile south of
the depot, at a very high rate of speed.
As Mr. M'arkham stated, J. Tuminello
of Clarksdale, Miss., chartered this
train to carry himself and family to
Greenville to be present at an opera-
tion upon his wife.
At the trial of the fire suit J. Tumi-
nello and his relatives, who were on
the train, were introduced by the
Railroad Company, and they testified
that the train ran very slowly until it
reached a point south of the compress.
By other witnesses the railroad
showed that the train was gotten
ready in a great hurry, and that while
at the depot at Clarksdale the firemen
turned on the injector, forgot it and
filled the boiler so full of water that
the engineer could open the throttle
but a short distance until he had run
a few miles and worked some of the
water out of the boiler.
Clarksdale attorneys were associated
as counsel for the plaintiff in the fire
suits. After that suit was tried these
same attorneys filed suit at Clarksdale
for Tuminello to recover damages for
mental anguish he sustained six years
before because the train ran so slowly,
charging that it was due to the negli-
gence of the railroad in filling the
boiler of the engine so full that it
could not be properly operated, in the
face of the fact that the train made
the trip to Greenville in thirty minutes
less time than No. 15 is scheduled to
make, and No. 15 is the fastest train on
the Y. & M. V.
Mr. Mlarkham closes his letter by
saying :
"We no longer look with levity upon
these frivolous law suits. They have
become serious matters with us. We
are trying to let the public know about
them, because we feel that the public
believes in the spirit of fair play."
Just how serious such matters are
the experience in this case shows.
The suit was set for trial May 8th, but
the trial was not started until the 13th.
The railroad was compelled to pro-
cure the attendance of the railroad
agent at Clarksdale, its district surgeon
from Greenville, a fireman, hostler, en-
gineer, general foreman, conductor,
two dispatchers, all of whom were em-
ployed on the railroad; an ex-employe
now at Little Rock with the Frisco
Railroad, and an ex-train porter, be-
sides the City Court Clerk of Clarks-
dale. All of these witnesses, except
two, were nonresidents of Clarksdale.
Yet the railroad had to have them in
daily attendance, as it could not be de-
termined when the case would be
reached.
The time and expenses of these wit-
nesses, paid by the railroad, totals
$584.45. Besides this, of course, there
64
ILLINOIS CENTRAL MAGAZINE
was the time and expense incurred in
investigating the case, correspondence
and telegrams sent in locating and
procuring the attendance of witnesses,
and the fees of attorneys who tried the
case ; then there was the expense of the
taxpayers of Coahoma County for the
time of the court and its attaches and
the jury. In all, no doubt, the case
required an expenditure of more than
$1,000.00.
The mere statement of the cause of
action and the fact that the suit was
not filed for six years after the trip
complained of at once convinces any
fairminded person that it was wholly
without merit.
MIKE HARRINGTON, THE DAM-
AGE SUIT LAWYER, IN
THE COILS
Mike Harrington, \the "well-known
damage suit lawyer of O'Neill, Neb.,
who has been a thorn in the flesh of
the railroads of the Northwest for
many years, will probably not be in
position to bother the railroads any
more for some time to come. He was
recently tried in the Federal Court at
Omaha on the charge of obstructing
public justice and corruptly and un-
lawfully intimidating one Mary Pitt-
man, a witness in a white slave case at
Sioux City. Convicted along with
him on the same charge were four oth-
ers. The indictment charged that
Harrington concealed Mary Pittman
for some time at the home of one of
the defendants at Omaha, and there-
after sent her, in company with an-
other of the defendants, to Winnipeg,
Canada, for the purpose of preventing
her appearance in the United States
Court at Sioux City and there giving
her testimony.
The case grew out of the prosecu-
tion of Charles T. Anderson, a hotel-
keeper of Ainsworth, Neb., who was
arrested in 1915 on the charge of tak-
ing a woman from Ainsworth, Neb.,
to Sioux City, la., for immoral pur-
poses. Anderson's trial was set for
May, 1916, but at that time Chief
Eberstein of the Federal Bureau of
Investigation and his agents were un-
able to find the woman, Mary Pitt-
man, who was being held as a govern-
ment witness. Later she was brought
back from Canada, whereupon Ander-
son pleaded guilty to the white slave
charge, and was sentenced to two
years in the penitentiary, which sen-
tence he is now serving.
Mike Harrington made a fortune out
of suing the railroads in damage cases.
He probably would now gladly give up
all of his gain to be free of the gov-
ernment's charge against him.
Mike succeeded in getting his
clutches pretty deeply into the treas-
ury of the Illinois Central in three
cases, all of which were looked upon
by the Company as being totally de-
void of real merit. One of these cases
was that of Mrs. Ruth MlcHenry Mor-
rison, of Dow City, la., who claimed
to have sustained injuries while
alighting from train No. 14 at Denison,
la., July 19, 1914. She employed Mike,
who filed a suit against the Illinois
Central for $15,000.00 at his home
town of O'Neill, Neb., securing service
by attaching funds belonging to the
Illinois Central held by other Railroad
Companies in the State of Nebraska.
He also filed suit in behalf of the
woman's husband, Earl Morrison, for
loss of services of his wife for the sum
of $30,000.00. This suit was filed at
O'Neill in the same manner as the
wife's suit was filed. Mrs. Morrison's
case was tried and resulted in a ver-
dict against the Company for $7,500.00,
which was later affirmed by the Su-
preme Court of Nebraska. The judg-
ment, interest and costs in this case,
which the Company had to pay,
amounted to $8,891.97. The hus-
band's case for loss of services was
later compromised by the Company
for $1,250.00. The net result of these
two cases was that the Company was
gouged out of $10,141.97, in addition
ILLINOIS CENTRAL MAGAZINE
65
to the costs of the trial of Mrs. Morri-
son's case.
It was alleged that Mrs. M'brrison
caught her heel in a defective step of
the car from which she alighted. It
happened that the car involved was one
of the Company's new steel cars and
that the steps were in perfect condi-
tion. In fact, the new paint had not
even been worn off the steps. The
proof showed that Mrs. Morrison was
always frail, delicate and deformed,
having been born with only one arm.
Many witnesses who had known her
practically all of her life testified that
they could not see any difference in
her appearance after the alleged in-
jury, but testimony for the railroad
counted for nothing in this case. It
was the wiles of Mike Harrington that
counted. He only introduced two wit-
nesses. One was the woman herself
and the other was her husband.
The other case in which Mike fas-
tened his fangs into the Illinois Cen-
tral treasury was that of George R.
Williams, who sued the Illinois Cen-
tral for $40,000.00 at Jackson, Miss.,
for alleged injuries sustained at Mem-
phis, Tenn., M;arch 15, 1913, while
working as a switchman. fWilliams
feigned paralysis and fooled a number
of doctors about his true condition.
The jury was completely taken in by
the plausibility of his testimony and
awarded him $15,000.00, which was
later affirmed by the Supreme Court
of Mississippi. The judgment and in-
terest paid by the Company in this
case amounted to $17,540.00. In addi-
tion, the Railroad Company had to
bear the expense of assemblng wit-
nesses from all parts of the country
at Jackson for the trial. After the
money was paid Williams became the
champion golf player of his home
town of Atkinson, Neb.
What Mike did to the Illinois Cen-
tral amounted to but a drop in the
bucket compared to what he did to
the railroads of the Northwest in years
gone by. The railroads will probably
not sympathize very much with him
on account of his present predicament.
THE SECOND JURY REFUSES
TO RESPOND
The Clarksdale Challenge of May
17th carried the following item:
"A verdict was rendered in favor of
the railroad in Circuit Court here
Saturday in the case of Mrs. Ruth
Green, of Jonestown vs. Y. & M, V.
R. R. for $50,000.00 damages for the
death of her son. The jury voted 9 to 3
in favor of the railroad. The son of
Mrs. Green was killed at Penton, Miss.,
on October 4, 1916, when the automo-
bile in which he was riding was struck
by a Y. & M. V. train. Young Peter-
son was also killed in the wreck and
two others badly injured. The suit
has attracted much interest and occu-
pied several days of the court's time.
This makes the second trial of this
suit, the first, like the latter, resulted
in a verdict for the Railroad Com-
pany, but for some reason Judge Al-
corn set aside the verdict of the twelve
men and ordered another trial."
The setting aside of the verdict for
the railroad on the former trial, as
stated by the Challenge, did not do
Mrs. Green any good, as the result of
the second trial is the same. It did,
however, double the expense for the
railroad and for the taxpayers of
Coahoma County. The railroad, out
of sympathy for Mrs. Green, offered
to pay her $1,000.00 shortly after the
accident occurred, but she had been
advised by the best legal authority in
Coahoma County, so she said, that she
could easily get $10,000.00 through a
suit.
The amount saved the company by
her refusal to accept the compromise
will probably cover the expense of the
trials, so that; the railroad is none the
worse financially, but Mrs. Green has
lost $1,000.00, which presumably would
have been of considerable assistance to
her.
66
ILLINOIS CENTRAL MAGAZINE
STATE COUNCIL OF DEFENSE
OF MISSISSIPPI WILL EN-
DEAVOR TO CONSERVE
LIVE STOCK
On the 7th of May representatives
of the Claim Departments of most of
the Mississippi lines met at Jackson,
Mass., to collect information about the
number of head of live stock killed
by locomotives in the state during the
year 1917, and the amount paid by the
Railroiad Companies in settlement of
claims on account of this live stock, for
the purpose of reporting the whole mat-
ter to the Mississippi State Council of
Defense. Mr. E. W. Sprague acted as
Chairman, and Mr. M. M. Robertson, of
the A. & V., acted as Secretary. All of
the railroads were not represented at the
meeting, but from the actual figures
presented by those represented, and
estimating the number of head of stock
killed by the railroads not represented
and the amount paid by them, it was
concluded that approximately 7,500
head of stock were killed by the rail-
roads of Mississippi during 1917, and
that they paid out a quarter of a mil-
lion of dollars in settlement of these
claims. A Committee was appointed
to present the rriatter to the State
Council of Diefense, with the view of
asking that body to take some action
to conserve the live stock of the State
during the period of the war. After
the meeting the Committee called
upon the officers of the State Council
of Defense, and they enthusiastically
agreed to follow the plan adopted in
Louisiana of sending out pledge cards
to all stock owners located near the
railway tracks. The stock owners will
be asked to sign these cards pledging
themselves to keep their live stock en-
closed during the period of the war.
The Jackson Daily News of May 16th
commented editorially upon the move-
ment as follows :
"A work well worth while has been
undertaken by the State Council for
Defense.
"Letters are being sent out to owners
of live stock urging them, as a food
conservation measure, to keep their
stock away from the railroad tracks.
"During the year 1917 nearly 8,000
head of live stock, chiefly animals used
for human food, were killed by railroad
trains in this state.
"In practically every instance these
accidents were unavoidable. The en-
gineer simply could not stop his train
in time to prevent collision with the
animal that had strolled onto the tracks.
"Aside from the fact that in prac-
tically every instance the railroad had
to pay for the animal killed, thus de-
pleting its revenues so badly needed
for maintenance and improvements,
the number of animals killed during
the year was enough to feed a large-
sized army.
"Again, whenever a train strikes a
cow, a horse or a hog, the lives of the
passengers aboard are placed in
jeopardy. The worst wrecks in the
history of American railroads have
been caused by striking animals tres-
passings on the right of way.
"But the most important phase of
this truly important question is the
conservation of food. Our boys in the
trenches cannot fight unless they are
fed. We have been observing wheat-
less days and meatless days in their be-
half, and yet each year we are unneces-
sarily destroying meat-producing ani-
mals worth millions of dollars — just be-
cause the owners of these animals are
careless.
"Statistics recently compiled show
that during a period of five years the
railway lines in Mississippi, Missouri,
Arkansas and Louisiana killed nearly
160,000 head of live stock. If this num-
ber of animals were loaded in freight
cars it would require nearly 1,000 trains
of thirty cars each to carry them to
market. The cars would stretch down
the track for a distance of nearly
twenty-five miles.
"The slaughter of live stock by the
railroads is wanton waste, and, as the
State Council of Defense points out,
it is our patriotic duty to see that it is
checked."
ILLINOIS CENTRAL MAGAZINE
67
Some people were made to be soldiers,
But the Irish were made to be cops.
Sauerkraut was made for the Germans,
JAnd sphagetti was made for the
wops.
Fishes were made to drink water,
Bums were made to drink booze.
Banks were made for money,
And money was made for the Jews.
Everything was made for something,
Most everything but a miser.
God made Hoover for food adminis-
trator,
But who in the h — 1 made the kaiser?
—Ex.
AIRPLANE CRASHES INTO
FREIGHT; TWO INJURED
Lieut. Russell Bandy, an English av-
iator instructor, and Harry Buchanan,
a student pilot, are in the John Warner
hospital suffering from severe inju-
ries received when their airplane hit a
moving freight train and crashed to
the ground near the George Payne
place northeast of Clinton Sunday af-
ternoon, April 28th, about 5 :30 o'clock.
This machine was one of five which
participated in the Liberty day demon-
stration in Taylorville and was the
second one to meet with an accident
before returning home.
The machines were scheduled to fly
over Clinton Friday, en route to Ran-
toul, but this was called off when the
machine manned by Lieut. Aney, who
was commander of the squadron, met
with an unfortunate accident just after
leaving Taylorville. In some manner
he lost control of his machine and it
crashed to the ground and is now lying
in a wheat field near Taylorville broken
and beyond repair. Aney escaped un-
injured. The second machine re-
turned to Rantoul via Decatur and the
other three passed over Clinton Sun-
day.
Crashes Into Train
The first machine flew over about
3 :30 o'clock Sunday afternoon and the
other two followed about 5. The last
two machines stopped in Clinton to take
on gas. After circling about the city
several times they alighted near the
Payne farm northeast of Clinton. After
taking on the gas one of the machines
started and the driver of the other mo-
tioned him to go on.
As near as it could be learned from
those who saw the accident, the in-
structor allowed the student to guide
the machine. They had not got up in
the air very high when the instructor
noticed that the student could not han-
dle the machine and he told him to
"take to the ground." In doing so the
student was a little too fast and the
nose of the machine struck a moving
freight train. The machine then
crashed to the ground, pinning the oc-
cupants under it.
The Oakman ambulance was called
and the injured men removed to the
hospital, where Drs. G. S. Edmonson,
W. R. M>arsh and C. S. Bogardus, were
waiting to give them medical attention.
The instructor had a fractured hip, cuts
on his face and head, and the student
had a broken jaw, and other injuries.
A telephone message was sent im-
mediately after the accident to Maj.
Krapp, in charge of the field at Ran-
toul. The machine is almost a total
wreck, but will be sent back to Ran-
toul for repairs. — Decatur (III.) Her-
ald, April 29, 1918.
THE SPIRIT OF THE TIMES
Attorney G. Odie Daniel, of Starkville,
Miss., was handling a claim for stock
killed for G. R. Mcllvaney, of Sturgis,
Mliss. Claim Agent J. L. Scott offered
$50.00 in compromise of the claim.
Mr. Daniel wrote Mr. Scott under date
of May 18th, a letter reading as fol-
lows:
"Replying to your favor of yester-
day, beg to say that I am going to ac-
cept your proposed compromise set-
68
ILLINOIS CENTRAL MAGAZINE
tlement of $50.00, without further hag-
gling. I appreciate the fact that the
Government has charge of the rail-
roads now, and it is the duty of all of
us to adjust these matters in the most
economical way possible, and I trust
that Mr. Mlcllvaney will feel satisfied
with this settlement, though his loss
might have been greater. I shall,
therefore, thank you to send to him di-
rect, at Sturgis, your voucher for this
amount. And I will add that for the
purpose of effecting this settlement on
the basis mentioned, I am charging
Mr. Mcllvaney no fees whatever."
advice given the injured persons or
their families by self seeking individ-
uals.
ESTELLA HARRIS AND HER
LAW SUIT
In the year 1916 considerable trouble
was experienced on a portion of the
New Orleans Division by unknown
parties shooting negro brakemen on
freight trains. Several brakemen were
killed or injured in that way. On Aug-
ust 26 of that year Alex Harris, colored
brakeman on train No. 91 running be-
tween Vicksburg and Wilson was
shot near Hamburg, Miss., and later
died. It was impossible to ascertain
who did the shooting. Small donations
having been made to the families of
other brakemen who had been killed
in this way, $350.00 was tendered the
widow of Harris, which she spurned,
and a suit for $20,000.00 was filed in
the Circuit Court of Warren County.
Before it was reached for trial, the
Law Department offered $500.00, but
this was also* refused. After trial, the
jury promptly returned a verdict for
the railroad.
The belief still persists in the minds
of some that the railroad is liable every
time anything happens to an employe
on duty, and there are also some who
profess to believe that the officials of
the company never offer to pay any-
thing unless they know the company is
liable. Those who felt that way about
the Harris suit now, no doubt, have
discovered their mistake. These mis-
takes are usually made, however, be-
cause of misrepresentations and poor
STUPENDOUS FIGURES SUED
FOR; SMALL SUMS RE-
COVERED
On the docket of the Warren
County, Miss., Court for the April
term, which ran from April 22nd to
May 17th, there were twenty-one per-
sonal damage suits against the Y. &
M. V. Railroad Company, in which the
damages claimed totaled $207,000.00.
Five of these cases, in which the de-
mands amounted to $32,000.00, were
compromised for $625.00; one, in which
the amount sued for was $25,000.00,
resulted in a verdict for $750.00, and
another, where $20,000.00 was asked,
was tried and a verdict obtained for
the railroad. So these six suits, with
aggregate demands of $77,000.00, were
disposed of at a cost of $1,375.00, or
about 1% per cent of the amount sued
for.
The remaining fourteen cases, in
which the total demanded was $130,000,
were continued at the instance of the
plaintiffs. Should they cost the com-
pany at the same rate, the total
twenty-one cases, in which the de-
mands amounted to $207,000, would re-
sult in a recovery of $3,708.32.
Could other comment be more ex-
pressive as to the frivolous nature of
this litigation and the absurdity of the
demands mentioned in the suits?
Of the fourteen cases so willingly
continued by the plaintiffs, but one is
for actual personal injuries sustained.
In one a passenger claimed the ticket
agent accused her of trying to pass a
counterfeit bill ; another one by an ex-
employe who claimed libel and slander
because of a letter written in connec-
tion with time checks; one is for hav-
ing to sit in a cold depot ; two alleged
mistreatment by the conductor, five
for being carried a short distance beyond
their stations and having to walk back,
and one because the plaintiff missed
the train.
ILLINOIS CENTRAL MAGAZINE
69
MISSISSIPPI CLAIM AGENTS
GET TOGETHER
On the 7th ult. The Mississippi Rail-
way Claim Agents Association was or-
ganized at Jackson, Miss. The Associa-
tion will include in its membership the
representatives of all steam and electric
lines operating in the state. The fol-
lowing officers were elected to serve
during the first year : ,
President — Mr. Ml M. Robertson,
A. & V. Ry. Co., Vicksburg, Miss.
Vice-President — Mr. E. R. Cassidy,
N. O. G. N. Ry. Co., Bogalusa, La.
Secretary and Treasurer — Mr. H. G.
Mickey, I. C. R. R. Co., Jackson, Miss.
The first regular meeting of the As-
sociation was held at Jackson on the
7th inst, and meetings will be held
every three months in the future.
These meetings will enable the claim
representatives of the state to become
acquainted with each other and to ex-
change views and experiences relating
to the handling of claims for the rail-
roads with the view of bettering con-
ditions.
FROM THE LAW DEPARTMENT
Biographical Sketch No. 35
CHAP L. ANDERSON
70
M
ILLINOIS CENTRAL MAGAZINE 71
CHAP L. ANDERSON
Local Attorney, Illinois Central R. R. Co.
Kosciusko, Miss.
R. CHAP L. ANDERSON was born March 15, 1845, in Noxubee County,
Mississippi, where he attended common school until the Civil War. On
March 5, 1862, he enlisted as a private in the 39th Mississippi Infantry Regi-
ment and was promoted through successive grades of non-commissioned officers
until July, 1864, when he became Second Lieutenant of Cavalry, in which capacity
he served until the close of the war. He entered the University of Mississippi in
January, 1866, taking a partial course in the literary and law departments. Hav-
ing settled in Kosciusko, Miss., he commenced the practice of the law there on
February 14, 1868, and was Mayor of that City in 1874-1875. He was a
member of the State Legislature of 1880 ; elected to the 50th Congress in 1886,
re-elected to the 51st Congress; and was United States District Attorney for
the Northern District of Mississippi in 1896-1897. He was appointed Local
Attorney of the Chicago, St. Louis & New Orleans Railroad Company in 1876
for Attala County, Mississippi, and continued in that office until this road was
leased to the Illinois Central Railroad Company in 1882, at which time he was
appointed Local Attorney for the new road, he has served the company faith-
fully ever since. He is one of this company's most valued and trusted attorneys.
UNITED STATES DISTRICT COURT, DISTRICT OF MINNESOTA,
FOURTH DIVISION.
Avis Dooley, Plaintiff,
vs.
Pennsylvania Railroad Company, Defendant.
Chicago, St. Paul, Minneapolis & Omaha
Railway Company, et al, Garnishees.
ORDER QUASHING GARNISHMENT PROCEEDINGS
AND DISCHARGING GARNISHEES.
The above entitled cause came on for hearing upon the motion made on
behalf of the defendant Pennsylvania Railroad Company to quash the gar-
nishment proceedings heretofore commenced and discharge the several
garnishees. The ground of the motion relied upon at the argument was
that the traffic balances in favor of the Pennsylvania Railroad Company in
the possession of the garnishees or any of them are not garnishable because
of the provisions of the proclamation of the President of the United States
dated December 26, 1917, relative to government control of the railroads,
and especially the provision of said proclamation reading as follows :
"Except with the prior written assent of said director, no attach-
ment by mesne process or on execution shall be levied on or against
any of the property used by any of said transportation systems in
the conduct of their business as common carriers ; but suits may be
brought by and against said carriers and judgments rendered as hith-
erto until and except so far as said director may, by general or special
orders, otherwise determine."
Messrs. Moore, Oppenheimer & Peterson appeared in behalf of said mo-
tion ; and Wm. A. Tautges, Esquire, in opposition thereto.
Said motion was made on all the files and proceedings in said action and
in the garnishment proceedings. And the court having heard the argu-
ments of counsel, and duly considered the same, together with all the files
and records in said action and said garnishments proceedings hereby,
ILLINOIS CENTRAL MAGAZINE 73
ORDERS, that said garnishment proceedings be, and the same are hereby,
quashed, and the garnishees discharged.
Dated May 10th, 1918.
(Signed) WILBUR F. BOOTH,
Judge.
MEMORANDUM
The main facts upon which the present motion is based are not in dispute.
The garnishment summons was served on the several garnishees on January
29, 1918. Notice was thereafter given to the defendant company as required
by statute. Disclosures were had, showing that several of the garnishees
had on the date of the service of the garnishee summons certain traffic bal-
ances in their hands belonging to the defendant Pennsylvania Company. It
is admitted that the defendant company and the several garnishee companies
had all been taken under federal control prior to the garnishments.
The ground relied upon at the argument of the motion to quash was that
by virtue of the provision in the proclamation of the President of the United
States, dated December 26, 19^17, the traffic balances aforesaid were not gar-
nishable. The provision in said proclamation referred to is as follows:
"Except with the prior written assent of said director, no attach-
ment by mesne process or an executon shall be levied on or against
any of the property used by any of said transportation systems in
the conduct of their business as common carriers ; but suits may be
brought by and against said carriers and judgments rendered as
hitherto until and except so far as said director may by general or
special orders, otherwise determine."
It is admitted that no written consent of the director mentioned in said
above-quoted clause has been obtained granting the levy of the garnishment.
It is claimed, however, by the plaintiff, first: that this particular clause of
the proclamation is without warrant of law; second: that traffic balances are
not included within the terms of said clause. In other words, that such
traffic balances are not "properly used by any of said transportation systems
in the conduct of their business as common carriers."
As to the first ground: The law pursuant to which the President's proc-
lamation was issued is found in section 1, chapter 418, 39 Stat, page 645.
It reads as follows :
"The President, in time of war, is empowered through the Secre-
tary of War, to take possession and assume control of any system or
systems of. transportation, or any part thereof, and to utilize the
same to the exclusion as far as may be necessary of all other traffic
thereon, for the transfer or transportation of troops, war material
and equipment, or for such other purposes connected with the emerg-
ency as may be needful or desirable."
It is elementary that what is implied in a statute is as much a part of it as
what is expressed.
County of Wilson vs. National Bank, 103 U. S 770, 778.
City of Little Rock vs. U. S., 103' Fed. 418, 420.
It is also elementary that when a power is conferred by statute everything
necessary to carry out the power and make it effectual and complete will be
implied. ,
26 Am. & Eng. Ency. of Law, 2nd Ed., p. 614, and cases cited.
This is the same principle that is well established in the law of agency.
Meachem on Agency, 2nd Ed., sec. 789.
74 ILLINOIS CENTRAL MAGAZINE
In the statute above quoted the President was authorized to "take posses-
sion, assume control and utilize" any system of transportation. It needs no
argument to show that it was necessary in order that these powers be made
effective that the possession, the control, and the utilization of the properties
should be exclusive, and not subject to interference by private parties.
The clause in the President's proclamation prohibiting levies by lien or
final process was therefore fully authorized and was valid.
The second contention, viz : that moneys constituting traffic balances do
not come within the purview of the proclamation, in other words, are not
"properly used by any of said transportation systems in the conduct of their
business as common carriers," in my judgment can not be sustained. Cer-
tainly cars, engines, coal, machinery, would all be clearly within the terms
used. Moneys coming in as traffic balances are simply earnings constitut-
ing a revolving fund, and form a part of a working, or liquid, capital. Such
a fund is just as necessary to the successful operation of a railroad as cars,
engines or coal. This liquid capital may be part of a wage fund today, part
of a coal-purchasing fund tomorrow, part of a car rental fund the day after.
The court will take judicial notice that no railroad system can be successfully
operated without such a fund. The tying up of such a fund would clearly
be detrimental to the successful operation of a railway system in the same
way that the seizure of any other of its property would be.
I am clearly of the opinion that these traffic balances involved in the pres-
ent matter are within the scope of the language of the President's procla-
mation, and are therefore not subject to garnishment.
(Signed) WILBUR F. BOOTH,
Judge.
A—DIRECTOR GENERAL ORDERED ADVANCES IN FREIGHT
RATES, PASSENGER FARES AND BAGGAGE CHARGES.
In his general order No. 28 of May 25, 1918, the director general of railroads
found and certified to the Interstate Commerce Commission that in order
to defray the expenses of federal control and operation fairly chargeable to
railway operating expenses and also to pay railway tax accruals other than
war taxes, net rents for joint facilities and equipment, and compensation
to the carriers operating as a unit, it is necessary to increase the railway
operating revenues ; that the public interest requires a general advance in all
freight rates, passenger fares and baggage charges on all traffic carried by all
railroads and steamship lines taken under federal control, under the act of
congress, approved August 29, 1916, be made by initiating such rates, fares,
charges, classifications, regulations and practices by filing the same with the
commission under authority of the act of March 21, 1918 ; and the exhibit of
21 sections, made a part of said order, provides in substance that, effective
June 25, 1918, as to freight rates, and June 10, 1918, as to passenger fares and
baggage charges, that both interstate and intrastate class rates shall be
advanced by 25 per cent, governed respectively by these four classifications :
Official, southern, western and Illinois, all other state classifications being
canceled ; that after su,ch increase of 25 per cent no rates shall he applied on
any traffic moving under class rates lower than the amounts named, which,
on first class, for example, is 25 cents per 100 pounds. The rates on coal,
where now 0 to 49 cents per ton, are advanced by 15 cents, as a minimum.
The maximum advance is 50 cents per ton, where the rate is now $3 or higher.
Similar advances are made on other commodities, for example, stone, 2 cents ;
sand and gravel, 1 cent ; brick, 2 cents ; cement, 2 cents ; lumber, 25 per cent,
but not exceeding 5 cents ; wheat, 25 per cent, but not exceeding 6 cents, the
ILLINOIS CENTRAL MAGAZINE 75
i
rate on other grain to be not lower than the new wheat rates ; cotton, 15 cents,
the rate on cotton linters to be not lower than the new cotton rates; and
there is a general provision that interstate commodity rates not specifically
mentioned are to be advanced 25 per cent.
It is further provided that intrastate commodity rates shall be canceled
where intersate commodity rates are published on substantially the same com-
modities between the same points, and the interstate rates are increased under
this order; that all intrastate rates shall be filed with the Interstate Commerce
Commission; that the minimum charge on less than carload shipments shall
in no case be less than 50 cents; that the minimum charge for carload ship-
ments be $15 per car, but that this does not apply to charges for switching
service; and that while established rate groupings and fixed differentials are
not required to be used, their use is desirable if found practicable, even though
certain rates may result which are lower or higher than would otherwise obtain.
Concerning passenger fares and baggage charges, it is provided that this
order shall apply to both interstate and intrastate fares of railroads under
federal control ; that no exising fare equal to or in excess of 3 cents per mile
shall be reduced; that all fares now constructed on a lower basis than 3 cents
per mile shall be advanced to the basis of 3 cents per mile ; that all fares which
are on a lower basis than said existing or advanced fares, as the case may be,
such as mileage or excursion tickets, shall be discontinued, but that provi-
sions of the commerce act, authorizing free or reduced fares or transportation,
may be observed, except that no mileage tickets shall be issued at a rate that
will afford a lower fare than the regular one-way tariff fare, and except that
excursion tickets may only be issued under certain restrictions stated in the
order; that where public convenience will be served thereby, subject to the
approval of the director general, fares determined by the short line may be
applied over longer practicable routes; that officers, enlisted men, and nurses
of the United States army, navy and marine corps, when traveling in uniform
at their own expense, shall be granted the privilege of purchasing passage
tickets at one-third the regular one-way fare via route of ticket applicable in
coach, parlor or sleeping car, as the case may be, when on furlough or official
leave of absence, except that this reduced fare shall not be granted on short-
term passes from camps or when on liberty from ships or stations to nearby
cities ; that passengers traveling in standard sleeping cars or parlor cars shall
be required to pay an additional charge of 16 2-3 per cent of the normal one-
way fare, and passengers traveling in tourist sleeping cars an additional pas-
sage charge of 8 1-3 per cent of the normal one-way fare, these charges being
in addition to those required for the occupancy of berths in sleeping cars or
seats in parlor cars; and concerning excess baggage charges, it is provided
that the basis for computing such charges shall be 16 2-3 per cent of the
normal one-way passenger fare, with minimum of 15 cents per 100 pounds
and minimum collection of 25 cents per shipment.
B— SUPREME COURT DECISIONS.
1. State boundaries on navigable streams — erosion and avulsion. — In
Arkansas v. Tennessee 246 U. S. 158, opinion by Mr. Justice Pitney, it was
held that when two states are separated by a navigable stream, their boundary,
being described as a line drawn along the middle of the river, must be fixed
at the middle of the main navigable channel, so that each state may enjoy an
equal right of navigation; that the true boundary line between Arkansas and
Tennessee is the middle of the main channel of navigation of the Mississippi,
as it existed at the treaty of peace concluded between the United States and
Great Britain in 1783, subject to such changes as have occurred since that
time through natural and gradual processes; that when the bed and channel
76 ILLINOIS CENTRAL MAGAZINE
are changed by the natural and gradual processes known as erosion and accre-
tion, the boundary follows the varying course of the stream, while if the
stream from any cause, natural or artificial, suddenly leaves its old bed and
forms a new one, by the process known as an avulsion, the resulting change
of channel works no change of boundary, which remains in the middle of the
channel, although no water may be flowing in it, and irrespective of subse-
quent changes in the new channel ; and in this particular case the court
appointed a commissioner to locate the boundary in accordance with these
principles.
2. Limitation of liability — difference between defeating recovery for loss
arising from carriers' own negligence and fixing amount of recovery upon
agreed valuation. — In Boston & M. R. Co. v. Piper, 38 S. C. R. 354, opinion
by Mr. Justice Day, Piper sued to recover damages for loss occasioned by delay
in delivering cattle as a result of the company's negligence; shipments moved
at reduced rates under uniform live stock agreement, whereby the shipper
was to accept for loss arising from the carriers' negligence reimbursement of
amount spent for feed and water as full compensation for all loss. The Su-
preme Court held that many decisions of this court have held the carriers may
offer to the shipper and the shipper may be bound by contract, which limits
recovery to a valuation declared by the shipper in consideration of the reduced
rate for the carriage of the freight; that such contracts have been held not
to be in contravention of the settled principles of the common law, preventing
a carrier from contracting against liability for loss resulting from its own
negligence, and all lawful limitations upon the amount of recovery obtaining
upon the shipper upon principles of estoppel ; and the court concludes :
"While this provision was in the bill of lading, the form of which was filed
with the railroad company's tariffs with the Interstate Commerce Commission,
it gains nothing from that fact. The legal conditions and limitations in the
carrier's bill of lading, duly filed with the commission, are binding until
changed by that body (Kansas Southern Ry. vs. Carl, 227 U. S. 639, 654, 33
Sup. Ct. 391, 57 L. Ed. 683) ; but not so of conditions and limitations which
are, as is this one, illegal and consequently void."
3. Construction of sidewalks. — By statute in Minnesota, it is the duty of
every railroad whenever its right-of-way crosses a public street in a munici-
pality to construct a suitable sidewalk to connect with, and correspond to,
sidewalks constructed by the municipality or owners of abutting property.
The state, on relation of the village of Clara City, filed a petition for a writ
of mandamus against the Great Northern railway. On the relator's appeal
an order sustaining the demurrer to the petition was reversed (153 N. W.
879) ; and upon the railroad's taking the case to the Supreme Court of the
United States upon writ of error, where it was contended that the statute is
unconstitutional as denying the railroad due process or equal protection of
law, the court held (Great Northern R. Co. v. Minnesota, &8 S. C. R. 346,
opinion by Mr. Justice Day) : "It is too well settled by former decisions of
this court to require extended discussion here — that railroad companies may
be required, by the states in the exercise of the police power to make streets
and highways crossed by the tracks of such companies reasonably safe and
convenient for public use, and this at their own expense. * * * Such
companies accept their franchises from the state subject to their duties to
conform to regulations, not of an arbitrary nature, as to the opening and use
of the public streets for the purpose of promoting the public safety and con-
venience." It was also held : "This court considers a case of this nature in
the light of the principle that the state is primarily the judge of regulations
required in the interest of the public safety and welfare. Such statutes may
only to be declared unconstitutional where they are arbitrary or unreasonable
ILLINOIS CENTRAL MAGAZINE 77
attempts to exercise authority vested in the state in the public interest. We
are not prepared to say that this statute is of that character."
C— DECISIONS OF INTERSTATE COMMERCE COMMISSION.
1. Notches-Louisiana rates — Shreveport doctrine applied. — In Natchez
Chamber of Commerce v. Y. & M. V. R. Co., 49 ICC 700, opinion by Com-
missioner Meyer, the interstate class rates between Natchez and points on
the Y. & M. V. in Louisiana were alleged to be unreasonable and unjustily
discriminatory. The company answered : "If, by reason of inequality or dis-
parity between said interstate rates applicable between Natchez, Miss., and
points in Louisiana, upon the one hand, and said intrastate Louisiana rates
upon the other, there does exist unjust discrimination against shippers located
at Natchez and undue prejudice in favor of shippers located in the state of
Louisiana, the remedial order, if any shall be made herein, should admit of the
advancing of said intrastate Louisiana rates and should not require any reduc-
tion whatsoever in said interstate Mississippi-Louisiana rates." The com-
mission held that the interstate rates were not shown to be unreasonable, but
that they subject Natchez to undue prejudice, in so far as they exceed the
class rates from New Orleans to the points involved by more than is indicated
in the report, which results in large advances in the state rates.
•2. Adjacent foreign country — reparation. — Political conditions in Mexico
resulted in cancellation of joint through rates and arrangements between lines
north and south of the boundary. The Santa Fe had no means of compelling
the Mexican carriers to participate in the payment of an award of reparation,
and it contended that the commission should segregate the charges which the
defendant railways of the United States should pay on the basis of the amounts
due separately from the lines north and south of the border ; but the commis-
sion held (Swift & Co. v. M. P. Ry. Co., 49 ICC 336): "We have no juris-
diction over the Mexican lines, but as the carriers which participated in the
transportation are jointly and severally liable (Black Horse Tobacco Co. v.
I. C. R. R. Co., 17 ICC 588), our order will run against the American lines
only."
3. Sugar rates from New Orleans — Advances from 24 to 26 cents per 100
pounds were approved from New Orleans to junctions for 497 miles in 49
PCC 494, the commission citing with approval 32 ICC 606 and 48 ICC 739,
also ,the Edgar case, 26 ICC 181, wherein it was said: "The commission long
since recognized that the sugar adjustment in the southeast was not on a
proper basis and that here and there sugar was enjoying rates that did not
contribute in proper proportion to the revenues of the carriers."
4. Cement distance scale. — A distance tariff ranging from 91 cents per ton
for 31-40 miles to $2.02 for 241-250 miles was prescribed in Allentown Portland
Cement Co. v. B. & O. R. R. Co., 49 ICC 502, Commissioner Woolley stating
for the Commission in condemning the existing rates, that "the present rate
structure has resulted in large part from the subordination of transportation
conditions to commercial considerations, and that no permanent solution of the
problems here presented can be attained without reversing the process."
5. Rates dependent on declared or released value of property. — On April
26, 1918 the Interstate Commission by the following notice directs attention to
the carriers duty to obtain the Commission's authority fc> maintain such rates:
"The only purpose in publishing rates dependent upon the declared or released
value of the property transported is to limit the carrier's liability in case of loss
of or damage to the property. By amendment to section 20 of the act to regulate
commerce, approved March 4, 1915, 'any such limitation without respect to the
78 ILLINOIS CENTRAL MAGAZINE
manner or form in which it is to be made' was declared to me unlawful and void.
It was provided, however, that under certain conditions the Commission might
establish and maintain rates dependent upon the value of the property as stated
in writing by the shipper.
"In The Cummins Amendment, 33 ICC 682, decided May 7, 1915, the Com-
mission said: 'Neither the bills of lading or other contracts for carriage or
classifications or rate schedules of the carriers should contain any provisions
which are so declared to be unlawful and void.'
"Effective August 9, 1916, that part of section 20 of the act which authorized
the Commission to establish and maintain rates based upon declared value was
amended and the provision that any attempt to limit the carrier's liability should
be unlawful and void was modified so it should not apply to baggage or to
property other than ordinary live stock, 'concerning which the carrier shall
have been or shall hereafter be expressly authorized or required by order of the
Interstate Commerce Commission to establish and maintain rates dependent upon
the value declared in writing by the shipper or agreed upon in writing as the
released value of the property.'
"In Express Rates, Practices, Accounts, and Revenues, 43 ICC 510, decided
April 2, 1917, the Commission said : 'We cannot, in view of the provisions of
the law, authorize or sanction such rates upon ordinary live stock; neither can
they lawfully be maintained upon any other character of traffic except under
authorization duly granted by the Commission.'
"This decision was followed in Live Stock Classification, 47 ICC 335, and
again in Williams Co. v. Hartford & New York Transportation Co., 48 ICC
269, in which the Commission held that the rates complained of which were
dependent upon the value of the property and which the carriers had not been
authorized, by order of the Commission to maintain, were unlawful.
"Some carriers have neglected to secure from the Commission authority to
maintain such rates or to cancel them from their tariffs. Unnecessary contro-
versies arise as to the charges on property transported thereunder. It is clearly
the duty of every carrier to secure from the Commission authority for the main-
tenance of such rates or to eliminate them from its classification and rate
schedules. The Commission expects thjat each carrier will give this matter
prompt and careful attention."
Appointments
Promotions
Effective May 7th, 1918, Mr. Frederick H. Anderson, is appointed Train
Master, New Orleans Division, with headquarters at Wilson, La., vice Mr.
Richard B. Cooper, resigned.
Effective May 16th, 1910, Mr. W. S. Thompson is appointed Auditor of
Miscellaneous Receipts, vice Mr. C. C. Whitney resigned.
Effective June 1, 1918, Mr. C. B. Dugan is appointed assistant superintendent
of dining car service with headquarters at Chicago.
Illinois Central Employes Assist in Rebuilding
Towns Wrecked by Cyclone
TELEGRAM
C. W. D. A.,
Waterloo, la., May 14, 1918.
Clift, Chicago.
About 200 shopmen Waterloo have volunteered go to Nashua next Sunday
assist clearing .a way wreckage in rural section caused by cyclone last Thursday
night. Ask that we furnish them special train. Train and engine crew will
volunteer services. Recommend comply their request. All occupants train
will hold regular transpn. Please advise.
Williams.
TELEGRAM
Chicago, May 14, 1918.
Williams,
Waterloo.
Appreciate spirit displayed and will be glad to cooperate with employes by
furnishing train service under conditions you outlined.
Clift.
I. C. SHOPMEN AIDED TORNADO STRICKEN MEN.
Cleared Away Debris, Removed Trees and Constructed New Buildings — Rain
Hampered Workmen — May Make Another Trip Next Sunday —
Cordially Received by Farmer.
In spite of a driving rain storm which threatened to make Sunday a day until
for labor, more than 250 men employed at the Illinois Central railroad shops
boarded a special train Sunday morning at 6:15 o'clock and went to Nashua,
where they worked all day in helping the inhabitants clear their premises and
farms from debris left by the recent tornado.
The men were organized in, a systematic manner, being formed into groups
and each group under the command of a captain who directed the energies of
the men. Because of business matters in the city, Norman Bell, master mechanic,
who had fathered the organization throughout was unable to depart with the
men and his place of command was taken by L. A. Kuhne, general foreman 01
the shops, who directed the onslaught on debris thru the day.
The train 'arrived at Nashua on time and because of the rains the roads had
been rendered almost impassable. Only a few automobiles were waiting at the
station to carry the men to their work. The train was backed up to Pearl Rock
and that place, in the words of General Kuhne, "was cleaned slicker than a
whistle" in short time. About eight places were cleared of their wreckage here.
The men were then taken to Nashua and after a short rest hostilities were
again resumed. BV noon the roads had dried up and many farmers drove into
Nashua with their automobiles and loaded up groups of men to distribute thru
the country adjacent to Nashua.
At Pearl Rock a force of men built completelv a barn 18 feet bv 40 feet- a
chicken coop 12 feet bv 16 feet and a garage. Record time was made in the
erection of these buildings.
Througout the country where the men worked every place visited was cleaned
up of all trees which had been blown down and the remains of destroyed build-
79
80 ILLINOIS CENTRAL MAGAZINE
ings gathered up. A campaign of conservation was carried on thruout the
day. Every bit of wood which could be used for building purposes was piled
up where it wowld be handy for future use.
Broken trees were sawed down, their branches stripped from the trunks
and cut into lengths and piled into neat piles. The tree trunks were cut into
usable lengths and piled. iQgether. Many black walnut trees were destroyed
by storm and the men took these trees and after cutting them into ten foot
lengths piled tflem up to dry. Later the wood will be sent to the mills where
it will be made into building lumber or furniture material.
Each place was left in such condition that the owner or those who lived
there could commence building and erecting new buildings at once.
The people of the storm country were extremely courteous to the shopmen.
They were given all they wanted to eat and thruout the day were treated with
the utmost consideration. About eighteen places were cleared up by the work-
men. Other armies of workmen who had been reported from Charles City and
other places were not met by the Waterloo shopmen.
Because of the bad roads and the storms which had been in vogue during
the latter part of the week, the general plan for the work was upset and the
men went to places that were the most convenient. Places further down the
line taken by the storm could not be made.
Not only the workmen of the shops were interested in the humane movement
but department heads and road officials were extremely interested in the trip.
Suoerintendent Williams expressed great admiration over the course the men
had taken, and was most especially pleased with the fact that the men had
planned the whole thing on their own initiative and were not influenced by
outside suggestions.
W. L. Tckes, traveling engineer, and H. G. Brown, trainmaster, were with
the men and give expert knowledge where they could. The train crew which
handled the special train up of A. R. Troutman, engineer; J. B. Eakin,
fireman ; Tom Flynn, conductor ; Lee Heffner, brakeman. These men donated
their services to the men as willingly as the men did to those they had gone to
help. L. A. Kuhne, shoo foreman, to whose shoulders had fallen the mantle
of command, was busy during the day directing the efforts of the men.
Funny things happened throughout the day and much mirth attended the
working of the men. One shop man, in his zeal to cut off an especially large
tree limb, hanging about fifteen feet from the ground, remained on the wrong
side of the cut and when the limb went down he accompanied it. Fortunately
he was not injured bodily although the others in his party had the laugh on
him the remainder of the day.
Freak tricks played by the wind and water were to be seen on every hand.
A trag which had been broken by the force of the wind, caught the attention
of a bunch of men armed with crosscut saws and axes who were sappers for
the army of workmen.
The tree stood a quarter of a mile from the farm house. While working on
the tree one of the men discovered where the bark had been loosened possibly
by a bolt of lightning or by the wind. He pulled the loose bark back and found
underneath a wedding ring, a gold locket and chain. These articles according
to those who lived on the place, had been on a dresser in the bed room of the
house before the storm, and had probably been carried there by the wind which
demolished the farm house.
Another tree, which provided the shade for almost an acre of ground was
rich in history. It was a veritable family tree, as here generation after gener-
ation of Thompsons had gathered. For years the annual family reunion had
been held in the shade of its mammoth branches. The old tree had heard the
ILLINOIS CENTRAL MAGAZINE 81
laughter of little Thompson children, had filled with joy at their merriment while
playing under its branches. It had seen them grow from childhood to manhooa
and womanhood, then the storm. The old patriarch of the Thompson family
was unable to stand up and face the fury of the winds as it had done in youth
and was broken and bent and completely torn limb from limb. The remains of '
the old tree were cut up and made into lengths and piled in neat piles on the
spot it had shaded.
Wrecked buildings, broken trees, ruined homesteads were cleared away and
the part of the country which had represented a wilderness before the visit of
the shopmen looked, Sunday evening, like a new country recently cleared up
for settlement.
Following the day's work the men gathered at the train at Nashua and returned
to Waterloo. One old farmer who stood in the crowd on the platform to bid the
men goodbye, attracted the attention of the men. He stood speechless, one hand
holding a red bandanna, the other outstretched, and there he stood until the train
disappeared from view, a mute blessing on those who had helped him in his time
of need.
Although much of the debris of the storm still remains in the storm country,
the men were pleased with the work they did Sunday. Now they are of the
opinion that they have started something and want to finish it. Because of this
feeling which exists among many of the men, another journey may be planned
for settlement.
Many who went on the trip did so more for a fulfillment of curiosity than to
help. When they saw the result of the tornado and the result of its ravaging in
destroyed homes, broken fences and ruined orchards and timber lands, they forgot
their curiosity and pitched in with more determination to do a good work.
The men of the shop do not feel that they went to Nashua Sunday and merely
donated a day's service, but rather feel their errand was one of mercy and the
good they had done to others repaid them for their labors. — Waterloo Times-
Tribune, May 21, 1918.
Complimentary Letter from the General Manager
Chicago, May 27, 1918.
Mr. Williams:
I do not know to whom to address a communication, and, therefore, would
impose upon you to the extent of asking that you express to the various officers
and employes of this company, at Waterloo Shops, the appreciation of the
Management for the unprompted action on their part, in volunteering to as-
semble and report at Nashua, Sunday last for the clearing away of debris in-
cidental to rec.ent heavy windstorm.
This action on their part is highly commendatory, and in addition to the
relief that was afforded, goes to show to the Public the calibre and make-up of
the shopmen of this company.
Their reward, of course, came from the good results that they accomplished,
but, at the same time we want them to know how the management feels about
such worthy action.
Yours truly,
A. E. Clift, General Manager.
ROLL OP HONOR
Name
John M. Parker
Thos. Ganey
John P. Wallace
John Mauzy
Amos E. Shell
Harry Parker, Sr.
Geo. W. Farnum
Winfield Scott Smith
W. A. Leach
Jesse D. Pettingill
George Rieger
Lawrence D. Murphy
John T. Littleton
Edward Styles
Chas. S. Thompson
Thatcher R Sweat
Occupation
Telegraph Opr.
Switch Tender
Painter
Engineman
Engineman
Mach. Helper
Conductor
Operator and
Ticket Clerk
Sub. Engineman
Engineman
Loco. Fireman
Engineman
Yard Master
Dispatcher
Com'l Agent
Com'l Agent
Where
Employed
Gramercy, La.
Chicago Term.
Louisville Div.
Kentucky Div.
Springfield Div.
Burnside Shops
Wisconsin Div.
Forreston, 111.
Chicago Term.
Louisville, Ky.
Wisconsin Div.
Illinois Div.
New Orleans
Champaign, 111.
Minneapolis
Detroit, Mich.
Date of
Years of
Retire-
Service
ment
22-3/12
5/31/18
20-5/12
1/31/17
20
5/31/18
25-3/12
1/31/18
45-9/12
2/28/18
20
2/28/18
42-3/12
2/28/18
40-4/12
2/28/18
47-9/12
35-3/12
30-2/12
35
28-1/12
23-7/12
30
34-10/12
2/28/18
3/31/18
12/31/17
12/31/17
1/31/18
1/31/18
5/31/18
6/30/18
Complimentary Letter to Conductor Winslow and
His Reply
Mr. E. M. Winslow, Houston, Texas, April 30, 1918.
1356 E. 66th St., Chicago.
My Dear Sir:
I am writing to express to you my appreciation of your courtesy to Mrs. Moore, who
occupied a compartment on your train, The Panama Limited, Chicago to New Orleans,
last Tuesday, April 23.
I regret the trouble caused you by not having provided 1J^ ticket, required by the
rules of the Pullman Company.
Thanking you, I am Yours in A. F. and A. M.,
Monticello, 111. Allen F. Moore.
Mr. Allen F. Moore, Monticello, 111.
Dear Sir:
I acknowledge your favor of the 30th ult. expressing your appreciation of the treat-
ment accorded Mrs. Moore on the Panama Limited leaving Chicago Tuesday April 23.
It affords great pleasure to receive a letter of this character, indicating as it does that
my efforts to comply with the requirements of our company with respect to courteous
treatment of our patrons are recognized and appreciated. Should I have acted in any
other manner and failed to assist this lady in every way possible, I should have felt
myself unworthy to be an employee of the Illinois Central, and I believe that I can
confidently say that had any other conductor of this division been in charge of the
train on which Mrs. Moore was a passenger, her treatment would have been the same.
Yours truly, E. M. Winslow.
82
Little Talks wltk
the Rambler
Service Notes
of Interest
Trouble and Friends
"Well," mused the Rambler as he sat
dreamily over his lonesome breakfast in
his apartment on the Sunday after he had
punished himself by making a special trip
to the office to carry back his umbrella,
"I had a good time last Sunday afternoon,
and I believe it was because I was out in
the open. This sitting around inside rather
gets me, after the years of activity I have
spent going and coming all over the coun-
try. However, there is no doubt but that
I must give Mrs. Tyro," he apologetically
added to his thought, "a large share of
credit for my enjoyment of the afternoon.
Still, I am convinced," he furthar mused
as he finished drinking his coffee and
pushed the cup aside, "that the joy .of
being on the move out of doors had the
most to do with my pleasure. Of course,
as everything helps, I suppose I would
have enjoyed the afternoon even sitting on
the piazza just chatting with her, for she
is always well worth listening to. But,
being a bachelor," and he softly laughed
to himself as he lit his cigar and went
out and settled himself in the easy chair
on the screened porch of his apartment,
"1 must give the most credit for those
pleasant hours to the out of doors part."
This last seemed to give him an idea, for
reaching down into the, side pocket, of •
his coat he produced a letter bearing the
emblem of the Red Cross on its envelope;
the address being in a feminine hand and
the post mark and outer endorsement of
"censored" clearly indicating that it was a
letter from "over there." Had Snap Shot
Bill been present he would probably have
remarked in an aside that he would bet
the letter was from the Trunk Lady.
However that might have been, and who-
ever the letter happened to be from, it was
read with evident satisfaction and then
carefully placed back in a pocket, but
this time in an inside pocket, a pleased
expression being in evidence on the Ram-
bler's face as he did so. "Guess I must
take that thought back that I just had
about the relative value of Mrs. Tyro's
company last Sunday afternoon," he mused.
"The outing was good, her company was
better, but the fullness of the occasion
83
84
ILLINOIS CENTRAL MAGAZINE
was in the combination. Well," he went
on in thought as reaching over to the little
stand table beside his chair he took there-
from a newspaper of the previous evening,
having absent-mindedly left the morning
paper on the breakfast table where he had
been reading it, and for the moment feel-
ing too lazy to go for it — "well, there can
be no such pleasant combination today."
He then began to glance through the paper
he held in his hand, but in a listless sort
of way as though his thoughts were far
from it. Suddenly however, he broke into
a smile as if something he had come across
amused him. In fact, he had evidently
found in the paper something which he
thought he could make use of, for taking
out his pocket knife he cut a small extract
from one of its pages and slipped it into
the side pocket of his coat. The act of
thus doing something seemed to arouse
him, for getting up he paced back and
forth on the porch for a few turns and
then exclaimed to himself. "I must get
busy at something or other, and I reckon
that, as everything helps, I can't do better
than to get Snap Shot Bill to carry me on
one of his hikes." Going to the telephone
he called up Bill who responded most
heartily to the suggestion, except that as
he, Bill, wanted, to weed the little war
garden that he had in the back yard, he
would have to ask the Rambler to make
the trip after an early lunch. This was
aggreeable to the latter, as while waiting
to get his call an echo seemed to have
come to his mind of someone having
recently suggested to him the feasibility
of his going to church some Sunday
morning. So atter talking to Bill, and
finding that the time was available he
dressed with unusual care and started for
a place of worship, remarking to ''himself
as he sauntered up the Avenue, "I wonder
how long it has been since my busy life
has given me this oooortunity — well, what's
the use of trying to remember that any-
way?"
The afternoon found Snap Shot Bill and
the Rambler wandering over a pretty bit
of country that had been reached by sub-
urban train. In time they came to a stretch
of rolling country more or less dotted with
a spare timber growth and divided by a
considerable river; on entering a section
of which Snap Shot Bill grew somewhat
excited on discovering that they were in
the wake of a heavy wind storm which
they recalled having seen an account of
in the newspaper a few days before. The
storm had evidently been a miniature
cyclone, for in all directions trees were
uprooted and torn and broken. Bill's
ardor as a photographer grew to a white
heat; for, as he explained, it was one thing
to "get a picture just for the sake of a
picture, and another thing to get a pic-
ture that while still a picture also includes
an interesting record or tells some unusual
story." The Rambler quietly smiled at
this somewhat ambiguous outburst of
Bill, but while he thought he understood
the latter's meaning he was not in mood
to hear Bill enlarge on the subject and
so made no comment. However, Bill was
busy for the next hour with his kodak,
while his companion stood by quite in-
terested in the work. After first fussing
'round in each instance for what he ex-
plained was the most comprehensive point
of view to tell the story of the havoc
combined with an artistic composition, a
stout tree< that had been broken clean
off by the wind through its lower trunk,
some two feet in diameter, was put on
record by the kodak. Another composi-
tion was an apple tree in full blossom that
had been turned completely over. With this
last Bill in a spirit of fun included in his
picture of it the Rambler sitting on one
of its top branches amid the blossoms,
to reach which the latter had only to hunch
up a few inches from off the ground. But
the crowning glory of Bill's afternoon work
was the various views that he took of an
enormous white elm which had been stand-
ing in soft ground at the water's edge,
and which had been completely overturned
and lay prostrated across the sharply in-
clined bank receding from the river. This
tree was the "monarch" of all other trees
in the neighborhood, and would have been
such anywhere among trees of its kind.
By rough pacing they estimated its height
to have been about one hundred and twenty
feet, while the circumference of its trunk
was later found, after having been measured
by a string that Bill had in his kit, to have
been thirty-one feet, thus giving it a
diameter of ten feet. Of course Bill had
to take pictures of it from several points
of view, including along the length of its
trunk. For this last the tripod was set
up on the lower end of the trunk itself,
the picture showing the mighty branches
at the other end in a way that could not
have been accomplished but for the tree
being laid low.
The time came however, when even Bill
was ready to quit and sit down to rest.
So both he and the Rambler, after walking
up along the inclined trunk of that tree
to where its big branches began, sat down
on its broad surface and began to chat, Bill
at the same time reloading his kodak.
Exhausting the subject of the windstorm
and the trees, the conversation drifted
onto other topics; and as Bill, having fin-
ished the reloading placed the kodak beside
him, he remarked, somewhat poetically, the
Rambler thought, "this about us here shows
that individuals are not always the only
ILLINOIS CENTRAL MAGAZINE
85
ones that have troubles. Trees seem also
to have theirs" — and he laughed at the
conceit. As they had been talking he had
held the roll of exposed films that he had
taken from his kodak somewhat listlessly
in his hand, as though having forgotten
to put it away. Seemingly suddenly to re-
member it he said to the Rambler, "by the
way, have you such a thing as a postage
stamp with you? I let the wind blow
the gum sticker from the end of my roll
down on the ground there and I am too
comfy up here to climb down and get it.
But I must fasten this end 'less the film
should unroll on me and my exposures
get light struck. A postage stamp will do
the trick if you have one." The Rambler
began immediately to fish through his side
coat pockets, and after bringing out from
them quite a collection of odds and ends, he
finally picked out a book of stamps from
which one was given to Bill, who promptly
sealed, the end of his roll with it and put
the latter safely away in one of his pockets.
Those side coat pockets of the Rambler,
by the way, were somewhat of a curiosity —
or rather their contents were. There were
certain things that he always carried there,
such as an encased nail file, a collar but-
toner and books of postage stamps. In
addition,, however, they were catfch-alls
for all kinds of miscellaneous objects of a
more or less temporary nature. For in-
stance, did he 'make a purchase on which
some kind of a premium stamp would be
handed him with the change, and for which
he had no use, instead of throwing it on
the floor or leaving it on the counter,
it went, from force of habit, into one of
those side pockets; later to be discarded
when from time to time he gave those
recepticals a cleaning out. In the same
way in went temporary receipts for a
registered letter, personal letters at first
hastily read but to be gone over again be-
fore filed or otherwise disposed of, clip-
pings cut or torn from newspapers at a
time when to be kept at all they would have
to go into some pocket, rubber bands, wire
file clips, and other such little things.
When hunting therefore, for the postage
stamp he gave Bill, he came across the
usual assortment, and among the items
the clipping that he had saved from the
evening's paper of the night before as he
had glanced over it jn his apartment lhat
morning. "Talking of troubles." he re-
marked, as his eye caught the clipping,
"listen to what the Cherful Cherub said
yesterday in the Evening Post," and he
read aloud this little jingle.
"Trouble always brings us friends
Who we find are tried and true,
Still I've noticed that my friends
Sometimes bring me troubles too."
"Guess that's so," remarked Bill, but you
are such a good natured fellow that if
your friends ever do get you in trouble I
guess it is as much your fault as theirs.
I've often thought, Rambler, that you are
too soft at times." "Oh, I don't know,"
was the response, "some people bring
trouble to you without any particular ex-
cuse for doing so, according to my way of
thinking."
"For instance?" tersely remarked Bill,
as lighting a cigarette he drew his knees
up under him and settled down as if pre-
pared to listen to the answer.
The Rambler entered into the mood,
thought a minute and then said, "I believe
I will compromise a bit with you and tell
you of an incident wherein some would-be
friends not only kept me in a troubled
state of mind but divided the honors by
being constantly in more or less trouble
themselves. Incidentally it will serve to
illustrate the exaggerated notion that some
people have, or have had in the past, of the
influence of a railroad man in the way of
getting them privileges.
"Some years ago I had occasion to make
a voyage to a certain port in the Caribbean
Sea. The voyage was strictly for busi-
ness, although I anticipated much incidental
enjoyment from it as I had not only never
seen the country I was going to, but a
sea voyage was a novelty to me from
which I also anticipated much pleasure.
Now it so happened that in the house
where I was then boarding was a young
married couple, the male part of which
copartnership frequently gave evidence of
desiring to be ;on intimate terms with
me. It has ' always been a part of my
business to be on at least courteous terms
with all with whom I come in contact, but
in this particular instance the fellow's
advances were not greatly to my liking. As
they were made on an attempted social
basis only I could not very well avoid
being formally decent with him however,
so that in time he came to assume an atti-
tude toward me of familiarity, as though
I were his best friend. Furthermore, he
liked particularly to talk with me about
railroad matters, exhibiting in such talks
rather an air of admiration for my sup-
posed influence and standing in the pro-
fession. Fortunately his line of business
was such that he had no occasion to try
to get railroad favors from me, unless the
incident that I am about to relate might
be counted an exception. At least it was
his first offense in that direction, if offense
it really was, as far as I was concerned.
"Somehow, I don't know how, but you
may be sure I never told him, he got hold
of the fact that I was about to make a
trip to the tropics and came to me with
much excitement for full details as to when,
how and where I was going. I answered
86
ILLINOIS CENTRAL MAGAZINE
him along as broad lines as was possible,
and soon learned the cause of his excite-
ment. It seems he and his wife had been
casting about to take a vacation trip, and
had been very much exercised as to where
to go to see something novel and out of
the beaten track; for both of them, although
young, had had considerable travel ex-
perience in our own country. The result
was that he finally stated that he was
going to make the same trip with me,
and by the expression on his face I saw
that he expected it would be a mutual
pleasure to both. Now it so happened
that the nature of the business that I was
to be on was such that it would faring me
in contact, more or less, with the officers
and officials of the steamship company, on
whose boat I was to sail, besides .being in
a way a guest at the port of destination.
As such it would probably follow that I
would have facitities offered for getting
about in a strange country that would
make my stav more enjoyable, to say noth-
ing of my being able to see and learn more
of its manners and customs tban would
have been the case had I been thrown en-
tirely on my own resources. Hence to drag
in with me any third party, or parties,
would not only divert my mind from the
real business on hand, but would place me
in an embarassing position with those with
whom I was to come in semi-official con-
tact on shipboard and on reaching my
destination. Hence I was more or less
lukewarm in my reception of the gentle-
man's announcement that he was going to
take the same trip with me. Of course
he had the right to go to the same place
that I did, and on the same date and
ship. So, while I did not intimate to
him any aversion to his going, I did advise
him, what was the truth, that it was ques-
tionable if he could get stateroom accom-
modations for himself and wife at the
late hour that he had made up his mind
in the matter, and further told him that
which was also the truth, that the boat
was going crowded on its return trips
and that even I had not been assured of
return accommodations. 'I don't care! If
I get a state room going I will swim back
if I have to!' was his cheerful but per-
sistant exclamation. So he started the
next morning to buy his tickets, I having
told him on his solicitation where to go for
them. A telephone from him at about noon
disclosed the fact that the available reserva-
tions from our home city for that boat
and voyage had all been taken, and would
I please see what I could do for him. It
was no use being mean about it, so I got
in line for him by telegraph with an office
in another part of the country that I knew
also had reservations at its disppsal. I
succeeded in securing not only a stateroom
for himself and wife, but an additional
one for a lady friend of his wife's who had
been pursuaded to join their party. He
was in high glee at the prospects of the
trip, and soon began to inquire as to hotels,
facilities for getting about and the like at
our destined port. I finally had to explain
to him nicely that while we would be to-
gether on the same boat and for a while in
the same city of the tropics, my business
relations to the trip was of such a nature
that he must not expect me to be one of
his little party. He took it good naturedly,
said it was all right, they did not want
to be any trouble, etc., and that they would
take care of themselves the best they might.
The result of it all was that they started
out on the same train with me for the
port of embarkation, on which train the
lady friend lodt her round trip tickets
for about an hour or so. They were found
by the sleeping car porter and duly re-
turned; but not before I had been appealed
to to have someone disciplined in connection
with the loss; which loss by the way, was
very simple in its explanation and to my
mind called for disciplining no one what-
ever unless it was the young lady friend
herself for her carelessness in not taking
care of her property.
"The arrival at the port of embarkation
was in the evening of the day before sail-
ing, and just before reaching it the matter
of a good hotel for the night came up. Of
course I was asked what hotel I was going
to, and on answering the question was
immediately told: "then we'll go there
too," which they did. However, in time
we were on the blue waters of the Gulf,
'enjoying the experiences of a sea trip in
varying mood according to our respective
temperaments. When there was no reason
for the contrary we were together from
time to time during the voyage, for, through
it all, I did not want to be discourteous
and the ladies were both charming ('of
course,' muttered Bill) while the man him-
self was a good natured fellow and not
at all a bad sort although I didn't happen
to particularly want his company. They
thought I had a -little better state room
than they did, which was not at all true,
the rooms being fifty-fifty as to size and
desirability of location. They also liked
the place I drew at the dining tables better
thafl those that had fallen to their lot.
However, these were but samples of little
human qualities popping out in their natures
and they did not let them interfere with
the real enjoyment of their voyage.
"On the last day before reaching our
port the ladies began to be anxious as to
return accommodations, for inquiries had
been made of the purser on the ship by
many and the news had spread that having
to come home second class or even steerage
ILLINOIS CENTRAL MAGAZINE
87
(with first class table and deck privileges)
was possible; for by wireless the ship had
been told there were 275 applications await-
ing at the port for first class return accom-
modations, while the ship's first cabin
capacity was for but 250. To do my
fellow boarder justice, who probably re-
membered the breezy way in which he said
he would swim home if he had to, he did
not even ask if I had any influence that
could be exercised for him in that direction.
On the other hand I did not feel in posi-
tion to even try to help him out with my
official friends. In fact, I had not even
mentioned to any of them anything about
my semi-attached party. One of the of-
ficials however, who had noticed them in
my company, quietly asked me about them a
few hours before reaching quarantine. I ex-
plained the entire situation, to which he
nodded his head as much as to say, 'I
understand,' and then added reflectively that
as they seemed nice people, which they
really were, if later there was any opening
in the situation he would give them the
first chance. I naturally did not report
this fact. In due course we reached an
anchorage and the little lighter came to
the side of the ship to land us all at
the wharf where we went through the
customs. Having been met on the lighter
by one who .came out for the purpose, I
was speedily through the ordeal with the
customs officer and off in one of the little
carriages of the country to my hotel; but
I well knew that in time I would see the
two ladies and their protector at the same
place.
"To make a long story short," continued
the Rambler as Snap Shot Bill began to
show signs of listlessness, "we each went
our own way for the most of the time while
in that port. They dug out their amuse-
ment and sightseeing as best they could in
a country where the language was strange
to them, and manners and customs un-
known, while I was being shown about.
But our language was spoken there more
or less, and I never heard of their getting
lost or of their failing to have a good
time. Of course, we met occasionally,
especially in the evening, and it was some-
what amusing to hear their comments on
their experiences. As think I have said, he
was really a good natured fellow, in fact
he was really a good sport, taking his
set backs philosophically and uncomplain-
ingly.
"From the beginning however, I did not
take my meals with them, knowing his
disposition to try to jolly everyone about
him, to the embarrassment of the waiters
who were trying to serve, and to himself
in not succeeding in getting what he
wanted for himself and party. So after my
first meal, on the advice of a friend I had
put myself in the hands of a good waiter
who could speak a little English, and who
kept me advised as to what it was proper
to eat to conform to the customs of the
country; and who, for the slight fee I
paid him, always saw that I got it promptly
and in good shape. I used to sometimes
pity my friend (for by that time I had really
gotten to like him in a way) as he sat at
a nearby table with a cheap guide book
in his hand from whose table of Spanish
phrases he tried to tell the waiter that he
wanted — butter, milk, or some other simple
thing. He would at times make such a
failure of his pronouncation that he would
finally point out the word in print, much
to the evident annoyance of the waiter.
No wonder," laughed the Rambler, "that I
heard it said of him on his return that he
had claimed I had better things to eat than
his party did. But he had insisted on ham
and eggs or some other equally hearty
home staple for breakfast, while I from
the first morning (again on the advice of
friends, which incidentally I imparted to
him without his paying any attention to it)
learned to be satisfied with simply, coffee
and rolls. It was about like that all the
way through. If I, being somewhat at
a loss to know what to eat for the real
meal of the day, in the evening, ventured
on looking over the menu to order some
meat that was suggestive of home, my
waiter would shake his head and say 'No,
no, you will not like that. We do not
cook as you do in your country. I will
bring you a good dinner;' and in a short
time he would return with, possibly, chicken
done to a turn with most delectable side
dishes. Perhaps at the same time I would
see my little party of fellow tourists at a
nearby table wrestling with the waiter,
they insisting on some home viand and
getting the waiter all fussed up with the
result that no one was particularly well
satisfied."
"Rather selfish of you, wasn't it?" asked
Bill, "to sit by yourself in comfort and see
them suffer?"
"Well, maybe it was, but that is just what
I was coming at. Aside from not being
hampered by them in the real business of
my trip, why should I be made the goat in
their minor personal troubles just because
I was a railroad man? Had I been but a
passing acquaintance picked up en route
they would not have expected any especial
attention from me, and as I have said, I
did not rate the man in the case as a per-
sonal friend when at home, even if we did
live at the same boarding house. However,,
as to all that, I do not think he expected me
to sit at the table with them. We were al-
ways friendly, and occasionally passed jok-
ing remarks across tables when we hap-
pened to be near each other. Furthermore,
88
ILLINOIS CENTRAL MAGAZINE
he and his party took all their little ex-
periences with the utmost good nature, and
if anything occurred during the day that
was particularly annoying when it occurred,
by the time he had got around to meeting
me again it had becomei a good joke with
him which he never failed to relate. O no,"
added the Rambler reflectively, "we were
good friends in a way all the way through.
We came back to the States on the same
boat and had a merry time together all the
way across, my mind then being free from
further semi-official relations that apper-
tained on the going trip."
"Well," said Bill, "did you swim or were
you all in the steerage?"
"I forgot," laiughed the Rambler, "to
tell you about that. As you know, gossip
on the steamer as we neared the tropical
port was to the effect that there were 275
applications for first class passage on the
return with accommodations for 250 only.
Hence, immediately after getting settled
in his hotel my self-appointed friend went
to the steamship office to see what could be
done; for," as he said to me afterwards,
"he didn't want to have the uncertainties as
to his return passage spoil his week's pleas-
ure. Much to his surprise on reaching the
office and making his errand known, a gen-
tleman tipped back in an easy chair back of
the counter, called to him, remarking 'I
have it all fixed up for you, Mr. .'
It was the official of the steamship who had
asked me on the ship about him and his
party. The fact was, that the number of
applications had either been exaggerated
or a large number of them had been with-
drawn very rapidly, for when we started on
the return trip, but 225 out of the 250
state rooms were finally taken up. Never-
theless, that official was properly given
credit for being a 'royal fellow,' and, I pre-
sume," the Rambler concluded, "only added
another impression to the mind of my fel-
low traveler as to the power of transpor-
tation officials to 'fix things up' if they have
a mind."
"Rambler," laughed Bill, as he made a
high jump from off the tree preparatory to
moving on, "you do yourself an injustice.
You have admitted that the fellow that you
thought rather forced himself on you for
that trip was a genial, good sort of a chap.
He didn't unconsciously force himself on
you for what he could get out of you as a
railroad man; he simply wanted your good
company. Sometimes I really think, R.am-
bler, that you are much too modest."
Notes of Interest to the Service
Many changes of train time have recently
taken place on our connecting lines. They
are too numerous and extensive to be men-
tioned in detail, but among them are the
following eliminations and earlier depar-
tures that should be of interest to our
agents:
Northwestern: The "Overland Limited"
leaves Chicago at 7:10 P. M. and the "Los
Angeles Limited" and the "Oregon-Wash-
ington Limited," formerly leaving Chicago
at 10.00 P. M. and 9:40 P. M'., respectively,
have been consolidated with it. The "Pa-
cific Limited" leaves Chicago daily at
10:30 A. M. instead of 10:45 A. M. The
"North American" for St. Paul, Minneapo-
lis and Duluth, leaves Chicago 10:00 P. M.
instead of 10:10 P. M. The "Ashland
Limited" leaves Chicago daily at 5:00 P.
M. instead of 5:30 P. M. The "North
Western Mail" for St. Paul, Minne-
apolis and Minnesota points leaves Chicago
daily at 2:00 A. M. instead of .2:15 A. M.
Omaha trains will leave Chicago daily at
10:30 A. M. instead of 10.45 A. M., 5:00
P. M. instead of 6:05 P. M., 7:10 P. M. in-
stead of 7:00 P. M. and at 11:20 P. M.
Rock Island: — The "Californian" trains
Nos. 1 and 2, formerly operating between
Chicago and Los Angeles, has been discon-
tinued between Chicago and Kansas City.
No. 7, the "Rocky Mountain Limited," for-
merly leaving Chicago at 10:00 A. M., now
leaves at 9:20 A. M. The "Golden State
Limited," Nos. 3 and 4, operating between
Chicago and California, has been consoli-
dated with trains 11 and 12 between Chi-
cago and Kansas City, leaving Chicago
as train 11 at 6:10 P. M. instead of 6:00 P.
M. and 8:05 P. M., as formerly.
So. Pacific, Sunset Route: — Trains Nos.
101 and 102 are operated between New Or-
leans and Los Angeles only, with connec-
tions to and from San Francisco, No. 101
leaving New Orleans at 7:00 P. M. instead
of 11:30 A. Mi. Nos. 11 and 12, formerly
operated between New Orleans and Hous-
ton, have been discontinued, the business
of these trains now being taken care of by
Nos. 101 and 102. No. 7 leaves New Or-
leans at 11:25 A. M. instead of at 12:20
P. M. No. 9 leaves New Orleans at 11:00
P. M.
Union Pacific: — The following discontin-
uance of trains' has been announced: The
"Los Angeles Limited" trains 7 and 8 be-
tween Omaha and Ogden; "San Francisco
Limited" Nos. 3-67 and 10, between Omaha
and Ogden; "Oregon-Washington Limited"
Nos. 17 and 18 between Omaha and Green
River. Through train and car service via C.
M. & St. P. and U. P. R. R. has been dis-
continued.
Burlington: — Train No. 5 for Omaha and
50
Lincoln leaves Chicago at 6:10 P. M. instead
of 6:15 P. M. No. 49 for St. Paul, Minneap-
olis and North Pacific Coast leaves Chicago
at 9:45 P. M. instead of 10:15 P. M. No.
51 for St. Paul, Minneapolis and North Pa-
cific Coast, formerly leaving at 10.10 P. M.
has been discontinued.
C. M. & St. P.. -—Former train No. 19,
the "Pacific 'Limited,'' formerly leaving1
Chicago at 10.05 A. M., has been discon-
tinued. No. 11 for Omaha leaves Chicago
at 5:30 P. M., instead of 6:05 P. M.
No. 17, the "Columbian," leaves Chicago
at 8:15 A.. M. instead of 10:10 A. M. for the
Twin Cities and Pacific Coast points; the
"Olympian," No. 15, leaves at 10:45 P. M.
Standard drawing-room sleeping car ser-
vice has been established between Cedar
Rapids and Kansas City, leaving Cedar
Rapids daily except Sunday at 9:05 P. M.,
and arriving Kansas City 8:30 A. M.
W abash: — Trains No. 6 and 9 between
Chicago and Montpelier have been discon-
tinued. Trains 14-4 for Detroit will leave
Chicago at 1:05 P. M. instead of 2:00 P. M.
and No. 12 will leave Chicago for Detroit at
11:25 P. M. No. 4 for Detroit and Buffalo
will leave St. Louis at 8:15 A. M. instead
of 8:30 A. M.
Missouri Pacific: — The "Los Angeles"
standard sleeping car formerly run on the
"Sunshine Special" from St. Louis to Los
Angeles, has been withdrawn west of El
Paso, being now operated between St. Louis
and El Paso only.
•Michigan Central: — The M. C. announces
that no trains of the Detroit, Toledo &
Ironton Ry. will arrive or depart from its
Passenger Terminal at Detroit.
Salt Lake Route: — This road announces
the discontinuance of their trains 7, 8, 19
and 20.
In a letter recently received from a for-
mer employee now in Japan, considerable
description of the railway service of that
country is given, of which the following
are excerpts, says the Monthly Bulletin of
the Northwestern Ry.
The train crews are all neatly uniformed,
very courteous and very numerous. They
do not have*. a conductor whose duties cor-
respond exactly to those of conductors on
United States Railways. The man in charge
of the train wears a blue piece of cloth
on the left coat sleeve lettered "Chefe de
Train" and his only visible function is to
pass through the train occasionally to note
conditions. His duties would probably give
him the title in the United States of In-
spector. The man -who handles the tickets
wears a red cloth badge on the left coat
sleeve lettered "Guard." The boys who do
the work commonly performed by our pas-
senger brakemen wear a uniform buttoned
up closely around the neck and in small
gold lettering on the collar is the word
"Boy." None of the train employees that I
have seen appear to be more than thirty
years old and the train "boys" appear to be
about 17 or 18. They are all required to
attend a Government railroad school for a
certain length of time before being assigned
to active service and their wages are very
small when compared to our wage standard
They draw from ten to fifteen dollars per
month and are forbidden to accept tips.
They work 24 hours on and 24 hours off.
The gauge over here is only 3 feet 6 inches,
so their coaches are not quite as large as
ours, but they are well built, and tastily
finished and ride very comfortably. The
seats run lengthwise of the car and are
well upholstered and it is the usual thing
for the natives to remove their shoes and
deposit them carefully in the aisle where
one can conveniently fall over them, then
curl their legs up under them and proceed
to enjoy lite. As the native women all
smoke, no separate rooms are necessary
for that purpose and they all smoke their
pipes and cigarettes wherever they want to.
Most of them bring their rice lunch and a
bottle of tea with them or they will buy
those things from venders who appear at
every station. Their sleeping cars are neat
and comfortable for a person of the right
dimensions, but as the berths are designed
to accommodate a race of small people a
person 6 feet 6 inches would doubtless ex-
perience difficulty in distributing his dimen-
sions equitably in one of them. Their din-
ing car service is fine and their prices are
much lower than ours. For dinner on one
of these diners one evening I had soup, fried
fish, beefsteak, roast chicken, bread and
butter, tea and two oranges for fifty cents,
everything well cooked and in generous
portions. Their stations vary in size and
appearance, although as a rule they are
kept up in good shape. They have very
large and well appointed depots at the
larger cities, with information bureaus, tele-
phone booths, parcel check counters (where
the charge is one cent for 24 hours) lunch
rooms, newspaper files, shoe shining stands,
barber shops, etc., quiet like our largest sta-
tions. We made the trip from Nagasaki
to Yokahama on what they call one of
their "Limited Express" trains, on which
an extra fare of one dollar is charged for
the trip, which covers 880 miles. The aver-
age scheduled speed was 24.66 miles per
hour, which does not sound very fast, but
which is about right for a narraw gauge
road which lies almost the entire distance
in a mountainous country necessitating;
many tunnels and 'including many stiff
Since the issuance of Illinois Central
Southern Lines folder No. 1 the following
changes in Southern Lines train service has
taken place:
Kentucky Division: On June 2d, joint
through double daily service was put into
operation between Princeton and Nash-
?0
ILLINOIS CENTRAL MAGAZINE
ville in connection with the Tennessee Cen-
tral from and to Hopkinsville. The sched-
ule is as follows: Train 323 leaves Princeton
6.00 A. M. instead of at 8:00 A. M., arrives
Hopkinsville 7:10 A. M., No. 12 leaving
7:15 A. M.. and arriving Nashville 10:30
A. M. Train 321 leaves Princeton 3:00 P.
M. instead of at 2:25 P. M., arrives Hop-
kinsville 4:10 P. M. No. 14, leaving 4:15
P. M. and arriving Nashville 7:45 P. M.
Returning Tennessee Central train No. 11
leaves Nashville 7:30 A. M., arrives Hop-
kinsville 10:55 A. M. No. 302, leaving 11:00
instead of 11:20 A. M. and arriving at
Princeton 12:10 P. M. Tennessee Central
train No. 13 leaves Nashville 4:30 P. M.,
arrives Hopkinsville 8:00 P. M., No. 324
leaving 8:05 P. M. instead of 3:45 P. M.,
and arriving Princeton 9:15 P. M. instead
of 4:50 P. M.
Train 301 leaves Evansville at 12:15 P. M.
instead of 12:50 P. M. and arrives Princeton
at 4:30 P. M. Train 302 makes a few min-
utes earlier departures from stations Cri-
der to Crayne inclusive. Train 332 leaves
Hopkinsville 5:35 A. M. instead of 5:40
A. M. and makes few minutes earlier de-
partures to McGowan, inclusive. Train 336
leaves Morganfield at 2:10 P. M. instead
of 2:20 P. M. and. arrives Evansville 3:30
P. M. Train 636 leaves Uniontown at 1:10
P. M. instead of 1:15 P. M. and arrives Mor-
ganfield at 1:35 P. M,. Train 702 leaves
Dixon 6:15 A. M. instead of 6:25 A. M. and
arrives Blackford 8:05 A. M. Train 705
leaves Wheatcroft 6:52 %A. M. instead of
7:02 A. M. and arrives Providence 7:20
A. Mi. Train 706 leaves Providence 7:25
A. M. instead of 7:35 A. M. and arrives
Wheatcroft 7:50 A. M. Train 402 leaves
Horse Branch 3:20 P. M. instead of 3:35
P. M. and arrives Owensboro at 5:20 P. M.
Train 431 leaves Owensboro 5:35 P. M. in-
stead of 5:45 P. M. and arrives Horse
Branch 7:35 P. M. Train 102 leaves a few
minutes earlier from station stops Norton-
ville to Grayson Springs inclusive.
Louisiana Division: Train 6 leaves Natal-
bany one minute earlier increasing at inter-
mediate stations to McComb, from which
point it leaves forty minutes earlier, or
7:00 P. M. instead of 7:40 P. M., reaching
Canton at 11:10 P. M. the same as before.
Train 24 leaves a tew minutes earlier from
stops La Branch to Osyka, inclusive.
Radical changes which occurred on the
Yazoo & Mississippi Valley Railroad on
May 19th are contained in new Yazoo &
Mississippi Valley folder No. 2 which has
already been distributed.
Michigan Service: — As has been the cus-
tom in years past, commencing Tuesday,
June 11, from St. Louis to Harbor Springs,
and June 12th Petoskey to St. Louis, a
through ten section two compartment and
drawing room steel sleeping car, operating
in Illinois Central Daylight Special trains
No. 20 northbound and No. 19 southbound,
will be placed in operation for the summer
season of 1918 in connection with the Mich-
igan Central and the Grand Rapids and
Indiana roads. This service will be daily
except Sunday from St. Louis until June
29th inclusive and daily except Monday
from Petoskey, until June 30th inclusive,
on and after which dates the sleeping car
will be operated daily between St. Louis
and Harbor Springs.
As a reasonable and effective means of
assisting the railroads to deliver their bag-
gage at destination by the time they them-
selves arrive or to serve their own con-
venience in other ways passengers fre-
quently arrange to have their baggage
checked some time ahead of the date they
intend to commence their journey.
Baggage agents are not at all times
aware of this, but where they learn that
passengers propose leaving the following
day or some days later than the date on
which they check their baggage, inquiry
should be made as to whether it is desired
to have baggage sent ahead, or held for
forwardance on the same date and train as
that by which the passengers intend to
travel. The simultaneous departure of bag-
gage and* passengers from starting point
where the journey involves change of train,
transfer en route, etc., however, may result
in baggage arriving at destination after the
passengers, through it having been delayed
unavoidably en route.
It is generally preferable, therefore, to
have the baggage leave some time ahead
of the passengers in such cases.
In a recent case, however, passengers
who left a point in the east, for California,
were unexpectedly obliged to remain over
in Chicago through sickness. Their bag-
gage had been checked one day before their
departure from starting point, and it had
had consequently preceded them. In sub-
sequent adjustment of claim for refund, on
unused portions of their tickets, it was
necssary to charge for the baggage serv-
ice performed from starting point right
through to destination, although the pas-
sengers themselves only travelled as far as
Chicago.
This amounted to over $20.00, and, upon
this being explained, claimant stated that —
although he had checked the baggage ahead
of the time the passengers left — he did not
desire it to leave earlier than the train by
which they travelled. This condition, how-
ever did not develop at the time the
baggage was being checked, and the bag-
gage agent, who had no other means of
knowing the desires of the passengers, very
properly forwarded it by hrst train. It
was necessary to charge for the entire serv-
ILLINOIS CENTRAL MAGAZINE
91
ice performed thereon, at full tariff rates,
in compliance with the requirements of
the Interstate Commerce Commission's
requirements. Enquiry made in cases
where it is known owners of baggage in-
tend to leave on a later date than that
on which they check their baggage will
reduce risk of such cases recurring, and
the practice should be followed accord-
ingly.— Grand Trunk Bulletin.
Director General of Railroads McAdoo
has issued the following instructions to the
regional directors:
1. Discontinue the separate city freight
or passenger offices where the public may
be adequately served at the depot.
2. Consolidate or group all city ticket
offices, placing the union office in conven-
ient location where rental is reasonable
providing sufficient space to properly ac-
commodate the public.
3. Cancel all arrangements with tourists
or other similar agencies for solicitation
of passengers or sale of tickets.
4. Discontinue all off-line traffic offices.
5. Employees released as result of above
to be assigned to other duties to the ex-
tent possible. Some now employed in off-
line offices will be needed by local lines
to strengthen its traffic forces in order to
properly care for the additional work which
will result from the above changes.
6. The functions and services formerly
performed by the off-line offices in protect-
ing the needs of the public will be in-
corporated in the offices of the initial lines.
Separate off-line traffic offices were
created by the various transportation in-
terests on account of existing keen competi-
tion for passenger and freight traffic, and
were practically headquarters for solicit-
ing agents who were stationed in all com-
mercial districts for the purpose of pro-
tecting the interests of the carriers by
whom they are employed. Now there is
no competition, which eliminates need for
solicitation by the individual carriers. The
policy is one of efficiency with all protect-
ing the best interest of the public.
The employees released from their present
duties as a result of this are to be assigned
to other duties as far as possible with the
same road. Some now employed in off-line
offices will be needed by the local lines
to strengthen other traffic forces to pro-
perly take care of the additional work
entailed upon the initial lines on account
of this change. In making this readjust-
ment it is intended to work as little hard-
ship as possible upon the employees con-
cerned. Many of these men have been in
the service of their respective lines for
long periods and their railroad insurance
and pension rights will be protected.
No community will be deprived of ade-
quate sources of information and advice as
to matters connected with passenger and
freight service. It will be a necessity for
the lines directly serving each locality to
see that their offices are manned and
equipped to furnish the needed information
and advice. This to include the issuance
of through bills of lading, quotation of
rates, passing reports of cars en route,
advice to prospective passengers, and all
other necessary information heretofore
furnished by the off-line offices. — American
Express Travel Bulletin.
The following is from a letter addressed,
under date of May 31st, by Mr. Gerrit
Fort, Assistant Director, Division of Traffic,
Washington, D. C., to the chairman of
the several Regional Traffic Committees,
and will be^ of interest to ticket agents
and the public:
"Several reports have reached the Rail-
road Administration that the railroads con-
template abandoning the special names
given to important trains, such as the Cen-
tury, Empire State Express, Panama
Limited, Overland Limited, California
Limited, etc.
So far as we know there is no foundation
for these reports and the purpose of this
letter is to indicate that Director Chambers
feels that there is no occasion to abandon
the special names of these trains. The
public has learned to identify them by
their names and the present practice is
therefore more or less of a public ^ con-
venience. There should be no advertising,
of course, claiming that these trains are
superior to others."
Passengers who are familiar with fares
which have been in effect for many years
past, frequently question the increased
charges it is now necessary to demand,
through assessment of war tax, etc. This is
quite natural, and agents in such cases
should take pains to courteously explain
what constitutes the additional charges.
A brief explanation will generally- suffice,
and will send the patron away in a much
better frame of mind than will the curt
statement that the charge is correct.— Ex-
change.
Mr. P. J. Mottz, formerly Traveling Pas-
senger Agent with headquarters at Chi-
cago, was accepted some time ago as an
observer in the Aviation service, has been
assigned to Kelley Field, San Antonio,
Texas, and left Chicago on June 5th for
his post.
Mr. F. S. Bishop, formerly General
Eastern Passenger Agent at New York has
become Division Passenger Agent at Chi-
cago, succeeding P. A. Marr who has en-
gaged in other "business.
Mr. Matthew Lyman, Secretary to the
Passenger Traffic Manager, has left the
railroad service, being accepted for War
service with the Marines.
MQritorious Sorvico
pAVORABLE mention is made of the
•T following conductors and gatekeepers
for their special efforts in lifting and pre-
venting the use of irregular transportation
in connection with which reports (Form
972) were rendered to the auditor of pas-
senger receipts, who, in cases of this kind,
advises the other departments concerned,
so that proper action may be taken, all pass
irregularities being brought to the atten-
tion of the vice-president.
Illinois Division
Conductor F. A. Hitz on train No. 17
April 3 lifted annual pass account being in
improper hands. Passenger refused to pay
fare and was required to leave the train.
Conductor D. S. Wiegel during April
lifted a number of card tickets account hav-
ing expired and collected cash fares. Pas-
sengers were referred to passenger depart-
ment for refund on tickets.
Indiana Division
Conductor D. G. Nichols on train No. 303
April 21 lifted trip pass account being in
improper hands and collected cash fare.
Mississippi Division
Conductor B. B. Ford on train No. 3
April 28 declined to honor mileage book
account having expired and collected cash
fare.
Louisiana Division
Conductor A. E. Broas on train No. 5
April 11 lifted thirty trip family ticket ac-
count having expired and collected cash
fare.
Conductor M. Kennedy on train No. 331
April 9 declined Jo honor card ticket ac-
count having expired and collected cash
fare. Passenger was referred to passenger
department for refund on ticket.
Conductor E. S. Sharp on train. No. 33
April 25 lifted thirty trip family ticket ac-
count having (expired and collected cash
fare.
Conductor L. E. Barnes on train No. 34
April 21 lifted thirty trip family ticket ac-
count being in improper hands and col-
lected cash fare.
On train No. 1 April 26 he lifted annual
pass account not being good in territory
presented and collected cash fare.
Memphis Division
Conductor W. A. Ingram on train No. 17
April 3 lifted mileage book account being
in improper hands and collected cash fare.
New Orleans Division
Conductor C. Davis on train No. 15 April
3 lifted returning portion of pass account
going portion being missing and collected
cash fare.
Conductor S. K. White on train No. 15
April 14 declined to honor mileage book
account having expired and collected cash
fare.
Illinois Division.
Conductor Charles Squires, Extra 1643,
has been commended for discovering and
reporting car with no light weight stenciled
on same, also two cars with end gates down.
Arrangements were made to correct same.
Conductor C. E. Maxfield, Extra 1693,
May 7, has been commended for discover-
ing and reporting Big Four 43891 and two
empty gondola cars with no light weight
stenciled on same. Arrangements were
made to have cars stenciled.
Conductor J. J. Monahan, Extra 1773
May 19, has been commended for discover-
ing and reporting I. C. 121007, with no
light weight stenciled on same. Arrange-
ments were made to have car stenciled.
Switchman C. W. Porter has been com-
mended for discovering and reporting car
improperly stenciled. Arrangements were
made to correct same.
Conductor W. Scott, Extra 1754, May 17,
at Oilman, has been commended for dis-
covering brake beam dragging and taking
necessary action to avoid accident.
Operator Arthur A. Allen, extra 1670
north, May 23, has been commended for
discovering hot box on C. & E. I. 98054
and taking the necessary action to prevent
accident.
Agent C. C. Edwards, of Dorans, has
been commended for discovering brake
beam down and dragging under car in
extra 1672 North, passing that station
May 8, and taking necessary action to pre-
vent possible accident.
Agent R. R. Searle, Homewood, 111., has
been commended for discovering and re-
porting chain dragging under car in No.
71, engine 1553, passing that station, May
21. His action undoubtedly prevented pos-
ible accident.
Agent H. E. Morgan, Flossmoor, 111.,
has been commended for discovering and
reporting brake rigging dragging on car
in train 1710 north, May 21 passing that
station. This action undoubtedly pre-
vented possible accident.
Agent Sisson, Mason, 111., has been com-
mended for discovering and reporting brake
rod dragging on N. Y. C. 255830, train
74, May 6. This action undoubtedly pre-
vented possible accident.
Clerk McConnell at Arcola, has been
commended for discovering and reporting
brake beam down on car in extra 1650
92
ILLINOIS CENTRAL MAGAZINE
93
north, while passing that station. This
action undoubtedly prevented possible ac-
cident.
Conductor W. T. Spencer and Brakeman
H. C. Davis have commended for discover-
ing and reporting broken rail north of
Bourbonnais, April 24. This action un-
doubtedly prevented possible accident.
Springfield Division.
Engineer P. L. May, Clinton, 111., has
been commended for discovering and re-
porting broken rail one and one half
miles north of Elwin, May 6, extra 1536
south bound. This action undoubtedly pre-
vented possible accident.
Conductor Thos. Clifford, Brakeman
Chester Craig, Flagman W. R. Craven,
Engineer C. L. Dickerson, and Fireman
J. DeLong, have been commended for in-
terest displayed when journal broke off
forward truck of St. L. & S. W. car 40103,
1st 152, engine 1541, May 19, and attention
given same which action undoubtedly pre-
vented possible accident.
Minnesota Division.
Section Foreman J. Townsend, Janes-
ville, Iowa, has been commended for dis-
covering and reporting brake beam drag-
ging on train 592, May 31. Train was
stopped and brake beam removed, thereby
preventing possible accident.
Memphis Division.
Mr. E. V. Henderson. Savage, Miss, has
been commended for discovering and re-
porting brake beam down, train extra 816
north April 29, passing that station. This
action undoubtedly prevented possible ac-
cident. DIVISION NEWS.
Minnesota Division.
The Minnesota Division employes are
quite proud of the fact that the total
amount subscribed by them through the
Company for Third Liberty Loan amounted
to $76,000.00, which with $47,500.00 approxi-
mately subscribed through outside commit-
tees makes grand total subscriptions for the
division $123,500.00.
Thfe employes at Dubuque have sub-
scribed for an American flag, which is now
floating in the breezes over Dubuque Ter-
minal.
Inspection trip over the Minnesota Di-
vision started at Albert Lea, on Monday,
May 6th, moving from that point to Water-
loo on that date, Waterloo to Cedar Rapids
on Tuesday, Cedar Rapids to Dubuque on
Wednesday, and Dubuque to Freeport on
Thursday. Superintendent McCabe and
members of the Division staff were fur-
nished car seven for the trip, which added
greatly to the comfort and pleasure.
B. F. Williams, local agent at Dubuque,
was obliged' to leave the inspection trip
party at Cedar Rapids, having been taken
ill at that point. Mr. Williams evidently
indulged too freely of the good things pro-
vided by the division officials.
The division garden in the parking at
Dubuque is being watched with great in-
terest, and one of the chief attractions is
WHY WEAR
Overalls?
Pat.
JuneS.
1915
When
there is
some-
thing Patented but-
ton-down skirt
• fi-ff} showing neat
LVi.9 jacket effect.
The
Patented
Sensible"
Is Different
Skirt up show-
ing suspenders
which are at-
tached to back
and better than any of jacket-
other work garment. At
your dealers or write for
descriptive circular.
Popular Prices
JOHNSTON & LARIMER Showing the
rnUDAUV conyementdrop
i LUmfANY, seat arrange-
COMBINATION WOP* fi
P/ione Tfyde Park 4400
~ St. and University A\>.
Chicago
Popular Price
Family Hotel
American Plan
Kates:
Single $ 8 «? to $14 <&per weeL
Doable 16^ to 1J?? per
Four blocks from new 63 -Street
depot and office building
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
the lettuce bed which has been planted so
as to spell out the words Red Cross. At
either end of these words is a cross also
formed by lettuce of a reddish brown var-
iety. The letters have come up perfectly
and are a credit to the Assistant Engi-
neer's force who spent quite a time after
office hours laying same out.
Instructor of Passenger and Train Em-
ployes R- J. Carmichael, of Chicago, held
a meeting for passenger conductors at Du-
buque on Monday and Tuesday, May 20th
and 21st, which was well attended and
which was thoroughly enjoyed by the men
attending. All expressed themselves as
having been very much helped by sugges-
tions given and the general discussion of
matters of interest to them.
Road Master J. F. McNamara, wife and
daughters have returned from a trip to
Camp Sevier, Greenville, S. C., after visit-
ing with their son and brother, George Mc-
Namara, who is with Battery A. 114 F. A.,
and is now on his way to France.
B. A. Patrick, formerly Division Claim
Clerk on the Minnesota Division, and now
in Freight Service Department, spent Sun-
day recently in Dubuque renewing old ac-
quaintances while enroute to check the
Iowa Division.
Corporal T. J. Ahern, formerly of the
Dubuque Freight Station, is now on his
way to France.
Miss Lenna Lightcap, stenographer in
Superintendent's office, recently spent Sun-
Colonial Hotel
6325 -Kenwood
Thane Vlackstone 4400
Chicago
Europ
ean
an,
$4?? to $7.??
One block from new 63- Si.
office building and depoi..
Hayes^B
ros.
, Mgr.
day with Mr. and Mrs. James Culton at
Chicago. Mr. Culton was formerly Com-
mercial Agent for the Illinois Central at
Denver, Colo., and is now located at Chi-
cago.
Consolation is much in evidence for the
"War Widows" among the young ladies in
the Superintendent's office. Moral — More
time now for Red Cross work.
Word has been received that Private E.
J. Riley, formerly of the division offices
at Dubuque, has arrived safety in France.
Assistant Engineer J. M. Beardsley was
quite successful in getting a number of
good photographs of the inspection trip
party. Claim Agent Tait is especially
proud of his showing in the pictures.
On account of the new Universal Inter-
line Waybills being put into effect on May
1st, billing machines have been furnished
the Dubuque Freight office, and all the
billing is now being done on these ma-
chines, which are working out very satis-
factorily.
James Ahern, freight house messenger,
is confined to the I. C. Hospital in Chicago,
where he is recovering from a severe fall
which he received several weeks ago.
Mark Wood spent several days in Chi-
cago recently, visiting with his brother,
who is in training at the Great Lakes Naval
Training Station.
Mrs. Mabel Logelin, nee Mable Hird,
operator at the Freight office, spent Sun-
day in Des Moines with her husband be-
fore he departed for San Antonio, Texas.
Norbert McCauley, Western Weighing
Inspector, has been called into service, and
with the last contingent from Dubuque de-
parted for Camp Dodge, Des Moines, May
27th. Mr. John Hall, formerly of the Ac-
countant's office, succeeds Mr. McCauley.
Misses Margaret Walsh and Grace Mc-
Donald, stenographers in freight office,
spent May 25th and 26th, in Des Moines,
visiting relatives and friends.
Indiana Division.
Various clubs are being formed in Mattoon
for the purpose of pushing the War Savings
Stamps movement. A committee called at
superintendent's office recently, and organized
the "Illinois Central Superintendent's Office
War Savings Stamps Fund," individual mem-
bers of the force pledging various amounts
to be paid for these stamps during the year
1918.
Sympathy is extended to the wife and rela-
tives of Pensioner J. Severns, who died a
few days ago. Mr. Severns was crossing
flagman at 21st street, Mattoon, several years
prior to his retirement, and previous to that
time was conductor on Indiana division.
Miss Bernadette Quinn has been employed
as clerk in the office of Mr. Sekinger, super-
visor of bridges and buildings.
Conductor M. O'Dea was in the Illi-
nois Central Hospital in Chicago several days,
is back at work again.
Conductor A. R. Patternson is in the hos-
Please mention this magazine when writing to advertisers.
95
pital in serious condition, although we are
glad to hear better reports from him the last
day or two.
Agent W. T. Pemberton is on the sick list —
taking a vacation at this time.
H. E. Sharp, day roundhouse foreman of
Mattoon shops, has resigned to accept a posi-
tion with another company.
Boiler Foreman C. W. Heiner, who has
been off duty sick, has returned to work.
Our Janitor "Tom" has been succeeded by
Charles Donley.
Operator W. C. Scott (first trick at New-
ton) was married May 25th to Miss Ellen
Staley, of Stewartsville, Ind. Best wishes !
C. R. Plummer, chief accountant in master
mechanic's office, left April 30th for Camp
Dix, N. J.; E. H. Werth, operator, Bloom-
field, leaves June 1 for camp; Brakeman
Victor Haynes leaving for Camp Wadsworth,
Spartanburg, S. C. ; Switchman B. Kidwell to
Ft. Benjamin Harrison, Indianapolis, Ind.
C. F. Cochran, operator at Pekin, has bid
in second trick in Mattoon office.
W. F. Barton, agent Green Valley, has re-
turned to work, relieving R. B. Smith, who
goes to Bone Gap to relieve W. A. McClure,
who starts on vacation.
When Booth Tarkington was visiting Naples
he was present during an eruption of Vesu-
vius.
"You haven't anything like that in America,
have you?" said an Italian friend, with pride.
"No, we haven't," replied Tarkington; "but
we've got Niagara Falls that would put the
d d thing out in five minutes."
OLD KENTUCKY, HOME GROWN. NATURAL LEAF TOBACCO
—In Hands
Cool, Sweet, Juicy, Mellow and Mild— THE IDEAL TOBACCO—
The Kind All Real Tobacco Users Like
Orlle Nlmmo, Camp Lee, Medical Department, Petersburg, Va.,
says: "Please ship me fire pounds of Old Home Spun. I had
rather have your Tobacco than all the manufactured tobacco in
IfWyou'wiU try my OLD KENTUCKY HOME SPUN you will
be pleased and will write a testimonial equal to the above. Ken-
tucky has the best. Specially selected from my own crop. One
pound, 60 cents; five or more pounds, 50 cents per pound. Small
sample, 25 centi.
RUBLE McNEILL, Boaz, Kentucky
"61" Floor Varnish
Sbow> Only the Reflection
You may dent the wood but you can't
crack the varnish. Send for sample
panel. Test it with your heel or a
hammer.
PRATT & LAMBERT-lNC
Varnish Maker*
•UwYo
Uodoo
York
FACTORIES
Buffalo
Paris
Chicago
Hamburg
He (holding her in his lap) : "Darling, I
only love you half as much as I did."
She: "What do you mean?"
He: "Well, only half of me is conscious."
Shipped on Approval
rite at once for particulars ot shipments and my 48-pasre
catalog. Agents wanted to drive and demonstrate the
Five-Pass.,34.7 H. Pr / \32x3H tires
BUSH nui'UU COMPAKK, Bush Temple, Chicago, Illinois
NUXATED IRON
"Say Doclor
This
Prescription
Works
T
Like
y? Magic"
Physician Says Nuxated Iron Quickly Puts Aston-
ishing Strength and Energy Into the Veins of
Men and Brings Roses to the Cheeks of Nervous,
Run-Down Women.
Ask the first hundred strong, healthy people you
meet to what they owe their strength and see how
many reply "Nuxated Iron." Dr. James Francis
Sullivan, formerly Physician of Bellevue Hospital,
(Outdoor Dept. ) New York, and the Westchester
County Hospital, says: "Thousands of people suf-
fer from iron deficiency, but do not know what to
take. There is nothing like organic iron — Nux-
ated Iron to quickly enrich the blood, make beau-
tiful, healthy women, and strong, vigorous iron
men. To make absolutely sure that my patients
get real organic iron and not some form of the
metallic variety, I always prescribe Nuxated Iron
in its original packages. Nuxated Iron will increase
the strength and endurance of weak, nervous run-
down folks in two weeks time, in many instances."
Manufacturers' Note: Nuxated Iron recommended above
by Dr. Sullivan can be obtained from any good druggist,
with or without a physician's prescription on an absolute
manufacturers' guarantee of success or money refunded.
I
R
O
N
F. C. Huntington, Supt
Northern Pacific Ry. Co.
Dilworth, Minn., says of
the
MONROE
CALCULATING MACHINE
"I find the time consumed in figuring the average rates
in the time book with the use of the Monroe is reduced
75 per cent."
Book of Facts on Request.
MONROE CALCULATING MACHINE COMPANY
Henry H. Doty, Central Division Mgr.
330 W. Monroe Street. Chicago
General Offices : Woolworth Building, New York.
Please mention this magazine when writing to advertisers.
96
ILLINOIS CENTRAL MAGAZINE
Incorporated
MANUFACTURERS OF
Railway, Station and Bridge Paint
622 to 63O East Main St.
Louisville, Ky.
BOOKS. ADVICE AND LIST I p R F F
OF INVENTIONS WANTED J^ IV E, d
Send sketck or model for searck. Higkest References.
Best Results. Promptness Assured.
Watson E. Coleman, Patent Lawyer
624 F Street N. W.. Wa.hineton. D.C.
Cast Steel
Buckeye Truck Frames, Truck Bolsters,
Key Connected Yokes and Journal Boxes,
"Major" Top Lift and Side Lift Couplers
The Buckeye Steel Castings Company
Works and Main Office: COLUMBUS, OHIO
New York Office: Chicago Office:
1274 No. SO Church Street 619 Railway Eichani t Bldt.
St. Paul, Minn. Office: No. 706 Pioneer Bldf .
BYRON CENTER
MICHIGAN
R. F. D. No. 64
A Worthy Charitable
Institution
Mrs. Mary D. McKee
MATRON
United Supply ft Manufacturing Co.
Railway Exchange
Chicago
Wool and Cotton Wiping and Packing Wast*
Nuts, Bolts, Rivets, Spikes
Axle*
American Rail Leader
Niles-Bement-Pond Co.
Ill Broadway, New YorR
McCormicK Bldg"., Chicago
COMPLETE EQUIPMENT
For Locomotive and Repair Shops
NILES RAILWAY MACHINE TOOLS
NILES CRANES BEMENT HAMMERS
PRATT & WHITNEY SMALL TOOLS AND GAUGES
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
M \ v
"learlikea.1
INCH'S
OlT-SPECIAl
VERALLS
ASK YOUR DEALER
The famous Finck's "Detroit-Special" pig was re-
cently listed, as the result of a competitive test, among
the ten best-known trade-marks in the country.
Millions of wearers recognize it as the sign of the
best-fitting, best-wearing overalls and work-garments
made.
You can prove Finck's "Detroit-Special" quality
easily — just insist that your next work-garments are
the "pig's nose" kind. You'll never again be satisfied
with less.
W. M. FINCK & COMPANY
1174 Gratiot Avenue, Detroit, Michigan
BRANCHES:
St. Louis, Missouri; Seattle, Washington;
San Francisco, California; and Dallas, Texas
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
DELKER BROS. BUGGY
COMPANY, Inc.
Designers
and Builders
of Vehicles
HENDERSON - - KENTUCKY
P. P. JOHNSON & SON
All Kinds of Lumber and Mill Work
Shingles a Specialty Estimates Furnished on Application
121 Green St., and 6th and Water Sts.
HENDERSON - - KENTUCKY
TH
E ECKERT MEAT CO.
Wholesale Fresh and Smoked Meats and Sausages
HENDERSON, KENTUCKY
P. A.)
&/~\ Established 1869
CO., Henderson, Ky.
Wholesale Hardware and ~., . ,,.
T-» •! -i » n/r , -i Oldest Firm in
Builders Material Henderson
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
Farmers Bank & Trust Company
Henderson, Kentucky
CAPITAL . ... - $ 200,000
SURPLUS - 120,000
DEPOSITS 1,000,000
The Marstall Furniture Company
MANUFACTURERS
WARDROBES AND CHIFFOROBES
HENDERSON KENTUCKY, U. S. A.
We will appreciate you bringing your Tobacco to the
Henderson Farmers Loose Leaf Warehouse Company, Inc.
and we will get you the Highest Market Prices
Fourth & Green Sts., Henderson, Ky.
SALES EVERY DAY EXCEPT SATURDAY
O. W. RASH Ipronrietors E- G- THOMPSON.
R. E. COOPER fFr°Pri MANAGER
Green Street Leads Direct to Warehouse
Henderson National Bank
HENDERSON, KENTUCKY
Capital $200,000.00
Surplus and Undivided Profit, $59,000.00
We Welcome Accounts Large and Small]
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
George Delker
High Grade Buggies
56 Years Standard
George Delker Co., incorporated Henderson, Ky.
Audubon Mining Company
Incorporated
Miners and Shippers of High Grade
Steam and Domestic Coal
Henderson, Kentucky
Jo Higdon
Long Distance Phones
Private Switch
INDEPENDENT ICE CO.
ICE AND COLD STORAGE
Manufacturers and Shippers
HENDERSON, KY.
Floyd St. E. Miller
Well Equipped Cold
Storage for Apples, Etc.
Lambert-Grisham Hardware Co., Inc.
Wholesale Hardware, Implements, Seeds
HENDERSON, KY.
229-231 FIRST STREET
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
CUT FLOWERS and DECORATIVE PLANTS
FROM
MORGAN FLORAL CO., Inc. Henderson, Ky.
Henderson Builders Supply Co. *•»& ™*
* Doors, Sash, Mouldings,
• * T T * g^ Lath, Shingles, Etc.
Wearerton Lumber Co. Henderson, Ky.
Kleymeyer - Klutey
Brick and Tile Works
HENDERSON, KY.
Write for Prices on Brick and Tile Delivered at Your
Nearest Railroad Station.
Tile Factory Near the Fair Grounds. Brick Yard on the
Zion Pike.
Capacity, 60,000 Bricks per Day
LONG DISTANCE TELEPHONE No. 128
ANDERSON BOX &
BASKET COMPANY
INCORPORATED
HENDERSON, KENTUCKY
t
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
Stifel's Indigo Cloth
Standard for over 75 years
For Men's Overalls, Jumpers and Uniforms
Miss Stifel Indigo Cloth
the kid glove finish fabric for
Women's Overalls and Work Clothes
Look for the boot trade mark on the back of
the cloth inside the garment before you buy,
it is your guarantee of the genuine.
J. L. STIFEL & SONS
WHEELING, W. VA. 260 CHURCH ST., NEW YORK
SHOP FOREMEN
Are you interested in improving your shop conditions and
reducing your maintenance and labor costs? If so, write
AYER & LORD TIE COMPANY
RAILWAY EXCHANGE, CHICAGO
for their booklet "FLOORS."
TEXACO
The Mark of Quality for all
Petroleum Products
Texaco Illuminating Oil
Texaco Naphtha
Texaco Gasoline
Texaco Lubricating Oils and
Greases for all conditions
Texaco Motor Oils
Texaco Engine Oils
Texaco Axle Grease
Texaco Railway Oils
Texaco Roofing
Texaco Fuel Oil
Texaco Bitumens and Cements
for Paving, Roofing, Waterproofing
Mastic Pipe Coating Insulation
THE TEXAS COMPANY
HOUSTON NEW YORK
Branch Of /ices: Boston. St. Louis, New Orleans,
Denver, Philadelphia, Norfolk, Dallas,
Tulsa, Chicago, Atlanta, El Paso
Be Certain
It Is
"National Waste
and
Avoid Troubles
NATIONAL WASTE CO.
Chicago - Philadelphia
Please mention this magazine when writing to advertisers.
ILLINOIS CENTRAL MAGAZINE
97
Bunn
Special
Adjusted to
6
Positions
Dial up
Dial down
Pendant up
Pendant left
Pendant right
Pendant down,
as shown in
illustration
Sangamo
Special
Adjusted to
6
Positions
Dial up
Dial down
Pendant up
Pendant left
Pendant rieht
Pendant dotvtl,
as shown in
illustration
Is Your Watch Adjusted to
Six Positions?
Most railroad watches are adjusted to only five
positions but owing to their superior quality
the famous
"Sangamo Special"
and "Bunn Special"
Railroad Watches are adjusted to six posi-
tions. Ask your jeweler about these superor
watches. Descriptive folder sent on request.
Illinois Watch Company
Springfield
F. W. NAGEL
Established 1865
H. L. MEYER
NAGEL & MEYER, Jewelers
Third and Broadway PADUCAH, KY.
Expert watchmakers (only) employed to care for
your watches. Ball and other popular makes of
railroad watches for your selection.
Mortimer & Ryan Co.
(INCORPORATED)
CONTRACTORS
Plumbing, Gas Fitting, Iron and Tile Drainage
Telephone Harrison 8240
oom 1306 Kimball Bid*., 25 East Jackson Bird-
Phone Franklin 855
A. KILANDER & CO.
CONTRACTORS
STEAM AND HOT WATER HEATING
POWER PLANT PIPING
1 26 South Clint on Street CHICAGO
BAND OFFICERS
W. Davidson, G. S. K. W. A. Summerhays, A. P. A
J. H. Nash, Supt. M.P. W. H. Quirk, Manager
L. A. North, Shop Supt. G. F. Fraser, Director
Care of I. C. Shops, 95th St., Chicago
ORGANIZED 1896
ILLINOIS CENTRAL
RAILROAD UNION
BAND & ORCHESTRA
The only R. R. Band and Orchestra in Cook
County. Music Furnished for All O cessions
Chicago Bearing Metal Co.
Offices:
2234-52 West 43rd Street
CHICAGO
Journal Bearings — Engine Castings, Brass
and Bronze Castings for all purposes.
Babbitt Metal.
PANTASOTE
A perfect substitute for leather
and one- third the cost of genuine
leather. Will be pleased to for*
ward samples upon application.
THE PANTASOTE COMPANY
. 11 Broadway, New York
Sutton Plastering Co.
Contractors for Plastering
Plain and Ornamental
Suite 1020 Kimball Bldg., CHICAGO
Telephone Harrison 5791
Jrog ano Crossing Morfcs
SPECIAL WORK tor STEAATamf ELECTRIC ROADS
Office
Chicago
—IN-
OPEN HEARTH— BESSEMER and MANGANESE
Work,
Chicago Height*
Please mention this magazine when writing to advertisers.
98
ILLINOIS CENTRAL MAGAZINE
T. S. LEAKE & COMPANY
GENERAL CONTRACTORS
7th Floor. Transportation Building
608 SOUTH DEARBORN ST.. CHICAGO. ILL.
Telephone Harrison 7682
Railroad Building* Our Specialty
Spencer Otis Company
RAILWAY SUPPLIES
Chicago, Mew York and St. Louis
The Hewitt Company
H. H. Hewitt, President
Hewitt Babbitt Metals
Machine Finished
Standard Metallic Packing Rings
RAILWAY EXCHANGE
CHICAGO
Absolute Protection
Prompt Service
Reasonable Rate*
WE WILL BOND YOU
UNITED STATESFIDELITY
Total Resources, $14,144,679.65 Surety Bonds
Fidelity Bonds for Employes In Positions of Trust.
Court Bonds — Administrators, Conservators, Guar-
dians, Executors, Appeal and Attachment.
Bonds to Guarantee Contracts.
Liability, Accident, Burglary insurance and all Casualty Lines
CHICAGO OFFICE CORN EXCHANGE BANK BUILDING
GEORGE E. BRENNAN, Ma.ager Telephone Franklin 3600
Manufacturers of
Perpetual Account Books
Loose Leaf Specialties and Blank
Books
High Grade Printing
THOMAS
Rail Anchor Tie Plate
Two Devices Combined In One. Efficient, Eco-
nomical, Reasonable in Price
Manufactured for all sectio • of rail by the
CHICAGO MALLEABLE CASTINGS CO.
West Pullman Station CHICAGO, ILLINOIS
It's so easyjtp save
when you have
This little pocket savings
bank is furnished FREE
to our Savings Depositors.
Open a Savings Account
with us today and get one.
CAPITAL. AND
S U R P l_U S
$11,OOO,OOO
"Identified visith
Chicago's Progress
Q Since 1857"
112 W. Adams St,Chicago.
THE
MERCHANTS.
^COMPANY
Loose Leaf System Order blanks
Telephone Harrison 243
H.J.Armstrong &Co.
Blank Book Makers
Railroad and Commercial Printers
538 So. Clark St.
CHICAGO
Please mention this magazine when writing to advertisers.
*
^07^
mourns ^iBis
*»«*
I
I
This Is Richard A. Oldham
Mr. Oldham was telegraph operator for the Illi-
nois Central Railroad for twenty years. He is fifty-
eight years old. During all those twenty y< ars, he drew the cus-
tomary monthly salary of a telegraph operator — no more — no less. One
day he read one of my advertisements and the possibilities of making
money in the Auto Tire Repair Business. In a few weeks, he had purchased
and installed a Haywood outfit, and was doing business for himself. He was
His Own Boss. A short time "ago he wrote us that his income in four months
was as much as it had been in Two and One-Half years as Telegraph Operator.
You men who have been left at home — who are beyond the draft age, can and must
take up the burdens left behind by others. Oldham is a living example of what can be
done. There are thirty million tires in use every day — punctures and blow outs are com-
mon. Something going wrong all the time. New tires advancing to prohibitive
prices. Owners forced to have their old tires fixed. I have 500 places to be filled
now. 500 stations where tire repairing is neglected, because there is no one to do it.
f Must Have 500 Men
to fill these places within the next 60 days
I have a big interesting book to send you— a book about tires— it
tells all about them — how they are repaired by the Haywood method
— explains this business — gives inside figures and profit. Gives
actual proof of success — letters of others who are now operating
Haywood Shops and making big money. "Wh&t these men
have done you can do. $2500 to $4000 a year is conservative.
One machine will give you a start. You can see business
around you — everywhere there are automobiles there are
tires that need repairing. You know that. All you do is
open a shop— put out a Haywood sign, and
auto owners will come to you, welcome you « H M H
and the service you bring them. If you *"
haven't seen the "Sign .of ttejManaxid Ma- j
chine ' ' there is a big opportunity awaiting you.
Sign the coupon and mail it today,
or send a post card or letter.
HAYWOOD, Pres.
HAYWOOD TIRE & '
EQUIPMENT CO. ^
1203 Capitol Avenue, INDIANAPOLIS, IND.
1203 Capitol Avenue, Indianapolis, Ind.
^ DEAB SIB :— Please send me your book
^r on Haywood Tire Repair Plants and full
particulars on your National Tire Repair
Service and details of your FREE school
of tire repairing.
NAME.
ADDRESS.
illllll
• iUllllllIlllllH
T
HE American Red Cross is the largest and most
efficient organization for the relief of suffering that
the world has ever seen.
It is made up almost entirely of volunteer workers, tKe
higher executives being, without exception, men accus-
tomed to large affairs who are giving their services with-
out pay.
It is supported entirely by its membership fees and by
voluntary contributions.
It is today bringing relief to suffering humanity, both mil-
itary and civil, in every war-torn allied country.
It plans tomorrow to help in the work of restoration
throughout the world.
It feeds and clothes entire populations in times of great
calamity.
It is there to help your soldier boy in his time of need.
In its thousands of workers, its tremendous stores and
smooth-running transportation facilities, it is a perfect ex-
ample of America's genius for organization, of America's
generosity, and of America's will to Win the War.
Congress authorizes it.
President Wilson heads it.
The War Department audits its accounts.
Your Army, your Navy and your Allies enthusiastically
endorse it.
Twenty-two million Americans have joined it.
Every Cent of Every Dollar Received for the
Red Cross W^ar Fund Goes for \J7ar Relief
The interest which accrues from the banking of funds has
made actually available for War Relief, one dollar and
two cents out of every dollar contributed.
liiniiiiiiiiiiiiiiiiiiiiiiiiiiiii
iHlllllllNIUIIIIIIIIIIIIIIIIIIIIIIIIIIIIUIIllllllllltllllilllllllUU