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 12,209 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 w r ells 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 living 1 ,
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
manifest 1 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., P hls ' 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 rai i and Wlth his et
Track," prepared by Dr. B. F. Ward. ms ! de - T .he s .P lnt <? f sleep seizes him
and whether it is the result of vibra-
"The papers almost every day carry t j on or j ust 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. p OSt O r 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 2 l /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.
f31 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,
ieicrgnition-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
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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
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The Varnish
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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 to 1 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 Bei- 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 it 1
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.
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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
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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 approaching 1 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
T of 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 troop c
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
8
16 7
354
Pears
0.6
5
14 1
288
Apples
0.4
0.5
142
285
Oranges
8
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
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Write Marine Eye Remedy Co., Chicago, R*
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Try It in Your Eyes and in Baby's Eyea fof
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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-
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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
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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, 101872 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
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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, Nw 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
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A new type that may be
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The new form of "DISC" glass is unbreakable so
far as human agency can provide. Danger to
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Every lubricator conforms to our high standard
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Descriptive Catalogue on Request.
Nathan Manufacturing Co.
Injecton and Attachments
Lubricators and Oilers
Engine and Boiler Fitting*
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Western Office: 1612 Old Colony Bldg., Chicago
KERITE
Insulated Wires and Cables
Be guided by facts, not theo-
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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 agentat 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, w r hich 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 law 7 ,
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.
M27 u.. 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-w r ay.
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 r o hear what his friends in the tonneau
of fate have said
That fool and his car should be parted. Such f oo i s an d t h e ir 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 cari T more dollars than
pride sense
That fool and his car should be parted. J ust char g e U P their fines to the run '
ning expense
The driver who mixes his drinks and That fool and his car should be parted.
hi s 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 Hoj.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 trarl 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 ballft*d and la p**f*et
Ltlom wad tb* p**d 1* a* gr**,t If not grtr tban that ad* 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*, **pclally
\ MBM rat lea* *a& looking la tb* diolng <
d *88. BM fNltfit oaulpHBt U far from U
o MpMltf B*ln aiout fourton toad pr 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 mi !.
<ter trip *o far l.w o*m TO? lntr.tU JO
. :ad a Yvry nic ro*ptloD, arobM Uuroagb tt* 1
.tane* of about fir* mil** with a band f|ootti*a} at or
vrTwbr w*r* grMt*d with "Hello, Ario*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. p ri ,
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 63 r -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 circus 1 , 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.
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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
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H. G. B. Alexander, President
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Please send me information in regard lo health and accident insurance.
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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.
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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
. v an 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
l2 l / 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 2 l /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 l l /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 ma 1 ! 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
r SON 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-
hibit 1 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 membe r s 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,
"an 5 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.
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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 e ir e,
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 :
"Yo J 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, A r isiting 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.
f P/wne Wacksione 4400
Chic a g o
E
uropean
$4 to $7.
One block, from new 63 r ~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 $14 <&per weeL
Double 16 2? to 1^ ??pei' weeL
Four blocks from new 63 L Street
depot and office building
KERITE
Insulated Wires and Cables
Be guided by facts, not theo-
ries by performance records,
not claims by experience,
not prophecy. Every consid-
eration points straight to
KERITE for permanently
satisfactory and economical
service.
185O
INSULATED
WIRE & CABLE
NEW YORK
1917
COMPANY
CHICAGO
($}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 Waask22QQ
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 H ve 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 w r as 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" t
